WO2016170683A1 - Travel control device and data structure - Google Patents

Abstract

Provided is a travel control device, comprising: an acquisition means 160 for acquiring proximity distribution information for a specific intersection at which a host vehicle turns left or right from among distribution information which indicates the proximities between vehicles and moving obstacles at intersections when vehicles have turned right or left thereat; and a control means 160 for controlling the running of the vehicle, on the basis of the proximity distribution information of the specific intersection when the vehicle turns right or left thereat.

Description

Travel control device and data structure

The present invention relates to a traveling control device and a data structure for controlling traveling of a vehicle.

Conventionally, when the host vehicle turns right or left at the intersection, an area where the host vehicle can travel at the intersection is detected, and a traveling route of the host vehicle is generated so that the host vehicle travels in the area. A technique for controlling the traveling of the host vehicle is known (for example, Patent Document 1).

International Publication No. 2012/14280

Drivers tend to increase their distance from other vehicles and slowly turn right or left at complicated intersections such as intersections with poor visibility and five-way roads, while intersections and traffic with good visibility At intersections where the amount is large and there are few opportunities for right or left turns, even if other vehicles are approaching to some extent, there is a tendency to quickly make a right or left turn. In this way, the driver performs the movement of the host vehicle with respect to the other vehicle (for example, the speed when making a right or left turn at the intersection, the right turn or the left turn) according to the characteristics of the intersection (for example, the line of sight, complexity, traffic volume, etc.) By changing the determination of whether or not the vehicle is traveling safely and smoothly at the intersection. However, since the conventional technology does not control the traveling of the host vehicle in accordance with the characteristics of such an intersection, the subject vehicle may not be appropriately controlled at the intersection.

The problem to be solved by the present invention is to provide a travel control device capable of appropriately controlling the travel of the host vehicle at an intersection.

The present invention acquires the distribution information of the degree of approach between the vehicle and the moving obstacle when the vehicle turns right or left at the intersection for each intersection, and when the vehicle turns right or left at the intersection, the degree of approach at the intersection is obtained. The above-mentioned problem is solved by controlling the travel of the host vehicle based on the distribution information.

According to the present invention, when the host vehicle turns right or left at the intersection, the host vehicle travels based on the distribution information of the degree of approach between the vehicle and the moving obstacle when the vehicle turns right or left at the intersection. By controlling, it is possible to appropriately control the traveling of the host vehicle at the intersection according to the characteristics of the intersection.

It is an outline figure showing an example of a run control system concerning this embodiment. It is a figure for demonstrating the distribution information of an approach degree. It is a figure which shows an example of the distribution information of an approach degree. It is a figure which shows an example of the distribution information of an approach degree. It is a figure which shows an example of the distribution information of an approach degree. It is a flowchart which shows the traveling control process which concerns on 1st Embodiment. It is a flowchart which shows the traveling control process which concerns on 2nd Embodiment. It is a figure which shows the other example of the distribution information of an approach degree.

<< First Embodiment >>
Hereinafter, based on the drawings, a travel control system according to an embodiment of the present invention will be described. FIG. 1 is a configuration diagram illustrating a travel control system according to the present embodiment. As shown in FIG. 1, the travel control system according to the present embodiment includes an in-vehicle device 100 mounted on a vehicle and a server 200 installed outside the vehicle. The in-vehicle device 100 and the server 200 can exchange information with each other via a wireless communication line or a telephone communication line. In FIG. 1, only one in-vehicle device 100 is illustrated, but the traveling control system according to the present embodiment can be composed of a plurality of in-vehicle devices 100 mounted on a plurality of vehicles, respectively. 200 can exchange information with the plurality of in-vehicle devices 100.

First, the in-vehicle device 100 will be described. As shown in FIG. 1, the in-vehicle device 100 includes a road detection device 110, an obstacle detection device 120, a host vehicle state detection device 130, a drive device 140, a steering device 150, a travel control device 160, and an in-vehicle communication device 170. .

The road detection device 110 detects various data relating to the road on which the host vehicle is traveling. For example, the road detection device 110 can be composed of a camera that captures an image ahead of the traveling direction of the host vehicle, a navigation device that detects a traveling position on the map of the host vehicle, and the like. For example, the camera constituting the road detection device 110 captures captured image data obtained by capturing a lane mark of a road on which the host vehicle is traveling by capturing an image of the front of the host vehicle in the traveling direction, and data relating to the road on which the host vehicle is traveling. Can be output to the travel control device 160.

The obstacle detection device 120 detects various data related to obstacles existing around the host vehicle. For example, the obstacle detection device 120 can be composed of one or more types of sensors such as a camera that captures the surroundings of the host vehicle, a laser scanner, and a radar. The cameras, laser scanners, radars, etc. constituting the obstacle detection device 120 detect various data indicating the type, shape, position, etc. of the obstacles around the own vehicle, and the detected data is sent to the travel control device 160. Output.

The own vehicle state detection device 130 detects various data relating to the state of the own vehicle. For example, the host vehicle state detection device 130 includes a vehicle speed sensor that detects the vehicle speed of the host vehicle, a steering angle sensor that detects a steering angle, an acceleration sensor that detects acceleration, a vehicle controller that detects operating conditions of various in-vehicle devices, and the host vehicle. The navigation device that detects the position and destination of the vehicle can be used. Various data detected by the own vehicle state detection device 130 is transmitted to the travel control device 160 as data indicating the state of the own vehicle.

The drive device 140 includes an electric motor and / or an internal combustion engine as a travel drive source, a power transmission device including a drive shaft and an automatic transmission that transmit output from the travel drive source to drive wheels, and a braking device that brakes the wheels. The drive mechanism is provided. The drive device 140 generates each control signal of these drive mechanisms based on the input signal by the accelerator operation and the brake operation and the control signal acquired from the travel control device 160, and executes the travel control including acceleration / deceleration of the host vehicle. By sending control information to the driving device 140, traveling control including acceleration / deceleration of the host vehicle can be automatically performed. In the case of a hybrid vehicle, torque distribution output to each of the electric motor and the internal combustion engine corresponding to the traveling state of the vehicle is also sent to the drive device 140.

