JP2019128773A - Vehicle control system - Google Patents

Abstract

To provide a vehicle control system capable of suppressing a driver from feeling uncomfortable at an end timing of a lighting operation when a blinker lighting operation is performed in synchronization with an execution of a branch lane change control.SOLUTION: A lamp ECU performs end timing determination processing for determining an end timing of a branch operation. In the end timing determination processing, when it is determined that a first condition or a second condition is satisfied, a blinker lighting operation is ended. The first condition is that a reference position OVof an own vehicle OV exists on a branch lane BG, and a travel ratio R exceeds a predetermined ratio. The second condition is that the reference position OVexists on the branch lane BG, and a distance Dbetween a reference line MLon a main line ML and a reference position OVexceeds a predetermined distance.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a vehicle control system. In particular, the present invention relates to a vehicle control system that controls the lighting operation of a blinker (turn indicator).

  JP-A-2017-178068 discloses a driving support apparatus that performs lane change control. When the driving support device receives a lane change instruction from the driver of the vehicle, the driving support device starts lane change control and also starts lighting control of the lane change side blinker. That is, in this travel support device, the blinker lighting operation is performed in synchronization with the execution of the lane change control.

JP, 2017-178068, A Japanese Patent Application Laid-Open No. 2006-141264

  Consider automatic driving of the vehicle according to the travel plan from the departure point to the destination point. In this case, not only basic lane change control between two adjacent lanes on the main line but also lane change control from the main line to the branch lane is performed.

  According to the driving support apparatus, the blinker lighting operation should be executed in synchronization with the execution of the branch lane change control. However, if the lighting operation is performed with the same control content as in the case of the basic lane change control, the end timing of the lighting operation may not match the feeling of the driver. This is because the length and shape of the branch lane are not constant. Therefore, in the above driving support device, the end timing of the normal lighting operation may cause the driver to feel uncomfortable during the lane change control for branching.

  The present invention has been made in view of the problems as described above, and when the blinker lighting operation is executed in synchronization with the execution of the branch lane change control, the driver determines whether the lighting operation ends. It is an object of the present invention to provide a vehicle control system that can suppress a sense of incongruity.

The present invention is a vehicle control system for solving the problems described above, and has the following features.
The vehicle control system includes a travel control device and a winker control device.
The travel control device performs lane change control to change the lane on which the host vehicle travels from the main line to a branch lane during automatic driving of the host vehicle.
The blinker control device controls the blinker lighting operation in synchronization with the execution of the lane change control.
The winker control device is configured to end the lighting operation at a timing when the first condition or the second condition is satisfied after the start of the branch operation of the host vehicle based on the lane change control.
The first condition is that the reference position of the host vehicle exists on the branch lane, and the travel ratio of the host vehicle with respect to the distance between the upstream end and the downstream end at the entrance of the main line and the branch lane Exceeds a predetermined ratio.
The second condition is that the reference position exists on the branch lane, and the distance between the reference line on the main line and the reference position exceeds a predetermined distance.

  According to the present invention, the blinker lighting operation is terminated at the timing when the first condition or the second condition is satisfied. The first condition is set by paying attention to the distance between the upstream end and the downstream end at the entrance of the branch lane. The second condition is set by paying attention to the distance between the reference position of the host vehicle and the reference line on the main line. And these distances are not affected by the length and shape of the branch lanes. Therefore, according to the present invention, when the lighting operation of the blinker is performed in synchronization with the execution of the lane change control for branching, the end timing of the lighting operation can be made closer to the sense of the driver.

It is a block diagram showing an example of composition of a vehicle control system concerning an embodiment of the invention. It is a block diagram which shows the function structural example of vehicle control ECU shown in FIG. It is a block diagram which shows the function structural example of lamp ECU shown in FIG. It is a figure explaining the start timing setting process which a start timing setting part performs. It is a figure explaining the 1st condition used in end timing judging processing. It is a figure explaining the 2nd condition used in end timing judging processing. It is a figure explaining a process (comparative example) when the end timing of a branch operation is set by the same method as the start timing setting process.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, in the embodiment shown below, when referring to the number of each element, quantity, quantity, range, etc., unless otherwise specified or clearly specified in principle, the reference The present invention is not limited to the above numbers. In addition, the structures, steps, and the like described in the embodiments below are not necessarily essential to the present invention, unless otherwise specified or clearly specified in principle.

