Vehicle Driving Control System

Abstract

The purpose of the present invention is to provide a vehicle travel control system that enables lane keeping even on roads where lane keeping via lane-keeping control is difficult. For this purpose, a vehicle travel control system 1 comprises: a road information acquisition unit 105 that acquires road information including a lane shape; a connection area shape calculation unit 203 that, when a lane in which a host vehicle 13 travels has a first lane 10, a second lane 11, and a connection area 12 connecting the first lane 10 and the second lane 11, calculates the shape of the connection area 12 on the basis of the road information; and a lane shape correction unit 204 that corrects the shape of the lane in accordance with the shape of the connection area 12. A lane-keeping control unit 300 performs lane-keeping control in accordance with the lane shape corrected by the lane shape correction unit 204 when the host vehicle 13 travels in the first lane 10 toward the connection area 12.

Description

[Technical Field]

[0001] The present invention relates to a vehicle driving control system that realizes lane keeping. [Background technology]

[0002] Improved convenience through lane-keeping functions is also desired on major roads, but since there are no white lines near intersections, a technology is known that uses odometry to interpolate the area and drive based on a map.

[0003] Furthermore, Patent Document 1 discloses a system that, when lane markings cannot be recognized due to factors such as snow accumulation, controls the vehicle to target a lane center that is offset to the side of the vehicle's path relative to the lane center based on a map, using the driver's steering wheel release point. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2018-173304 Summary of the Invention [Problem to be solved by the invention]

[0005] With conventional technology, when white lines cannot be recognized, the vehicle drives based on a map. However, in areas where the front and rear lanes are not connected continuously and linearly (such as when the entrance and exit of an intersection are connected with a lateral offset, or when the road shape is such that the lanes are connected in a curved, dogleg-like shape), even if control is implemented to follow the road on the map, the steering command output cannot be output in time, making it difficult to maintain the vehicle in its lane.

[0006] Furthermore, even if a method for performing lateral correction of the vehicle is used as in Patent Document 1, the road shape changes from moment to moment, so it is not possible to determine the point at which the driver releases the steering wheel.

[0007] The present invention has been made in consideration of the above-mentioned problems, and its purpose is to provide a vehicle driving control system that enables lane keeping even on roads where lane keeping control is difficult. [Means for solving the problem]

[0008] In order to achieve the above object, the present invention provides a vehicle driving control system including an external environment recognition sensor that recognizes the surroundings of the host vehicle, a lane recognition unit that recognizes the lane in which the host vehicle is traveling based on the results recognized by the external environment recognition sensor, and a lane keeping control unit that performs steering control of the host vehicle so that the host vehicle travels in the lane recognized by the lane recognition unit. The system also includes a road information acquisition unit that acquires road information including lane shapes, a connection area shape calculation unit that calculates the shape of the connection area based on the road information when the lanes have a first lane and a second lane and the first lane and the second lane are connected via a connection area, and a lane shape correction unit that corrects the shape of the lane in accordance with the shape of the connection area, and when the host vehicle travels in the first lane toward the connection area, the lane keeping control unit performs the steering control based on the shape of the lane corrected by the lane shape correction unit. [Effects of the Invention]

[0009] According to the present invention, lane keeping is possible even on roads where lane keeping control is difficult. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a diagram showing an example of a target route set by lane keeping control in the prior art; [Figure 2] FIG. 10 is a diagram showing another example of a target route set by lane keeping control in the prior art; [Figure 3] 1 is a functional block diagram of a vehicle driving control system according to a first embodiment of the present invention; [Figure 4] 1 is a flowchart showing the processing of a vehicle driving control system according to a first embodiment of the present invention. [Figure 5]FIG. 10 is a diagram showing a method for calculating a correction amount using both the lateral offset distance and the angle of the "L" in the first embodiment of the present invention. [Figure 6] FIG. 1 is a diagram showing an example of a target route set in lane keeping control in a first embodiment of the present invention; [Figure 7] 10 is a flowchart showing the processing of a vehicle driving control system according to a second embodiment of the present invention. [Figure 8] 10 is a flowchart (1 / 2) showing the processing of a vehicle driving control system according to a third embodiment of the present invention. [Figure 9] 10 is a flowchart (2 / 2) showing the processing of a vehicle driving control system according to a third embodiment of the present invention. [Figure 10] 10 is a flowchart showing the processing of a vehicle driving control system according to a fourth embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0011] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In each drawing, the same reference numerals are used to designate the same components, and redundant description will be omitted. [Example]

[0012] A first embodiment of the present invention will be described with reference to FIGS.

