JP2018030500A - Automatic operation system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable an automatic operation reflecting the intention of a driver in the case of plural branch road entrances being connected ahead of the gateway of an exclusive automobile road.SOLUTION: In a case where plural branch road entrances are connected ahead of a gateway of an exclusive automobile road where a vehicle has entered, and if no steering is performed until given timing has reached, an automatic operation system executes an automatic operation of the vehicle toward one of the branch road entrances within a first permissible zone based on the vehicle as reference, or, if steering is performed by the given timing, executes an automatic operation of the vehicle toward one of the branch road entrances within a second permissible zone based on the vehicle applicable when the steering has ended, as reference, or, if there is no branch road entrance within the first or second permissible zone, notifying the driver.SELECTED DRAWING: Figure 5

Description

  The present invention relates to an automatic driving system.

  2. Description of the Related Art Conventionally, an automatic driving system that performs automatic driving of a vehicle when a vehicle enters an entrance / exit of an automobile exclusive road is known. For example, the vehicle driving support device described in Patent Document 1 determines whether or not the vehicle is traveling on an automobile exclusive road by detecting a toll gate, and when the vehicle is traveling on an automobile exclusive road It is determined that automatic operation can be executed.

JP 2001-12958 A

  By the way, in the above-described vehicle driving support device, when the toll gate at the entrance to the automobile exclusive road is connected to a plurality of branch road entrances, white lines are not continuous between the toll gate and the plurality of branch road entrances. Therefore, it cannot be determined which branch path entrance the vehicle should travel toward, and as a result, the automatic operation cannot be appropriately performed. Further, in such a case, if the automatic driving toward the branch road entrance automatically selected by the vehicle driving support device is executed, the vehicle travels to the branch road entrance not intended by the driver. The driver ends automatic driving in order to stop the progress of the vehicle.

  Accordingly, an object of the present invention is to provide an automatic driving system capable of executing an automatic driving reflecting a driver's intention when a plurality of branch road entrances are connected to the end of an automobile exclusive road. .

  In order to solve the above-described problems, the present invention is an automatic driving system that performs automatic driving of a vehicle when automatic driving is required, and includes position information and map information on a map of the vehicle, or an in-vehicle camera. Based on the captured image, the entrance determination unit that determines whether or not the vehicle has entered the entrance / exit of the automobile exclusive road, and the position information and map information on the map of the vehicle, or the captured image of the in-vehicle camera, A branch determination unit that determines whether or not the destination is connected to a plurality of branch road entrances, and a branch determination unit that determines whether the vehicle has entered the entrance or exit when the entrance determination unit determines that the vehicle has entered a plurality of branches. When it is not determined that the vehicle is connected to the road entrance, the automatic operation control unit performs automatic driving so that the vehicle travels toward the road ahead of the doorway, and the branch determination unit has a plurality of branch roads at the doorway In contact with the entrance A positional relationship recognition unit for recognizing a positional relationship between the vehicle and a plurality of branch road entrances based on position information and map information on the map of the vehicle or a captured image of the in-vehicle camera, When the branch determination unit determines that the entrance and exit points are connected to a plurality of branch path entrances, steering is started to determine whether or not the vehicle driver has been steered by a predetermined timing. When the determination unit and the steering start determination unit determine that the driver's steering has been performed, the steering end determination unit that determines whether or not the driver's steering is completed, and a predetermined timing by the steering start determination unit If it is determined that the driver has not steered until the vehicle reaches a branch road entrance within a predetermined first allowable range based on the vehicle based on the positional relationship between the vehicle and the plurality of branch road entrances. The first to determine whether or not When it is determined by the allowable range determination unit and the steering start determination unit that the driver has been steered by the predetermined timing, the steering end determination unit is based on the positional relationship between the vehicle and the plurality of branch road entrances. A second permissible range determination unit that determines whether or not a branch path entrance exists within a predetermined second permissible range with reference to the vehicle when it is determined that the driver's steering has been completed, The automatic operation control unit causes the vehicle to travel toward one of the branch path entrances within the first allowable range when the first allowable range determination unit determines that there is a branch path entrance within the first allowable range. When the second allowable range determination unit determines that there is a branch road entrance within the second allowable range, the vehicle travels toward one of the branch path entrances within the second allowable range. Automatic operation at the first tolerance range determination unit If it is determined that there is no branch entrance within the first allowable range, or if it is determined by the second allowable range determination unit that there is no branch entrance within the second allowable range, the driver To notify.

  ADVANTAGE OF THE INVENTION According to this invention, when the some branch road entrance is connected ahead of the entrance / exit of an automobile exclusive road, the automatic driving | operation reflecting a driver | operator's intent can be performed.

1 is a block diagram showing an automatic driving system according to the present embodiment. It is a top view which shows the condition where the tip of the exclusive road for autonomous driving is connected to a plurality of branch road entrances. It is a figure which shows an example of a 1st tolerance | permissible_range determination process. It is a figure which shows an example of a 2nd tolerance | permissible_range determination process. It is a flowchart which shows the execution process of the automatic driving | operation of an automatic driving | operation system.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same or equivalent elements will be denoted by the same reference numerals, and redundant description will be omitted.

  FIG. 1 is a block diagram showing an automatic driving system according to this embodiment. An automatic driving system 100 shown in FIG. 1 is mounted on a vehicle such as a passenger car, and performs automatic driving of the vehicle when automatic driving is required. The automatic driving system 100 executes automatic driving based on a request for automatic driving resulting from a driver's operation or an automatic driving setting preset by the driver. The automatic driving system 100 recognizes a request for automatic driving in a known manner.