1. Description of Overall Configuration of Vehicle Control System FIG. 1 is a block diagram illustrating a configuration example of a vehicle control system 100 according to an embodiment of the present invention. This system is mounted on a vehicle and controls automatic driving of the vehicle. The vehicle on which the present system is mounted (hereinafter, also referred to as "own vehicle OV") is, for example, an automobile powered by an internal combustion engine such as a diesel engine or a gasoline engine, an electric automobile powered by an electric motor, an internal combustion engine And a hybrid vehicle equipped with a motor. The motor is driven by a battery such as a secondary battery, a hydrogen fuel cell, a metal fuel cell, or an alcohol fuel cell.

  A vehicle control system 100 shown in FIG. 1 includes a GPS (Global Positioning System) receiver 10, a map database 20, a sensor group 30, a communication device 40, an HMI (Human Machine Interface) unit 50, a vehicle control ECU ( An electronic control unit) 60, a traveling device ECU 70, a lamp ECU 80, and a winker 90.

  The GPS receiver 10 is a device that receives signals from three or more GPS satellites. The GPS receiver 10 calculates the position and attitude (orientation) of the host vehicle OV based on the received signal. The GPS receiver 10 transmits the calculated information (hereinafter also referred to as “position and orientation information”) to the vehicle control ECU 60.

  The map database 20 stores map information data. Map information data includes, for example, position data such as roads, intersections, merge zones, and branch zones, road shape data (eg, curves, straight line types, road widths, road gradients, curve curvature, etc.) And road type data (for example, expressways, toll roads, national roads, etc.), and data for boundary positions of lanes (for example, boundary positions are represented by a plurality of points or a set of lines) It is. The map database 20 is stored in a predetermined storage device (hard disk, flash memory, etc.).

  The sensor group 30 detects the situation around the host vehicle OV and the traveling state of the host vehicle OV. Examples of the sensor group 30 include a rider (LIDAR: Laser Imaging Detection and Ranging), a radar, a camera, a brightness sensor, a vehicle speed sensor, and the like. The rider uses light to detect targets around the vehicle OV. The radar uses radio waves to detect targets around the host vehicle OV. The camera images the situation around the host vehicle OV. The luminance sensor detects the luminance at the position of the host vehicle OV. The vehicle speed sensor detects the speed of the host vehicle OV. The sensor group 30 sends the detected information (hereinafter also referred to as “sensor detection information”) to the vehicle control ECU 60.

  The communication device 40 performs V2X communication (inter-vehicle communication and road-vehicle communication). Specifically, the communication device 40 performs V2V communication (inter-vehicle communication) with another vehicle. Also, the communication device 40 performs V2I communication (road-to-vehicle communication) with the surrounding infrastructure. Through the V2X communication, the communication device 40 can obtain information on the environment around the host vehicle OV. The communication device 40 sends the acquired information (hereinafter, also referred to as “communication information”) to the vehicle control ECU 60.

  The HMI unit 50 is an interface for providing information to the driver and for receiving information from the driver. For example, the HMI unit 50 includes an input device, a display device, a speaker and a microphone. Examples of the input device include a touch panel, a keyboard, a switch, and a button. The driver can input information to the HMI unit 50 using an input device. The HMI unit 50 sends information input from the driver (hereinafter also referred to as “driver information”) to the vehicle control ECU 60.

  The vehicle control ECU 60 performs automatic driving control to control automatic driving of the host vehicle OV. Typically, the vehicle control ECU 60 is a microcomputer provided with a processor, a memory, and an input / output interface. The vehicle control ECU 60 receives various information via the input / output interface. And vehicle control ECU60 performs automatic operation control based on the received information. Specifically, the vehicle control ECU 60 formulates a travel plan for the host vehicle OV, and outputs information to the travel device ECU 70 and the lamp ECU 80 so that the host vehicle OV travels according to the travel plan.

  The traveling device ECU 70 and the lamp ECU 80 are microcomputers having a typical configuration similar to the vehicle control ECU 60. Traveling apparatus ECU70 is comprised from several ECU. These ECUs control various traveling devices (not shown) for causing the host vehicle OV to travel according to the information input from the vehicle control ECU 60. These traveling devices are electronically controlled and include traveling driving force output devices, steering devices and braking devices.

  The travel drive force output device is a power source that generates travel drive force. The steering device steers the wheels. The brake device generates a braking force. The lamp ECU 80 controls the lighting operation and the extinguishing operation of the lamp device according to the information input from the vehicle control ECU 60. The lamp device includes a headlight, a backlight, a blinker lamp, a brake lamp and the like. FIG. 1 shows a winker 90 corresponding to the winker lamp.

