JP2019053476A - Traveling control device, traveling control method, and program - Google Patents

Abstract

To provide a traveling control device for reducing possibility that a moving object approaching an own vehicle comes into contact with another vehicle, which is caused by a dead angle area produced via existence of the own vehicle.SOLUTION: Controlling of movement in longitudinal and lateral directions of a vehicle in a specific scene is varied between a case where the vehicle is located in the specific scene, and a moving object is recognized on at least any of a lateral side and a rear side of the vehicle on the basis of acquired external information of the vehicle; and another case where the moving object is not recognized on any of the lateral side and the rear side of the vehicle on the basis of the acquired external information of the vehicle.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a travel control device, a travel control method, and a program for controlling the travel of a host vehicle in accordance with the behavior of another vehicle.

  Conventionally, a technique for notifying a driver of the presence of another vehicle by inter-vehicle communication is known. In Patent Literature 1, after notifying the presence of another vehicle that is determined to have a possibility of colliding with the own vehicle, until the driving operation for avoiding the collision with the other vehicle is performed, the other detected The information for reporting the presence of the vehicle is output at the first notification level, and after the driving operation for avoiding the collision is performed, the information is output at the second notification level higher than the first notification level. Have been described. In Patent Document 1, as a driving operation for avoiding a collision, a decrease in accelerator opening and a brake operation of the host vehicle are described.

JP 2016-110199 A

  However, Patent Document 1 does not mention avoiding a situation where another vehicle comes into contact with another vehicle due to a blind spot region caused by the presence of the host vehicle.

  The present invention provides a travel control device, a travel control method, and a program that reduce the possibility that a moving object approaching the host vehicle comes into contact with another vehicle due to a blind spot region caused by the presence of the host vehicle. Objective.

  A travel control device according to the present invention is a travel control device that controls the travel of a vehicle, based on acquisition means for acquiring external environment information of the vehicle, and external information on the vehicle acquired by the acquisition means, Control means for controlling the movement of the vehicle in the vertical direction and the horizontal direction, and the control means is located on the specific scene and based on the external environment information of the vehicle acquired by the acquisition means. When the moving object is recognized at least one of the side and the rear of the vehicle, the vehicle is positioned in a specific scene, and the side of the vehicle and the side of the vehicle based on the external information of the vehicle acquired by the acquisition unit Control of movement of the vehicle in the vertical direction and the horizontal direction in the specific scene is made different from the case where no moving object is recognized in any of the rear.

  The travel control method according to the present invention is a travel control method that is executed in a travel control device that controls travel of a vehicle, and includes an acquisition step of acquiring external world information of the vehicle, and the acquisition acquired in the acquisition step. And a control step for controlling the movement of the vehicle in the vertical direction and the horizontal direction based on external environment information of the vehicle, and the control step is acquired in the acquisition step when the vehicle is located in a specific scene. When the moving object is recognized on at least one of the side and the rear of the vehicle based on the outside world information of the vehicle, and the outside world of the vehicle that is located in the specific scene and acquired in the acquisition step Based on the information, the vertical and horizontal movements of the vehicle in the specific scene between when the moving object is not recognized either on the side or behind the vehicle. Varying the control, characterized in that.

  According to the present invention, it is possible to reduce the possibility that a moving object approaching the host vehicle comes into contact with another vehicle due to a blind spot region caused by the presence of the host vehicle.

It is a block diagram of the control system for vehicles. It is a block diagram of the control system for vehicles. It is a block diagram of the control system for vehicles. It is a figure which shows the block structure to control of an actuator. It is a flowchart which shows the process until control of an actuator. It is a flowchart which shows the process of condition determination. It is a flowchart which shows the process of risk determination. It is a figure for demonstrating offset driving | running | working.

[First Embodiment]
1 to 3 are block diagrams of the vehicle control system 1 in the present embodiment. The control system 1 controls the vehicle V. 1 and 2, the outline of the vehicle V is shown by a plan view and a side view. The vehicle V is a sedan type four-wheeled passenger car as an example. The control system 1 includes a control device 1A and a control device 1B. FIG. 1 is a block diagram showing the control device 1A, and FIG. 2 is a block diagram showing the control device 1B. FIG. 3 mainly shows a configuration of a communication line and a power source between the control device 1A and the control device 1B.

  The control device 1A and the control device 1B are obtained by multiplexing or making a part of functions realized by the vehicle V multiplexed. Thereby, the reliability of the system can be improved. The control device 1A performs, for example, automatic driving control, normal operation control in manual driving, and driving support control related to danger avoidance and the like. The control device 1B manages the driving support control mainly related to danger avoidance and the like. The driving support is sometimes called driving support. By making the control device 1A and the control device 1B have redundant functions and performing different control processing, reliability can be improved while distributing control processing.

  The vehicle V of the present embodiment is a parallel hybrid vehicle, and FIG. 2 schematically shows the configuration of a power plant 50 that outputs a driving force that rotates the driving wheels of the vehicle V. The power plant 50 includes an internal combustion engine EG, a motor M, and an automatic transmission TM. The motor M can be used as a drive source for accelerating the vehicle V, and can also be used as a generator during deceleration (regenerative braking).

<Control device 1A>
The configuration of the control device 1A will be described with reference to FIG. Control device 1A includes an ECU group (control unit group) 2A. The ECU group 2A includes a plurality of ECUs 20A to 29A. Each ECU includes a processor represented by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores a program executed by the processor, data used by the processor for processing, and the like. Each ECU may include a plurality of processors, storage devices, interfaces, and the like. Note that the number of ECUs and the functions in charge can be designed as appropriate, and can be subdivided or integrated as compared with the present embodiment. In FIGS. 1 and 3, names of typical functions of the ECUs 20A to 29A are given. For example, the ECU 20A describes “automatic operation ECU”.

  The ECU 20A executes control related to automatic driving as travel control of the vehicle V. In the automatic driving, at least one of driving of the vehicle V (acceleration of the vehicle V by the power plant 50, etc.), steering or braking is automatically performed regardless of the driving operation of the driver. This embodiment includes a case where driving, steering and braking are automatically performed.