  In particular, the automatic driving system 100 automatically detects when an automobile exclusive road is set as an area where automatic driving can be performed and enters an entrance / exit of an automobile exclusive road in a state where automatic driving is requested. Run the operation. The automatic driving is a driving state in which the vehicle travels automatically without the driver having to perform the driving operation. Examples of entrances and exits for automobile roads include toll gates and ETC gates.

  FIG. 2 is a plan view showing a situation where the doorway of the exclusive road is connected to a plurality of branch road entrances. FIG. 2 shows a vehicle V, an automobile exclusive road R, an entrance G of the automobile exclusive road R, a plurality of branch road entrances S (S1, S2), and between the entrance G of the automobile exclusive road R and the branch road entrances S1, S2. Free space F is shown. In FIG. 2, when viewed from the vehicle V, the tip of the entrance / exit G of the automobile exclusive road R is connected to two branch road entrances S <b> 1 and S <b> 2. A white line (vehicle lane boundary line) is drawn on each branch road. In the situation shown in FIG. 2, the automatic driving system 100 executes an automatic driving in which the vehicle V travels toward one of the branch road entrances S1 and S2 when the automatic driving is requested.

[Configuration of automatic driving system]
As shown in FIG. 1, the automatic driving system 100 includes an ECU 10 for executing automatic driving. The ECU 10 is an electronic control unit having a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], a CAN [Controller Area Network] communication circuit, and the like. In the ECU 10, various functions are realized by loading a program stored in the ROM into the RAM and executing the program loaded in the RAM by the CPU.

  The ECU 10 may be composed of a plurality of electronic control units. Connected to the ECU 10 are an in-vehicle camera 1, a GPS receiver 2, an internal sensor 3, a map database 4, a navigation system 5, an actuator 6, and an HMI [Human Machine Interface] 7.

  The in-vehicle camera 1 is an imaging device that captures an external situation of the vehicle V in a predetermined angle range centered around the front of the vehicle V, for example. The in-vehicle camera 1 may be used for recognition of the entrance / exit G of the exclusive road R and recognition of the branch road entrance S ahead of the entrance / exit G. The in-vehicle camera 1 is provided on the back side of the windshield of the vehicle V. The in-vehicle camera 1 may be a monocular camera or a stereo camera. The vehicle-mounted camera 1 transmits the captured image of the captured external situation of the vehicle V to the ECU 10.

  The GPS receiver 2 is mounted on the vehicle V and functions as a position measuring unit that measures the position of the vehicle V. The GPS receiving unit 2 measures the position of the vehicle V on the map (for example, the latitude and longitude of the vehicle V) by receiving signals from three or more GPS satellites. The GPS receiver 2 transmits the measured position information of the vehicle V to the ECU 10.

  The internal sensor 3 is a detection device that detects the traveling state of the vehicle V. The internal sensor 3 includes a vehicle speed sensor, an azimuth angle sensor, a steering angle sensor, and a steering torque sensor. The vehicle speed sensor is a detector that detects the speed of the vehicle V. As the vehicle speed sensor, a wheel speed sensor that is provided for a wheel of the vehicle V or a drive shaft that rotates integrally with the wheel and detects the rotational speed of the wheel is used. The vehicle speed sensor transmits a signal corresponding to the detected vehicle speed to the ECU 10.

  The azimuth angle sensor is a sensor for detecting the traveling direction of the vehicle V. As the azimuth sensor, for example, a gyro sensor can be used. The azimuth angle sensor transmits a signal corresponding to the traveling direction of the vehicle V to the ECU 10.

  The steering angle sensor is a sensor for detecting the steering angle of the vehicle V. As the steering angle sensor, for example, a sensor that detects the rotation angle of the steering shaft is used. The steering angle sensor transmits a signal corresponding to the steering angle of the vehicle V to the ECU 10.

  The steering torque sensor is provided with respect to the steering shaft of the vehicle V, and detects the steering torque applied to the steering wheel by the driver. The steering torque sensor transmits a signal corresponding to the detected steering torque to the ECU 10.

  The map database 4 is a database that stores map information. The map database 4 is formed in an HDD [Hard Disk Drive] mounted on the vehicle V. The map information includes, for example, the position information of the entrance / exit G of the automobile exclusive road R, the information of the shape of the free space F ahead of the entrance / exit G, and the position information of the plurality of branch road entrances S connected to the end of the free space F. , Information on the shape of the road ahead of the free space F is included. The map information includes road position information, road shape information, and intersection and branch point position information. The map database 4 may be stored in a server that can communicate with the vehicle V.

  The navigation system 5 is mounted on the vehicle V and sets a target route for the vehicle V to travel by automatic driving. The navigation system 5 determines a target route from the position of the vehicle V to the destination based on the preset destination, the position of the vehicle V measured by the GPS receiver 2, and the map information in the map database 4. Calculate. The destination of the automatic driving is set by operating the input button (or touch panel) of the navigation system 5 by the vehicle occupant. The target route is set by distinguishing lanes constituting the road. The navigation system 5 can set the target route by a known method. The navigation system 5 outputs information on the target route of the vehicle V to the ECU 10.

  The actuator 6 is a device that executes traveling control of the vehicle V in automatic driving. The actuator 6 includes at least a throttle actuator, a brake actuator, and a steering actuator. The throttle actuator controls the driving force of the vehicle V by controlling the amount of air supplied to the engine (throttle opening) according to a control signal from the ECU 10. In the case where the vehicle V is a hybrid vehicle, in addition to the amount of air supplied to the engine, a control signal from the ECU 10 is input to a motor as a power source to control the driving force. When the vehicle V is an electric vehicle, a control signal from the ECU 10 is input to a motor as a power source to control the driving force. The motor as the power source in these cases constitutes the actuator 6.