[0013] 1 and 2 are diagrams showing an example and another example of a target route set by lane keeping control in the prior art. In FIGS. 1 and 2, a first lane 10 and a second lane 11 of a major trunk road are connected via an intersection 12, which is a connecting area. A vehicle 13 is traveling on the first lane 10 toward the intersection 12. A target route 14 for the vehicle 13 is obtained as a broken line connecting node points 16 on the center of the lanes, which are the center lines of the lane shapes of the first lane 10 and the second lane 11 (the shape sandwiched between white lines 15). Because no white lines are drawn within the intersection 12, the target route 14 within the intersection 12 is obtained as a line segment connecting node point 16 located at the end of the first lane 10 (the entrance to the intersection 12) and node point 16 located at the beginning of the second lane 11 (the exit of the intersection 12).

[0014] As shown in Figure 1, if the lateral offset distance 19, which is the distance between a line segment 17 extending the lane center of the first lane 10 into the intersection 12 and a line segment 18 extending the lane center of the second lane 11 into the intersection 12, is large (the first lane 10 and the second lane 11 are connected with a lateral offset), steering control is performed toward the intersection exit after the host vehicle 13 enters the intersection 12, which may delay the behavior of the host vehicle 13 and cause the host vehicle 13 to deviate from the second lane 11 and enter an adjacent lane. Furthermore, as shown in Figure 2, a similar problem may occur if the angle 20 between the line segment extending the lane center of the first lane 10 into the intersection 12 and the line segment extending the lane center of the second lane 11 into the intersection 12 is large (the first lane 10 and the second lane 11 are connected in a dogleg shape). Furthermore, although not shown, a similar problem may occur when the connection area 12 connecting the first lane 10 and the second lane 11 is a branch point where the first lane 10 branches into the second lane 11 and the third lane, or when the first lane 10 and the fourth lane merge into the second lane 11. This embodiment solves this problem.

[0015] 3 is a functional block diagram of a vehicle driving control system 1 in a first embodiment. The vehicle driving control system 1 includes an external environment recognition sensor 101 such as a camera, a yaw rate sensor 102, a vehicle speed sensor 103, a GPS 104, a road information acquisition unit 105, a lane recognition unit 106, a lane shape generation unit 200, a lane keeping control unit 300, and a vehicle control unit 400. The lane shape generation unit 200 and the lane keeping control unit 300 are implemented in an ADAS (Advanced Driver Assistance System) controller, which is a type of ECU (Electronic Control Unit). The vehicle control unit 400 is implemented in a VMC (Vehicle Motion Control) controller, which is a type of ECU. The road information acquisition unit 105 and the lane recognition unit 106 are implemented in another ECU.

[0016] The lane shape generation unit 200 has a vehicle position estimation unit 201, a connection area vicinity determination unit 202, a connection area shape calculation unit 203, a lane shape correction unit 204, and a lane shape switching unit 205. The lane keeping control unit 300 has a control command value calculation unit 301. The vehicle control unit 400 has an actuator control unit 401.

[0017] The vehicle position estimation unit 201 calculates the vehicle position using the speed acquired by the vehicle speed sensor 103, the yaw rate acquired by the yaw rate sensor 102, lane recognition information acquired by the lane recognition unit 106, road information acquired by the road information acquisition unit 105, position information acquired by the GPS 104, and map information. The connection area vicinity determination unit 202 determines whether the vehicle 13 is located near the connection area 12 using the vehicle position and the map information. If the vehicle 13 is located within the connection area 12, the connection area shape calculation unit 203 calculates the shape of the connection area 12 using the vehicle position and the map information. The lane shape correction unit 204 corrects the lane shape using the connection area shape obtained by the connection area shape calculation unit 203. The lane shape switching unit 205 outputs the corrected lane shape to the lane keeping control unit 300 when the vehicle 13 is located near the connection area 12, and otherwise outputs the lane shape recognized by the lane recognition unit 106 to the lane keeping control unit 300.