The steering device 150 includes a steering actuator such as a motor attached to the column shaft of the steering. The steering device 150 executes turning control of the host vehicle based on an input signal by a steering operation. In addition, the traveling control device 160 can execute the turning control by controlling the braking amount of each wheel of the vehicle. In this case, the traveling control device 160 performs turn control of the host vehicle by sending control information including the braking amount of each wheel to the steering device 150.

The travel control device 160 is a ROM (Read Only Memory) that stores a program for controlling the traveling of the host vehicle, and an operation circuit that executes each function by executing the program stored in the ROM. A computer having a CPU (Central Processing Unit) and a RAM (Random Access Memory) functioning as an accessible storage device.

The travel control device 160 executes a program stored in the ROM by the CPU, thereby obtaining a road information acquisition function for acquiring road information, an obstacle information acquisition function for acquiring obstacle information, and an own vehicle information acquisition function. Vehicle information acquisition function, route search function to search the route to the destination, approach degree calculation function to calculate the degree of approach between the host vehicle and moving obstacles, and the degree of approach at the intersection where the host vehicle turns right or left A distribution information acquisition function for acquiring distribution information, a travel plan creation function for creating a travel plan for the host vehicle, a travel control function for controlling the travel of the host vehicle based on the travel plan, and the host vehicle turning right or left at the intersection An approach degree transmission function for transmitting the degree of approach between the host vehicle and the moving obstacle to the server 200 is realized. Below, each function with which the traveling control apparatus 160 is provided is demonstrated.

The road information acquisition function of the travel control device 160 acquires road information related to the road on which the host vehicle travels based on various data detected by the road detection device 110. For example, the road information acquisition function analyzes the image data of the road including the lane mark ahead of the traveling direction of the host vehicle captured by the camera constituting the road detecting device 110, and thereby the type and shape of the road on which the host vehicle travels. Road information such as area can be acquired. The road information acquisition function by the road information acquisition function is repeatedly performed at predetermined intervals.

The obstacle information acquisition function of the travel control device 160 acquires obstacle information related to obstacles existing around the host vehicle based on detection data from the obstacle detection device 120. For example, the obstacle information acquisition function is configured to detect obstacles existing around the host vehicle based on image data obtained by imaging the surroundings of the host vehicle from a camera constituting the obstacle detection device 120 and detection data such as a laser scanner and a radar. Obstacle information such as the type, shape, and position of the object can be acquired. The acquisition of obstacle information by the obstacle information acquisition function is repeatedly performed at predetermined intervals.

The own vehicle information acquisition function of the traveling control device 160 acquires own vehicle information related to the state of the own vehicle based on various data detected by the own vehicle state detection device 130. For example, the vehicle information acquisition function includes the vehicle speed of the host vehicle detected by the vehicle speed sensor constituting the host vehicle state detection device 130, the steering angle of the host vehicle detected by the steering angle sensor, the acceleration detected by the acceleration sensor, and the vehicle controller Based on the detected operation signal of the in-vehicle device and various data indicating the position of the own vehicle detected by the navigation device, the vehicle information such as the vehicle speed, the steering angle, the acceleration, the operation status and the position of the in-vehicle device is acquired. be able to. The acquisition of the vehicle information by the vehicle information acquisition function is repeatedly performed at a predetermined interval.

The route search function of the travel control device 160 searches for a travel route to the destination. In this embodiment, a user can input a destination via a navigation device or the like. When the user inputs the destination, the route search function refers to the map information stored in the ROM of the travel control device 160, and the destination input by the user and the own vehicle acquired by the own vehicle information acquisition function. Based on the position information, the travel route to the destination is searched and set as the travel route of the host vehicle.

The approach degree calculation function of the travel control device 160 calculates the degree of approach between the host vehicle and an obstacle (for example, a four-wheeled vehicle, a two-wheeled vehicle, a pedestrian, a wall, a guardrail, etc.). For example, the approach degree calculation function is based on the own vehicle information including the position P1 and the vehicle speed V1 of the own vehicle and the obstacle information including the position P2 of the obstacle, from the vehicle speed V3 of the obstacle, from the own vehicle to the obstacle. And the relative vehicle speed V2 of the host vehicle with respect to the obstacle are calculated. Furthermore, the approach degree calculation function is based on the calculated distance L from the host vehicle to the obstacle and the relative vehicle speed V2 of the host vehicle with respect to the obstacle as shown in the following formulas (1) and (2). -Headway) and TTC (Time To Contact) are calculated. Then, the approach degree calculation function can calculate the approach degree D between the host vehicle and the obstacle as shown in the following formula (3) based on the calculated THW and TTC. In the following formula (3), α and β are predetermined constants.
THW = distance L from own vehicle to obstacle / vehicle speed V1 of own vehicle (1)
TTC = the distance L from the own vehicle to the obstacle / the relative vehicle speed V2 of the own vehicle with respect to the obstacle (2)
Degree of approach D = α / THW + β / TTC (3)

The approach degree D between the host vehicle and the obstacle is an index indicating the degree to which the driver feels that the host vehicle is approaching the obstacle. The higher the approach degree D, the more the driver It can be evaluated that you feel that you are approaching an object. As shown in the above formula (3), the shorter the THW or the shorter the TTC, the shorter the time until the host vehicle approaches the obstacle and the higher the degree of approach D. Moreover, the calculation method of the approach degree D of the own vehicle and the obstacle is not limited to the method shown in the above formula (3), and a well-known method can also be used. Further, in the present embodiment, the approach degree calculation function repeatedly calculates the approach degree D between the host vehicle and the obstacle, but the approach degree D is repeatedly calculated only when a moving obstacle is detected around the host vehicle. Alternatively, the approach degree D may be calculated repeatedly only when the host vehicle travels an intersection.