  The brake actuator controls the brake system according to a control signal from the ECU 10 and controls the braking force applied to the wheels of the vehicle V. A hydraulic brake system can be used as the brake system. The steering actuator controls driving of an assist motor that controls steering torque in the electric power steering system in accordance with a control signal from the ECU 10. Thereby, the steering actuator controls the steering torque of the vehicle V.

  The HMI 7 is an interface for outputting and inputting information between the driver and the automatic driving system 100. The HMI 7 includes, for example, a display that displays image information to the driver, a speaker that outputs sound, operation buttons or a touch panel for the driver to perform an input operation, a voice input device, and the like. The HMI 7 transmits information input by the driver to the ECU 10. Further, the HMI 7 displays image information on a display and outputs sound from a speaker in accordance with a control signal from the ECU 10.

  Next, a functional configuration of the ECU 10 will be described. The ECU 10 includes an entry determination unit 11, a branch determination unit 12, a positional relationship recognition unit 13, a steering start determination unit 14, a steering end determination unit 15, a first allowable range determination unit 16, a second allowable range determination unit 17, and an automatic operation. A control unit 18 is provided. A part of the function of the ECU 10 may be executed by a server that can communicate with the vehicle V.

  The entry determination unit 11 determines whether or not the vehicle V has entered the entrance / exit G of the automobile-only road R when automatic driving is requested. More specifically, the approach determination unit 11 recognizes the position of the vehicle V on the map based on the position information of the GPS receiver 2 (position information on the map of the vehicle V) and the map information of the map database 4. Thus, it is determined whether or not the vehicle V has entered the doorway G of the automobile-only road R.

  When the entry determination unit 11 determines that the vehicle V has entered the entrance / exit G of the automobile-only road R, the branch determination unit 12 is based on the position information of the GPS receiving unit 2 and the map information of the map database 4 and is dedicated to the vehicle. It is determined whether the tip of the entrance G of the road R is connected to a plurality of branch road entrances S. The branch determination unit 12 performs the above determination by a known method.

  The positional relationship recognition unit 13 determines the location information of the GPS reception unit 2 and the map database 4 when the branch determination unit 12 determines that the entrance G of the automobile-only road R is connected to a plurality of branch road entrances S. The positional relationship between the vehicle V and the plurality of branch road entrances S is recognized based on the map information and the traveling direction of the vehicle V detected by the azimuth sensor. The positional relationship between the vehicle V and the plurality of branch road entrances S is recognized by the angle and the distance. More specifically, the positional relationship between the vehicle V and the plurality of branch road entrances S is an angle from the front of the vehicle V to the left and right directions with respect to the position and traveling direction of the vehicle V (for example, the vehicle V in plan view). The angle from the front of the vehicle V to the right and the angle from the left to the left) θ, the distance L from the vehicle V to the branch entrance S, Represented by

  The steering start determination unit 14 determines that the branch determination unit 12 determines that the tip of the entrance G of the exclusive road R is connected to a plurality of branch path entrances S until the predetermined timing is reached. It is determined whether or not the driver has steered. Based on the steering angle of the vehicle V from the steering angle sensor, the steering start determination unit 14 determines that the steering is performed when the steering angle is equal to or greater than the first threshold value. The first threshold value is a preset value. In the present embodiment, the predetermined timing is a timing at which a predetermined time elapses after the vehicle V enters the entrance / exit G of the automobile exclusive road R. Another example of the predetermined timing will be described later.

  The steering end determination unit 15 determines whether or not the driver's steering is completed when the steering start determination unit 14 determines that the driver's steering is performed. When the steering end determination unit 15 determines that the steering has been performed by the steering start determination unit 14, the steering angle becomes equal to or less than the second threshold value based on the steering angle of the steering wheel of the vehicle V from the steering angle sensor. It is determined that the steering is finished. The second threshold value is a preset value. The second threshold may be the same value as the first threshold.

  The first allowable range determination unit 16 determines the positional relationship between the vehicle V and the plurality of branch road entrances S when the steering start determination unit 14 determines that the driver is not steering until the predetermined timing is reached. Based on the above, the first allowable range determination process is executed. Here, the first allowable range determination process is a process of determining whether or not the branch road entrance S exists within a predetermined first allowable range based on the vehicle V. The first allowable range determination unit 16 executes a first allowable range determination process when a predetermined timing is reached without the driver's steering.

  The first allowable range is a range defined by an allowable angle from the front of the vehicle V to the left-right direction and an allowable distance from the vehicle V. Note that it may be defined using an allowable time instead of the allowable distance. The allowable time corresponds to a value obtained by dividing the allowable distance by a preset vehicle speed.

  Here, an example of the first allowable range determination process will be described with reference to FIG. FIG. 2 shows a state in which after the vehicle V enters the entrance G of the exclusive road R, a predetermined timing is reached without the driver's steering. Moreover, in FIG. 2, the tip of the entrance / exit G of the automobile exclusive road R is connected to two branch road entrances S1 and S2.

  In the situation shown in FIG. 2, the positional relationship between the vehicle V and the branch road entrance S1 is that the angle θ from the front of the vehicle V to the left-right direction is 50 deg and the distance L from the vehicle V is 200 m. On the other hand, the positional relationship between the vehicle V and the branch road entrance S2 is that the angle θ from the front of the vehicle V in the left-right direction is −10 deg and the distance L from the vehicle V is 150 m.