[0018] The control command value calculation unit 301 calculates a control command value (lane keeping control command value) for performing lane keeping control using the lane shape output from the lane shape switching unit 205, and outputs the control command value to the vehicle control unit 400. The actuator control unit 401 operates a steering actuator (not shown) of the host vehicle 13 in accordance with the lane keeping control command value.

[0019] 4 is a flowchart showing the processing of the vehicle driving control system 1 in the first embodiment. Each step will be explained below in order.

[0020] In step S101, the vehicle position estimation unit 201 reads the position, speed, yaw rate, white line recognition status by a camera, and map information of the vehicle 13. Note that in all of the following examples, white lines are recognized by a camera, but white lines may be detected by LiDAR, or road structures such as guardrails may be detected instead of white lines.

[0021] In step S102, the vehicle position estimation unit 201 determines whether or not the camera has detected a white line. If the camera has not detected a white line, the process proceeds to step S103, and if the camera has detected a white line, the process proceeds to step S104.

[0022] In step S103, the vehicle position estimation unit 201 calculates the current lateral position to the white line, the yaw angle from the white line, and the curvature of the white line by odometry using the speed, yaw rate, and map information of the vehicle 13. At this time, the yaw angle θ from the white line is corrected based on the future road shape using the following equation.

[0023] θ=θ+κs Here, κ is the curvature of the road in the future [1 / m], and s is the distance traveled by the vehicle since the previous calculation [m].

[0024] In step S104, the vehicle position estimation unit 201 reads the lateral position to the white line, the yaw angle from the white line, and the curvature of the white line from the camera.

[0025] In step S105, the vehicle position estimation unit 201 estimates the position of the vehicle 13 in the latitude and longitude directions on the map using the position, speed, yaw rate, lane shape, and map information of the vehicle 13 read in step S101. The vehicle position is estimated by, for example, assuming that the lane center recognized by the camera is the lane center on the map, and calculating the position of the vehicle 13 in the latitude and longitude directions on the map from the relative position of the lane center recognized by the camera using the position of the lane center on the map. Furthermore, after the white line is lost, the position of the vehicle 13 is determined using dead reckoning.

[0026] In step S106, the connection area vicinity determination unit 202 uses the map information read in step S101 and the vehicle position estimated in step S105 to calculate the distance to the start point of the intersection 12 and the distance from the end point of the intersection 12. These distances are calculated, for example, as the two-dimensional Euclidean distance between the vehicle position and the start point or end point of the intersection.

[0027] In step S107, the connection area vicinity determination unit 202 determines whether or not the vehicle 13 is near the intersection 12, using the vehicle position estimated in step S105 and the distance to the start point and the distance from the end point of the intersection 12 calculated in step S106. This determination is made by determining that the vehicle 13 is near the intersection 12, for example, if the distance to the start point of the intersection or the distance to the end point is equal to or less than a predetermined value. If it is determined that the vehicle 13 is near the intersection, the process proceeds to step S108; otherwise, the process proceeds to step S111.

[0028] In step S108, connection area shape calculation unit 203 uses the map information read in step S101 and the vehicle position estimated in step S105 to determine the intersection pattern as either offset, dogleg, or other. The intersection pattern is determined using, for example, lateral offset distance 19 as shown in Fig. 1 or angle 20 between the entrance and exit of intersection 12 as shown in Fig. 2, and if lateral offset distance 19 is equal to or less than a first predetermined value and angle 20 is equal to or less than a second predetermined value, the intersection is determined to be "other."

[0029] In step S109, the lane shape correction unit 204 corrects the lane shape in the left-right (lateral) direction of the vehicle path in a correction section (shown in FIG. 6), which is a predetermined lane section including the connection area 12, based on the intersection pattern determined in step S108. The amount of left-right (lateral) correction is determined to be proportional to the lateral offset distance 19 in the case of an intersection with an offset, and to the angle 20 in the case of an intersection with a dogleg. Furthermore, in the case of an intersection with a combination of an offset and a dogleg, the correction amount may be calculated as shown in FIG. 5 using both the lateral offset distance 19 and the dogleg angle 20. At this time, an upper limit is set for the correction amount so that the lane center (target route) in the corrected lane shape does not extend into an adjacent lane in the lane shape before correction or collide with a nearby vehicle. The lane shape is then corrected using the left-right correction amount.