The distribution information acquisition function of the traveling control device 160 acquires the distribution information of the degree of approach between the vehicle (including the host vehicle and other vehicles, the same applies hereinafter) and the moving obstacle at the intersection where the host vehicle makes a right turn or a left turn. . In the present embodiment, the distribution information acquisition function first identifies an intersection where the host vehicle turns right or left based on the travel route searched by the route search function. Then, the distribution information acquisition function transmits a request signal for the distribution information of the degree of approach between the vehicle and the obstacle at the intersection where the host vehicle turns right or left to the server 200 via the in-vehicle communication device 170. Accordingly, the server 200 extracts distribution information (details will be described later) of the degree of approach between the vehicle and the obstacle at the intersection where the host vehicle turns right or left with respect to the request signal, and server communication The information is transmitted to the in-vehicle device 100 via the device 230. As a result, the distribution information acquisition function can acquire the distribution information of the degree of approach between the vehicle and the moving obstacle at the intersection where the host vehicle is about to turn right or left via the in-vehicle communication device 170.

The travel plan creation function of the travel control device 160 creates a travel plan including a target locus and a target speed when the host vehicle travels. Specifically, the travel plan creation function sets an area where the host vehicle is likely to approach an obstacle (for example, a four-wheeled vehicle, a two-wheeled vehicle, a pedestrian, a wall, a guardrail, etc.) as an avoidance region. A target trajectory and a target speed for avoiding the above are created as a travel plan of the host vehicle.

For example, when the avoidance area is set, the travel plan creation function sets the approach degree between the host vehicle and the obstacle calculated by the approach degree calculation function as the approach degree at the reference position of the obstacle, and the distance from the obstacle increases. The degree of approach is distributed on the two-dimensional plane so that the degree of approach becomes small. The travel plan creation function is distributed on a two-dimensional plane based on the type of obstacle (for example, four-wheeled vehicle, two-wheeled vehicle, pedestrian, wall, guardrail, etc.) and the relative speed between the host vehicle and the obstacle. It is possible to correct the magnitude of each approach degree. For example, when the obstacle is a four-wheeled vehicle, the degree of approach in front of the obstacle in the traveling direction can be made higher than when the obstacle is a pedestrian or a stationary object. Moreover, the higher the relative speed of the obstacle with respect to the host vehicle, the higher the degree of front of the obstacle in the traveling direction can be made. And a travel plan preparation function can set the area | region where the approach degree distributed on the two-dimensional plane becomes more than predetermined value as an avoidance area | region.

Then, the travel plan creation function creates, as a travel plan, a target trajectory that the host vehicle travels, a target speed and a target steering angle at each position on the target trajectory, so that the host vehicle can avoid the avoidance area. Since the situation around the host vehicle changes from moment to moment, the trip plan creation function repeatedly creates a trip plan for the subject vehicle at predetermined intervals based on the latest road information, obstacle information, and host vehicle information. Is called.

Furthermore, in the present embodiment, the travel plan creation function, when creating a travel plan when the host vehicle turns right or left at an intersection, obtains the distribution information of the degree of approach at the intersection acquired by the distribution information acquisition function. Based on this, a travel plan for the host vehicle is created. A method for creating a travel plan based on the distribution information will be described later.

The travel control function of the travel control device 160 controls the travel of the host vehicle based on the travel plan created by the travel plan creation function. Specifically, the travel control function calculates target control values of the drive device 140 and the steering device 150 so that each position of the target locus determined in the travel plan travels at the target vehicle speed and the target steering angle. Then, the travel control function outputs the calculated target control value to the drive device 140 and the steering device 150, thereby controlling the travel of the host vehicle so that the host vehicle travels the target locus at the target vehicle speed. .

The travel plan creation function repeatedly creates a travel plan at predetermined intervals based on the latest road information, obstacle information, and own vehicle information. Then, when a travel plan is newly created, the travel control function controls the travel of the host vehicle based on the newly created travel plan. Thus, even when a new moving obstacle appears, a travel plan is created so as to avoid the newly appearing moving obstacle, and the vehicle speed, the steering angle, and the like are controlled based on this travel plan. As a result, even when a new moving obstacle appears, the moving obstacle can be appropriately avoided.

The approach degree transmission function of the travel control device 160 transmits to the server 200 the degree of approach between the host vehicle and the obstacle when the host vehicle turns right or left at the intersection. For example, in the approach degree transmission function, the driver is driving the host vehicle based on the position of the host vehicle, the steering angle, the lateral acceleration, the operation signal of the direction indicator, etc. acquired by the host vehicle information acquiring function. And it is judged whether the own vehicle turned right or left at the intersection. When the driver is driving the host vehicle and the host vehicle turns right or left at the intersection, the approach degree transmission function uses the approach degree calculation function when the host vehicle turns right or left at the intersection. The calculated degree of approach between the host vehicle and the moving obstacle is transmitted to the server 200 via the in-vehicle communication device 170 together with the identification information of the intersection (for example, the latitude and longitude of the intersection). As a result, the server 200 receives the degree of approach between the host vehicle and the moving obstacle as the degree of approach between each vehicle and the moving obstacle. The intersection identification information can be obtained by referring to the map information stored in the ROM of the travel control device 160.

Next, the server 200 will be described. As shown in FIG. 1, the server 200 includes a database 210, a server control device 220, and a server communication device 230.

As shown in FIG. 2, the database 210 stores, for each intersection, distribution information on the degree of approach between the vehicle and the moving obstacle when the vehicle turns right or left at the intersection. In this embodiment, the server 200 collects the degree of approach between the vehicle and the moving obstacle at each intersection when each vehicle turns right or left at the intersection from the in-vehicle device 100 of each vehicle, and the degree of approach for each intersection. Calculate the mean and standard deviation. And the database 210 memorize | stores the average value and standard deviation of the approach degree for every intersection as distribution information which shows distribution of the approach degree of the vehicle and moving obstacle in each intersection. The database 210 can also store the distribution information of the degree of approach between the vehicle and the moving obstacle in association with the map information.

3 to 5 are diagrams showing examples of the distribution information of the degree of approach between the vehicle and the moving obstacle at each of the intersections A to C shown in FIG. 3 to 5, the average value of the degree of approach at the entire intersection is shown by μ0.