  In the situation illustrated in FIG. 2, the first allowable range determination unit 16 performs the first allowable range determination process with the first allowable range set to −60 deg ≦ θ ≦ 60 deg and L ≦ 300 m, for example. In this case, it is determined that both of the two branch path entrances S1 and S2 are within the first allowable range.

  FIG. 3 is a diagram illustrating an example of the first allowable range determination process. In the situation shown in FIG. 3, the angles of the branch path entrances S <b> 1 and S <b> 2 are separated from those in the situation shown in FIG. 2. That is, in the state shown in FIG. 3, the positional relationship between the vehicle V and the branch path entrance S1 is that the angle θ from the front of the vehicle V to the left-right direction is 50 deg and the distance L from the vehicle V is 200 m. On the other hand, the positional relationship between the vehicle V and the branch road entrance S2 is that the angle θ from the front of the vehicle V in the left-right direction is −50 deg and the distance L from the vehicle V is 100 m.

  In the situation illustrated in FIG. 3, the first allowable range determination unit 16 performs the first allowable range determination process with the first allowable range set to −30 deg ≦ θ ≦ 30 deg and L ≦ 300 m, for example. In this case, it is determined that both of the two branch path entrances S1 and S2 do not exist within the first allowable range.

  When it is determined by the steering start determination unit 14 that the driver has been steered by the steering start determination unit 14, the second allowable range determination unit 17 is based on the positional relationship between the vehicle V and the plurality of branch road entrances S. Then, the second allowable range determination process is executed. Here, in the second allowable range determination process, the branch path entrance S exists within a predetermined second allowable range with reference to the vehicle V when the steering end determination unit 15 determines that the steering of the driver is complete. This is a process for determining whether or not to do so. The second allowable range determination unit 17 executes a second allowable range determination process when the steering end determination unit 15 determines that the steering of the driver is complete. Note that the determination of whether or not the driver's steering is completed by the steering end determination unit 15 is not limited by the predetermined timing described above.

  The second allowable range is defined by an allowable angle from the front of the vehicle V in the left-right direction and an allowable distance from the vehicle V. Note that it may be defined using an allowable time instead of the allowable distance.

  The second allowable range may be set to a range different from the first allowable range. For example, in the second tolerance range, compared to the first tolerance range, at least one of the angle θ from the front of the vehicle V to the left-right direction and the distance L from the vehicle V may be set larger. It may be set small. Alternatively, the second allowable range may be set to a range equal to the first allowable range.

  The second allowable range determination unit 17 may set the allowable angle in the second allowable range according to the steering direction of the driver. For example, when the driver steers to the right side, the second allowable range may be set only on the right side of the vehicle V. Specifically, the allowable angle in the second allowable range may be 0 deg ≦ θ ≦ 60 deg or the like of only the angle θ from the front of the vehicle V to the right. In this case, the branch road entrance S located to the left of the vehicle V is not included in the second allowable range. Similarly, the second allowable range may be set only on the left side of the vehicle V when the driver steers to the left side. Specifically, the allowable angle in the second allowable range may be −60 deg ≦ θ ≦ 0 deg or the like of only the angle θ from the front of the vehicle V to the left. In this case, the branch road entrance S located to the right of the vehicle V is not included in the second allowable range. As described above, by setting the allowable angle in the second allowable range according to the steering direction of the driver, it is possible to avoid the automatic driving from being performed toward the branch path entrance S not intended by the driver.

  FIG. 4 is a diagram illustrating an example of the second allowable range determination process. In FIG. 4, after the vehicle V enters the entrance / exit G of the automobile exclusive road R, the steering of the driver is performed until a predetermined timing is reached, and then the steering of the driver is finished.

  In the state shown in FIG. 4, the positional relationship between the vehicle V and the branch road entrance S is recognized with reference to the vehicle V when the driver's steering is finished. Specifically, when the driver's steering is finished, the positional relationship between the vehicle V and the branch road entrance S1 is such that the angle θ from the front of the vehicle V to the left-right direction is 45 deg and the distance L from the vehicle V is 180 m. . On the other hand, the positional relationship between the vehicle V and the branch road entrance S2 when the driver's steering is finished is such that the angle θ from the front of the vehicle V in the left-right direction is −15 deg and the distance L from the vehicle V is 130 m.

  In the situation illustrated in FIG. 4, the second allowable range determination unit 17 executes the second allowable range determination process with the second allowable range set to −60 deg ≦ θ ≦ 60 deg and L ≦ 300 m, for example. In this case, it is determined that both of the two branch path entrances S1 and S2 are within the second allowable range.

  When the automatic driving control unit 18 determines that the vehicle V has entered the entrance / exit G of the automobile-only road R in a state where the automatic driving is requested, the branch determination unit 12 determines the entrance / exit G of the entrance / exit G. When it is not determined that the destination is connected to a plurality of branch road entrances S (that is, when the road is a single road from the entrance G of the exclusive road R), the vehicle V travels toward the road ahead of the entrance G. So that automatic operation.

  In addition, when the first allowable range determining unit 16 determines that the branch path entrance S within the first allowable range exists, the automatic operation control unit 18 moves toward one of the branch path entrances S within the first allowable range. Thus, automatic driving is performed so that the vehicle V travels. When there is only one branch path entrance S within the first allowable range, the automatic operation control unit 18 performs automatic driving so that the vehicle V travels toward the branch path entrance S.