[0030] In step S110, the lane shape switching unit 205 inputs the lane shape corrected in step S109 to the lane keeping control unit 300.

[0031] In step S111, the lane shape switching unit 205 inputs the lane shape obtained in step S103 or S104 to the lane keeping control unit 300.

[0032] In step S112, the control command value calculation unit 301 sets the center line (lane center) of the lane shape input in step S110 or S111 as the target route, and calculates a lane keeping control command value for performing steering control so that the vehicle 13 travels along the target route.

[0033] In step S113, the actuator control section 401 operates the steering actuator in accordance with the lane keeping control command value.

[0034] FIG. 6 is a diagram showing an example of a target route set by lane keeping control in the first embodiment. The lane shape shown in FIG. 6 is the same as that shown in FIG. 1. The lane shape is a shape shifted to the left by a correction amount corresponding to the lateral offset distance 19 in the correction section, which is a predetermined lane section including the connection area 12. A target route 14a in the corrected lane shape is obtained as a broken line or curve passing through node point 16 in the lane shape outside the correction section and node point 16a in the lane shape within the correction section. This sets a target route 14a that requires steering in advance just before the intersection 12.

[0035] (summary) In the first embodiment, the vehicle driving control system 1 includes an external environment recognition sensor 101 that recognizes the surroundings of the vehicle 13, a lane recognition unit 106 that recognizes the lane in which the vehicle 13 is traveling based on the results of recognition by the external environment recognition sensor 101, and a lane keeping control unit 300 that controls the vehicle 13 so that the vehicle 13 travels within the lane recognized by the lane recognition unit 106. In the vehicle driving control system 1, a road information acquisition unit 105 acquires road information including lane shapes, and the lane has a first lane 10 and a second lane 11, and The system is provided with a connection area shape calculation unit 203 that calculates the shape of the connection area 12 based on the road information when the first lane 10 and the second lane 11 are connected via a connection area 12, and a lane shape correction unit 204 that corrects the shape of the lane according to the shape of the connection area 12, and the lane keeping control unit 300 performs lane keeping control according to the lane shape corrected by the lane shape correction unit 204 when the vehicle 13 travels on the first lane 10 towards the connection area 12.

[0036] According to the first embodiment configured as described above, a target route for the vehicle 13 is set so that the steering wheel is turned before the vehicle enters the connection area 12, making it possible to maintain the lane even on a road where the first lane 10 and the second lane 11 are connected via the connection area 12.

[0037] Furthermore, the lane shape correction unit 204 corrects the shape of the lane by determining the amount of correction of the lane in a direction perpendicular to the traveling direction of the host vehicle 13 and the correction section, which is the lane section in which the shape of the lane is to be corrected. This simplifies the method for correcting the lane shape.

[0038] Furthermore, the lane shape correction unit 204 in the first embodiment determines the correction amount based on a lateral offset distance 19, which is the distance between a line segment 17 extending the lane center of the first lane 10 into the connection area 12 and a line segment 18 extending the lane center of the second lane 11 into the connection area 12. This makes it possible to maintain lane position even on a road where the first lane 10 and the second lane 11 are connected by being offset laterally via the connection area 12.

[0039] Furthermore, the lane shape correction unit 204 in the first embodiment determines the correction amount based on the angle 20 between a line segment extending from the lane center of the first lane 10 into the connection area 12 and a line segment extending from the lane center of the second lane 11 into the connection area 12. This makes it possible to maintain lane position even on a road where the first lane 10 and the second lane 11 are connected in a dogleg shape via the connection area 12.