FIG. 3 shows an example of the distribution information of the degree of approach at the intersection A with good visibility. Since intersection A is an intersection with good visibility, when the driver drives the vehicle, even if the degree of approach between the own vehicle and the moving obstacle is a little high (for example, even when the oncoming vehicle is approaching to some extent) ) When there is room to make a right or left turn, the vehicle tends to make a right or left turn. Therefore, the average value μA of the degree of approach at the intersection A is higher than the average value μ0 of the degree of approach at the entire intersection.

FIG. 4 shows an example of the distribution information of the degree of approach at the intersection B between the main road and the side road. Intersection B is an intersection that is often used to enter the main road from the side road. However, the traffic on the main road is large, and vehicles traveling on the main road run at a relatively high speed. There are fewer opportunities for vehicles to enter the main road. Therefore, if a vehicle that is about to enter the main road from a side road has a chance to turn right or left at intersection B even if the degree of approach with the vehicle traveling on the main road is slightly high, turn right or left at intersection B. Tend to. Therefore, the average value μB of the degree of approach at the intersection B is higher than the average value μ0 of the degree of approach at the entire intersection.

Further, FIG. 5 shows an example of the distribution information of the degree of approach at the intersection C of the five-way road with poor visibility. Since the intersection C has a relatively poor view and is a complicated intersection, the driver tends to make a large inter-vehicle distance from other vehicles and slowly turn right or left at the intersection C. Therefore, the average value μC of the degree of approach at the intersection C is lower than the average value μ0 of the degree of approach at the entire intersection.

Thus, the distribution information of the degree of approach between the vehicle and the moving obstacle at each intersection varies depending on the intersection characteristics. In the database 210, distribution information of the degree of approach between the vehicle and the moving obstacle, which is different for each intersection, is stored for each intersection.

Next, the server control device 220 will be described. The server control device 220 has a ROM that stores a program for transmitting distribution information of the degree of approach between the vehicle and the obstacle to the in-vehicle device 100 in response to a request from the in-vehicle device 100, and the ROM that is stored in the ROM. It is a computer including a CPU as an operation circuit that executes each function by executing a program, and a RAM that functions as an accessible storage device.

The server control device 220 executes a program stored in the ROM by the CPU, thereby transmitting a distribution information of the degree of approach to the in-vehicle device 100 in response to a request from the in-vehicle device 100, and each in-vehicle device 100. And a distribution information storage function for storing the distribution information of the degree of approach at each intersection in the database 210 based on the degree of approach transmitted from. Below, each function with which the server control apparatus 220 is provided is demonstrated.

The distribution information transmission function of the server control device 220 is a distribution information on the degree of approach between the vehicle and the moving obstacle at an intersection where the vehicle on which the vehicle-mounted device 100 is mounted turns right or left in response to a request from the vehicle-mounted device 100. It transmits to the vehicle equipment 100. In the present embodiment, when a vehicle on which the vehicle-mounted device 100 is mounted turns right or left at an intersection, the vehicle-mounted device 100 receives a request signal for the distribution information of the degree of approach at the intersection where the vehicle is about to turn right or left. 200. The distribution information transmission function reads out the distribution information (average value and standard deviation) of the degree of approach between the vehicle and the moving obstacle at the intersection from the database 210 in response to the request of the in-vehicle device 100, and sends it via the server communication device 230. To the in-vehicle device 100.

The distribution information storage function of the server control device 220 calculates the distribution information of the degree of approach (average value and standard deviation of the degree of approach) for each intersection based on the degree of approach transmitted from each in-vehicle device 100, and calculates the calculated approach The degree distribution information is stored in the database 210. In the present embodiment, for example, when the driver is driving a vehicle equipped with the in-vehicle device 100 and the vehicle turns right or left at the intersection, the in-vehicle device 100 causes the vehicle and the moving obstacle to be The approach degree is transmitted to the server 200 together with the intersection identification information. The distribution information storage function collects the degree of approach between the vehicle and the moving obstacle and the identification information of the intersection from the plurality of in-vehicle devices 100, and calculates the average value and standard deviation of the degree of approach for each intersection. Then, the distribution information storage function stores the calculated average value and standard deviation of the approach degree in the database 210 as distribution information indicating the approach degree distribution at the intersection. As a result, as shown in FIGS. 2 to 4, distribution information indicating the distribution of the degree of approach between the vehicle and the obstacle is stored in the database 210 for each intersection.

Next, the traveling control process according to the first embodiment will be described with reference to FIG. FIG. 6 is a flowchart showing the travel control process according to the first embodiment.

In step S101, the travel control device 160 acquires various information. Specifically, the own vehicle information such as the vehicle speed, the steering angle, and the position of the own vehicle detected by the own vehicle state detection device 130 is acquired by the own vehicle information acquisition function of the travel control device 160. Further, the obstacle information acquisition function of the travel control device 160 acquires the detection result of the obstacle detection device 120, and based on the acquired detection result of the obstacle detection device 120, the obstacle present around the host vehicle Obstacle information such as the shape, position, distance to the host vehicle, and relative speed with respect to the host vehicle is acquired. Further, the road information acquisition function of the travel control device 160 acquires the detection result of the road detection device 110, and based on the acquired detection result of the road detection device 110, the road information of the road on which the host vehicle travels is acquired. The The obstacle information acquisition function determines whether the obstacle is a moving obstacle based on the shape and relative speed of the obstacle around the host vehicle, and the obstacle is a moving obstacle. In this case, information indicating that the object is a moving obstacle can be acquired as obstacle information.

In step S102, the approach degree calculation function of the travel control device 160 calculates the approach degree between the host vehicle and the obstacle. For example, the approach degree calculation function calculates the approach degree D between the host vehicle and the obstacle based on the above formulas (1) to (3) based on the host vehicle information and the obstacle information acquired in step S101. be able to.