  When there are a plurality of branch path entrances S within the first allowable range, the automatic operation control unit 18 performs automatic driving so that the vehicle V travels toward the branch path entrance S that is closest to the straight traveling direction of the vehicle V. The branch path entrance S closest to the straight direction of the vehicle V is the branch path entrance having the smallest angle θ (absolute value) from the front of the vehicle V to the left-right direction among the branch path entrances S within the first allowable range. S. The automatic operation control unit 18 does not steer the driver until the predetermined timing after the vehicle V enters the entrance / exit G of the automobile-only road R, and therefore the branch road entrance S intended by the driver. Is present in the straight direction of the vehicle V, and automatic operation is performed toward the branch road entrance S closest to the straight direction of the vehicle V.

  Further, when there are a plurality of branch road entrances S having the smallest angle θ (the absolute value thereof) from the front of the vehicle V to the left and right within the first allowable range, the automatic operation control unit 18 branches these. Of the road entrance S, automatic driving is performed so that the vehicle V travels toward the branch road entrance S having the smallest distance L from the vehicle V.

  For example, in the state shown in FIG. 2, it is determined that both of the two branch path entrances S1 and S2 are within the first allowable range. However, the angle θ in the left-right direction from the front of the vehicle V at the branch path entrance S1 is 50 deg, whereas the angle θ in the left-right direction from the front of the vehicle V at the branch path entrance S2 is −10 deg. Therefore, the automatic driving control unit 18 performs automatic driving so that the vehicle V travels toward the branch road entrance S2 having a smaller angle θ (absolute value) from the front of the vehicle V in the left-right direction.

  In addition, the automatic driving control unit 18 performs steering of the driver, and when the second allowable range determining unit 17 determines that the branch path entrance S within the second allowable range exists, the automatic driving control unit 18 branches within the second allowable range. Automatic driving is performed so that the vehicle V travels toward one of the road entrances S. When there is only one branch road entrance S within the second allowable range, the automatic operation control unit 18 performs automatic operation so that the vehicle V travels toward the branch road entrance S.

  When there are a plurality of branch path entrances S within the first allowable range, the automatic operation control unit 18 performs automatic driving so that the vehicle V travels toward the branch path entrance S that is closest to the straight traveling direction of the vehicle V. The branch path entrance S closest to the straight direction of the vehicle V is the branch path entrance having the smallest angle θ (absolute value) from the front of the vehicle V to the left-right direction among the branch path entrances S within the second allowable range. S. The automatic operation control unit 18 performs the steering operation after the vehicle V enters the entrance / exit G of the automobile exclusive road R, and the branch entrance S intended by the driver can be seen in the straight direction of the vehicle V. Since it is considered that the steering is finished, automatic driving is performed toward the branch road entrance S closest to the straight traveling direction of the vehicle V when the steering is finished.

  Further, when there are a plurality of branch path entrances S having the smallest angle θ (the absolute value thereof) from the front of the vehicle V to the left and right directions within the second allowable range, the automatic operation control unit 18 branches these. Of the road entrance S, automatic driving is performed so that the vehicle V travels toward the branch road entrance S having the smallest distance L from the vehicle V.

  For example, in the state shown in FIG. 4, it is determined that both of the two branch path entrances S1 and S2 are within the first allowable range. However, the angle θ in the left-right direction from the front of the vehicle V at the branch path entrance S1 is 45 deg, whereas the angle θ in the left-right direction from the front of the vehicle V at the branch path entrance S2 is −15 deg. Therefore, the automatic driving control unit 18 performs automatic driving so that the vehicle V travels toward the branch road entrance S2 having a smaller angle θ (absolute value) from the front of the vehicle V in the left-right direction.

  Further, the automatic operation control unit 18 determines that the first allowable range determination unit 16 determines that there is no branch path entrance S within the first allowable range, or the second allowable range determination unit 17 determines the second allowable range. If it is determined that there is no branch branch entrance S, the driver is notified. For example, the automatic driving control unit 18 displays the image information on the display via the HMI 7 and outputs a sound from a speaker to notify the driver. The contents of the notification are, for example, “Automatic driving of the vehicle V cannot be executed because the branch road entrance does not exist near the vehicle”, “Please drive toward the branch road entrance where the vehicle travels” Etc. may be used. In this case, the automatic driving control unit 18 may stop the automatic driving. The automatic driving control unit 18 may notify the driver that the stability of the automatic driving is reduced.

  Note that the automatic driving system 100 does not perform the determination of the branch determination unit 12 or the like when the target route is set by the navigation system 5. In the case where automatic driving is requested and the target route is set by the navigation system 5, the automatic driving control unit 18 drives the vehicle V toward the branch road entrance S along the set target route. Do automatic driving as you do. In addition, the automatic driving control unit 18 causes the vehicle V to go straight at a constant vehicle speed while it is determined by the steering start determination unit 14 whether or not the driver of the vehicle V has been steered by the predetermined timing. May be.

[Execution processing of automatic driving by automatic driving system]
Next, automatic driving execution processing by the automatic driving system 100 according to the present embodiment will be described. FIG. 5 is a flowchart showing an automatic driving execution process of the automatic driving system 100. The flowchart shown in FIG. 5 is executed when the vehicle V is traveling and automatic driving is requested.

