JP2021075145A - Automatic driving control device - Google Patents

Abstract

To make vehicles surely pass each other under such an environment that a vehicle traveling with automatic driving and a vehicle traveling with manual driving coexist.SOLUTION: An automatic driving control device stops a vehicle in front of a passage if any with a width narrower than a sum of a vehicle width of the vehicle and a vehicle width of an oncoming vehicle between the oncoming vehicle and the vehicle in the case where the oncoming vehicle travels with manual driving; continues the stop of the vehicle until the oncoming vehicle passes by the vehicle in the case where the oncoming vehicle travels toward the vehicle when the vehicle stops in front of the passage; and sets a stop time of the vehicle on the basis of the driving skill of a driver of the oncoming vehicle in the case where the oncoming vehicle is stationary when the vehicle stops in front of the passage, and advances the vehicle in the case where there is a space where the vehicle can travel on the side of the oncoming vehicle after the elapse of the set stop time, or retreats the vehicle in the case where there is no space where the vehicle can travel on the side of the oncoming vehicle after the elapse of the set stop time.SELECTED DRAWING: Figure 2

Description

The present invention relates to an automatic driving control device, and more particularly to an automatic driving control device for driving a vehicle by automatic driving that does not depend on the driver's operation.

Conventionally, as this type of automatic driving control device, a device that causes a driver to drive a vehicle by automatic driving that does not depend on an operation has been proposed (see, for example, Patent Document 1). In this device, road map information, information on the size of the vehicle body of the oncoming vehicle, information on the current position of the oncoming vehicle that can be driven by the vehicle and automatic driving, information on whether or not the own vehicle derails, and the vehicle is a vehicle. Based on the information on whether or not the vehicle comes into contact with an object on the side surface, the vehicle and the oncoming vehicle are controlled so that the vehicle and the oncoming vehicle pass each other when they face each other in a narrow passage (road).

Japanese Unexamined Patent Publication No. 2008-174023

However, in the above-mentioned automatic driving control device, it is premised that both the vehicle and the oncoming vehicle are traveling by automatic driving. Therefore, in an environment where vehicles traveling by automatic driving and vehicles traveling by manual driving coexist, they may not pass each other in a narrow passage (road).

The main purpose of the automatic driving control device of the present invention is to ensure that vehicles pass each other more reliably in an environment in which a vehicle traveling by automatic driving and a vehicle traveling by manual driving operated by the driver coexist. And.

The automatic operation control device of the present invention has adopted the following means in order to achieve the above-mentioned main object.

The automatic operation control device of the present invention
It is an automatic driving control device for driving a vehicle by automatic driving that does not depend on the driver's operation.
When the oncoming vehicle facing the vehicle is traveling by manual driving operated by the driver, the passage between the oncoming vehicle and the oncoming vehicle is narrower than the sum of the width of the vehicle and the width of the oncoming vehicle. When there is, stop the vehicle in front of the aisle and
When the vehicle is stopped in front of the aisle, when the oncoming vehicle is traveling toward the vehicle, the vehicle is continuously stopped until the oncoming vehicle passes by the side of the vehicle.
When the vehicle is stopped before the passage, when the oncoming vehicle is stopped, the stop time of the vehicle is set based on the driving skill of the driver of the oncoming vehicle, and the set stop time is set. When there is a space in which the vehicle can travel on the side of the oncoming vehicle after the lapse of time, the vehicle is advanced, and after the set stop time has elapsed, the space in which the vehicle can travel on the side of the oncoming vehicle. When there is no, the vehicle is retracted,
The gist is that.