In step S103, the traveling control device 160 identifies an intersection where the host vehicle turns right or left. For example, in this embodiment, when a user inputs a destination, the route search function of the travel control device 160 searches for a travel route from the position of the host vehicle to the destination and sets the travel route of the host vehicle. The Then, the traveling control device 160 refers to the map information, and specifies an intersection where the own vehicle makes a right turn or a left turn as a target intersection on the traveling route of the own vehicle set by the route search function.

In step S104, the average value of the degree of approach at the target intersection is obtained as the distribution information of the degree of approach at the target intersection specified in step S103 by the distribution information acquisition function of the travel control device 160. For example, when the target intersection is specified in step S103, the distribution information acquisition function transmits a request signal for the distribution information of the degree of approach at the target intersection to the server 200 via the in-vehicle communication device 170 together with the identification information of the target intersection. To do. The server 200 receives the request signal and the identification information of the target intersection, and acquires the average value of the approach degree at the target intersection from the database 210 based on the received identification information of the target intersection. Then, the server 200 transmits the average value of the degree of approach at the target intersection to the in-vehicle device 100 via the server communication device 230. Thereby, the distribution information acquisition function can acquire the average value of the degree of approach at the target intersection from the server 200.

In step S105, the travel plan of the host vehicle is created by the travel plan creation function of the travel control device 160. Specifically, the travel plan creation function sets, as an avoidance area, an area where the host vehicle and the obstacle are likely to approach based on the road information, obstacle information, and host vehicle information acquired in step S101. Set. Then, the travel plan creation function determines a target trajectory for avoiding the avoidance area, a target speed and a target steering angle at each position on the target trajectory, as a travel plan for the host vehicle. Note that the travel plan creation function can set a general travel speed when the vehicle turns right or left at the intersection as a target speed when the host vehicle travels the target intersection.

In step S106, the traveling control device 160 determines whether or not the host vehicle is traveling to the vicinity of the target intersection. If the host vehicle is traveling to the vicinity of the target intersection, the process proceeds to step S107. On the other hand, if the host vehicle has not traveled to the vicinity of the target intersection, the process proceeds to step S109, and the travel of the host vehicle is controlled based on the travel plan created in step S105.

In step S107, the travel plan creation function of the travel control device 160 corrects the travel plan of the host vehicle created in step S105 based on the distribution information of the degree of approach of the target intersection acquired in step S104. Specifically, the travel plan creation function obtains a deviation between the approach degree D between the host vehicle and the moving obstacle at the target intersection calculated in step S102 and the average value μ of the approach degree at the target intersection. The travel plan creation function makes a right or left turn at the target intersection as the calculated deviation is smaller (as the approach degree D between the host vehicle and the moving obstacle is smaller than the average value μ of the approach degree at the target intersection). The traveling plan of the host vehicle is corrected so that the traveling speed of the host vehicle at the time of performing is increased. In addition, the travel plan creation function increases the deviation (the greater the degree of approach D between the host vehicle and the moving obstacle relative to the average degree μ of the degree of approach at the target intersection), The travel plan of the host vehicle is corrected so that the travel speed of the host vehicle becomes lower.

For example, in the example shown in FIGS. 3 to 5, the degree of approach D between the host vehicle and the moving obstacle at intersections A to C is μ0. In this case, in the example shown in FIG. 3, the approach degree μ0 between the host vehicle and the moving obstacle at the intersection A is lower than the average value μA of the approach degree at the intersection A. Therefore, the travel plan creation function can correct the target speed when traveling at the intersection A so that the travel speed when turning right or left at the intersection A is faster than the current target speed. In the example shown in FIG. 4, the approach degree μ0 between the host vehicle and the moving obstacle at the intersection B is lower than the average value μB of the approach degree at the intersection B. Therefore, the travel plan creation function can correct the target speed when traveling at the intersection B so that the travel speed when turning right or left at the intersection B is faster than the current target speed. On the other hand, in the example shown in FIG. 5, the approach degree μ0 between the host vehicle and the moving obstacle at the intersection C is higher than the average value μC of the approach degree at the intersection C. Therefore, the travel plan creation function can correct the target speed when traveling at the intersection C so that the travel speed when turning right or left at the intersection C is slower than the current target speed.

In step S108, the travel control function of the travel control device 160 performs travel control of the host vehicle based on the travel plan corrected in step S107. That is, the travel control function determines the target control values of the driving device 140 and the steering device 150 so that the target trajectory determined in step S105 travels at the target speed corrected in step S107. Then, the travel control function outputs the determined target control value to drive device 140 and steering device 150.

As a result, for example, as shown in FIG. 3, at intersection A where the line of sight is good, the traveling speed of the host vehicle when turning right or left at intersection A is higher than the average speed, and the intersection A is smoothened to the host vehicle. And it can quickly turn right or left. In addition, as shown in FIG. 4, at intersection B, which is often used to enter a main road from a side road, the traveling speed of the vehicle when turning right or left at intersection B is higher than the average speed. The vehicle can be quickly entered from the side road into the main road. Furthermore, as shown in FIG. 5, at intersection C where the line of sight is poor and the intersection C is turned right or left, the traveling speed of the host vehicle becomes slower than the average speed, and the intersection C can be safely and Slowly turn right or left.

As described above, in the first embodiment, when the own vehicle turns right or left at the intersection, distribution information indicating the distribution of the degree of approach between the vehicle and the moving obstacle at the intersection is acquired from the server 200. Then, the travel plan of the host vehicle is corrected based on the acquired distribution information of the approach degree. Specifically, as the average value of the degree of approach between the vehicle and the moving obstacle is higher than the current degree of approach between the own vehicle and the moving obstacle, the traveling speed when the own vehicle turns right or left at the intersection. To speed up. Conversely, the lower the average value of the degree of approach between the vehicle and the moving obstacle at the intersection relative to the current degree of approach between the own vehicle and the moving obstacle, the traveling speed when the own vehicle turns right or left at the intersection. To slow down. As a result, in the first embodiment, the host vehicle can travel the intersection according to the characteristics of the intersection (line of sight, complexity, traffic volume, etc.), and the driver can drive by taking the characteristics of the intersection into consideration. It is possible to run in a controlled manner with other vehicles.