[0040] Furthermore, the lane shape correction unit 204 in the first embodiment determines the correction amount based on the curvature of the lanes when a lateral offset distance 19, which is the distance between a line segment 17 extending the lane center of the first lane 10 into the connection area 12 and a line segment 18 extending the lane center of the second lane 11 into the connection area 12, is equal to or less than a first predetermined value, and an angle 20 between the line segment extending the lane center of the first lane 10 into the connection area 12 and the line segment extending the lane center of the second lane 11 into the connection area 12 is equal to or less than a second predetermined value. This makes it possible to maintain lane position even on a road where the first lane 10 and the second lane 11 are connected via the connection area 12 with a curvature.

[0041] Furthermore, the connection area 12 in the first embodiment is any one of an intersection 12 connecting the first lane 10 and the second lane 11, a branch point where the first lane 10 branches into the second lane 11 and the third lane, and a merging point where the first lane 10 and the fourth lane merge into the second lane 11. This makes it possible to maintain lane position even on a road where the first lane 10 and the second lane 11 are connected via an intersection 12, a branch point, or a merging point. [Example]

[0042] The second embodiment of the present invention will be described, focusing on the differences from the first embodiment.

[0043] In the first embodiment, the correction section of the vehicle alignment is constant regardless of the speed of the host vehicle 13, so if the speed of the host vehicle 13 is high, steering control may not be performed in time, and if the speed of the host vehicle 13 is low, the timing to start steering control may be too early. This embodiment solves this problem.

[0044] Fig. 7 is a flowchart showing the processing of the vehicle driving control system 1 in the second embodiment. Steps S201 to S208 and S210 to S213 in Fig. 7 are the same as steps S101 to S108 and S110 to S113 (shown in Fig. 4) in the first embodiment, and therefore a description thereof will be omitted.

[0045] In step S209, the lane shape correction unit 204 corrects the lane shape in the left-right direction of the vehicle's path based on the speed of the vehicle 13 read in step S201 and the intersection pattern determined in step S208. The amount of correction to the vehicle lane shape is set to be proportional to the angle 20 (shown in FIG. 2) between the entrance and exit of the intersection in the case of a dogleg intersection, for example. At this time, as in step S109, an upper limit is set for the amount of correction. Also, the correction section of the vehicle lane shape is set to be larger in proportion to the speed of the vehicle 13 (for example, extending toward the front of the intersection 12). Thereafter, as in step S109, the lane center in the corrected lane shape is set as a new target route.

[0046] (summary) The lane shape correction unit in the second embodiment determines, based on the speed of the host vehicle 13, a correction section, which is a lane section for correcting the lane shape.

[0047] According to the second embodiment configured as described above, lane keeping is possible even on a road where the first lane 10 and the second lane 11 are connected via the connection area 12, regardless of the speed of the vehicle 13. [Example]

[0048] The third embodiment of the present invention will be described, focusing on the differences from the second embodiment.

[0049] In the second embodiment, the correction section of the lane shape is determined based on the current speed of the host vehicle 13. Therefore, if other vehicles ahead at the intersection are traveling at a slow speed due to congestion, the correction section of the lane shape will be determined to be longer based on the current speed of the host vehicle 13, even though the host vehicle 13 will decelerate in the future, and the timing to start steering control may be too early. This embodiment solves this problem.

[0050] Figures 8 and 9 are flowcharts showing the processing of the vehicle driving control system 1 in the third embodiment. Steps S302 to S308 and S312 to S315 in Figures 8 and 9 are similar to steps S202 to S208 and S210 to S213 (shown in Figure 7) in the second embodiment, and therefore their explanation will be omitted.

[0051] In step S301, the vehicle position estimation unit 201 reads the position, speed, yaw rate of the vehicle 13, the white line recognition status by the camera, the positions and speeds of other vehicles by the camera, map information, and the set route.

[0052] In step S309, the lane shape correction unit 204 determines whether other vehicles are traveling smoothly or whether there are no other vehicles ahead of the intersection that can be obtained from the set route read in step S301. Here, for example, it determines whether there are no other vehicles ahead of the intersection based on the positions of the other vehicles, and whether the other vehicles are traveling smoothly based on their speeds. Here, if other vehicles are traveling smoothly or there are no other vehicles ahead of the intersection, the process proceeds to step S310; otherwise, the process proceeds to step S311.