  As shown in FIG. 5, in S <b> 10, the ECU 10 causes the entry determination unit 11 to determine whether or not the vehicle V has entered the entrance G of the automobile-only road R. If the ECU 10 does not determine that the vehicle V has entered the entrance G of the automobile-only road R (S10: NO), the ECU 10 ends the current process and repeats the determination of S10 again after a predetermined time has elapsed. If the ECU 10 determines that the vehicle V has entered the entrance G of the automobile-only road R (S10: YES), the ECU 10 proceeds to S12.

  In S <b> 12, the ECU 10 causes the branch determination unit 12 to determine whether the destination of the entrance / exit G of the automobile exclusive road R is connected to a plurality of branch road entrances S based on the map information in the map database 4. The ECU 10 does not determine that the end of the entrance / exit G of the automobile-only road R is connected to a plurality of branch road entrances S (S12: NO), that is, the destination of the entrance / exit G of the car-only road R is one. If it is determined that only the road is connected, the process proceeds to S14. If the ECU 10 determines that the end of the entrance / exit G of the automobile exclusive road R is connected to a plurality of branch road entrances S (S12: YES), the ECU 10 proceeds to S16.

  In S <b> 14, the ECU 10 causes the automatic driving control unit 18 to perform automatic driving so that the vehicle V travels toward the road ahead of the entrance / exit G of the automobile-only road R (a single road continuing from the entrance / exit G). Then, ECU10 complete | finishes this process and continues the automatic driving | operation control of the vehicle V continuously.

  In S16, the ECU 10 determines whether or not the driver of the vehicle V has been steered by the steering start determination unit 14 until a predetermined timing is reached. When it is determined that the driver of the vehicle V is not being steered (S16: NO), the ECU 10 proceeds to S18. When it is determined that the driver of the vehicle V has been steered (S16: YES), the ECU 10 proceeds to S26.

  In S <b> 18, the ECU 10 recognizes the positional relationship between the vehicle V and the plurality of branch road entrances S when the predetermined timing is reached by the positional relationship recognition unit 13. More specifically, the ECU 10 determines the vehicle V based on the positional relationship recognition unit 13 based on the position information of the GPS reception unit 2, the map information of the map database 4, and the traveling direction of the vehicle V detected by the azimuth sensor. And a plurality of branch path entrances S are recognized. Thereafter, the ECU 10 proceeds to S20.

  In S <b> 20, the ECU 10 causes the first allowable range determination unit 16 to determine whether or not the branch path entrance S exists within a predetermined first allowable range based on the vehicle V. The first allowable range determination unit 16 performs the above determination based on the positional relationship between the vehicle V and the plurality of branch road entrances S. When it is determined that the branch path entrance S exists within a predetermined first allowable range with the vehicle V as a reference (S20: YES), the ECU 10 proceeds to S22. When it is determined that the branch path entrance S does not exist within the predetermined first allowable range based on the vehicle V (S20: NO), the ECU 10 proceeds to S26.

  In S <b> 22, the ECU 10 causes the automatic operation control unit 18 to specify one branch path entrance S to which the vehicle V heads in the automatic operation among the branch path entrances S within the first allowable range. More specifically, the ECU 10 automatically determines that the branch road entrance S having the smallest angle θ (absolute value) from the front of the vehicle V to the left-right direction among the branch path entrances S within the first allowable range. It is specified as a branch road entrance S that is headed for driving.

  Further, when there are a plurality of branch road entrances S having the smallest angle θ (the absolute value thereof) from the front of the vehicle V to the left and right within the first allowable range, the automatic operation control unit 18 branches these. Of the road entrances S, the branch road entrance S having the smallest distance L from the vehicle V is specified as the branch road entrance S to which the vehicle V heads by automatic driving. When the ECU 10 identifies one branch path entrance S, the ECU 10 proceeds to S22.

  In S24, the ECU 10 is automatically operated by the automatic operation control unit 18 so that the vehicle V travels toward one branch path entrance S specified in S22 among the plurality of branch path entrances S within the first allowable range. Do the driving. Then, ECU10 complete | finishes this process and continues the automatic driving | operation control of the vehicle V continuously.

  In S <b> 26, the ECU 10 notifies the driver via the HMI 7 by the automatic driving control unit 18. For example, the automatic operation control unit 18 notifies the driver that the traveling branch entrance S cannot be found and the vehicle V cannot be automatically operated.

  In S <b> 28, the ECU 10 causes the steering end determination unit 15 to determine whether or not the driver's steering has ended. When it is determined that the driver's steering is finished (S28: YES), the ECU 10 proceeds to S30. When it is not determined that the driver's steering is finished (S28: NO), the ECU 10 repeats the determination of S28.

  In S <b> 30, the ECU 10 recognizes the positional relationship between the vehicle V and the plurality of branch road entrances S when the positional relationship recognition unit 13 determines that the steering of the driver has been completed by the steering end determination unit 15. More specifically, the ECU 10 determines the vehicle V based on the positional relationship recognition unit 13 based on the position information of the GPS reception unit 2, the map information of the map database 4, and the traveling direction of the vehicle V detected by the azimuth sensor. And a plurality of branch path entrances S are recognized. Thereafter, the ECU 10 proceeds to S32.

  In S <b> 32, when the ECU 10 determines that the steering of the driver has ended by the steering end determination unit 15 based on the positional relationship between the vehicle V and the plurality of branch road entrances S by the second allowable range determination unit 17. It is determined whether or not the branch road entrance S exists within a predetermined second allowable range based on the vehicle V of the vehicle.

  If it is determined that the branch road entrance S exists within a predetermined second allowable range with the vehicle V as a reference (S32: YES), the ECU 10 proceeds to S34. When it is determined that the branch path entrance S does not exist within the predetermined second allowable range based on the vehicle V (S32: NO), the ECU 10 proceeds to S40.