In the vehicle of the present invention, when an oncoming vehicle facing the vehicle is driven by manual driving operated by the driver, the width is the sum of the width of the vehicle and the width of the oncoming vehicle between the vehicle and the oncoming vehicle. When there is a narrow passage, stop the vehicle in front of the passage. Then, when the vehicle stops in front of the passage, when the oncoming vehicle is traveling toward the vehicle, the vehicle continues to stop until the oncoming vehicle passes by the side of the vehicle, and the vehicle stops in front of the passage. In this case, when the oncoming vehicle is stopped, the stop time of the vehicle is set based on the driving skill of the driver of the oncoming vehicle, and the vehicle can travel to the side of the oncoming vehicle after the set stop time has elapsed. When there is a large space, the vehicle is advanced, and when there is no space on the side of the oncoming vehicle on which the vehicle can travel after the set stop time has elapsed, the vehicle is retracted. As a result, when the oncoming vehicle is manually driven, the vehicle and the oncoming vehicle can pass each other more appropriately. As a result, in an environment in which a vehicle traveling by automatic driving and a vehicle traveling by manual driving coexist, the vehicles can pass each other more reliably.

In such a vehicle of the present invention, the stop time may be set to be longer when the skill of the driver of the oncoming vehicle is higher than when the skill is low. In this way, the stop time can be set to a time suitable for the skill of the driver of the oncoming vehicle.

It is a block diagram which shows the outline of the structure of the automatic operation system 10 including the automatic operation control device as one Example of this invention. It is a flowchart which shows an example of the oncoming control routine executed by the ECU 210A of a vehicle 20A. It is explanatory drawing which shows an example of the relationship between the predetermined time tref and the driving skill value of the driver of an oncoming vehicle. It is explanatory drawing which shows an example of the state that the own vehicle (vehicle 20A) and the oncoming vehicle (vehicle 20B) face each other on the planned travel route of the own vehicle.

Next, a mode for carrying out the present invention will be described with reference to examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of an automatic driving system 10 including an automatic driving control device as an embodiment of the present invention. The automatic driving system 10 includes vehicles 20A and 20B and a data center DC.

The vehicle 20A is configured as a vehicle that travels by automatic driving that does not depend on the driver's operation. The vehicle 20A includes a drive device including a power source and a transmission that output power for traveling, a braking device such as a brake that applies braking force to the vehicle, and a steering device that performs steering (none of which is shown). It includes a navigation device 200A and an electronic control unit (hereinafter referred to as "ECU") 210A as the automatic operation control device of the embodiment.

The navigation device 200A sets a planned travel route from the current location of the own vehicle (vehicle 20A) to the destination based on the stored map information, the current location of the own vehicle from the GPS antenna, and the destination set by the user. , The set planned travel route is displayed on a display (not shown) to provide route guidance. The navigation device 200A is connected to the ECU 210A via a communication port.

Although not shown, the ECU 210A is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication module in addition to the CPU.

Signals from various sensors necessary for controlling a driving device, a braking device, a steering device, and the like are input to the ECU 210A via an input port. Examples of the signal input to the ECU 210A include the inter-vehicle distances D1 and D2 from the peripheral recognition device 212A to other vehicles in front of and behind the own vehicle, the vehicle number of the oncoming vehicle, and the like. Here, the peripheral recognition device 212A is composed of a camera, a millimeter wave radar, a quasi-millimeter wave radar, an infrared laser radar, a sonar, and the like.

The ECU 210A exchanges data with the vehicle 20B and the data center DC by wireless communication via a communication module (not shown). As the information transmitted by the ECU 210A to the data center DC, the vehicle number of the oncoming vehicle and the like can be mentioned.

In the vehicle 20A configured in this way, the ECU 210A automatically drives the vehicle without any operation by the driver. In automatic driving, the planned travel route from the navigation device 200A, the current location of the own vehicle, map information (for example, legal speed), and the inter-vehicle distance D1 and D2 from the peripheral recognition device 212A to other vehicles in front of and behind the own vehicle. (When there are other vehicles around the own vehicle), set the target vehicle speed, set the required torque so that the vehicle speed becomes the target vehicle speed, and drive devices and braking devices (not shown) so that the vehicle runs at the required torque. To control. Further, in automatic driving, a steering device (not shown) is controlled so that lane keeping or lane change is performed based on the planned travel route from the navigation device 200A, the current location of the own vehicle, and map information.