[0053] In step S310, similar to step S209, the lane shape correction unit 204 corrects the lane shape calculated in step S303 or S304 based on the speed and intersection pattern of the host vehicle 13. That is, the lane shape correction unit 204 determines the amount of lateral correction based on the intersection pattern, and determines the correction section based on the current speed of the host vehicle 13.

[0054] In step S311, the lane shape correction unit 204 corrects the lane shape calculated in step S303 or S304 based on the predicted future speed of the host vehicle 13 and the intersection pattern. That is, the amount of lateral correction is determined based on the intersection pattern, and the correction section is determined based on the predicted future speed of the host vehicle 13. At this time, as in step S209, an upper limit is set on the correction amount. The correction section is determined to be a speed lower than the current speed of the host vehicle 13, for example, proportional to the speed of the other vehicle, predicting that the host vehicle 13 will decelerate to follow another vehicle traveling at a low speed ahead of the intersection 12. Thereafter, as in step S209, the lane center in the corrected lane shape is set as a new target route. The correction section may also be determined based on surrounding traffic conditions, the driving route, or the legal speed limit, which can be acquired from the road information acquisition unit 105.

[0055] (summary) The lane shape correction unit 204 in the third embodiment determines a correction section, which is a lane section for correcting the lane shape, based on the speed of the vehicle 13 and the traffic conditions around the vehicle 13 acquired by the external environment recognition sensor 101.

[0056] According to the third embodiment configured as described above, lane keeping is possible even on roads where the first lane 10 and the second lane 11 are connected via the connection area 12, regardless of the speed of the vehicle 13 and the surrounding traffic conditions.

[0057] Furthermore, the lane shape correction unit 204 in the third embodiment determines the correction section based on the speed of the vehicle 13 and the driving route that can be acquired from the road information acquisition unit 105. This makes it possible to maintain the lane even on a road where the first lane 10 and the second lane 11 are connected via the connection area 12, regardless of the speed and driving route of the vehicle 13.

[0058] Furthermore, the lane shape correction unit 204 in the third embodiment determines the correction section based on the speed of the vehicle 13 and the legal speed limits of the first lane 10 and the second lane 11 that can be acquired from the road information acquisition unit 105. This makes it possible to maintain lane position even on a road where the first lane 10 and the second lane 11 are connected via the connection area 12, regardless of the speed of the vehicle 13 and the legal speed limit. [Example]

[0059] The fourth embodiment of the present invention will be described, focusing on the differences from the first embodiment.

[0060] In the first embodiment, the lane center in the corrected lane shape is set as the new target route, whereas in this embodiment, the target route is not changed, and the vehicle position is corrected so that the vehicle 13 travels on the lane center in the corrected lane shape.

[0061] Fig. 10 is a flowchart showing the processing of the vehicle driving control system 1 in the fourth embodiment. Steps S401 to S408 and S412 in Fig. 10 are the same as steps S101 to S108 and S113 (shown in Fig. 4) in the first embodiment, and therefore a description thereof will be omitted.

[0062] In step S409, the lane shape correction unit 204 corrects the vehicle position according to the amount of lateral correction of the vehicle lane shape. Specifically, the vehicle position is moved by the amount of correction in the direction opposite to the correction direction of the vehicle lane shape. After executing step S409, the process proceeds to step S410.

[0063] In step S410, the lane shape obtained in step S403 or S404 is input to the lane keeping control unit 300.

[0064] In step S411, the control command value calculation unit 301 sets the center line (lane center) of the lane shape input in step S410 as the target route, and calculates a lane keeping control command value for performing steering control so that the host vehicle 13 travels on the target route. At this time, if the host vehicle position has been corrected in step S409, the lane keeping control command value is calculated so that the corrected host vehicle position is located on the lane center of the lane shape before the correction. In other words, this means that the lane keeping control command value is calculated so that the host vehicle position before the correction is located on the lane center of the lane shape after the correction.

[0065] In the fourth embodiment configured as described above, as in the first embodiment, lane keeping is possible even on a road where the first lane 10 and the second lane 11 are connected via a connection area 12.

