JP2004136868A - Vehicle motion control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle motion control device capable of performing smooth and natural vehicle motion control even when road information is discontinuous.
A vehicle motion control amount calculation unit calculates a vehicle motion control amount based on a traveling state of a vehicle and road information from a road information recognition unit. When a predetermined calculation cycle elapses after a mismatch signal is input to the vehicle motion control amount calculation unit 4, the vehicle motion control amount is gradually reduced toward zero. When the mismatch signal is no longer input to the vehicle motion control amount calculation unit 4, the vehicle motion control amount is gradually increased through a predetermined calculation cycle set in advance, and the vehicle motion control amount corresponding to the road information and the running condition of the vehicle is gradually increased. Up to Even when the mismatch signal is input, if the predetermined calculation cycle or more has not elapsed, the vehicle motion control amount is calculated based on the latest road information among the road information recognized last time.
[Selection diagram] Fig. 1

Description

The present invention relates to a vehicle motion control device that performs vehicle motion control based on recognized road information.

2. Description of the Related Art In recent years, various types of navigation devices and the like are mounted, and map information obtained from the navigation devices and the like are processed to obtain road information ahead of a traveling road, and based on the road information, various types of vehicle motion control such as alarm control and deceleration control are performed. The technology has been developed.

By the way, accurate detection of road information is required in order to accurately perform the above-described vehicle motion control and the like. However, when this road information is detected only by the navigation device, the detection accuracy is limited. There is.

Therefore, for example, in Patent Document 1, a road pattern is obtained by projecting and transforming a captured image of a camera, and the obtained road pattern is obtained by correcting the obtained road pattern with inclination data and curvature data of a road read from a navigation device. There has been disclosed a technique for performing vehicle motion control based on obtained road information.
JP-A-8-287395

However, data obtained from a sensor of the imaging device or the like is easily affected by the weather, the running state of the vehicle, and the like. Therefore, the technology described in Patent Document 1 can be obtained depending on the weather, the running state of the vehicle, and the like. When information rapidly changes, there is a case where the possibility of obtaining accurate road information is significantly reduced or where road information cannot be obtained.

In such a case, the road information becomes discontinuous, and when the vehicle motion control is performed based on the road information, it becomes difficult to smoothly perform the vehicle motion control, and only discomfort is given to the driver. Therefore, there is a possibility that the control may be unnatural.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle motion control device that can cope with a case where road information is discontinuous and that can perform smooth and natural vehicle motion control.

The present invention controls the behavior of the vehicle by calculating a vehicle motion control amount based on the road information and the vehicle traveling state, based on road information recognizing means for recognizing road information ahead of a traveling road on which the vehicle is traveling. In a vehicle motion control device comprising a vehicle motion control amount calculating means, the road information recognizing means includes first road information detecting means for obtaining first road information based on map information; A second road information detecting means for detecting the second road information based on the road condition and obtaining the second road information based on the road condition. It is determined whether or not the vehicle behavior control can be executed based on the second road information and the current first road information, and when it is determined that the vehicle behavior control can be executed, The above-mentioned number recognized immediately before Road information determining means for determining final road information from the current road information and the current first road information, wherein the vehicle motion control amount calculating means determines the final road information based on the final road information. The vehicle motion control amount is calculated.

According to the vehicle motion control device of the present invention, a smooth and natural vehicle motion control can be performed by calculating the vehicle motion control amount in response to the case where the road information is discontinuous.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. 1 to 8 relate to an embodiment of the present invention. FIG. 1 is a block diagram illustrating a schematic configuration of a vehicle motion control device provided with a road shape recognition device. FIG. 2 is a diagram illustrating data from a navigation device. FIG. 3 is an explanatory diagram of a configuration of a first road information detection unit that detects road information based on the information, FIG. 3 is an explanatory diagram of a method of calculating a curvature radius of a curve, FIG. FIG. 5 is an explanatory diagram of an example of node data actually obtained from the navigation device, and FIGS. 6 to 8 are flowcharts of vehicle motion control using the road information recognition device of the present invention.

In FIG. 1, reference numeral 1 denotes a vehicle motion control device mounted on a vehicle, and a control unit 2 of the vehicle motion control device 1 mainly includes a road information recognition unit 3 and a vehicle motion control amount calculation unit 4. ing.

The control unit 2 receives, from the navigation device 11, node data indicating a position of a road in the road map information and a change point of the road shape, data indicating a road width, driving information relating to the vehicle position, Data indicating the road conditions ahead of the traveling road, a signal indicating the vehicle speed V from the vehicle speed sensor 13 are input, and a steering wheel angle sensor, a yaw rate sensor, a longitudinal acceleration sensor, etc. Data indicating the running state of the vehicle is input, and based on each of the above inputs, it is calculated whether or not the curve ahead of the running road can be turned sufficiently stably, and if necessary, a buzzer and a sound alarm are issued to the driver. In addition to issuing an alarm through an alarm device 14 such as a warning light, if a forced deceleration is required, in addition to the alarm, the vehicle behavior control device 15 Performing downshifting lance mission, supercharging pressure down of the engine, fuel cut, the throttle fully closed, the brake actuation, so as to perform the execution of such increased braking force.

As shown in FIG. 2, the navigation device 11 mainly includes, as a general example, a vehicle position detection sensor unit 11a, an auxiliary storage device 11b, an information display unit 11c, an operation unit 11d, and a calculation unit 11e. Have been.

The vehicle position detecting sensor unit 11a specifically includes a GPS receiver for receiving a radio wave from a GPS satellite by a Global Positioning System (GPS) to measure its own position, and a vehicle receiver. It comprises a geomagnetic sensor for detecting an absolute traveling direction, a wheel speed sensor for outputting a pulse signal in synchronization with the rotation of the wheels, and the like, and travel information relating to the vehicle position is collected.

The auxiliary storage device 11b is a CD-ROM device, and is formed as a read-only storage device in which a CD-ROM storing road map information including road information and terrain information is set. In the CD-ROM, road map information is stored at each of a plurality of hierarchical levels having different scales. Further, road type information such as highways, general national roads, and local roads, and traffic conditions such as intersections, etc., are stored. Information and road width information are stored. Here, the road shape in the road map information is composed of node data input at predetermined intervals. In the road width information, in order to reduce the amount of data, the actual road width W is stored by being classified, for example, as shown below.
W1 = 0: Not investigated W1 = 1: 0 (m) <W <3 (m)
W1 = 2: 3 (m) <W <5.5 (m)
W1 = 3: 5.5 (m) <W <13 (m)
W1 = 4: 13 (m) <W

The information display unit 11c is formed of a liquid crystal display that displays a map, a vehicle position (latitude / longitude / altitude), an azimuth, a vehicle position on a map, an optimal route to a destination, and the like. Then, a touch panel as the operation unit 11d is connected to the information display unit 11c (liquid crystal display) integrally with the information display unit 11c, and operation inputs for changing the scale of the map, detailed display of place names, display of area information, route guidance, and the like are switched. Can be performed.