  The ECU 21A is an environment recognition unit that recognizes the traveling environment of the vehicle V based on the detection results of the detection units 31A and 32A that detect the surrounding conditions of the vehicle V. The ECU 21A generates target data as the surrounding environment information.

  In the present embodiment, the detection unit 31A is an imaging device that detects an object around the vehicle V by imaging (hereinafter may be referred to as a camera 31A). The camera 31 </ b> A is provided at the front part of the roof of the vehicle V so that the front of the vehicle V can be photographed. By analyzing the image captured by the camera 31A, it is possible to extract the contour of the target and to extract the lane markings (white lines, etc.) on the road.

  In the case of the present embodiment, the detection unit 32A is a lidar (LIDAR: Light Detection and Ranging) (laser radar) that detects an object around the vehicle V by light (hereinafter may be referred to as a lidar 32A). A target around the vehicle V is detected and a distance from the target is measured. In the case of the present embodiment, five riders 32A are provided, one at each corner of the front of the vehicle V, one at the center of the rear, and one at each side of the rear. The number and arrangement of the riders 32A can be selected as appropriate.

  The ECU 29A is a travel support unit that executes control related to travel support (in other words, drive support) as travel control of the vehicle V based on the detection result of the detection unit 31A.

  The ECU 22A is a steering control unit that controls the electric power steering device 41A. The electric power steering device 41A includes a mechanism that steers the front wheels in accordance with the driving operation (steering operation) of the driver with respect to the steering wheel ST. The electric power steering device 41A assists the steering operation or detects the steering torque borne by the driver, a motor that exhibits a driving force for automatically steering the front wheels, a sensor that detects the rotation amount of the motor, and the like. Including a torque sensor.

  The ECU 23A is a braking control unit that controls the hydraulic device 42A. The driver's braking operation on the brake pedal BP is converted into hydraulic pressure in the brake master cylinder BM and transmitted to the hydraulic device 42A. The hydraulic device 42A is an actuator that can control the hydraulic pressure of hydraulic oil supplied to the brake devices (for example, disc brake devices) 51 provided on the four wheels, respectively, based on the hydraulic pressure transmitted from the brake master cylinder BM. The ECU 23A performs drive control of an electromagnetic valve and the like provided in the hydraulic device 42A. In the present embodiment, the ECU 23A and the hydraulic device 23A constitute an electric servo brake, and the ECU 23A controls, for example, the distribution of the braking force by the four brake devices 51 and the braking force by the regenerative braking of the motor M.

  The ECU 24A is a stop maintenance control unit that controls the electric parking lock device 50a provided in the automatic transmission TM. The electric parking lock device 50a mainly includes a mechanism for locking the internal mechanism of the automatic transmission TM when the P range (parking range) is selected. The ECU 24A can control locking and unlocking by the electric parking lock device 50a.

  The ECU 25A is an in-vehicle notification control unit that controls the information output device 43A that notifies information in the vehicle. The information output device 43A includes a display device such as a head-up display and an audio output device, for example. Furthermore, a vibration device may be included. For example, the ECU 25A causes the information output device 43A to output various types of information such as the vehicle speed and the outside temperature, and information such as route guidance.

  The ECU 26A is a vehicle outside notification control unit that controls the information output device 44A that notifies information outside the vehicle. In the present embodiment, the information output device 44A is a direction indicator (hazard lamp), and the ECU 26A controls the blinking of the information output device 44A as a direction indicator to indicate the traveling direction of the vehicle V with respect to the outside of the vehicle. It is possible to increase the alertness to the vehicle V with respect to the outside of the vehicle by performing notification and performing blinking control of the information output device 44A as a hazard lamp.

  The ECU 27 </ b> A is a drive control unit that controls the power plant 50. In the present embodiment, one ECU 27A is assigned to the power plant 50, but one ECU may be assigned to each of the internal combustion engine EG, the motor M, and the automatic transmission TM. The ECU 27A outputs, for example, the output of the internal combustion engine EG or the motor M in response to the driver's driving operation or vehicle speed detected by the operation detection sensor 34a provided on the accelerator pedal AP or the operation detection sensor 34b provided on the brake pedal BP. Or the gear position of the automatic transmission TM is switched. The automatic transmission TM is provided with a rotation speed sensor 39 that detects the rotation speed of the output shaft of the automatic transmission TM as a sensor that detects the traveling state of the vehicle V. The vehicle speed of the vehicle V can be calculated from the detection result of the rotation speed sensor 39.

  The ECU 28A is a position recognition unit that recognizes the current position and the course of the vehicle V. The ECU 28A controls the gyro sensor 33A, the GPS sensor 28b, and the communication device 28c and performs information processing on the detection result or the communication result. The gyro sensor 33A detects the rotational movement of the vehicle V. The course of the vehicle V can be determined based on the detection result of the gyro sensor 33 or the like. The GPS sensor 28b detects the current position of the vehicle V. The communication device 28c performs wireless communication with a server that provides map information and traffic information, and acquires these information. The database 28a can store highly accurate map information, and the ECU 28A can specify the position of the vehicle V on the lane with higher accuracy based on the map information and the like. The communication device 28c is also used for vehicle-to-vehicle communication and road-to-vehicle communication, and can acquire information on other vehicles, for example.

  45 A of input devices are arrange | positioned in a vehicle so that a driver | operator can be operated, and the instruction | indication and information input from a driver | operator are received.

<Control device 1B>
The configuration of the control device 1B will be described with reference to FIG. Control device 1B includes an ECU group (control unit group) 2B. The ECU group 2B includes a plurality of ECUs 21B to 25B. Each ECU includes a processor typified by a CPU or GPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores a program executed by the processor, data used by the processor for processing, and the like. Each ECU may include a plurality of processors, storage devices, interfaces, and the like. Note that the number of ECUs and the functions in charge can be designed as appropriate, and can be subdivided or integrated as compared with the present embodiment. As in the ECU group 2A, representative function names of the ECUs 21B to 25B are given in FIGS.

  The ECU 21B is an environment recognition unit that recognizes the traveling environment of the vehicle V based on the detection results of the detection units 31B and 32B that detect the surrounding situation of the vehicle V, and also travel support (in other words, driving) It is a travel support unit that executes control related to (support). The ECU 21B generates target data as the surrounding environment information.