In other words, at intersections where the average value of the degree of approach between the vehicle and moving obstacles tends to be high, such as intersections with good visibility and intersections where there are few opportunities for right or left turns, turn right at the intersection with your own vehicle as you would with other vehicles. Or, since it can be turned to the left, it is possible to travel in a controlled manner with other vehicles. Also, at intersections where the average degree of approach between the vehicle and moving obstacles tends to be low, such as intersections with poor visibility and complex intersections such as five-way roads, as with other vehicles, slowly cross the intersection with your vehicle. Since the vehicle can be turned to the right or left, it can travel in a controlled manner with other vehicles.

Furthermore, in this embodiment, the server 200 collects the degree of approach between the vehicle and the moving obstacle at the intersection from the in-vehicle device 100, and as distribution information indicating the distribution of the degree of approach between the vehicle and the moving obstacle at each intersection, The average value and standard deviation of the degree of approach at each intersection are stored in the database 210. Thereby, the amount of information stored in the database 210 can be reduced, and the storage capacity of the database 210 can be used efficiently.

<< Second Embodiment >>
Next, the travel control system according to the second embodiment will be described. The travel control system according to the second embodiment has the same configuration as the travel control system of the first embodiment, and is the same as the first embodiment except that it operates as described below.

In the second embodiment, the distribution information acquisition function of the travel control device 160 uses a standard deviation of the approach degree at the target intersection as a distribution information of the approach degree at the target intersection, in addition to the average value of the approach degree at the target intersection. Obtain from 200.

Also, in the second embodiment, the travel plan creation function of the travel control device 160 creates a travel plan for the host vehicle using the average value and standard deviation of the degree of approach at the target intersection. For example, the travel plan creation function sets a predetermined number of limit values at intervals corresponding to the standard deviation at the target intersection from the average value of the approach degree with the average value of the approach degree at the target intersection as a reference. For example, if the average value of the degree of approach at the target intersection is X, the interval according to the standard deviation is Y, and the number of limit values to be set is 5, the travel plan creation function is X-2Y, XY, X, Five limit values of X + Y and X + 2Y can be set. Moreover, it is good also as a structure which sets the calculated | required normal random number as a limit value by calculating | requiring a normal random number based on the average value and standard deviation of the approach degree in an object intersection.

And the travel plan creation function creates a travel plan candidate for the host vehicle by simulation for each set limit value. Specifically, the travel plan creation function is a target trajectory in which the host vehicle can drive the target intersection when the moving obstacle moves within a range in which the degree of approach between the host vehicle and the moving obstacle does not exceed the limit value, A travel plan that defines the target speed is created for each limit value as a travel plan candidate. For example, the travel plan creation function assumes that the higher the limit value, the moving obstacle moves closer to the own vehicle, and the target trajectory and target speed at which the own vehicle can move without approaching the moving obstacle. It is possible to create a travel plan including a candidate travel plan.

The travel plan creation function determines a travel plan candidate that allows the host vehicle to travel most smoothly among the created travel plan candidates as a travel plan for the host vehicle to travel. For example, the travel plan creation function can determine a travel plan candidate that allows the host vehicle to travel most smoothly by evaluating the created travel plan candidates based on a predetermined evaluation index. In addition, the travel plan creation function allows the travel plan having the smallest position change speed (lateral acceleration) and travel speed change speed in the vehicle width direction when the host vehicle is driven based on the respective travel plan candidates. Candidates can also be determined as candidates for travel plans in which the host vehicle can travel most smoothly.

Next, a travel control process according to the second embodiment will be described with reference to FIG. FIG. 7 is a flowchart showing a travel control process according to the second embodiment.

In steps S201 to S203, as in steps S101 to S103 of the first embodiment, various types of information are acquired (step S201), and the degree of approach between the host vehicle and the obstacle is calculated (step S202). The target intersection is specified (step S203).

In step S204, the average value and standard deviation of the approach degree at the target intersection are acquired as the distribution information of the approach degree at the target intersection by the distribution information acquisition function of the travel control device 160. The distribution information acquisition function acquires the distribution information (average value and standard deviation) of the degree of approach at the target intersection from the server 200 by sending a request signal for the degree of distribution information at the target intersection to the server 200. can do.

In steps S205 and S206, as in steps S105 and S106 of the first embodiment, a travel plan for the host vehicle is created (step S205), and it is determined whether the host vehicle is traveling to the vicinity of the target intersection. Performed (step S206). If the host vehicle is traveling to the vicinity of the target intersection, the process proceeds to step S207. On the other hand, if the host vehicle has not traveled to the vicinity of the target intersection, the process proceeds to step S211, and the travel of the host vehicle is controlled based on the travel plan created in step S205.

In step S207, the travel plan creation function of the travel control device 160 sets a limit value for creating a travel plan candidate at the target intersection based on the average value and standard deviation of the target intersection acquired in step S204. The For example, when the average value of the degree of approach at the target intersection is X, the interval according to the standard deviation is Y, and the number of limit values to be set is 5, the travel plan creation function is X-2Y, Five limit values of XY, X, X + Y, and X + 2Y can be set.

In step S208, a travel plan candidate is created based on the limit value set in step S207 by the travel plan creation function of the travel control device 160. Specifically, the travel plan creation function is configured such that when the moving obstacle moves within a range in which the degree of approach between the own vehicle and the moving obstacle does not exceed the limit value, the target trajectory that the own vehicle can drive the target intersection and A travel plan that defines the target speed is created for each limit value as a travel plan candidate.

In step S209, the travel plan creation function of the travel control device 160 determines a travel plan in which the host vehicle travels from the travel plan candidates created in step S208. For example, the travel plan creation function evaluates travel plan candidates using a predetermined evaluation index, and determines a travel plan candidate that allows the host vehicle to travel most smoothly as a travel plan on which the host vehicle travels. can do. In step S210, the travel control function of the travel control device 160 performs travel control of the host vehicle based on the travel plan determined in step S209.