The calculation unit 11e combines the travel information of the vehicle obtained from the vehicle position detection sensor unit 11a and the road map information read from the auxiliary storage device 11b while performing calculations such as map matching, and combines the results. Based on an operation signal sent from the operation unit 11d, the information is sent to the information display unit 11c to display a current position of the vehicle, a map around the vehicle, an optimal route to a destination, and the like. Further, the node data is output to the road information recognition device 2 as needed.

The imaging device 12 includes, for example, a pair of CCD cameras (not shown), and obtains a stereo image pair by performing stereo imaging of an object outside the vehicle in the traveling direction of the own vehicle from different viewpoints. I have. In the present embodiment, the above-mentioned one set of CCD cameras is employed as means for detecting an object outside the vehicle, but may be formed by a single CCD camera or the like, for example. Further, instead of the imaging device 12, an object outside the vehicle may be detected by an ultrasonic sensor, an infrared sensor, or the like.

The alarm device 14 includes a chime buzzer, an audio alarm, a warning light, and the like, or a combination thereof. For example, at the time of an alarm, the alarm device 14 is recorded in advance on the CD-ROM of the navigation device 11. Please decelerate for a curve. "Or an alarm with chime / buzzer sound only. At the time of forced deceleration, a voice alarm such as" Decelerate for a curve. " Is supposed to do it. The method of alarming is not limited to this, and a warning at the time of an alarm and a warning at the time of a forced deceleration may be performed by using a plurality of voice alarms. Further, the position of the curve to be controlled for the warning / deceleration may be displayed in color on the map of the navigation device 11 or guided by voice.

The vehicle behavior control device 15 is formed as, for example, a deceleration control device including a transmission control device, an engine control device, and a brake control device (all not shown). In this case, in the vehicle behavior control device 15, at the time of forced deceleration, in response to an input from the control unit 2, the supercharging pressure in the engine control device, execution of fuel cut, execution of throttle closing control, transmission of the transmission Any one of control such as execution of downshifting by the control device, braking operation by the brake control device, and execution of increase in braking force is performed, or an appropriate combination thereof.

The road information recognition unit 3 calculates road information I within a preset range (for example, 300 m ahead of the traveling road) based on inputs from the navigation device 11, the imaging device 12, and the vehicle speed sensor 13. The road information recognizing unit 3 is configured to output the road shape recognizing unit 5, the first road information detecting unit 6, the second road information detecting unit 7, and the road information recognizing unit 3. It mainly comprises a decision unit 8 and a mismatch alarm output unit 10.

Based on the input from the navigation device 11, the road shape detecting unit 5 determines the road shape data (the position (Xn, Yn) of the representative node Pn, the node (Xn, Yn)) within a predetermined range (for example, 300 (m)) ahead of the travel road. Curve angle θn at each representative node determined from distance Ln between Pn-1 and node Pn, final radius of curvature Rn, curve center position On, angle formed by straight line Pn-1 Pn and straight line Pn Pn + 1, curve start The distance between the point Lsn (the point perpendicularly lowered from the curve center position On to the straight line Pn-1 Pn) and the node Pn-1, the distance Lssn from the vehicle position to each representative node, and the like are calculated, and these are calculated as road shapes. The data is output to the first road information detection unit 6 as data. The navigation device 11, the road shape detection unit 5, and the first road information detection unit 6 form a first road information detection unit. .

As shown in FIG. 2, the road shape detecting section 5 includes a node extracting section 9a, a Pn-1 Pn distance calculating section 9b, a Pn Pn + 1 distance calculating section 9c, a length determining section 9d, a midpoint calculating section 9e, and a middle point calculating section 9e. It is mainly composed of a point equal distance calculation unit 9f, a curvature radius calculation unit 9g, and a correction unit 9h.

From the node data of the road input from the navigation device 11, the node extracting unit 9a extracts three consecutive nodes on the road selected by the traveling direction of the vehicle or the driver as shown in FIG. They are read in order (from the one closer to the vehicle) as a first node Pn-1, a second node Pn, and a third node Pn + 1. From the read three nodes, the position information of the first node Pn-1 and the second node Pn is output to the Pn-1 Pn distance calculator 9b, and the second node Pn and the third node Pn are output to the distance calculation unit 9b. Is output to the Pn Pn + 1 distance calculator 9c. Pn-1 = (Xn-1, Yn-1), Pn = (Xn, Yn), Pn + 1 = (Xn + 1, Yn + 1), and Pn is a representative node. Therefore, the road shape data of node P1 is from nodes P0, P1, P2, the road shape data of node P2 is from nodes P1, P2, P3,..., The road shape data of node Pn is nodes Pn-1, Pn, Pn +. Calculated from 1 respectively.

The Pn-1 Pn distance calculator 9b is configured to calculate the first node Pn-1 and the second node Pn-1 based on the position information of the first node Pn-1 and the second node Pn input from the node extractor 9a. It is formed so as to calculate a straight line distance connecting the second node Pn and output it to the length determination unit 9d and the correction unit 9h.

The Pn Pn + 1 distance calculation unit 9c performs the second node Pn and the third node Pn + 1 based on the positional information of the second node Pn and the third node Pn + 1 input from the node extraction unit 9a. 3 is calculated so as to calculate a straight-line distance connecting the three nodes Pn + 1 and output the calculated straight-line distance to the length determination unit 9d and the correction unit 9h.

The length determining unit 9d includes a linear distance connecting the first node Pn-1 and the second node Pn input from the Pn-1 Pn distance calculating unit 9b, and a Pn Pn + 1 distance calculating unit 9c. Is compared with the linear distance connecting the second node Pn and the third node Pn + 1, which is input from the CPU, to determine the length of these linear distances. Then, each data (position, distance) having the shorter linear distance is output to the midpoint calculation section 9e and the correcting section 9g, and each data (position, distance) having the longer linear distance is converted to the midpoint. The data is output to the same distance point calculation unit 9f.