  In the present embodiment, the ECU 21B has an environment recognition function and a travel support function. However, an ECU may be provided for each function, such as the ECU 21A and the ECU 29A of the control device 1A. Conversely, the control device 1A may be configured such that the functions of the ECU 21A and the ECU 29A are realized by a single ECU, such as the ECU 21B.

  In the case of the present embodiment, the detection unit 31B is an imaging device that detects an object around the vehicle V by imaging (hereinafter may be referred to as a camera 31B). The camera 31B is provided in the front part of the roof of the vehicle V so that the front of the vehicle V can be photographed. By analyzing the image captured by the camera 31B, it is possible to extract the contour of the target and to extract the lane markings (white lines, etc.) on the road. In the case of this embodiment, the detection unit 32B is a millimeter wave radar that detects an object around the vehicle V by radio waves (hereinafter may be referred to as a radar 32B), and detects a target around the vehicle V. Or measure the distance from the target. In the present embodiment, five radars 32B are provided, one at the front center of the vehicle V, one at each front corner, and one at each rear corner. The number and arrangement of the radars 32B can be selected as appropriate.

  The ECU 22B is a steering control unit that controls the electric power steering device 41B. The electric power steering device 41B includes a mechanism that steers the front wheels in accordance with the driving operation (steering operation) of the driver with respect to the steering wheel ST. The electric power steering device 41B detects a steering torque assisted by a driver, a motor that provides a driving force for assisting a steering operation or that automatically steers front wheels, a sensor that detects the amount of rotation of the motor, and the like. Including a torque sensor. Further, a steering angle sensor 37 is electrically connected to the ECU 22B via a communication line L2 described later, and the electric power steering device 41B can be controlled based on the detection result of the steering angle sensor 37. The ECU 22B can acquire the detection result of the sensor 36 that detects whether or not the driver is gripping the steering handle ST, and can monitor the gripping state of the driver.

  The ECU 23B is a braking control unit that controls the hydraulic device 42B. The driver's braking operation on the brake pedal BP is converted into hydraulic pressure in the brake master cylinder BM and transmitted to the hydraulic device 42B. The hydraulic device 42B is an actuator capable of controlling the hydraulic pressure of the hydraulic oil supplied to the brake device 51 of each wheel based on the hydraulic pressure transmitted from the brake master cylinder BM. The ECU 23B is an electromagnetic device provided in the hydraulic device 42B. Controls driving of valves and the like.

  In the present embodiment, the ECU 23B and the hydraulic device 23B are electrically connected to a wheel speed sensor 38, a yaw rate sensor 33B, and a pressure sensor 35 for detecting the pressure in the brake master cylinder BM provided on each of the four wheels. Based on these detection results, the ABS function, the traction control, and the attitude control function of the vehicle V are realized. For example, the ECU 23B adjusts the braking force of each wheel based on the detection result of the wheel speed sensor 38 provided on each of the four wheels, and suppresses the sliding of each wheel. Further, the braking force of each wheel is adjusted based on the rotational angular velocity around the vertical axis of the vehicle V detected by the yaw rate sensor 33B, and a sudden change in the posture of the vehicle V is suppressed.

  The ECU 23B also functions as an outside notification control unit that controls the information output device 43B that notifies information outside the vehicle. In the case of this embodiment, the information output device 43B is a brake lamp, and the ECU 23B can light the brake lamp during braking or the like. Thereby, the attention to the vehicle V can be enhanced with respect to the following vehicle.

  The ECU 24B is a stop maintenance control unit that controls an electric parking brake device (for example, a drum brake) 52 provided on the rear wheel. The electric parking brake device 52 includes a mechanism for locking the rear wheel. The ECU 24B can control the locking and unlocking of the rear wheels by the electric parking brake device 52.

  The ECU 25B is an in-vehicle notification control unit that controls the information output device 44B that notifies information in the vehicle. In the case of the present embodiment, the information output device 44B includes a display device arranged on the instrument panel. The ECU 25B can cause the information output device 44B to output various types of information such as vehicle speed and fuel consumption.

  The input device 45B is disposed in the vehicle so that the driver can operate, and receives an instruction and information input from the driver.

<Communication line>
An example of a communication line of the control system 1 that connects the ECUs in a communicable manner will be described with reference to FIG. The control system 1 includes wired communication lines L1 to L7. The ECUs 20A to 27A and 29A of the control device 1A are connected to the communication line L1. The ECU 28A may also be connected to the communication line L1.

  The ECUs 21B to 25B of the control device 1B are connected to the communication line L2. Further, the ECU 20A of the control device 1A is also connected to the communication line L2. The communication line L3 connects the ECU 20A and the ECU 21A. The communication line L5 connects the ECU 20A, the ECU 21A, and the ECU 28A. The communication line L6 connects the ECU 29A and the ECU 21A. The communication line L7 connects the ECU 29A and the ECU 20A.

  The protocols of the communication lines L1 to L7 may be the same or different, but may be different depending on the communication environment such as the communication speed, the communication amount, and the durability. For example, the communication lines L3 and L4 may be Ethernet (registered trademark) in terms of communication speed. For example, the communication lines L1, L2, L5 to L7 may be CAN.

  The control device 1A includes a gateway GW. The gateway GW relays the communication line L1 and the communication line L2. Therefore, for example, the ECU 21B can output a control command to the ECU 27A via the communication line L2, the gateway GW, and the communication line L1.

<Power supply>
The power supply of the control system 1 will be described with reference to FIG. Control system 1 includes a large-capacity battery 6, a power source 7A, and a power source 7B. The large-capacity battery 6 is a battery for driving the motor M and is a battery charged by the motor M.

  The power supply 7A is a power supply that supplies power to the control device 1A, and includes a power supply circuit 71A and a battery 72A. The power supply circuit 71A is a circuit that supplies power of the large-capacity battery 6 to the control device 1A. For example, the output voltage (for example, 190V) of the large-capacity battery 6 is stepped down to a reference voltage (for example, 12V). The battery 72A is, for example, a 12V lead battery. By providing the battery 72A, power can be supplied to the control device 1A even when the power supply of the large capacity battery 6 or the power supply circuit 71A is cut off or reduced.