[0066] Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments and includes various modifications. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and the present invention is not necessarily limited to those including all of the described configurations. Furthermore, it is possible to add part of the configuration of one embodiment to the configuration of another embodiment, or to delete part of the configuration of one embodiment or replace it with part of another embodiment. [Explanation of symbols]

[0067] 1...vehicle driving control system, 10...first lane, 11...second lane, 12...intersection (connection area), 13...own vehicle, 14, 14a...target route, 15...white line, 16, 16a...node point, 17, 18...line segment, 19...lateral offset distance, 20...angle, 101...external environment recognition sensor, 102...yaw rate sensor, 103...vehicle speed sensor, 105...road information acquisition unit, 106...lane recognition unit, 200...lane shape generation unit, 201...own vehicle position estimation unit, 202...connection area vicinity determination unit, 203...connection area shape calculation unit, 204...lane shape correction unit, 205...lane shape switching unit, 300...lane keeping control unit, 301...control command value calculation unit, 400...vehicle control unit, 401...actuator control unit.

Claims

1. an external recognition sensor that recognizes the surroundings of the vehicle; a lane recognition unit that recognizes the lane in which the vehicle is traveling based on the results recognized by the external environment recognition sensor; a lane keeping control unit that controls steering of the host vehicle so that the host vehicle travels in the lane recognized by the lane recognition unit, a road information acquisition unit that acquires road information including lane shapes; a connection area shape calculation unit that calculates a shape of the connection area based on the road information when the lanes include a first lane and a second lane and the first lane and the second lane are connected via a connection area; a lane shape correction unit that corrects the shape of the lane in accordance with the shape of the connection area, The lane keeping control unit performs the steering control based on the shape of the lane corrected by the lane shape correction unit when the host vehicle travels on the first lane toward the connection area. A vehicle driving control system comprising:

2. 2. The vehicle driving control system according to claim 1, The lane shape correction unit corrects the shape of the lane by determining a correction amount of the lane in a direction perpendicular to the traveling direction of the vehicle and a correction section which is a lane section in which the shape of the lane is to be corrected. A vehicle driving control system comprising:

3. 3. The vehicle driving control system according to claim 2, The lane shape correction unit determines the correction amount based on a lateral offset distance, which is a distance between a line segment extending from a lane center of the first lane into the connection area and a line segment extending from a lane center of the second lane into the connection area. A vehicle driving control system comprising:

4. 3. The vehicle driving control system according to claim 2, The lane shape correction unit determines the correction amount based on an angle between a line segment extending from a lane center of the first lane into the connection area and a line segment extending from a lane center of the second lane into the connection area. A vehicle driving control system comprising:

5. 3. The vehicle driving control system according to claim 2, The lane shape correction unit determines the correction amount based on the curvature of the lane when a lateral offset distance, which is a distance between a line segment extending the lane center of the first lane into the connection area and a line segment extending the lane center of the second lane into the connection area, is equal to or less than a first predetermined value, and an angle between the line segment extending the lane center of the first lane into the connection area and a line segment extending the lane center of the second lane into the connection area is equal to or less than a second predetermined value. A vehicle driving control system comprising:

6. 3. The vehicle driving control system according to claim 2, The lane shape correction unit determines the correction section based on the speed of the host vehicle. A vehicle driving control system comprising:

7. 7. The vehicle driving control system according to claim 6, The lane shape correction unit determines the correction section based on the speed of the vehicle and a traffic state around the vehicle acquired by the external environment recognition sensor. A vehicle driving control system comprising:

8. 7. The vehicle driving control system according to claim 6, The lane shape correction unit determines the correction section based on the speed of the vehicle and the driving route that can be acquired from the road information acquisition unit. A vehicle driving control system comprising:

9. 7. The vehicle driving control system according to claim 6, The lane shape correction unit determines the correction section based on the speed of the vehicle and the legal speed limits of the first lane and the second lane that can be acquired from the road information acquisition unit. A vehicle driving control system comprising:

10. 2. The vehicle driving control system according to claim 1, The connection area is any one of an intersection connecting the first lane and the second lane, a branch point where the first lane branches into the second lane and the third lane, and a merging point where the first lane and the fourth lane merge into the second lane. A vehicle driving control system comprising:

Images