Note that, as a result of the comparison by the length determination unit 9d, if both straight line distances are determined to be the same length, either of the straight lines may be used, so that the first node Pn-1 and the second node Pn-1 are used. A straight line connecting the nodes Pn is set in advance so as to be treated as a short straight line (a straight line connecting the second node Pn and the third node Pn + 1 may be treated as a short straight line).

Hereinafter, an example will be described in which the straight line connecting the first node Pn-1 and the second node Pn is shorter than the straight line connecting the second node Pn and the third node Pn + 1.

The midpoint calculation section 9e calculates half the distance of the shorter straight line distance based on the data (position, distance) of the straight line having a shorter distance input from the length determination section 9d, and calculates the distance of the shorter straight line. It is formed to determine the position of the midpoint on the straight line. Here, assuming that the midpoint of a short straight line connecting the first node Pn-1 and the second node Pn is Pn-1, n = (Xn-1, n, Yn-1, n),
Pn-1, n = (Xn-1, n, Yn-1, n)
= ((Xn-1 + Xn) / 2, (Yn-1 + Yn) / 2)
Each data calculated by the middle point calculation unit 9e is output to the middle point same distance point calculation unit 9f and the curvature radius calculation unit 9g.

The midpoint equidistant point calculation unit 9f calculates the data (position, distance) of the long straight line input from the length determination unit 9d and the shorter straight line distance input from the midpoint calculation unit 9e. From the data of the half distance, a midpoint and the same distance point are determined on the longer straight line at a position half the distance of the shorter straight line from the second node. Here, the same midpoint on the long straight line connecting the second node Pn and the third node Pn + 1 is defined as Pn, n + 1 = (Xn, n + 1, Yn, n + 1). Then
Pn, n + 1 = Pn + Pn Pn, n + 1
= (Xn, Yn) + K2 · (Xn + 1−Xn, Yn + 1−Yn)
= (Xn, n + 1, Yn, n + 1)
However, K2 = ((Xn -Xn- 1) 2 + (Yn -Yn-1) 2) 1/2
/ (2 · ((Xn + 1 -Xn) 2 + (Yn + 1 -Yn) 2) 1/2)
The position data of the midpoint and equidistant points Pn, n + 1 calculated by the midpoint and equidistant point calculating unit 9f is output to the curvature radius calculating unit 9g.

The curvature radius calculator 9g calculates the position data of the midpoints Pn-1, n input from the midpoint calculator 9e and the midpoint equidistant points Pn, n + calculated by the midpoint same distance point calculator 9f. As shown in FIG. 3, based on the position data No. 1, as shown in FIG. 3, a straight line orthogonal to the shorter straight line (here, Pn-1 Pn) at the midpoint Pn-1, n and the midpoint equidistant point Pn, n + 1, the position of the intersection with the straight line perpendicular to the longer straight line (here, Pn Pn + 1) is determined as the center position On of the curve of the traveling road, and the radius of curvature Rn of the traveling road is determined based on the curve center position On. It is formed to calculate. The result calculated by the curvature radius calculator 9g is output to the corrector 9h.

That is,
On = Pn-1, n + Pn-1, n On
= (Xn-1, n, Yn-1, n) + M. (Yn-Yn-1, Xn-1-Xn)
… (1)
On = Pn, n + 1 + Pn, n + 1 On
= (Xn, n + 1, Yn, n + 1) + N · (Yn + 1-Yn, Xn-Xn + 1)
… (2)
Therefore,
Xn-1, n + M. (Yn-Yn-1) = Xn, n + 1 + N. (Yn + 1-Yn)
… (3)
Yn-1, n + M · (Xn−1−Xn) = Yn, n + 1 + N · (Xn−Xn + 1)
… (4)
When N is obtained by eliminating M from the above equations (5) and (6),
N = ((Xn-1 -Xn). (Xn-1, n -Xn, n + 1)
+ (Yn-1 -Yn). (Yn-1, n -Yn, n + 1))
/ (Xn-1 · Yn + 1 -Xn + 1 · Yn-1 -Xn-1 · Yn
+ Xn.Yn-1 -Xn.Yn + 1 + Xn + 1.Yn) (5)
And the curve center position On is
On = (Xon, Yon) = (Xn, n + 1 + N.Yn + 1-N.Yn
, Yn, n + 1 + N.Xn -N.Xn + 1) (6)
It becomes.

Therefore, the radius of curvature Rn is obtained by the following equation.
Rn = ((Xn-Xn-1). (Yn + 1-Yn)
-(Xn + 1 -Xn). (Yn -Yn-1))
/|((Xn-Xn-1).(Yn+1-Yn)
-(Xn + 1 -Xn). (Yn -Yn-1)) |
・ ((Xon−Xn−1, n) ² + (Yon−Yn−1, n) ² ) ^1/2 (7)
Here, when the radius of curvature Rn is positive, the vehicle turns left, and when the radius of curvature Rn is negative, the vehicle turns right.

The distance Lon from the curve center position On to the second node Pn, which is a representative node, is obtained by the following equation (8).
Lon = ((Xon−Xn) ² + (Yon−Yn) ² ) ^1/2 (8)
The correction unit 9h calculates a difference Deln between the curvature radius Rn from the curvature radius calculation unit 9g and the distance Lon from the curve center position On to the second node Pn. If the difference exceeds the value, the curvature radius Rn is corrected and the difference Deln is set to the error set value.

The road shape data (the position (Xn, Yn) of the representative node Pn, the node Pn-) of each representative node Pn that has been corrected by the correction unit 9h or the difference Deln is not more than the error set value and has not been corrected. The curve angle θn and the curve start point Lsn at each representative node Pn obtained from the distance Ln between the first node Pn and the radius of curvature Rn, the curve center position On, and the angle formed by the straight line Pn-1 Pn and the straight line Pn Pn + 1 The distance between the center position On perpendicular to the straight line Pn-1 Pn) and the node Pn-1 and the distance Lssn from the vehicle position to each representative node Pn are output to the data reduction unit 9i. ing.

The error set value is varied according to both the road width information (road width D) from the navigation device 11 and the shorter straight line distance determined by the length determination unit 9d, and (error set value) = α is a constant (α is a constant set according to the shorter linear distance: hereinafter, referred to as a node interval correction coefficient). Here, as the road width D increases, the error set value increases and no correction is performed. This expresses that the radius of curvature Rn increases as the road width increases on an actual road. is there.

The node interval correction coefficient α is such that the shorter the straight line distance is, the larger the node interval correction coefficient α becomes, the larger the error set value becomes, and no correction is performed. For example, α = 1.2 when the shorter linear distance is shorter than 20 m, α = 0.6 when the intermediate distance is shorter than 100 m, and α = 0.3 when the shorter straight distance is longer than 100 m. This is to prevent the correction from being performed because the fact that the straight line distance is short indicates that the node data is set finely and that the road is correctly represented.