  The power supply 7B is a power supply that supplies power to the control device 1B, and includes a power supply circuit 71B and a battery 72B. The power supply circuit 71B is a circuit similar to the power supply circuit 71A, and is a circuit that supplies the power of the large-capacity battery 6 to the control device 1B. The battery 72B is a battery similar to the battery 72A, for example, a 12V lead battery. By providing the battery 72B, power can be supplied to the control device 1B even when the power supply of the large-capacity battery 6 and the power supply circuit 71B is cut off or reduced.

<Redundancy>
The commonality of the functions of the control device 1A and the control device 1B will be described. By making the same function redundant, the reliability of the control system 1 can be improved. In addition, some of the redundant functions do not multiplex the same functions but exhibit different functions. This suppresses cost increase due to functional redundancy.

[Actuator system]
O Steering control device 1A has an electric power steering device 41A and an ECU 22A for controlling the electric power steering device 41A. The control device 1B also includes an electric power steering device 41B and an ECU 22B that controls the electric power steering device 41B.

O Braking The control device 1A includes a hydraulic device 42A and an ECU 23A that controls the hydraulic device 42A. The control device 1B includes a hydraulic device 42B and an ECU 23B that controls the hydraulic device 42B. Any of these can be used for braking the vehicle V. On the other hand, the braking mechanism of the control device 1A has a main function of distributing the braking force by the braking device 51 and the braking force by the regenerative braking of the motor M, whereas the braking mechanism of the control device 1B is The main functions are attitude control and the like. Although both are common in terms of braking, they perform different functions.

O Stop maintenance 1 A of control apparatuses have the electric parking lock apparatus 50a and ECU24A which controls this. The control device 1B includes an electric parking brake device 52 and an ECU 24B that controls the electric parking brake device 52. Any of these can be used to keep the vehicle V stopped. On the other hand, the electric parking lock device 50a is a device that functions when the P range of the automatic transmission TM is selected, whereas the electric parking brake device 52 locks the rear wheels. Although both are common in terms of maintaining the stop of the vehicle V, they exhibit different functions.

In-vehicle notification The control device 1A has an information output device 43A and an ECU 25A for controlling the information output device 43A. The control device 1B includes an information output device 44B and an ECU 25B that controls the information output device 44B. Any of these can be used to notify the driver of information. On the other hand, the information output device 43A is, for example, a head-up display, and the information output device 44B is a display device such as instruments. Although both are common in terms of in-vehicle notification, different display devices can be employed.

O Outside notification The control device 1A has an information output device 44A and an ECU 26A for controlling the information output device 44A. The control device 1B includes an information output device 43B and an ECU 23B that controls the information output device 43B. All of these can be used to notify information outside the vehicle. On the other hand, the information output device 43A is a direction indicator (hazard lamp), and the information output device 44B is a brake lamp. Although both are common in terms of notification outside the vehicle, they perform different functions.

O Difference The control device 1A includes an ECU 27A that controls the power plant 50, whereas the control device 1B does not include an original ECU that controls the power plant 50. In the case of the present embodiment, each of the control devices 1A and 1B can be independently steered, braked, and stopped, and either the control device 1A or the control device 1B is degraded in performance, power supply interruption or communication interruption. Even in such a case, it is possible to maintain the stop state by decelerating while suppressing the deviation of the lane. Further, as described above, the ECU 21B can output a control command to the ECU 27A via the communication line L2, the gateway GW, and the communication line L1, and the ECU 21B can also control the power plant 50. Since the control device 1B does not include a unique ECU that controls the power plant 50, an increase in cost can be suppressed, but it may be provided.

[Sensor system]
O Detection of ambient conditions The control apparatus 1A includes detection units 31A and 32A. The control device 1B has detection units 31B and 32B. Any of these can be used to recognize the traveling environment of the vehicle V. On the other hand, the detection unit 32A is a lidar, and the detection unit 32B is a radar. Lidar is generally advantageous for shape detection. Radar is generally more cost effective than lidar. By using these sensors having different characteristics in combination, the recognition performance of the target can be improved and the cost can be reduced. The detection units 31A and 31B are both cameras, but cameras having different characteristics may be used. For example, one camera may be higher in resolution than the other. Further, the angle of view may be different from each other.

  In comparison between the control device 1A and the control device 1B, the detection units 31A and 32A may have different detection characteristics from the detection units 31B and 32B. In the case of the present embodiment, the detection unit 32A is a lidar, and generally has a higher edge detection performance than a radar (detection unit 32B). In addition, the radar is generally superior in relative speed detection accuracy and weather resistance with respect to the lidar.

  Moreover, if the camera 31A is a camera with a higher resolution than the camera 31B, the detection units 31A and 32A have higher detection performance than the detection units 31B and 32B. By combining a plurality of sensors having different detection characteristics and costs, there may be a case where cost merit can be obtained when the entire system is considered. Further, by combining sensors having different detection characteristics, it is possible to reduce detection omissions and false detections compared to the case where the same sensor is made redundant.

〇 Vehicle speed The control device 1 </ b> A has a rotation speed sensor 39. The control device 1B has a wheel speed sensor 38. Any of these can be used to detect the vehicle speed. On the other hand, the rotation speed sensor 39 detects the rotation speed of the output shaft of the automatic transmission TM, and the wheel speed sensor 38 detects the rotation speed of the wheels. Although both are common in that the vehicle speed can be detected, they are sensors having different detection targets.

O Yaw rate The control apparatus 1A has a gyro 33A. The control device 1B has a yaw rate sensor 33B. Any of these can be used to detect the angular velocity around the vertical axis of the vehicle V. On the other hand, the gyro 33A is used for determining the course of the vehicle V, and the yaw rate sensor 33B is used for attitude control of the vehicle V and the like. Although both are common in that the angular velocity of the vehicle V can be detected, they are sensors having different purposes of use.

Steering angle and steering torque The control device 1A has a sensor that detects the rotation amount of the motor of the electric power steering device 41A. The control device 1B has a steering angle sensor 37. All of these can be used to detect the steering angle of the front wheels. In the control device 1A, the increase in cost can be suppressed by using a sensor that detects the rotation amount of the motor of the electric power steering device 41A without adding the steering angle sensor 37. However, the steering angle sensor 37 may be additionally provided in the control device 1A.