The vehicle 20B is configured as a vehicle that is manually driven by a driver's operation. The vehicle 20B includes a drive device including a power source and a transmission that output power for traveling, a braking device such as a brake that applies a braking force to the vehicle, and a steering device that is steered by a user's operation (all shown in the figure). , A navigation device 200B, and an electronic control unit (hereinafter referred to as "ECU") 210B.

The navigation device 200B sets a planned travel route from the current location of the own vehicle (vehicle 20B) to the destination based on the stored map information, the current location of the own vehicle from the GPS antenna, and the destination set by the user. , The set planned travel route is displayed on a display (not shown) to provide route guidance. The navigation device 200B is connected to the ECU 210B via a communication port.

Although not shown, the ECU 210B is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication module in addition to the CPU.

Signals from various sensors necessary for controlling a driving device, a braking device, and the like are input to the ECU 210B via an input port.

The ECU 210B exchanges data with the vehicle 20A and the data center DC by wireless communication via the communication module. The information transmitted from the ECU 210B to the data center DC includes the vehicle number of the own vehicle (vehicle 20B), the current location, and the driving type of the own vehicle (a vehicle that is automatically driven or a vehicle that is manually driven). The driver's gender, age, past driving history, etc. can be mentioned. Examples of the past driving history include the fuel consumption of the vehicle 20B, the test result of the vehicle operating ability by operating the vehicle, and the driver's violation history.

In the vehicle 20B configured in this way, the ECU 210B performs manual driving in which the vehicle is driven in response to the accelerator operation and the brake operation of the driver. In manual operation, the drive device is controlled so as to travel at a required torque set based on the accelerator opening, the amount of depression of the brake pedal, and the vehicle speed. Steering is performed by the driver operating the steering device.

The data center DC exchanges various information with the vehicle 20A and the vehicle 20B by wireless communication and stores various information. The data received from the vehicle 20B includes the vehicle number and current location of the vehicle 20B, the driving type of the vehicle 20B (whether the vehicle is driving automatically or manually), and the driver. Gender, age, past driving history, etc. can be mentioned. The data center DC calculates the driving skill value of the driver who drives the vehicle 20B as a numerical value based on the driver's gender, age, and past driving history received from the vehicle 20B. The driving skill value is set so that when the driving skill is high, the value is larger than when the driving skill is low.

Next, the operation of the vehicle 20A of the automatic driving system 10 of the embodiment configured in this way, particularly the operation when passing the vehicle 20B traveling by manual driving will be described. FIG. 2 is a flowchart showing an example of an oncoming control routine executed by the ECU 210A of the vehicle 20A. In this routine, the peripheral recognition device 212A detects that an oncoming vehicle is within a predetermined distance (for example, 20 m, 50 m, 100 m, etc.) on the planned travel route from the current location of the own vehicle (vehicle 20A) while driving. , It is executed when the information that the oncoming vehicle is a vehicle (vehicle 20B) that the oncoming vehicle travels by manual driving is input from the data center DC. The data center DC uses the vehicle number of the oncoming vehicle received from the vehicle 20A and the stored driving type to determine whether or not the oncoming vehicle is a vehicle that is manually driven.

When this routine is executed, it is first determined whether or not there is a section in which the road width Wl is narrower than the threshold value Wth between the own vehicle and the oncoming vehicle (step S100). The threshold value Wth is the sum (= Wa + Wb) of the width Wa of the own vehicle and the width Wb of the oncoming vehicle. Therefore, step S100 is a process of determining whether or not there is a section between the own vehicle and the oncoming vehicle that cannot be appropriately passed each other.