FIG. 4 shows the detailed correction by the correction unit 9h. The vector from Pn-1 to Pn is B1 = (Xn-Xn-1, Yn-Yn-1) = (Xb1, Yb1), and the vector from Pn to Pn + 1 is B2 = (Xn + 1-Xn, Yn). +1-Yn) = (Xb2, Yb2).

The angle θn between B1 and B2 is
cos θn = (Xb1 · Xb2 + Yb1 · Yb2) / (| B1 | · | B2 |)
The error (ratio) Pdeln between Lon and Rn is
Pdeln = Rn / Lon
= Cos (θn / 2) = ((cos θn + 1) / 2) ^1/2 (9)
Therefore, the difference Deln between Lon and Rn is as follows.
Deln = Lon- | Rn | = Lon. (1-Pdeln)
= Lon · (1 − ((cos θn + 1) / 2) ^1/2 ) (10)
Here, when the difference Deln exceeds the error set value (α · D), a correction is made so that the radius of curvature Rn becomes Deln = α · D.
That is,
Lon = Deln / (1-((cos θn + 1) / 2) ^1/2 )
= ΑD / (1 − ((cos θn + 1) / 2) ^1/2 )
= Α · D / (1-((Xb1 · Xb2 + Yb1 · Yb2 + | B1 | · | B2 |))
/ (2 · | B1 | · | B2 |)) ^1/2 )
Rn = Lon · Pdeln = α · D / (1 − ((cos θn + 1) / 2) ^1/2 )
・ ((Cos θn +1) / 2) ^1/2
= ΑD / ((2 / (cos θn + 1)) ^1/2 -1)
= Α · D / ((2 · | B1 | · | B2 | / (Xb1 · Xb2
+ Yb1 · Yb2 + | B1 | · | B2 |)) 1/2 -1) (11)
As described above, since the road shape data is obtained by the road shape detection unit 5, the node data which is not at a constant interval can be used as it is, so that the data for the calculation can be complemented, and a simple calculation can be performed without particularly complicated calculations. The radius of curvature of the traveling road can be quickly and accurately obtained by the arithmetic processing.

つ な が り Also, the connection of the curvature radii obtained for each node is natural, and a value accurately representing the actual road shape is obtained.

演算 Furthermore, the calculation error is also made smaller than the actual radius of curvature of the curve, which is preferable for issuing an appropriate warning in, for example, warning / deceleration control when entering a curve.

In addition, by providing the curvature radius correction unit 9h, it is possible to calculate the curvature radius more accurately, and to vary the error set value used as the reference for the correction according to the actual road width and the node interval. More accurate calculations can be performed. That is, in order to express that the radius of curvature increases as the road width increases on an actual road, the error setting value increases as the road width increases, and correction is not performed. When the straight line distance between the nodes is short, the nodes are set finely and it can be considered that the road is correctly represented. Therefore, the shorter the straight line distance is, the larger the error setting value is, and the direction in which the correction is not performed is performed. .

道路 The road shape data at each node detected by the road shape detection unit 5 is input to the first road information detection unit 6. The first road information detection unit 6 extracts the road shape data related to the curve close to the vehicle from the plurality of road shape data, and based on the data, extracts the distance from the vehicle position to the curve. L1 (for example, the distance to the curve representative point (representative node)) is calculated. Further, the first road information detecting section 6 sets at least the curvature radius R1 and the road width W1 of the extracted nearby curve as the first road information I1, together with the calculated distance L1 to the curve.

１ A pair of stereo images in the traveling direction of the host vehicle is input from the imaging device 12 to the second road information detection unit 7. The second road information detecting unit 7 performs a process of obtaining distance information over the entire image from the set of stereo image pairs based on the principle of triangulation from the corresponding positional shift amount, to obtain a three-dimensional distance. The road information is generated by generating a distance image representing the distribution, and further performing histogram processing on the distance distribution of the distance image to recognize the road, and using the data indicating the recognized road as the second road information I2. Is output to As described above, the second road information detecting means is formed by the imaging device 12 and the second road information detecting unit 7.

Here, when performing road recognition, the second road information detecting unit 7 includes at least a distance L2 from the host vehicle to this curve with respect to the immediately preceding curve and a curve L2, if there is a curve ahead of the traveling road. The curvature radius R2 and the road width W2 are calculated as the second road information I2.

In the present embodiment, the curvature radius R2 of the curve is, for example,
R2 = 1: Right curve that can be regarded as a substantially straight line (R2 <-200 (m))
R2 = 2: gentle right curve (-200 (m) ≦ R2 ≦ −100 (m))
R2 = 3: steep right curve (-100 (m) <R2 <0 (m))
R2 = 4: steep left curve (0 (m) <R2 <100 (m))
R2 = 5: gentle left curve (100 (m) ≦ R2 ≦ 200 (m))
R2 = 6: Left curve that can be regarded as a substantially straight line (200 (m) <R2)
Are represented by six ranks. Of course, when the radius of curvature R2 of the curve can be actually detected accurately with numerical values, it may be expressed numerically.

The road information determination unit 8 is formed as road information determination means, and receives the first road information I1 and the second road information from the first road information detection unit 6 and the second road information detection unit 7. I2 is input, the final road information I is calculated based on the first and second road information I1 and I2, and the road information I is output to the vehicle motion control amount calculation unit 4. ing.

That is, the road information determination unit 8 first determines whether or not the second road information I2 is valid road information. Here, the case where the second road information I2 is invalid means the case where it is determined that there is no curve ahead from the distance L2 to the curve calculated by the second road information detection unit 7, or the case where the curve up to the curve is determined. This is a case where there is a large change in the distance L2 and the curve curvature radius R2. Note that, if such a change does not return within a preset calculation cycle (for example, three times), the forward curve data is formally determined to be invalid. During the predetermined calculation cycle, the second road information I2 detected immediately before the change is used in an interpolative manner.

Further, in the road information determining unit 8, the second road information I2 is valid information, and the distance L1 to the curve and the curve radius of curvature R1 (including the bending direction) as the first road information I1 are included. ) Matches the distance L2 to the curve as the second road information I2 and the curve radius of curvature R2 within a predetermined range set in advance, respectively, based on the first and second road information I1 and I2. Then, at least the distance L to the curve immediately before the traveling road, the curve radius of curvature R, and the road width W are calculated, and these are set as final road information I.