As described above, in the second embodiment, the average value and standard deviation of the approach degree at the target intersection are acquired, and the host vehicle turns right or left at the target intersection based on the acquired average value and standard deviation of the approach degree. A plurality of candidate travel plans are created. Then, from the created travel plan candidates, the travel plan candidate that allows the host vehicle to travel most smoothly is determined as the travel plan for the host vehicle to travel, and based on the determined travel plan, the host vehicle travels. To control. Thereby, in 2nd Embodiment, in addition to the effect of 1st Embodiment, a subject intersection can be made to turn right or left smoothly in the own vehicle.

In the second embodiment, a predetermined number of limit values are set at intervals corresponding to the standard deviation of the approach degree at the target intersection, and the vehicle moves within a range in which the approach degree between the vehicle and the moving obstacle does not exceed the limit value. When the obstacle moves, a travel plan in which the host vehicle can travel the target intersection is created for each limit value as a travel plan candidate. As a result, in this embodiment, various travel plans in which the target trajectory, the target speed, etc. are greatly different at the target intersection where the variation in the trajectory and speed when the driver turns right or left is large (the standard deviation of the approach degree is large). The candidate of the travel plan that can travel most smoothly among the candidates for the travel plan can be determined as the travel plan on which the host vehicle travels. As a result, among the various trajectories and speeds that other vehicles driven by the driver travel, the trajectory and speed at which the target intersection can travel the smoothest is used as the trajectory and speed at which the host vehicle travels. It can be run. In addition, the trajectory when the driver makes a right or left turn and the variation in speed are small (the standard deviation of the degree of approach is small). Thus, a travel plan candidate is created at a speed, and from among such travel plan candidates, a travel plan candidate that can travel most smoothly can be determined as a travel plan on which the host vehicle travels. . As a result, it is possible for the own vehicle to drive the target intersection at the same trajectory and speed as other vehicles driven by most drivers, and to allow the own vehicle to perform a controlled run with the other vehicles. The target intersection can be smoothly driven.

As mentioned above, although embodiment of this invention was described, these embodiment was described in order to make an understanding of this invention easy, and was not described in order to limit this invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

For example, in the above-described embodiment, the distribution information of the degree of approach between the vehicle and the moving obstacle is illustrated in the database 210 for each intersection. However, the present invention is not limited to this configuration. It is good also as a structure which memorize | stores the distribution information (average value and standard deviation) of each approach degree for every weather, traffic congestion state, and time slot | zone. For example, the database 210 can store the distribution information of the degree of approach between the vehicle and the moving obstacle, depending on whether it is raining or not. Further, the database 210 can store the distribution information of the degree of approach between the vehicle and the moving obstacle for a case where there is a traffic jam and a case where there is no traffic jam. Furthermore, the database 210 can also store distribution information of the degree of approach between the vehicle and the moving obstacle for night and daytime. In addition, the database 210 may be configured to store the distribution information of the degree of approach between the vehicle and the moving obstacle separately for normal time, traffic jam, nighttime, and rainy weather by combining these conditions. Thereby, the in-vehicle device 100 can acquire the distribution information of the degree of approach according to the current weather, the traffic congestion state, and the time zone for each intersection, and the traveling of the host vehicle at the intersection can be obtained with the current weather, the traffic congestion state, the time More appropriate control can be performed according to the band.

Further, in the above-described embodiment, the configuration for controlling the traveling of the host vehicle when the host vehicle turns right or left at the intersection has been illustrated. However, the present invention is not limited to this configuration. For example, the host vehicle travels straight through the intersection. In addition, the traveling of the host vehicle may be controlled based on the distribution information of the degree of approach with the moving obstacle when the vehicle travels straight through the intersection. Further, the distribution information of the degree of approach between the vehicle and the moving obstacle may be stored separately when the vehicle turns right at the intersection and when the vehicle turns left at the intersection. In this case, it is possible to appropriately control the traveling of the host vehicle when the host vehicle turns right at the intersection or when the host vehicle turns left.

Furthermore, in the above-described embodiment, the configuration in which the target trajectory and the target speed are corrected based on the distribution information of the degree of approach between the vehicle and the moving obstacle at the intersection is exemplified. However, the present invention is not limited to this configuration. Based on the distribution information of the degree of approach between the vehicle and the moving obstacle at the vehicle, it is determined whether the vehicle turns right or left at the intersection, or temporarily stops (ie, Go / NoGo), and controls the traveling of the vehicle at the intersection It is good also as composition to do.

Here, FIG. 8 is for explaining the relationship between the distribution of the degree of approach between the vehicle and the moving obstacle at the intersection and the Go ratio for each degree of approach (the ratio of the driver making a right turn or a left turn at the intersection). FIG. Note that the numerical values “1”, “0.5”, and “0” on the vertical axis in FIG. 8 represent the Go ratio. As shown in FIG. 8, the lower the degree of approach between the vehicle and the moving obstacle, the easier it is for the driver to turn right or left at the intersection, so the Go ratio increases. On the other hand, the higher the degree of approach between the vehicle and the moving obstacle, the more difficult it is for the driver to turn right or left at the intersection in the relationship with the moving obstacle, and the Go ratio becomes lower. Further, as shown in FIG. 8, the Go ratio is about half (0.5) in the vicinity of the average value μ of the degree of approach between the vehicle and the moving obstacle when the driver turns right or left at the intersection. There are many. From such a relationship, the average value μ of the approach degree can be used as a determination value for determining whether or not the vehicle makes a right turn or a left turn at the intersection. For example, if the approach degree between the own vehicle and the moving obstacle at the intersection is less than the average value μ, the intersection is turned to the right or left, while the approach degree between the own vehicle and the moving obstacle at the intersection is the average value μ. If this is the case, a temporary stop can be performed at the intersection. In this way, by controlling whether or not the own vehicle turns right or left at the intersection based on the average value μ of the approach degree at the intersection, the traveling of the own vehicle at the target intersection is appropriately controlled. be able to.