  Further, since both of the electric power steering devices 41A and 41B include a torque sensor, the steering torque can be recognized by any of the control devices 1A and 1B.

O Amount of braking operation The control device 1A includes an operation detection sensor 34b. The control device 1B has a pressure sensor 35. Both of these can be used to detect the amount of braking operation performed by the driver. On the other hand, the operation detection sensor 34b is used for controlling the distribution of the braking force by the four brake devices 51 and the braking force by the regenerative braking of the motor M, and the pressure sensor 35 is used for posture control and the like. Although both are common in that the amount of braking operation is detected, they are sensors that have different purposes of use.

[Power supply]
The control device 1A receives power from the power source 7A, and the control device 1B receives power from the power source 7B. Even when the power supply of either the power supply 7A or the power supply 7B is cut off or lowered, the power is supplied to either the control device 1A or the control device 1B. Reliability can be improved. When the power supply of the power source 7A is cut off or lowered, it becomes difficult to communicate between the ECUs through the gateway GW provided in the control device 1A. However, in the control device 1B, the ECU 21B can communicate with the ECUs 22B to 24B and 44B via the communication line L2.

[Redundancy in the control device 1A]
The control device 1A includes an ECU 20A that performs automatic driving control and an ECU 29A that performs traveling support control, and includes two control units that perform traveling control.

<Examples of control functions>
The control functions that can be executed by the control device 1A or 1B include a travel-related function related to driving, braking, and steering control of the vehicle V and a notification function related to notification of information to the driver.

  Examples of the travel-related functions include lane keeping control, lane departure restraint control (road departure restraint control), lane change control, preceding vehicle follow-up control, collision mitigation brake control, and erroneous start restraint control. Examples of the notification function include adjacent vehicle notification control and preceding vehicle start notification control.

  The lane keeping control is one of the control of the position of the vehicle with respect to the lane, and is a control in which the vehicle automatically travels (regardless of the driving operation of the driver) on the traveling track set in the lane. The lane departure suppression control is one of the control of the position of the vehicle with respect to the lane, and detects a white line or a median and automatically performs steering so that the vehicle does not exceed the line. The functions of the lane departure suppression control and the lane keeping control are thus different.

  Lane change control is control for automatically moving a vehicle from a lane in which the vehicle is traveling to an adjacent lane. The preceding vehicle follow-up control is a control that automatically follows another vehicle traveling in front of the host vehicle. The collision reduction brake control is a control that assists collision avoidance by automatically braking when the possibility of collision with an obstacle ahead of the vehicle increases. The erroneous start suppression control is control for limiting the acceleration of the vehicle when the acceleration operation by the driver is greater than or equal to a predetermined amount while the vehicle is stopped, and suppresses sudden start.

  The adjacent vehicle notification control is control for notifying the driver of the presence of another vehicle that travels in the adjacent lane adjacent to the travel lane of the host vehicle. For example, the presence of another vehicle that travels sideways or behind the host vehicle. Is notified. The preceding vehicle start notification control is control for notifying that the host vehicle and the other vehicle in front of the host vehicle are stopped and the other vehicle in front has started. These notifications can be performed by the above-described in-vehicle notification device (information output device 43A, information output device 44B).

  The ECU 20A, ECU 29A, and ECU 21B can share these control functions and execute them. Which control function is assigned to which ECU can be selected as appropriate.

  FIG. 4 is a diagram illustrating a block configuration from acquisition of external world information to actuator control in the vehicle V. The block 401 in FIG. 4 is realized by, for example, the ECU 21A in FIG. Block 401 obtains external world information of the vehicle V. Here, the external information is, for example, image information or detection information acquired by the detection units 31A, 32A, 32A, 32B (camera, radar, lidar) mounted on the vehicle V. Alternatively, the external world information may be acquired by vehicle-to-vehicle communication or road-to-vehicle communication. The block 401 recognizes obstacles such as guardrails and separation bands, signs, and the like, and outputs the recognition results to the block 402 and the block 408. The block 408 is realized by, for example, the ECU 29A of FIG. 1 and calculates the risk potential in determining the optimum route based on the information of the obstacle, pedestrian, other vehicle, etc. recognized by the block 401, and the calculation result Is output to block 402.

  The block 402 is realized by, for example, the ECU 29A in FIG. A block 402 determines an optimum route based on recognition results of external information, vehicle motion information such as speed and acceleration, and operation information from the driver 409 (steering amount, accelerator amount, etc.). At that time, the travel model 405 and the risk avoidance model 406 are considered. The travel model 405 and the risk avoidance model 406 are travel models generated as a result of learning based on, for example, probe data collected in advance in a server by test travel by an expert driver. In particular, the travel model 405 is a model generated for each scene such as a curve or an intersection, and the risk avoidance model 406 is a model for predicting sudden braking of a preceding vehicle or movement prediction of a moving object such as a pedestrian. is there. The travel model and risk avoidance model generated by the server are mounted on the vehicle V as the travel model 405 and the risk avoidance model 406. When configuring an automatic driving support system in the vehicle V, the block 402 determines a support amount based on the operation information from the driver 409 and the target value, and transmits the support amount to the block 403.

  The block 403 is realized by, for example, the ECUs 22A, 23A, 24A, and 27A shown in FIG. For example, the control amount of the actuator is determined based on the optimum route and the support amount determined in block 402. The actuator 404 includes a steering, braking, stop maintenance, in-vehicle notification, and out-of-vehicle notification system. A block 407 is an HMI (Human Machine Interface) that is an interface with the driver 409, and is realized as an input device 45A or 45B. In block 407, for example, notification of switching between the automatic operation mode and the driver operation mode, and a comment from the driver when transmitting the probe data when the vehicle V is driven by the above-described expert driver are accepted.

  FIG. 5 is a flowchart showing processing up to actuator control. In step S <b> 101, the block 401 acquires external world information of the vehicle V. Here, the external world information of the vehicle V includes, for example, detection units 31A, 32A, 32A, and 32B (camera, radar, lidar), information acquired by vehicle-to-vehicle communication and road-to-vehicle communication. In S102, the block 401 recognizes the outside environment such as an obstacle such as a guardrail or a separation band, a sign, and the like, and outputs the recognition result to the block 402 and the block 408. In step S <b> 103, the block 402 acquires vehicle motion information from the actuator 404.