When the road width Wl is equal to or greater than the threshold value Wth in the section between the own vehicle and the oncoming vehicle in step S100, it is determined that the section between the own vehicle and the oncoming vehicle can appropriately pass the oncoming vehicle. End the routine. When this routine is completed in this way, the drive device, the braking device, the steering device, and the like are controlled so as to travel on the planned travel route. As a result, it is possible to appropriately pass an oncoming vehicle traveling by manual driving.

When there is a section where the road width Wl is less than the threshold value Wth between the own vehicle and the oncoming vehicle in step S100, it is determined that there is a section where the own vehicle and the oncoming vehicle cannot pass each other appropriately, and the road width Wl is increased. The drive device, the braking device, and the steering device of the own vehicle are controlled so as to stop before the threshold value Wth becomes less than the threshold value Wth (step S110).

When stopped in this way, it is determined whether or not the oncoming vehicle is stopped (step S120). When the oncoming vehicle is not stopped, that is, when the oncoming vehicle is traveling toward the vehicle, the routine is terminated after waiting for the oncoming vehicle to pass by the side of the own vehicle (step S130). As a result, it is possible to appropriately pass an oncoming vehicle traveling by manual driving.

When the oncoming vehicle is stopped in step S120, it is determined whether or not the predetermined time tref has elapsed since the own vehicle stopped (step S140), and the predetermined time tref has elapsed since the own vehicle stopped. If not, the process returns to step S120, and steps S120 and S140 are repeated until a predetermined time tref elapses after the oncoming vehicle runs or the own vehicle stops. That is, the process of step S140 is a process of waiting until a predetermined time tref elapses after the own vehicle stops when the oncoming vehicle does not start traveling.

The predetermined time tref is set based on the driving skill value of the driver of the oncoming vehicle. FIG. 3 is an explanatory diagram showing an example of the relationship between the predetermined time tref and the driving skill value of the driver of the oncoming vehicle. The predetermined time tref is set so as to be shorter when the driver's driving skill value is low than when it is high, within a range not exceeding the maximum standby time tmax. The maximum standby time tmax is set to the maximum value (for example, 10 sec, 20 sec, 30 sec, etc.) of the time during which the occupant of the own vehicle does not feel uncomfortable even if the own vehicle (vehicle 20A) is kept stopped. There is. The reason why the predetermined time tref is shortened compared to when the driving skill value of the driver of the oncoming vehicle is low is that the driver enters a narrow passage (road) when the driving skill of the driver of the oncoming vehicle is low. This is because there is a low possibility of moving forward in dislike of the above, and even if the predetermined time tref is set long and the waiting time is lengthened, there is a high possibility that it will be wasted time. In this way, by setting the predetermined time tref according to the driving skill value of the driver of the oncoming vehicle, the stop time of the vehicle 20A can be made appropriate.

When a predetermined time tref has elapsed since the own vehicle stopped in step S140, it is determined that the oncoming vehicle will not start running even if the waiting longer is waited, and the own vehicle can pass to the side of the oncoming vehicle. It is determined whether or not there is an empty space (step S150). When there is an empty space on the side of the oncoming vehicle through which the own vehicle can pass, the driving device, the steering device, and the like are controlled so as to move forward (step S160), and this routine is terminated. With such control, it is possible to appropriately pass an oncoming vehicle traveling by manual driving.

When there is no empty space on the side of the oncoming vehicle through which the own vehicle can pass, the driving measures and the steering device are controlled so as to move backward (step S170), and this routine is terminated. At this time, based on the map information, the vehicle moves backward to a section having a road width that sufficiently passes the oncoming vehicle, stops, and waits until the oncoming vehicle starts traveling and the oncoming vehicle passes. With such control, it is possible to appropriately pass an oncoming vehicle traveling by manual driving.

FIG. 4 is an explanatory diagram showing an example of a state in which the own vehicle (vehicle 20A) and the oncoming vehicle (vehicle 20B) are facing each other on the planned travel route of the own vehicle. Now, the current location of the vehicle 20A is within the section S1 of the road width where the vehicles 20A and 20B pass each other, and the current location of the vehicle 20B is within the section S3 of the road width where the vehicles 20A and 20B pass each other. It is assumed that there is a section S2 between the vehicle 20A and the vehicle 20B so that the road width Wl is less than the threshold value Wth, that is, the road width Wl is so narrow that the vehicles 20A and 20B do not pass each other.