Here, the setting of the distance L to the curve, the curve radius of curvature R, and the road width W is performed by, for example, the distance L1 to the curve and the distance L2 to the curve, the curve radius of curvature R1, and the curve radius of curvature. R2, the average value of the road width W1 and the average value of the road width W2 is determined. The setting of each data is not limited to the above method. For example, a larger one of the corresponding data may be employed, or the accuracy of the road map information of the navigation device 11 or the Depending on the detection accuracy of the imaging device 12 or the like, the higher one of the data corresponding to the first road information I1 and the second road information I2 may be adopted.

The setting of the road information I is performed in addition to the comparison between the distance L1 to the curve and the distance L2 to the curve, and the comparison between the curve radius of curvature R1 (including the bending direction) and the curve radius of curvature R2. The condition may be that the road width W1 and the road width W2 match within a predetermined range set in advance.

On the other hand, in the road information determination unit 8, at least one set of the distance L1 to the curve and the distance L2 to the curve, or the curve radius of curvature R1 and the curve radius of curvature R2 is set in advance. If they do not match within the predetermined range, the road information I is not set. At this time, the road information determination unit 8 sets a mismatch flag indicating that the first road information I1 and the second road information I2 do not match and the road information I could not be set. Then, a mismatch signal is output to the vehicle motion control amount calculation unit 4, the first road information detection unit 6, and the mismatch alarm output unit 10.

{Circle around (2)} When the second road information I2 is invalid, the road information determination unit 8 sets the first road information I1 as final road information I as it is.

When the mismatch signal is input from the road information determination unit 8, the mismatch warning output unit 10 issues a mismatch warning for notifying the driver that the final road information I could not be recognized through the warning device 14. The inconsistency warning signal to be generated is output. Here, the inconsistency alarm is an alarm different from an alarm that prompts the driver to perform vehicle motion control such as deceleration control.

As described above, in the road information recognition unit 3, the first road information I1 formed based on the data input from the navigation device 11 and the input from the imaging device 12 having, for example, a set of CCD cameras are input. Since the road information I is determined by comparing the second road information I2 formed based on the data on the road, the road information ahead of the traveling road can be accurately recognized. That is, it is possible to supplement the limit of the road information detection by the navigation device 11 and, when there is a gap between the data stored in the navigation device 11 and the actual road shape due to road construction or a change in the road, It is possible to recognize that the data from the navigation device 11 is erroneous information.

When the second road information I2 is invalid, the road information recognition unit 3 determines the road information I based only on the first road information I1. Even when it is difficult to obtain the second road information I2 due to a change or the like, the road information can be reliably obtained.

Further, if the first road information I1 and the second road information I2 do not satisfy the preset conditions, the road information recognition unit 3 does not set the road information I. Can be prevented, and erroneous control when performing vehicle motion control or the like based on road information can be prevented.

The vehicle motion control amount calculation unit 4 performs at least the travel of the vehicle based on the input from the road information detection device 3 and various signals indicating the traveling state of the vehicle input from each sensor such as the vehicle speed sensor 13. A target deceleration at for a curve ahead of the road is calculated, and a buzzer, a sound alarm issuance, a warning light, etc., which urges the driver to control the vehicle motion, according to the relationship between the actual deceleration and the target deceleration at. An alarm control signal for causing an alarm through the device 14 is calculated. When the actual deceleration is smaller than the target deceleration at and forcible deceleration is required, the vehicle behavior control device 15 executes transmission downshifting, engine supercharging pressure down, fuel cut, and so on. A vehicle behavior control (deceleration control) signal for performing such operations as fully closing the throttle, operating the brake, and increasing the braking force is calculated.

{Circle around (4)} The vehicle motion control amount calculation unit 4 calculates the target deceleration at in the following four cases according to the mismatch flag from the road information recognition unit 3.

Case 1: When the mismatch flag is not set and a predetermined calculation cycle or more has elapsed since the mismatch flag was reset,
Case 1 is a case where the second road information I2 by the imaging device 12 is invalid and the road information I is continuously set from only the first road information I1 by the navigation device 11, or In this situation, the road information I is valid and consistent with the first road information I1, and the road information I is continuously set based on both road information I1 and I2 even after the period of case 4 described later has elapsed. . In this case, the vehicle motion control amount calculation unit 4 sets an allowable lateral acceleration that the vehicle can tolerate according to a road surface condition such as a road surface μ, and inputs the set allowable lateral acceleration and the road information determination unit 8. Based on the curve radius of curvature R in the road information I, an allowable approach speed V1 for safely traveling on a curve ahead of the travel road is set. Further, the vehicle behavior control amount calculating section 4 decelerates the current vehicle speed V at a constant rate based on the distance L to the curve, the current vehicle speed V, and the allowable approach speed V1, and performs the vehicle speed at the entrance of the curve. Required deceleration an required to make V1
V2−V12 = 2 · an · L (12)
The required deceleration an is set as the target deceleration at.

Case 2: When the mismatch flag is set and a predetermined calculation cycle set in advance has not elapsed since the mismatch flag was set,
Case 2 is a situation immediately after the first road information I1 by the navigation device 11 and the second road information I2 by the imaging device 12 become inconsistent. In this case, the vehicle motion control amount calculation unit 4 determines that the warning control by the warning device 14 based on the road information I and the vehicle behavior control (deceleration control) by the vehicle behavior control device 15 are impossible, and the target deceleration is determined. At is gradually reduced in each operation cycle from the value obtained under the situation of Case 1 immediately before the mismatch flag is set, and is corrected to become 0 after a predetermined operation cycle. However, even during the decrease correction of the target deceleration at, the alarm control and the vehicle behavior control are continued according to the corrected target deceleration at.

Case 3: When the mismatch flag is set and a predetermined calculation cycle or more has elapsed since the mismatch flag was set,
Case 3 is a situation in which the first road information I1 from the navigation device 11 and the second road information I2 from the imaging device 12 are continuously mismatched even after the period of case 2 has elapsed. In this case, the vehicle motion control calculation unit 4 sets the target deceleration at to 0, thereby prohibiting the alarm control and the vehicle behavior control (deceleration control).