2. Description of Configuration of Vehicle Control ECU 60 FIG. 2 is a block diagram showing an example of a functional configuration of the vehicle control ECU 60 shown in FIG. In the present embodiment, the “lane change control” is considered among the automatic driving controls by the vehicle control ECU 60. The vehicle control ECU 60 includes an information acquisition unit 62 and a lane change control unit 64 as functional blocks related to lane change control. These functional blocks are realized by the processor of the vehicle control ECU 60 executing the control program stored in the memory. The control program may be stored in a computer-readable recording medium.

2.1 Information acquisition unit 62
The information acquisition unit 62 performs information acquisition processing for acquiring information necessary for lane change control.

  In the information acquisition process, the information acquisition unit 62 acquires position and orientation information from the GPS receiver 10.

  Further, in the information acquisition process, the information acquisition unit 62 reads out information regarding lanes from the map database 20 and generates lane information. The lane information includes the arrangement (position, shape, inclination) of each lane on the map. Based on the generated lane information, the information acquisition unit 62 grasps lane merges, branches, intersections, and the like. The information acquisition unit 62 calculates lane curvature, lane width, and the like based on the generated lane information.

  In the information acquisition process, the information acquisition unit 62 acquires sensor detection information from the sensor group 30 and generates target information related to targets around the host vehicle OV. Targets around the host vehicle OV include moving targets and stationary targets. As a moving target, a surrounding vehicle, a motorcycle, a bicycle, a pedestrian, etc. are illustrated. The information on the moving target includes the position, velocity and size of the moving target. As stationary targets, roadsides, white lines, signs and the like are exemplified. The information on the stationary target includes the position and size of the stationary target.

  Further, in the information acquisition process, the information acquisition unit 62 acquires communication information from the communication device 40. Communication information is information distributed from an infrastructure or the like. Examples of the communication information include weather information, construction section information, accident information, traffic regulation information, and the like.

  In the information acquisition process, the information acquisition unit 62 receives driver information from the HMI unit 50. Examples of driver information include the age and driving history of the driver. The driver information may include various settings selected by the driver. The driver can register driver information in the vehicle control system 100 in advance by using the input device of the HMI unit 50.

2.2 Lane change control unit 64
The lane change control unit 64 performs lane change control processing for controlling the lane change operation of the host vehicle OV based on various information obtained in the information acquisition processing.

  In the lane change control process, the lane change control unit 64 determines whether or not a lane change operation is necessary based on various information. For example, the lane change control unit 64 recognizes a lane branch in front of the host vehicle OV based on the position and orientation information and the lane information. In this case, the lane change control unit determines to perform a lane change operation (more precisely, a branch operation) in the branch zone.

  For example, the lane change control unit 64 recognizes an obstacle ahead of the host vehicle OV based on the sensor detection information. Examples of the obstacle include a stopped vehicle, a low-speed vehicle, and a falling object. In this case, the lane change control unit 64 determines to perform a lane change operation (more precisely, an avoidance operation) in order to avoid an obstacle.

  Further, for example, the lane change control unit 64 recognizes a construction section or an accident vehicle in front of the host vehicle OV based on the position and orientation information and the reception information. In this case, the lane change control unit 64 determines to perform a lane change operation (more accurately, an avoidance operation) in order to avoid the construction section or the accident vehicle.

  When the lane change control unit 64 determines that the lane change operation needs to be performed, the lane change control unit 64 calculates a timing at which the lane change operation can be started. For example, in the case of lane branching, the lane change control unit 64 grasps the arrangement of each lane (main line and branch lane), the position of the branch lane entrance, the length of the branch lane, and the like based on the position and orientation information and the lane information. . Further, the lane change control unit 64 grasps the situation (relative position, relative speed, etc.) of the surrounding vehicle based on the sensor detection information. And the lane change control part 64 calculates the timing which can start branch operation | movement based on those grasped | ascertained information.

  For example, in the case of obstacle avoidance, the lane change control unit 64 calculates the distance to the obstacle and the relative speed with the obstacle based on the sensor detection information. Further, the lane change control unit 64 grasps the situation (relative position, relative speed, etc.) of the surrounding vehicle based on the sensor detection information. And the lane change control part 64 calculates the timing which can avoid operation based on those grasped | ascertained information.

  In addition, when the above-described timing is calculated, the lane change control unit 64 determines the control amount of the traveling device so that the lane change operation is performed as scheduled from this timing. In addition, the lane change control unit 64 transmits the determined control amount to the traveling device ECU 70.