In the above-described embodiment, the configuration for controlling the traveling of the host vehicle at the intersection is illustrated. However, the present invention is not limited to this configuration. For example, in the scene where the host vehicle changes lanes at the junction, It is good also as a structure which controls the driving | running | working of the own vehicle in a junction point based on the distribution information of the approach degree with a moving obstruction.

Furthermore, in the second embodiment described above, a predetermined number of limit values are set for each interval Y according to the standard deviation at the target intersection from the average value X of the target degree of intersection based on the average value of the degree of approach at the target intersection. Although the configuration is illustrated, the configuration is not limited to this configuration. For example, without using the standard deviation, a predetermined number of limit values are set for each predetermined interval Y ′ from the average value of the approach degree at the target intersection with reference to the average value X of the approach degree at the target intersection. You can also

In addition, in 2nd Embodiment mentioned above, although the structure which determines the candidate of the travel plan in which the own vehicle can drive | work most smoothly as a travel plan which the own vehicle drive | works was illustrated, it is not limited to this structure, For example, The simulation predicts the degree of approach between the host vehicle and the moving obstacle when the host vehicle travels based on each travel plan candidate, and calculates the travel plan with the smallest integrated value or peak value of the predicted degree of approach. Candidates can be determined as travel plans for the host vehicle to travel. Alternatively, a travel plan in which the time for which the predicted degree of approach exceeds a predetermined value is the shortest can be determined as a travel plan for the host vehicle to travel. In this case, the subject vehicle can turn the target intersection to the right or left without approaching the moving obstacle.

In the embodiment described above, by collecting the degree of approach between the vehicle and the moving obstacle at the intersection from each in-vehicle device 100, as distribution information indicating the distribution of the degree of approach between the vehicle and the moving obstacle at each intersection, Although the structure which memorize | stored the average value and standard deviation of the approach degree in each intersection in the database 210 was illustrated, it is not limited to this structure, For example, the distribution of the approach degree of the vehicle and a moving obstacle in each intersection is investigated beforehand. Thus, the database 210 can be configured to store the distribution information of the degree of approach between the vehicle and the moving obstacle at each intersection for each intersection. In addition, by storing the degree of approach between the vehicle and the moving obstacle transmitted from each in-vehicle device 100 in the database 210, the distribution information of the degree of approach between the vehicle and the moving obstacle at each intersection is calculated. It can also be.

Furthermore, in 1st Embodiment mentioned above, the database 210 illustrated the structure which memorize | stores the average value and standard deviation of the approach degree of a vehicle and a moving obstacle as distribution information of the approach degree of a vehicle and a moving obstacle. However, the present invention is not limited to this configuration. For example, only the average value of the approach degree between the vehicle and the moving obstacle may be stored as distribution information of the approach degree between the vehicle and the moving obstacle.

In the embodiment described above, the distribution information acquisition function of the travel control device 160 corresponds to the acquisition means of the present invention, and the travel plan creation function and the travel control function of the travel control device 160 correspond to the control means of the present invention.

DESCRIPTION OF SYMBOLS 100 ... Travel control apparatus 110 ... Road detection apparatus 120 ... Obstacle detection apparatus 130 ... Own vehicle state detection apparatus 140 ... Drive apparatus 150 ... Steering apparatus 160 ... Travel control apparatus 170 ... In-vehicle communication apparatus 200 ... Server 210 ... Database 220 ... Server Control device 230 ... Server communication device

Claims (8)

Of the distribution information indicating the distribution of the degree of approach between the vehicle and the moving obstacle when the vehicle turns right or left at the intersection, the distribution information of the degree of approach at the target intersection where the own vehicle makes a right turn or a left turn Obtaining means for obtaining
And a control unit configured to control traveling of the host vehicle based on the distribution information of the degree of approach at the target intersection when the host vehicle turns right or left at the target intersection. The travel control device according to claim 1,
The distribution information includes an average value of the degree of approach between the vehicle and the moving obstacle at the intersection,
The control means increases the traveling speed when the host vehicle turns right or left at the target intersection as the average value of the approach degree at the target intersection is higher, and the average value of the approach degree at the target intersection is lower. The traveling control device is characterized in that the traveling speed when the host vehicle turns right or left at the target intersection is reduced. The travel control device according to claim 1 or 2,
The distribution information includes an average value of the degree of approach between the vehicle and the moving obstacle at the intersection,
The control means includes
Based on the average value of the degree of approach at the target intersection, a plurality of limit values are set,
In the range where the degree of approach between the host vehicle and the moving obstacle at the target intersection does not exceed the limit value, a travel plan candidate in which the host vehicle can travel is created for each limit value,
A travel control device for determining a travel plan when the host vehicle travels the target intersection from among the plurality of travel plan candidates created. The travel control device according to claim 3,
The distribution information includes an average value and a standard deviation of the degree of approach between the vehicle and the moving obstacle at the intersection,
The control means sets the plurality of limit values at intervals according to a standard deviation of the approach degree at the target intersection with reference to an average value of the approach degree at the target intersection. apparatus. The travel control device according to claim 3 or 4,
The control means determines, from among the plurality of travel plan candidates, a travel plan candidate that allows the host vehicle to travel most smoothly as a travel plan when the host vehicle travels the target intersection. A travel control device. The travel control device according to any one of claims 3 to 5,
The control means, when the host vehicle turns right or left at the target intersection based on the travel plan candidate, the integrated value of the approach degree, the peak value of the approach degree, or the approach degree is a predetermined value. A travel control device that determines a travel plan when the host vehicle travels the target intersection based on the exceeded time. The travel control device according to any one of claims 1 to 6,
The acquisition unit acquires the distribution information of the degree of approach according to current weather, a traffic jam condition, or a time zone,
The said control means controls the driving | running | working of the own vehicle based on the distribution information of the said approach degree according to the present weather, a traffic congestion state, or a time slot | zone. A data structure characterized by having distribution information for each intersection indicating distribution of the degree of approach between the vehicle and the moving obstacle when the vehicle turns right or left at the intersection.

Images