  In S <b> 34, the ECU 10 specifies, by the automatic driving control unit 18, one branch road entrance S to which the vehicle V when the driver finishes steering is headed by automatic driving among the branch road entrances S within the second allowable range. To do. More specifically, the ECU 10 has the smallest angle θ (absolute value) from the front to the left and right of the vehicle V when the driver finishes steering among the branch road entrances S within the second allowable range. The branch path entrance S is specified as the branch path entrance S to which the vehicle V heads by automatic driving.

  In addition, when there are a plurality of branch path entrances S having the smallest angle θ (the absolute value thereof) from the front of the vehicle V in the left-right direction within the second allowable range, the ECU 10 Among these, the branch road entrance S having the smallest distance L from the vehicle V is specified. Thereafter, the ECU 10 proceeds to S36.

  In S36, the ECU 10 causes the automatic operation control unit 18 to automatically move the vehicle V toward one branch path entrance S specified in S34 among the plurality of branch path entrances S within the second allowable range. Do the driving. Then, ECU10 complete | finishes this process and continues the automatic driving | operation control of the vehicle V continuously.

  In S <b> 40, the ECU 10 notifies the driver via the HMI 7 by the automatic driving control unit 18. For example, the automatic operation control unit 18 notifies the driver that the traveling branch entrance S cannot be found and the vehicle V cannot be automatically operated.

  When the ECU 10 notifies the driver that the automatic driving of the vehicle V cannot be executed in S26 or S40, the ECU 10 automatically advances the vehicle V straight by a predetermined distance (or a predetermined time) and repeats the processing from S32. May be. If the branch road entrance S to which the vehicle V is heading is not specified even after the predetermined period has elapsed, the ECU 10 may evacuate the vehicle V to the road shoulder or the like and stop the automatic driving.

[Operational effects of automatic driving system]
According to the automatic driving system 100 according to the present embodiment described above, when the automatic driving is requested, when the vehicle V enters the entrance / exit G of the automobile exclusive road R, the end of the entrance / exit G is a plurality of branch road entrances. It is determined whether or not it is connected to S. In the automatic driving system 100, when the tip of the entrance / exit G is connected to a plurality of branch passage entrances S, when the driver of the vehicle V has not been steered until the predetermined timing is reached, the first permissible range Among the branch path entrances S existing inside, the branch path entrance S located in front of the vehicle V is specified as the branch path entrance S intended by the driver. Further, the automatic driving system 100 allows the driver to steer before reaching a predetermined timing when the tip of the entrance / exit G is connected to a plurality of branch passage entrances S, and when the driver's steering ends. Among the branch path entrances S existing within the second allowable range, the branch path entrance S that is positioned in front of the vehicle V by steering is specified as the branch path entrance S intended by the driver. As a result, the automatic driving system 100 has one branch path identified as the branch path entrance S intended by the driver even when the destination of the entrance / exit G is connected to a plurality of branch path entrances S. Automatic driving can be performed so that the vehicle V travels toward the entrance S. On the other hand, in the case where the branch entrance S does not exist within the first allowable range and the second allowable range, the automatic driving system 100 notifies the driver to that effect such as manual driving. Response can be encouraged. Therefore, according to the automatic driving system 100, when a plurality of branch road entrances are connected to the end of an automobile exclusive road, when the driver is steered by a predetermined timing, steering by the driver is performed. Since the branch road entrance S is determined and specified based on the vehicle V when the vehicle is finished, automatic driving reflecting the driver's intention can be executed.

[Modified example of automatic driving system]
As mentioned above, although preferred embodiment of this invention was described, this invention is not limited to embodiment mentioned above. The present invention can be implemented in various forms including various modifications and improvements based on the knowledge of those skilled in the art including the above-described embodiments.

  In the above-described embodiment, the case where the vehicle V enters the automobile-only road R has been described. However, the present invention can be applied even when the vehicle V leaves the automobile-only road R. The automatic driving system 100 can apply the present invention when an area (for example, a general road area) that has left the automobile exclusive road R can also be automatically driven. In addition, the vehicle V may be manually operated by the driver until reaching the entrance G of the exclusive road R, or may be automatically operated.

  The entry determination unit 11 does not necessarily need to use map information. The entry determination unit 11 may determine whether or not the vehicle V has entered the entrance G of the automobile exclusive road R by detecting the entrance G of the automobile exclusive road R around the vehicle V by the in-vehicle camera 1. . Moreover, the approach determination part 11 recognizes the position of the vehicle V by SLAM technique using the positional information on fixed obstacles, such as an electric pole, contained in the map information of the map database 4, and the captured image of the vehicle-mounted camera 1. It may be determined whether or not the vehicle V has entered the entrance G of the automobile-only road R.

  The branch determination unit 12 does not necessarily need to use map information. The branch determination unit 12 determines whether or not the destinations of the entrance / exit G of the automobile-only road R are connected to a plurality of entrances S by detecting the destination of the entrance / exit G of the car-only road R by the in-vehicle camera 1. May be. In this case, the branch determination unit 12 detects the end of the white line marked on each branch path by the in-vehicle camera 1 at the end of the free space F where there is no white line, and the position of the end of the white line is determined by the branch path. It may be the entrance S. Based on the captured image of the in-vehicle camera 1, the branch determination unit 12 determines whether or not the entrance G of the automobile exclusive road R is connected to the plurality of branch path entrances S by a known method.