3. Description of Configuration of Lamp ECU 80 FIG. 3 is a block diagram showing an example of a functional configuration of the lamp ECU 80 shown in FIG. FIG. 3 illustrates a function that is particularly related to the lighting operation (more precisely, the blinking operation) of the blinker 90 performed in synchronization with the branching operation among the functions of the lamp ECU 80. As shown in FIG. 3, the lamp ECU 80 includes a start timing setting unit 82 and an end timing determination unit 84. These functional blocks are realized by the processor of the lamp ECU 80 executing a control program stored in the memory. The control program may be stored in a computer-readable recording medium.

3.1 Start timing setting unit 82
The start timing setting unit 82 performs start timing setting processing for setting the start timing of the branch operation.

FIG. 4 is a diagram illustrating the start timing setting process. FIG. 4 shows the main line ML, the branch lane BG, the upstream end BG _UE at the entrance of the branch lane BG, and the downstream end BG _DE at the entrance. The positional relationship between the upstream side end BG _UE and the downstream side end BG _DE is based on the traveling direction of the vehicle OV on the main line ML. In FIG. 2, it is assumed that the host vehicle OV traveling on the main line ML starts the branching operation at the timing when the host vehicle position reaches the branch lane BG. For example, the host vehicle OV starts the branching operation at the timing when it passes the upstream end BG _UE .

At the start timing setting process, the start timing setting unit 82, the reference position of the upstream end BG _UE and the own vehicle OV (e.g., the center of the center of gravity and the rear axle of the vehicle OV) based on the distance between the OV _R, starting Set the timing. For example, the start timing setting unit 82 recognizes the upstream end BG _UE based on the position and orientation information and the lane information. The upstream end BG _UE may be recognized from the sensor detection information. Moreover, the start timing setting part 82 calculates the distance (for example, 100 m) which the own vehicle OV can travel within a predetermined time (for example, 3 seconds) based on the speed of the own vehicle OV. Further, the start timing setting unit 82 specifies a point away from the upstream end BG _UE by the calculated distance. In addition, the start timing setting unit 82 sets the timing at which the host vehicle OV is predicted to pass through the identified point as the start timing.

3.2 End timing determination unit 84
The end timing determination unit 84 performs an end timing determination process of determining the end timing of the branching operation after the start timing has elapsed. That is, the end timing determination process is performed after the branch operation is started.

  In the end timing determination process, the end timing determination unit 84 determines whether the first condition or the second condition is satisfied based on the driving environment information. The driving environment information is specifically position and orientation information, map information, sensor detection information, and communication information. Further, the end timing determination unit 84 ends the lighting operation of the blinker 90 when it is determined that the first condition or the second condition is satisfied.

FIG. 5 is a diagram illustrating the first condition. The first condition is the reference position OV _R exists on the branch lane BG, and, travel ratio R is exceed a predetermined ratio (e.g., 0.5). In the end timing determination process, the end timing determination unit 84 generates information necessary to determine the first condition. For example, the end timing determination unit 84 first normalizes the distance D _UEDE between the upstream end BG _UE and the downstream end BG _DE based on the map information or the sensor detection information. Subsequently, the end timing determination unit 84 calculates the travel distance of the host vehicle OV calculated from the upstream end BG _UE based on the position and orientation information, the map information, and the sensor detection information. The travel distance is calculated based on a direction parallel to the direction of the line segment connecting the upstream end BG _UE and the downstream end BG _DE .

After generation of necessary information, the end timing determination unit 84 determines the first condition. Specifically, the end timing determination unit 84, first, on the basis of the position and orientation information and map information, determining the reference position OV _R of the vehicle OV whether present on the branch lane BG. Sensor detection information may be used instead of position and orientation information and map information. Subsequently, the end timing determination unit 84 calculates the traveling ratio R by dividing the traveling distance by the distance D _UEDE , and determines whether the traveling ratio R exceeds a predetermined ratio. These determinations are repeated until the current lighting operation ends. When a positive result of these determinations is obtained, the end timing determination unit 84 determines that the first condition is satisfied.