Case 4: When the mismatch flag has been reset and the predetermined calculation cycle has not elapsed since the mismatch flag was reset,
In Case 4, the second road information I2 by the imaging device 12 is invalidated and the setting of the road information I is started only by the first road information I1 by the navigation device 11, or the second road information I2 is valid. This is a situation immediately after the setting of the road information I is started based on both the road information I1 and I2, consistent with the first road information I1. In this case, the road information I is input from the road information recognition unit 3 to the vehicle motion control amount calculation unit 4. However, immediately after the mismatch flag is reset, the value of the required deceleration an obtained using the input road information I is far from the value of the target deceleration at immediately before the mismatch flag is reset. May be a value. Therefore, the vehicle motion control amount calculation unit 4 gradually increases the value of the target deceleration at in the previous calculation cycle over a predetermined calculation cycle to obtain the required deceleration an determined based on the road information I. The target deceleration at that is corrected is set as the current target deceleration at.

Here, the correction amount for the target deceleration at in the previous calculation cycle is, for example,
Correction amount = (Target deceleration at at the previous calculation cycle at
-Necessary deceleration in the current calculation cycle an)
/ ((Predetermined operation cycle)
-(Operation cycle that has elapsed since the mismatch flag was reset)
Required by

Further, the vehicle motion control amount calculating section 4 performs an alarm control signal and a vehicle behavior control to perform a predetermined alarm and a vehicle behavior control as necessary based on the calculated target deceleration at and the actual deceleration. The signal is calculated.

Here, the alarm control signal is output, for example, when the driver is not decelerating at or above the target alarm deceleration at1 and is for prompting the driver to decelerate according to the target deceleration at. The warning device 14 is driven to output a predetermined warning.

The vehicle behavior control signal is output, for example, when the driver is not decelerating at or above the target control deceleration at2, and performs a predetermined vehicle behavior control (deceleration) according to the target deceleration at. In order to perform the control, the vehicle behavior control device 15 is driven.

Next, control by the control unit 2 including the road information recognition unit 3 according to the present invention will be described with reference to the flowcharts of FIGS. This program is executed, for example, every 0.1 second. First, at step (hereinafter abbreviated as “S”) 100, the control unit 2 controls the navigation device 11, the imaging device 12, the vehicle speed sensor 13, and After inputting data from each sensor (not shown), the process proceeds to S101.

In step S101, the second road information detection unit 7 performs a process of obtaining distance information, a histogram process, and the like on the input stereo image pair to detect a road ahead. At this time, if there is a curve on the recognized road, at least the distance L2 from the host vehicle to this curve, the curvature radius R2 of the curve, and the road width W2 are calculated as the second road information I2 with respect to the immediately preceding curve. I do.

Ｓ S102 is executed following S101. This S102 is performed by the road shape detection unit 5, and calculates the above-described road shape data at each node based on the input vehicle position data and the node data from the navigation device 11, and proceeds to S103.

Step S103 is performed by the first road information detection unit 6, and extracts road shape data relating to a curve close to the vehicle from the road shape data at each node calculated in step S102. Then, the distance between the input own vehicle position data and the representative node position in the extracted road shape data is calculated as the distance L1 to the curve, and the curve radius of curvature R1 and the road width W1 extracted as the road shape data are calculated. At the same time, it is set as the first road information I1.

Steps S104 to S117 are controlled by the road information determining unit 8. The road information determining unit 8 includes the first road information I1 stored in the first road information detecting unit 6 and the first road information I1 stored in the S102. The second road information I2 detected by the second road information detection unit 7, the own vehicle position from the navigation device 11, and the vehicle speed V from the vehicle speed sensor 13 are input.

In S104, it is checked whether or not there is a curve on the front road recognized by the second road information detection unit 7, that is, the data of the distance L2 to the curve in the second road information I2 is checked. If there is a curve above, the process proceeds to S105. On the other hand, if there is no curve on the road, the process proceeds to S106.

In S105, the distance L2 to the curve and the curve radius of curvature R2 detected by the second road information detection unit 7 this time and the distance L2 to the curve and the curve radius of curvature R2 detected in the previous calculation cycle are calculated. By comparing with each other and determining whether or not these amounts of change are within a predetermined value set in advance, it is determined whether or not each of the detected data is highly reliable data without fluctuation or interruption due to noise. Is determined. Then, when it is determined that the amount of change in the distance L2 to the curve and the curve radius of curvature R2 detected this time with respect to the previous time is within a predetermined range set in advance, and that each of the detected data is highly reliable data, After recognizing the distance L2 to the curve and the curve radius of curvature R2 as valid data, the process proceeds to S109. On the other hand, in step S105, at least one of the distance L2 to the curve and the amount of change in the curve radius of curvature R2 from the previous time is out of a predetermined range, and each of the detection data has low reliability. If it is determined that the process is executed, the process proceeds to S106.

Here, it is determined whether or not the distance L2 to the curve detected this time is highly reliable data, by determining the distance to the curve detected this time as L2 (k) and the distance to the curve entrance detected last time. Assuming that L2 (k-1), these L2 (k) and L2 (K-1) are: | L2 (k) -L2 (k-1) + Vt | ≤10 (m) (12)
This is done by checking whether or not In the above equation (12), V is the vehicle speed, and t is the calculation cycle (0.1 (s)).

Also, whether or not the curve curvature radius R2 detected this time is highly reliable data is determined based on the rank of the curve curvature radius R2 detected this time (the above-mentioned ranks R2 = 1 to 6). This is performed by checking whether the rank of the detected curve radius of curvature R2 has changed by one or more ranks.

As described above, by comparing the distance L2 to the curve and the curve radius of curvature R2 with the previous data and examining the reliability, erroneous information due to a running state, a change in weather, and the like can be deleted. Only highly reliable data can be obtained.

If it is determined in step S104 that there is no curve, or if it is determined in step S105 that the reliability of the second road information I2 is low, and the process proceeds to step S106, a state in which the curve has not been detected, or It is checked whether the state in which the road information I2 of No. 2 is data having low reliability is within a predetermined calculation cycle (for example, within three times) set in advance, and the above-mentioned state is other than the predetermined calculation cycle. If it is determined that the second road information I2 is invalid, the process proceeds to S109.

On the other hand, if the curve has not been detected or the state in which the second road information I2 has been determined to be unreliable data is within the predetermined calculation cycle (three times), S107 is performed. In this predetermined calculation cycle, the previous second road information I2 is substituted for the current second road information I2, and after it is determined that the second road information I2 is valid, the flow proceeds to S109.

In S109, it is determined whether or not the second road information I2 is determined to be valid by the control in S104 to S108. If the second road information I2 is invalid, the process proceeds to S110, and the process proceeds to S110. After the distance L1 to the curve and the curve radius of curvature R1 based on the first road information I1 are set as the distance L to the curve and the curve radius of curvature R as the final road information I, the process proceeds to S116.