  In S104, the block 402 determines whether or not the host vehicle is located in the specific scene based on the recognition result of the block 401 and the GPS position information. Here, the specific scene refers to a situation in which a plurality of roads such as a crossroad, a three-way road, and a T-shaped road cross each other. For example, when a solid white line representing prohibition of protrusion is recognized by the block 401, a place where a plurality of roads intersect may be recognized by the curve of the solid white line. Alternatively, a place where a plurality of roads intersect may be recognized by recognizing a sign or a road marking. If it is determined in S104 that the own vehicle is located in the specific scene, the process proceeds to S105, and if it is determined that the own vehicle is not located in the specific scene, the process proceeds to S110.

  In S110, the block 402 determines the optimum route based on each acquired information, the travel model 405, and the risk avoidance model 406. For example, when an automatic driving support system is configured in the vehicle V, the support amount is determined based on operation information from the driver 409. Thereafter, the processing in FIG. 5 is terminated, and the block 402 controls the actuator 404 based on the optimum path determined in S110.

  In step S <b> 105, the block 402 determines whether or not the moving object is recognized behind or on the side of the host vehicle based on the recognition result of the block 401. Here, the moving object is, for example, a pedestrian, a motorcycle, or a bicycle, and corresponds to the moving object 802 in FIG. If it is determined in S105 that the moving object is not recognized, the process proceeds to S111. If it is determined that the moving object is recognized, the process proceeds to S106.

  In S <b> 111, the block 402 determines an optimum route based on each acquired information, the travel model 405, and the risk avoidance model 406. In S111, for example, the block 402 determines an actuator control amount for decelerating and stopping with the stop line of the intersection as a target position. Thereafter, the processing in FIG. 5 is terminated, and the block 402 controls the actuator 404 based on the optimum path determined in S111.

  In S <b> 106, the block 402 measures the distance to the moving object based on the recognition result of the block 401. The distance measurement may be performed by, for example, the detection units 31A, 32A, 32A, and 32B (camera, radar, lidar) mounted on the vehicle V. In step S107, the block 402 determines whether or not an offset travel condition is satisfied, as will be described later. The offset travel here refers to vertical and horizontal movement control in a specific scene, that is, a situation where a plurality of roads cross each other. If it is determined in S107 that the offset travel condition is satisfied, the process proceeds to S108, and if it is determined that the offset travel condition is not satisfied, the process proceeds to S111. In S111, the processing as described above is performed.

  In S108, the block 402 determines actuator control amounts in the vertical direction and the horizontal direction. Here, the vertical actuator control amounts are, for example, acceleration amounts and deceleration amounts, and the horizontal actuator control amounts are, for example, steering amounts. In S109, the block 403 controls the actuator 404 based on the actuator control amount determined in S108.

  In the present embodiment, in the case of left-hand traffic in S108, as shown in FIG. 8B, if the moving object 802 recognizes backward by a distance equal to or greater than the threshold, the host vehicle 801 is on the roadside belt side. The actuator control amount in the lateral direction is determined so as to approach. However, the lateral actuator control amount is determined so as to leave a width that allows the moving object 802 to pass through the side of the host vehicle 801, for example, a width of 60 cm. With such a configuration, for example, an operator of a moving object 802 that is a bicycle can be cautious about passing the vehicle 801 to the side, and the possibility of a right-handed accident or the like can be reduced. Can do.

  If the moving object 802 is recognized to the side of the own vehicle 801, the lateral actuator control amount is determined so that the own vehicle 801 is separated from the moving object 802. With such a configuration, it is possible to reduce the situation in which the moving object 802 and the oncoming right turn vehicle or the crossing vehicle are in the positional relationship of the blind spot area, and the possibility of a right-handed accident or the like can be reduced.

  FIG. 6 is a flowchart showing the condition determination process in S107. In step S201, the block 402 determines whether the recognized moving object is on the side or behind the host vehicle. If it is determined that the vehicle is on the side, the process proceeds to S203, and if it is determined that the vehicle is behind, the process proceeds to S202.

  In S202, the block 402 determines whether or not the distance to the moving object measured in S106 is equal to or greater than a threshold value. Here, the threshold value is 20 m, for example, but the threshold value may be changed depending on what the recognized moving object is. For example, the threshold value may be defined as a relationship such as “motorcycle> bicycle> pedestrian” so that the threshold value increases as the moving speed of the moving object increases. If it is determined in S202 that the value is equal to or greater than the threshold value, the process proceeds to S203. If it is determined that the value is not equal to or greater than the threshold value, the process proceeds to S208. In S208, the block 402 determines that the conditions for the offset traveling are not satisfied, the processing in FIG. 6 is terminated, and the processing in S111 is performed.

  In S203, the block 402 determines whether or not at least one of the oncoming right turn vehicle and the crossing vehicle exists based on the recognition result of the block 401. The opposite right turn vehicle is the oncoming vehicle 803 in FIG. Although not shown, the crossing vehicle is a vehicle that crosses the intersection from the left side to the right side of the cross in FIG. The determination of S203 may be performed by acquiring information on other vehicles via vehicle-to-vehicle communication, road-to-vehicle communication, or GPS, for example. If it is determined that at least one of the oncoming right-turn vehicle and the crossing vehicle exists, the process proceeds to S204. If it is determined that none exists, the block 402 determines in S208 that the conditions for the offset traveling are not satisfied. In S204, the block 402 performs a risk determination described later.

  In S205, based on the risk determination result in S204, the block 402 determines whether or not the risk can be reduced by offset driving. The risk in this embodiment is the possibility that the moving object recognized in S105 will come into contact with an oncoming right turn vehicle or a crossing vehicle. If it is determined in S205 that the risk can be reduced, in S206, the block 402 determines that the conditions for the offset travel are satisfied. After S206, the process of FIG. 6 is terminated and the process of S108 is performed. On the other hand, if it is determined in S205 that the risk cannot be reduced, in S207, the block 402 determines that the offset traveling condition is not satisfied. After S207, the process of FIG. 6 is terminated and the process of S111 is performed.