FIG. 6 is a diagram for explaining the second condition. The second condition is that the reference position OV _R exists on the branch lane BG, and the distance D _MLOV between the reference line ML _R on the main line ML and the reference position OV _R exceeds a predetermined distance. In the end timing determination process, the end timing determination unit 84 generates information necessary to determine the second condition. At the end timing determination process, end timing determination unit 84, first, on the basis of the map information or the sensor detection information, to set the reference line ML _R on the main line ML. Reference line ML _R is, for example, a line through the center of the traffic lane before the branch operation (mains left lane). If you set the centerline to the reference line ML _R, a predetermined distance is half the lane width is a value obtained by adding a margin. Subsequently, the end timing determination unit 84 calculates the distance D _MLOV based on the position and orientation information, the map information, and the sensor detection information.

End timing determination unit 84 determines, for example, on the basis of the position and orientation information and the map information, the reference position OV _R is whether present on the branch lane BG. Sensor detection information may be used instead of the position and orientation information and the map information. Further, the end timing determination unit 84 determines whether the distance _DMLOV exceeds a predetermined distance. These determinations are repeated until the current lighting operation ends. When a positive result of these determinations is obtained, the end timing determination unit 84 determines that the second condition is satisfied.

4. Effect FIG. 7 is a diagram for explaining processing (comparative example) when the end timing of the branch operation is set by the same method as the start timing setting processing. Unlike end timing determination process according to the present embodiment, in the process shown in FIG. 7, based on the distance between the upstream end BG _UE and the reference position OV _R, end timing is set. In this setting process, for example, the upstream end BG _UE is recognized based on the position and orientation information and the lane information. In this setting process, a distance (for example, 100 m) that the host vehicle OV can travel within a predetermined time (for example, 3 seconds) is calculated based on the speed of the host vehicle OV. Also, in this process, a point that has advanced from the upstream end BG _UE by the calculated distance is identified. Further, in this process, the timing at which the host vehicle OV is predicted to pass through the specified point is set as the end timing.

  The lighting operation of the winker 90 can be ended also by the process shown in FIG. However, the length and the shape of the branch lane BG are not constant, and the branch lane BG may extend linearly in parallel with the main line ML or may be sharply curved immediately after the branch. Therefore, when the turn-off timing is set in the process shown in FIG. 7, the turn-off position of the blinker 90 often does not match the driver's sense that the turn-off position is too early or too late.

In this respect, according to the present embodiment, the lighting operation of the blinker 90 is ended at the timing when the first condition or the second condition is satisfied in the end timing determination process. This first condition is set by focusing on the distance D _UEDE between the upstream end BG _UE and the downstream end BG _DE . Further, the second condition is set by paying attention to the distance D _MLV between the reference line ML _R and the reference position OV _R. The distance D _UEDE and the distance D _MLV are not affected by the length or shape of the branch lane BG. Therefore, according to the end timing determination process, the end timing of the lighting operation of the blinker 90 can be brought close to the driver's feeling.

In the above embodiment, the vehicle control ECU 60 and the travel device ECU 70 correspond to the “travel control device” in the present invention, and the lamp ECU 80 corresponds to the “winker control device” in the present invention. Further, the distance D _UEDE corresponds to “the distance between the upstream end and the downstream end at the entrance of the branch lane” in the present invention, and the distance D _MLOV corresponds to “the distance between the reference line on the main line and the reference position” in the present invention. Is equivalent to “distance”. Further, the traveling ratio R corresponds to “the ratio of the traveling distance of the host vehicle to the distance between the upstream end and the downstream end of the entrance of the branch lane” in the present invention.

60 Vehicle control ECU
62 Information Acquisition Unit 64 Lane Change Control Unit 70 Traveling Device ECU
80 lamp ECU
82 Start timing setting section 84 End timing determination section 90 Winker 100 Vehicle control system BG Branch lane BG _DE downstream end BG _UE upstream end ML Main line ML _R reference line OV Own vehicle OV _R reference position R Traveling ratio

Claims (1)

A travel control device that performs lane change control to change a lane on which the host vehicle travels from a main line to a branch lane during automatic driving of the host vehicle;
A winker control device that controls the lighting operation of the winker in synchronization with the execution of the lane change control,
A vehicle control system comprising
The winker control device is configured to end the lighting operation at a timing when the first condition or the second condition is satisfied after the start of the branch operation of the host vehicle based on the lane change control.
The first condition is that a ratio of a traveling distance of the host vehicle to a distance between an upstream end and a downstream end at an entrance of the branch lane when a reference position of the host vehicle exists on the branch lane. That exceeds a certain percentage,
The vehicle condition characterized in that the second condition is that the reference position exists on the branch lane, and a distance between the reference line on the main line and the reference position exceeds a predetermined distance. system.

Images