When the vehicle 20A detects the oncoming vehicle 20B, the vehicle 20A stops before the section S2 because there is a section S2 between the vehicle 20A and the vehicle 20B where the road width Wl is less than the threshold value Wth (step S100, S110). When the vehicle 20B is traveling, it waits on the spot until the vehicle 20B enters the section S2 and passes by the side of the vehicle 20A in the section S1 (steps S120 and S130).

When the vehicle 20B is stopped, it waits until the predetermined time tref elapses (steps S120 and S140). When the vehicle 20B starts traveling within the tref for a predetermined time after the vehicle 20A stops, it waits in that case until the vehicle 20B enters the section S2 and passes by the side of the vehicle 20A in the section S1 (step S120, step S120, S130)

When the vehicle 20B does not start traveling even after a predetermined time tref has elapsed since the vehicle 20A stopped, it is determined whether or not there is an empty space on the side of the vehicle 20B in the section S3 through which the vehicle 20A can pass (step). S150). Since the road width of the section S3 is such that the vehicles 20A and 20B pass each other, the vehicle 20A moves forward and enters the section S2, and passes the vehicle 20B in the section S3 (steps S150 and S160). In this way, even if the oncoming vehicle is the vehicle 20B, that is, the vehicle traveling by manual driving, they can pass each other appropriately.

In the automatic driving control device of the embodiment described above, when the oncoming vehicle (vehicle 20B) facing the vehicle 20A is traveling by manual driving operated by the driver, the width of the vehicle 20A is between the oncoming vehicle and the vehicle 20A. When there is a passage narrower than the threshold Wth of the sum of Wa and the vehicle width Wb of the oncoming vehicle, the vehicle 20A is stopped before the passage. Then, when the vehicle 20A stops in front of the passage, when the oncoming vehicle is traveling toward the vehicle 20A, the vehicle 20A is continuously stopped until the oncoming vehicle passes by the side of the vehicle 20A, and the vehicle 20A is stopped in front of the passage. When the vehicle 20A is stopped and the oncoming vehicle is stopped, a predetermined time tref is set based on the driving skill of the driver of the oncoming vehicle, and after the predetermined time tref has elapsed, the vehicle is placed on the side of the oncoming vehicle. When there is a space in which the vehicle 20A can travel, the vehicle 20A is advanced, and when there is no space in the side of the oncoming vehicle in which the vehicle 20A can travel after the set stop time has elapsed, the vehicle 20A is retracted. As a result, the vehicles can more reliably pass each other in an environment in which the vehicle 20A traveling by automatic driving and the vehicle 20B traveling by manual driving coexist.

In the automatic driving control device of the embodiment, in step S100, the threshold value Wth is the sum (= Wa + Wb) of the vehicle width Wa of the own vehicle and the vehicle width Wb of the oncoming vehicle. However, the threshold value Wth may be set to a value larger than the sum of the vehicle width Wa of the own vehicle and the vehicle width Wb of the oncoming vehicle (= Wa + Wb) by a margin. In this way, a sufficient margin can be taken when the own vehicle and the oncoming vehicle pass each other.

In the automatic driving control device of the embodiment, the data center DC calculates the driving skill value of the driver who drives the vehicle 20B based on the driver's gender, age, and past driving history received from the vehicle 20B. .. However, the driving skill value of the driver who drives the vehicle 20B may be calculated by the ECU 210B of the vehicle 20B. In this case, it is not necessary to transmit the driver's gender, age, and past driving history from the vehicle 20B to the data center DC. Further, the driving skill value of the driver who drives the vehicle 20B may be calculated by the ECU 210A of the vehicle 20A. In this case, the gender, age, and past driving history of the driver may be transmitted from the vehicle 20B to the vehicle 20A, or may be transmitted from the vehicle 20B to the vehicle 20A via the data center DC.