  Similarly, the positional relationship recognition unit 13 may detect the branch path entrance S based on the captured image of the in-vehicle camera 1 and recognize the positional relationship between the vehicle V and the plurality of branch path entrances S by a known method. . Moreover, the automatic driving system 100 does not necessarily need to include the navigation system 5.

  The predetermined timing may be a timing at which the vehicle V travels a predetermined distance after entering the entrance / exit G of the automobile-only road R. In this case, the travel distance of the vehicle V may be calculated based on the speed of the vehicle V detected by the vehicle speed sensor and the elapsed time. Further, as the predetermined timing, a time (arrival margin time) obtained by dividing the distance to the branch road entrance S closest to the vehicle V by a preset vehicle speed may be used. It can be assumed that a predetermined timing has been reached when the arrival allowance time is less than or equal to the threshold value.

  The steering start determination unit 14 may determine that the steering is performed when the steering torque is equal to or greater than a predetermined threshold based on the steering torque applied to the steering wheel by the driver obtained from the steering torque sensor.

  In this case, the steering end determination unit 15 determines, based on the steering torque applied to the steering wheel by the driver obtained from the steering torque sensor, after the steering start determination unit 14 determines that the steering is performed based on the steering torque. It may be determined that the steering is finished when the steering torque becomes equal to or less than a predetermined threshold.

  Before the ECU 10 determines whether the vehicle V has entered the entrance / exit G of the automobile-only road R by the entry determination unit 11, the branch determination unit 12 causes the tip of the entrance / exit G to reach a plurality of branch path entrances S. You may determine whether it is connected. When the branch determination unit 12 determines that the vehicle V has entered a single road leading to the entrance G based on the position information of the GPS reception unit 2 and the map information of the map database 4, the branch G has a plurality of branches. The determination as to whether or not the road entrance S is connected may be started.

  The automatic driving system 100 may execute driving assistance instead of automatic driving. Further, when a preceding vehicle is present when entering the entrance / exit G of the automobile exclusive road R, the traveling control may be performed so as to follow the preceding vehicle. At this time, even when there are a plurality of branch road entrances S, the automatic driving system 100 follows the preceding vehicle and heads for one of the branch road entrances S when the driver does not steer. And run. When the driver performs steering, the automatic driving system 100 may stop following the preceding vehicle and repeat the processing from S28 of FIG.

  When there are a plurality of branch path entrances S in the first tolerance range or the second tolerance range, the automatic operation control unit 18 sets the branch path entrance S closest to the vehicle V among the plurality of branch path entrances S to the vehicle. You may specify as the branch road entrance S to which V goes.

  DESCRIPTION OF SYMBOLS 1 ... Car-mounted camera, 11 ... Approach determination part, 12 ... Branch determination part, 13 ... Positional relationship recognition part, 14 ... Steering start determination part, 15 ... Steering end determination part, 16 ... 1st tolerance | permissible_range determination part, 17 ... 1st 2. Permissible range determination unit, 18 ... automatic driving control unit, 100 ... automatic driving system, G ... doorway, R ... road for exclusive use of automobile, S ... branch road entrance, V ... vehicle.

Claims (1)

An automatic driving system that performs automatic driving of a vehicle when automatic driving is required,
An entry determination unit that determines whether the vehicle has entered an entrance / exit of an automobile-only road, based on position information and map information on a map of the vehicle, or an image captured by an in-vehicle camera;
A branch determination unit that determines whether or not the tip of the doorway is connected to a plurality of branch road entrances based on position information on the map of the vehicle and the map information, or a captured image of the in-vehicle camera;
When the entry determining unit determines that the vehicle has entered the doorway, the branch determining unit determines that the destination of the entrance is not connected to a plurality of branch path entrances. An automatic operation control unit that performs the automatic operation so that the vehicle travels toward the road,
When it is determined by the branch determination unit that the entrance and exit points are connected to the plurality of branch path entrances, based on the position information on the map of the vehicle and the map information, or the captured image of the in-vehicle camera A positional relationship recognition unit for recognizing a positional relationship between the vehicle and the plurality of branch road entrances;
When it is determined by the branch determination unit that the entrance and exit points are connected to the plurality of branch path entrances, it is determined whether or not the vehicle driver has been steered by a predetermined timing. A steering start determination unit for
A steering end determination unit that determines whether or not the driver's steering is ended when the steering start determination unit determines that the driver's steering is performed;
When it is determined by the steering start determination unit that the driver has not been steered by the predetermined timing, the vehicle is controlled based on the positional relationship between the vehicle and the plurality of branch road entrances. A first allowable range determination unit that determines whether or not the branch path entrance exists within a predetermined first allowable range as a reference;
When it is determined by the steering start determination unit that the driver has been steered before reaching the predetermined timing, the steering end determination unit is based on the positional relationship between the vehicle and the plurality of branch path entrances. A second permissible range determination unit that determines whether or not the branch road entrance is within a predetermined second permissible range with reference to the vehicle when it is determined that the driver's steering is finished,
With
The automatic operation control unit is
When the first allowable range determining unit determines that the branch path entrance within the first allowable range exists, the vehicle travels toward one of the branch path entrances within the first allowable range. Automatic operation,
When the second allowable range determining unit determines that the branch path entrance within the second allowable range exists, the vehicle travels toward one of the branch path entrances within the second allowable range. Automatic operation,
When it is determined by the first permissible range determination unit that the branch path entrance within the first permissible range does not exist, or the branch path entrance within the second permissible range is determined by the second permissible range determination unit. An automatic driving system that notifies the driver when it is determined that it does not exist.

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