  When it is determined in S205 that the risk potential is not reduced, in S111, the optimum route determination is performed based on the risk avoidance model 406 for the risk predicted in the situation where the offset traveling in the present embodiment is not performed. become. That is, in this embodiment, when it is determined that the risk potential is not reduced, the offset traveling is not performed, so that it is possible to prevent the possibility of new contact due to the offset traveling.

  FIG. 7 is a flowchart showing the risk determination process in S204. In S301, the block 402 predicts a change in the position of the moving object when it is assumed that the host vehicle does not travel offset. The change in the position of the moving object here is a change in the position of the moving object that is predicted when the vehicle does not travel a predetermined offset approaching the roadside band when the moving object is recognized rearward. is there. Alternatively, it is a change in the position of the moving object that is predicted when the vehicle does not travel offset such that the host vehicle leaves the moving object when the moving object is recognized to the side. In S302, the block 402 predicts a change in the position of the oncoming right turn vehicle or the crossing vehicle when the host vehicle does not travel offset. Note that the change in position in S301 and S302 is, for example, a traveling track.

  In S303, the block 402 determines the change in the blind spot area that occurs between the oncoming right turn vehicle or the crossing vehicle and the moving object when it is assumed that the host vehicle does not travel offset based on the prediction results in S301 and S302. Predict. In step S304, the block 402 predicts the risk potential based on the change in the blind spot area predicted in step S303. The risk potential here is derived so as to be proportional to a blind spot area generated between the oncoming right turn vehicle or the crossing vehicle and the moving object. The risk potential is derived based on, for example, each predicted traveling track and the vehicle width, vehicle height, and vehicle length of the host vehicle. At that time, the vehicle width, vehicle height, and vehicle length of the opposite right turn vehicle or the crossing vehicle may be further taken into consideration. For example, when the opposite right turn vehicle or the crossing vehicle is a large vehicle, the probability that the moving object enters the driver's field of view increases, and the risk potential decreases.

  In S305, a block 402 predicts a change in the position of the moving object when it is assumed that the host vehicle travels offset. In step S306, the block 402 predicts a change in the position of the opposite right-turn vehicle or the crossing vehicle when it is assumed that the host vehicle travels offset. Note that the change in position in S305 and S306 is, for example, a traveling track.

  In S307, based on the prediction results in S305 and S306, the block 402 predicts a change in the blind spot area from the moving object with respect to the oncoming right turn vehicle or the crossing vehicle when the host vehicle runs offset. In step S308, the block 402 predicts the risk potential based on the change in the blind spot area predicted in step S307. The risk potential here is derived so as to be proportional to a blind spot area generated between the oncoming right turn vehicle or the crossing vehicle and the moving object. The risk potential is derived based on, for example, each predicted traveling track and the vehicle width, vehicle height, and vehicle length of the host vehicle. At that time, the vehicle width, vehicle height, and vehicle length of the opposite right turn vehicle or the crossing vehicle may be further taken into consideration. For example, when the opposite right turn vehicle or the crossing vehicle is a large vehicle, the probability that the moving object enters the driver's field of view increases, and the risk potential decreases. After S308, the process of FIG. 7 is terminated and the process of S205 is performed. In S205, the risk potential predicted in S304 and S308 is compared.

  As described above, according to the present embodiment, when a moving object is recognized backward or sideward when the own vehicle approaches an intersection, for example, the own vehicle is changed according to the positional relationship between the own vehicle and the moving object. Make an offset run. For example, when a moving object is recognized behind the host vehicle by taking a distance equal to or greater than the threshold, the host vehicle is caused to travel offset to the roadside belt side. With such a configuration, for example, an operator of a moving object that is a bicycle can be cautious about passing the vehicle sideways, and the possibility of a right-handed accident or the like can be reduced. . In addition, when a moving object is recognized to the side of the own vehicle, the own vehicle is caused to travel offset in a direction away from the moving object. With such a configuration, it is possible to reduce a blind spot area generated between an oncoming right turn vehicle or an intersecting vehicle and a moving object, and to reduce the possibility of a right-handed accident or the like.

<Summary of Embodiment>
The travel control device of the present embodiment is a travel control device that controls the travel of the vehicle, and includes an acquisition unit that acquires external world information of the vehicle (detection units 31A, 32A, 32A, 32B, S101), and the acquisition unit. Control means for controlling vertical and horizontal movements of the vehicle based on the acquired external world information of the vehicle (S108, block 402), and the control means is configured to position the vehicle in a specific scene. And when the moving object is recognized at least one of the side and the rear of the vehicle based on the external world information of the vehicle acquired by the acquisition means, the vehicle is located in a specific scene, and the Based on the external environment information of the vehicle acquired by the acquisition means, the moving object is not recognized in either the side or the rear of the vehicle. Kicking varied to control the movement of the vertical and horizontal directions of the vehicle, characterized in that (S108, S111).

  With such a configuration, between when the moving object is recognized at least one of the side and the rear of the own vehicle, and when the moving object is not recognized on either the side or the rear of the own vehicle, Control of the movement of the vehicle in the vertical and horizontal directions can be varied.

  The travel control device further includes a determination unit (S104) that determines whether or not the vehicle is located in a specific scene based on at least one of the position information of the vehicle and the external world information of the vehicle. It is characterized by. With such a configuration, it is possible to determine whether or not the vehicle is located in the specific scene based on at least one of the vehicle position information and the vehicle external information.

  Further, in the specific scene, a moving object is recognized on at least one of the side and the rear of the vehicle based on external information of the vehicle acquired by the acquisition unit, and the traveling direction of the vehicle is blocked. When the possibility is recognized, the control means controls movement of the vehicle in the vertical direction and the horizontal direction (S105: Yes, S203: Yes). With such a configuration, it is possible to control the movement of the vehicle in the vertical direction and the horizontal direction when the traveling direction of the vehicle may be blocked.

  In addition, the specific scene is a place where a plurality of roads intersect, and the possibility that the traveling direction of the vehicle is blocked is at least one of an opposite right-turn vehicle and a crossing vehicle that travels in a place where the plurality of roads intersect. (Fig. 8). With such a configuration, for example, when there is a possibility that the traveling direction of the vehicle may be obstructed at an intersection or a three-way road, the movement of the vehicle in the vertical direction and the horizontal direction can be controlled.