In the automatic driving control device of the embodiment, when the oncoming vehicle is traveling by manual driving, the driving skills of both drivers of the oncoming vehicle are acquired, and the width of the vehicle and the width of the oncoming vehicle are connected to the oncoming vehicle. When there is a passage narrower than the sum of and, the vehicle is controlled to stop before the passage. When the passage to the oncoming vehicle is wider than the sum of the width of the vehicle and the width of the oncoming vehicle, the traveling position in the passage of the vehicle depends on the driving skills of both drivers of the oncoming vehicle when passing each other. May be changed. In this case, by driving a position closer to the center lane than when the driving skills of both drivers of the oncoming vehicle are high and low, the vehicle travels at a sufficient distance from people and objects existing on the shoulder or sidewalk. Can be made to. In addition, when the driving skills of both drivers of the oncoming vehicle are low, the vehicle travels closer to the shoulder than when the driving skill is high, so that the driver can pass each other at a sufficient distance from the oncoming vehicle.

In the automatic driving control device of the embodiment, when the oncoming vehicle is traveling by manual driving, the driving skills of both drivers of the oncoming vehicle are acquired, and the width of the vehicle and the width of the oncoming vehicle are connected to the oncoming vehicle. When there is a passage narrower than the sum of and, the vehicle is controlled to stop before the passage. When there is no passage narrower than the sum of the width of the vehicle and the width of the oncoming vehicle with the oncoming vehicle, the traveling position in the passage of the vehicle is changed according to whether the vehicle is manned or unmanned. May be good. In this case, when the vehicle is unmanned, the vehicle can be driven at a position closer to the central lane than when the vehicle is manned, so that the vehicle can be driven at a sufficient distance from people and objects existing on the shoulder or sidewalk. In addition, when the vehicle is manned, the vehicle travels closer to the shoulder than when it is unmanned, so that the vehicle can pass by a sufficient distance from the oncoming vehicle.

The correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the ECU 210A corresponds to the "automatic operation control device".

Regarding the correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem, the invention described in the column of the means for solving the problem in the examples is carried out. Since it is an example for specifically explaining the form for solving the problem, the elements of the invention described in the column of means for solving the problem are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be performed based on the description in the column, and the examples are the inventions described in the column of means for solving the problem. It is just a concrete example.

Although the embodiments for carrying out the present invention have been described above with reference to examples, the present invention is not limited to these examples, and various embodiments are used without departing from the gist of the present invention. Of course, it can be done.

The present invention can be used in the manufacturing industry of automatic driving control devices and the like.

10 Autonomous driving system, 20A, 20B vehicle, 200A, 200B navigation device, 210A, 210B electronic control unit (ECU), 212A peripheral recognition device, DC data center.

Claims (1)

It is an automatic driving control device for driving a vehicle by automatic driving that does not depend on the driver's operation.
When the oncoming vehicle facing the vehicle is traveling by manual driving operated by the driver, the passage between the oncoming vehicle and the oncoming vehicle is narrower than the sum of the width of the vehicle and the width of the oncoming vehicle. When there is, stop the vehicle in front of the aisle and
When the vehicle is stopped in front of the aisle, when the oncoming vehicle is traveling toward the vehicle, the vehicle is continuously stopped until the oncoming vehicle passes by the side of the vehicle.
When the vehicle is stopped before the passage, when the oncoming vehicle is stopped, the stop time of the vehicle is set based on the driving skill of the driver of the oncoming vehicle, and the set stop time is set. When there is a space in which the vehicle can travel on the side of the oncoming vehicle after the lapse of time, the vehicle is advanced, and after the set stop time has elapsed, the space in which the vehicle can travel on the side of the oncoming vehicle. When there is no, the vehicle is retracted,
Automatic operation control device.

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