As described above, even when the second road information I2 is invalid, the distance L to the curve and the curve radius of curvature R are set based on the first road information I1. Even if the second road information I2 cannot be obtained due to the deterioration of the above, the distance L to the curve and the curve radius of curvature R can be set.

When the second road information I2 is valid and the process proceeds from S109 to S111, in S111, the distance L1 to the curve is compared with the distance L2 to the curve, and the difference between them is determined in advance. It is checked whether it is within a set predetermined range (for example, 20 (m)). If the difference between the distances L1 and L2 to the curve is within the predetermined range, the process proceeds to S112.

In S112, the distance L to the curve as the final road information I is set based on the distances L1 and L2 to the curve, and the process proceeds to S113.

Here, the distance L to the curve is calculated by the following equation. L = (L1 + L2) / 2 (13)
Note that the setting of the distance L to the curve is not limited to the above calculation method, and the larger one of the distances L1 and L2 to the curve may be selected and set.

In S113, it is checked whether or not the bending directions of the curves detected by the first and second road information detectors 6 and 7 match. If they match, the process proceeds to S114 and proceeds to S114. Then, it is checked whether or not the curve radii R1 and R2 match within a predetermined range. If they match within the predetermined range, the process proceeds to S115.

Here, in S114, the relationship between the curve radius of curvature R1 and the curve radius of curvature R2 is, for example,
When R1 <−150 (m) and R2 = 1,
When −250 (m) <R1 <−50 (m) and R2 = 2,
When −150 (m) <R1 <0 (m) and R2 = 3,
0 (m) <R1 <150 (m), and when R2 = 4,
When 50 (m) <R1 <250 (m) and R2 = 5,
150 (m) <R1 and R2 = 6,
Is satisfied, it is determined that the curve radii R1, R2 match, otherwise, it is determined that the curve radii R1, R2 do not match.

In S115, the curve radius of curvature R as the final road information I is set based on the curve radius of curvature R1, R2, and then the process proceeds to S116. Here, the curve radius of curvature R is set, for example, by obtaining an average value of the curve radius of curvature R1, R2. The setting of the curve radius of curvature R is not limited to the above calculation method, and may be set by selecting the larger one of the curve radius of curvatures R1 and R2.

As described above, when the second road information I2 is valid, the distance L to the curve and the curve radius of curvature R are set based on the second road information I2 and the first road information I1. Therefore, highly reliable road information can be obtained.

(4) When the distance L to the curve and the curve radius of curvature R as the final road information I are set in S110 or S115, and the process proceeds to S116, the mismatch flag is reset in S116, and the process proceeds to S118.

On the other hand, when it is determined in S111 that the distances L1 and L2 to the curve are equal to or larger than the above range, when it is determined in S113 that the bending directions of the curve do not match, or in S114, If it is determined that the curvature radii R1 and R2 do not match within the above-described predetermined range, the process proceeds to S117, where the first road information I1 based on the navigation device 11 and the second road information I2 based on the imaging device 12 do not match. A discrepancy signal indicating that the discrepancy flag has been set is output to the vehicle motion control amount calculation unit 4, the first road information detection unit 6, and the discrepancy warning output unit 10. Thereafter, the process proceeds to S124.

Here, when the mismatch signal is input to the mismatch warning output unit 10, the mismatch warning output unit 10 notifies the driver that the first road information I1 and the second road information I2 do not match. Is output through the alarm device 14.

By outputting the inconsistency warning in this way, it is possible to ask the driver whether the actual road shape may be different from the road shape stored in the navigation device 11 due to the repair or change of the road or the like. 12 can indicate that accurate image information may not have been obtained, and the driver can be encouraged to drive carefully.

Steps S118 to S122 are performed by the road shape detection unit 5. When the process proceeds from step S116 to step S118, it is determined in step S118 whether the road shape data needs to be updated as the vehicle travels. Find out.

That is, in S118, the first node as viewed from the own vehicle position in the node data input from the navigation device 11 this time is replaced with the stored second and subsequent nodes Pk (k ≠ 1, k = 2, 3 , 4,...) To determine whether the road shape data needs to be updated.

When the first node input from the navigation device 11 matches the stored first node P1, it is determined that data update accompanying the traveling of the vehicle is not necessary, and the road shape data is determined. Is stored as it is, and the process proceeds to S123.

On the other hand, when the first node of the node data input from the navigation device 11 matches the stored second and subsequent nodes Pk, the own vehicle passes over the nodes P1 to Pk-1. Then, it is determined that the data needs to be updated, and the process proceeds to S120.

In S120, after the road shape data relating to the nodes P1 to Pk-1 through which the vehicle has passed is deleted from the memory, the process proceeds to S121. At this time, of the road shape data, data of Wk-1, such as 1/2 of the distance (length) of the curve relating to the node Pk-1 that the vehicle has passed last, the curvature radius Rk-1, and the road width are deleted. Is not performed. This is because the curve continues even after the vehicle has passed the node Pk-1.

In S121, by comparing the number of the road shape data after data deletion with the number of node data input from the navigation device 11, whether a new node exists in the input data from the navigation device 11 is determined. It is determined whether or not there is a new node, and if there is a new node, the process proceeds to S122.

In S122, the road shape data (the position (Xn, Yn) of the representative node Pn, the distance Ln between the node Pn-1 and the node Pn, the radius of curvature Rn, the curve center position On, the straight line Pn-1 Pn, The curve angle θn at each representative node obtained from the angle formed by the straight line Pn Pn + 1, the distance between the curve start point Lsn (point perpendicular to the straight line Pn-1 Pn from the curve center position On) and the node Pn-1; The distance Lssn from the vehicle position to each representative node is calculated, and the process proceeds to S123.

If the mismatch flag is set in S117 and the process proceeds to S119, the process proceeds to S121 after deleting all the road shape data. In this case, since all the road shape data has been deleted, in S121, all the data input from the navigation device 11 is extracted as new data.

The control from S123 to S128 is performed by the road information determination unit 8. In S123, it is checked whether the second road information I2 is valid, and the second road information I2 is valid. In this case, the process proceeds to S124.

In S124, it is determined whether or not the road width W1 of the first road information I1 obtained in S103 matches the road width W2 of the second road information I2 obtained in S101 within a predetermined range set in advance. If the road widths W1 and W2 match, the flow proceeds to S125, and after setting the road width W based on these road widths W1 and W2, the flow proceeds to S127.