  The control means controls movement of the vehicle in the vertical and horizontal directions based on the possibility of contact between the moving object and at least one of the oncoming vehicle and the crossing vehicle. (S204, FIG. 7). With such a configuration, it is possible to control the vertical and horizontal movements of the vehicle based on the possibility of contact.

  Further, the control means controls the vertical and horizontal movements of the vehicle when it is predicted that the possibility of the contact is reduced by controlling the vertical and horizontal movements of the vehicle. It is characterized (S205). With such a configuration, when it is predicted that the possibility of contact is reduced, the movement of the vehicle in the vertical direction and the horizontal direction can be controlled.

  Further, the possibility of the contact is based on a blind spot region that occurs because the vehicle exists between the moving object and at least one of the oncoming vehicle and the crossing vehicle (FIG. 7). . With such a configuration, for example, the vertical and horizontal movements of the vehicle can be controlled so that the blind spot area is reduced.

  The control means, when recognizing the moving object behind the vehicle, controls the lateral movement of the vehicle so that the vehicle approaches the moving object side in the vehicle width direction. (S105, S108). With such a configuration, for example, the vehicle can be brought closer to the moving object side, and the operator of the moving object can be cautious about passing the vehicle sideways, reducing the possibility of contact. Can be made.

  In addition, when the control unit recognizes the moving object behind the vehicle, the control unit is configured so that the vehicle approaches the moving object side in the vehicle width direction so as to secure a width through which the moving object can pass. The movement of the vehicle in the lateral direction is controlled (S105, S108). With such a configuration, for example, the operator of the moving object can be cautious about passing the vehicle sideways.

  Further, when the moving means recognizes the moving object on the side of the vehicle, the control means controls the movement of the vehicle in the lateral direction so as to move the vehicle away from the moving object in the vehicle width direction. Features (S105, S108). With such a configuration, for example, a blind spot area from an operator of a moving object can be reduced.

  Further, the travel control device is configured in the vehicle (FIG. 4). With such a configuration, the traveling control device that realizes the offset traveling in the present embodiment can be configured in the vehicle.

  1A, 1B Control device: 2A, 2B ECU group: 20A Automatic operation ECU: 21A Environment recognition ECU: 22A, 22B Steering ECU: 23A, 23B Braking ECU: 24A, 24B Stop maintenance ECU: 25A Information ECU: 26A Light ECU: 27A Drive ECU: 28A Position recognition ECU: 29A, 21B Travel support ECU: 25B Instrument display ECU

Claims (13)

A travel control device for controlling travel of a vehicle,
Acquisition means for acquiring external world information of the vehicle;
Control means for controlling the movement of the vehicle in the vertical direction and the horizontal direction based on the external world information of the vehicle acquired by the acquisition means,
The control means, when the vehicle is located in a specific scene, and when a moving object is recognized at least one of the side and the rear of the vehicle based on the external environment information of the vehicle acquired by the acquisition means; Between the case where the vehicle is located in a specific scene and the moving object is not recognized on either the side or the rear of the vehicle based on the external world information of the vehicle acquired by the acquisition unit, Different control of the vertical and horizontal movement of the vehicle in a specific scene,
A travel control device characterized by that.   The determination unit according to claim 1, further comprising: a determination unit that determines whether or not the vehicle is located in a specific scene based on at least one of the position information of the vehicle and the outside world information of the vehicle. Travel control device.   In the specific scene, there is a possibility that a moving object is recognized at least one of the side and the rear of the vehicle based on the external world information of the vehicle acquired by the acquisition unit, and further, the traveling direction of the vehicle is blocked. 3. The travel control device according to claim 1, wherein the control unit controls movement of the vehicle in a vertical direction and a horizontal direction when the vehicle is recognized. The specific scene is a place where a plurality of roads intersect,
The possibility that the traveling direction of the vehicle is blocked is the presence of at least one of an opposite right-turn vehicle and an intersecting vehicle that travels in a place where the plurality of roads intersect.
The travel control apparatus according to claim 3.   The control means controls vertical and horizontal movements of the vehicle based on a possibility of contact between the moving object and at least one of the oncoming vehicle and the crossing vehicle. 5. The travel control device according to 4.   The control means controls the vertical and horizontal movement of the vehicle when it is predicted that the possibility of the contact is reduced by controlling the vertical and horizontal movement of the vehicle. The travel control device according to claim 5.   The possibility of the contact is based on a blind spot area that is generated because the vehicle exists between the moving object and at least one of the oncoming vehicle and the crossing vehicle. The travel control device described.   The control means, when recognizing the moving object behind the vehicle, controls the lateral movement of the vehicle so that the vehicle approaches the moving object side in the vehicle width direction. The travel control device according to any one of claims 1 to 7.   When the control means recognizes the moving object behind the vehicle, the control means is arranged so that the vehicle approaches the moving object side in the vehicle width direction so as to secure a width through which the moving object can pass. The travel control apparatus according to claim 8, wherein the lateral movement of the vehicle is controlled.   The control means, when recognizing the moving object to the side of the vehicle, controls the lateral movement of the vehicle so as to leave the vehicle away from the moving object side in the vehicle width direction. The travel control device according to any one of claims 1 to 9.   The travel control device according to any one of claims 1 to 10, wherein the travel control device is configured in the vehicle. A travel control method executed in a travel control device that controls travel of a vehicle,
An acquisition process for acquiring external world information of the vehicle;
A control step of controlling movement of the vehicle in the vertical direction and the horizontal direction based on the external world information of the vehicle acquired in the acquisition step,
In the control step, the vehicle is located in a specific scene, and a moving object is recognized on at least one of the side and the rear of the vehicle based on the external world information acquired in the acquisition step; Between the case where the vehicle is located in a specific scene and the moving object is not recognized on either the side or the rear of the vehicle based on the external environment information of the vehicle acquired in the acquisition step, Different control of the vertical and horizontal movement of the vehicle in a specific scene,
A travel control method characterized by the above.   The program for functioning a computer as each means of the traveling control apparatus of any one of Claims 1 thru | or 10.

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