Here, the determination of whether the road widths W1 and W2 match or not corresponds to, for example,
When W2 <5 (m) and the road width W1 = 1,
When 2 (m) <W2 <10 (m) and the road width W1 = 2,
If 5 (m) <W2 <20 (m) and the road width W1 = 3,
If 10 (m) <W2 and the road width W1 = 4,
In any of the cases, it is determined that the road widths W1 and W2 match, and otherwise, it is determined that they do not match.

(4) The road width W is obtained by calculating an average value of the road widths W1 and W2.

On the other hand, if the second road information I2 is invalid in S123, or if the road widths W1 and W2 do not match in S124, the process proceeds to S126, and the road width W1 is set as the road width W. Then, the process proceeds to S127.

In S127, it is determined whether or not the curve curvature radius R set in S110 or S115 needs to be updated (corrected) with the setting of the road width W in S125 or S126. If it is determined that the update of is necessary, the process proceeds to S128.

In S128, the validity of the curve curvature radius R based on the road width W is evaluated, the curve curvature radius R is corrected, and the corrected curve curvature radius R is set in S110 or S112. After outputting the final road information I including the distance L to the above curve to the vehicle motion control amount calculation unit 4, the process proceeds to S129.

On the other hand, when it is determined in S127 that the curve curvature radius R does not need to be updated, the final road information I including the curve curvature radius R without correction and the distance L to the curve is obtained. After outputting to the vehicle motion control amount calculation unit 4, the process proceeds to S129.

Steps S129 to S134 are control by the vehicle motion control amount calculation unit 4. In step S129, it is determined whether the mismatch flag is set. If the mismatch flag is set, the process proceeds to step S132. On the other hand, if the mismatch flag is not set (if reset), the process proceeds to S130.

In the above S132, it is determined whether or not the operation cycle after the setting of the mismatch flag is within a predetermined operation cycle set in advance, and the operation cycle after the setting of the mismatch flag is within the predetermined operation cycle. If there is, the process proceeds to S133. On the other hand, if the operation cycle after the mismatch flag is set is equal to or longer than the predetermined operation cycle, the process proceeds to S134.

In S130, it is determined whether or not the operation cycle after resetting the mismatch flag is within a predetermined calculation cycle. If the calculation cycle after resetting the mismatch flag is within the predetermined calculation cycle, The process proceeds to S135. On the other hand, if the operation cycle after resetting the mismatch flag is equal to or longer than the predetermined operation cycle, the process proceeds to S131.

That is, the case of proceeding to S131 after proceeding from S129 to S130 is the case where the mismatch flag has been reset and the predetermined arithmetic cycle or more has elapsed since the mismatch flag was reset. Then, a target deceleration at is set on the basis of the road information I, an alarm control signal and a vehicle behavior control signal are calculated according to the target deceleration at, and then the routine exits.

The case of proceeding to S133 after proceeding from S129 to S132 refers to the case where the mismatch flag is set and the predetermined arithmetic cycle which has been set in advance after the mismatch flag is set has not elapsed. In S133, the target deceleration at which is corrected to gradually decrease the target deceleration at in the previous calculation cycle toward 0 is set, and the alarm control signal is set in accordance with the set target deceleration at. After calculating the vehicle behavior control signal, the routine exits.

The case of proceeding to S134 after proceeding from S129 to S132 is the case where the mismatch flag is set and a predetermined operation cycle or more has elapsed since the mismatch flag was set. In S134, the target deceleration at is set to 0, and the alarm control and the vehicle behavior control are prohibited.

The case where the process proceeds to S135 after the process proceeds from S129 to S130 means that the mismatch flag is reset and that a predetermined calculation cycle or more has not elapsed since the mismatch flag was reset. In S135, the target deceleration at is set by performing a correction for gradually increasing the target deceleration at in the previous calculation cycle, and an alarm control signal and a vehicle behavior control are set according to the set target deceleration at. After calculating the signal, the routine exits.

As described above, when the road information recognizing unit 3 determines that the first road information by the navigation device 11 and the second road information by the imaging device 12 are inconsistent, the vehicle motion control calculation unit 4 outputs the target Since the deceleration at is gradually reduced to 0 over the predetermined calculation cycle (predetermined time), the alarm control and the vehicle behavior control (deceleration control) can be smoothly canceled (prohibited).

Conversely, when the inconsistency between the first road information and the second road information is released, the target deceleration at is based on the road information when restarting the alarm control and the vehicle behavior control. And gradually increases toward the set value, so that a smooth return can be performed.

Block diagram illustrating a schematic configuration of a vehicle motion control device Explanatory drawing of the structure of the 1st road information detection part which detects road information based on the data from a navigation apparatus Illustration of how to find the radius of curvature of a curve Illustration of correction of the radius of curvature of the obtained curve Explanatory diagram of an example of point data actually obtained from a navigation device Flowchart of vehicle motion control using the road information recognition device of the present invention Flowchart of vehicle motion control using the road information recognition device of the present invention (continuation of FIG. 6) Flowchart of vehicle motion control using the road information recognition device of the present invention (continuation of FIG. 7)

Explanation of reference numerals

3 ... road information recognition unit 5 ... road shape detection unit (first road information detection unit)
6... First road information detection unit (first road information detection means)
7... Second road information detecting section (second road information detecting means)
8… Road information determination unit (road information determination means)
11 Navigation device (first road information detecting means)
12... Imaging device (second road information detecting means)
14 Alarm device (alarm means)
15 ... vehicle behavior control device (vehicle behavior control means)
Attorney Attorney Susumu Ito

Claims (3)

Road information recognizing means for recognizing road information ahead of a traveling road on which the vehicle is traveling, and a vehicle motion control amount for controlling a behavior of the vehicle by calculating a vehicle motion control amount based on the road information and the vehicle traveling state. A vehicle motion control device comprising:
The road information recognizing means includes: first road information detecting means for obtaining first road information based on map information;
Second road information detecting means for detecting road conditions during traveling and obtaining second road information based on the road conditions;
When the recognition of the second road information is disabled, the vehicle behavior control can be executed based on the second road information recognized immediately before the second road information is disabled and the current first road information. And if it is determined that the vehicle behavior control can be executed, the second road information recognized immediately before the disabling and the current first road information are used. Road information determining means for determining final road information,
The vehicle movement control amount calculation means calculates the vehicle movement control amount based on the final road information. The road information determining means determines that the vehicle behavior control can be executed when the second road information recognized immediately before the disabling and the current first road information match a predetermined value. The vehicle motion control device according to claim 1, wherein: When the set time has elapsed since the recognition of the second road information has been disabled, the road information determination means determines that the second road information is invalid, and determines a final value based on the first road information. 3. The vehicle motion control device according to claim 1, wherein the road information is determined.

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