JP6696862B2 - Automatic driving system - Google Patents

Description

  The present invention relates to an automatic driving system.

  2. Description of the Related Art Conventionally, there is known an automatic driving system that executes automatic driving of a vehicle when the vehicle enters an entrance of a motorway. For example, the vehicle driving support device described in Patent Document 1 determines whether or not the vehicle is traveling on an automobile exclusive road by detecting a tollgate, and when the vehicle is traveling on the automobile exclusive road. Therefore, it is determined that automatic driving can be performed.

JP 2001-12958 A

  By the way, in the above-mentioned vehicle driving support device, when the tip of the toll gate at the entrance to the motorway is connected to a plurality of fork road entrances, the white line is not continuous between the toll gate and the fork road entrances. Therefore, it is not possible to determine which branch road entrance the vehicle should travel toward, and as a result, it becomes impossible to appropriately execute the automatic operation. Further, in such a case, if the automatic driving toward the branch entrance which is automatically selected by the vehicle driving support device is executed, when the vehicle advances to the branch entrance which is not intended by the driver, The driver ends the automatic driving to stop the progress of the vehicle.

  Therefore, it is an object of the present invention to provide an automatic driving system capable of executing automatic driving reflecting the driver's intention when a plurality of branch road entrances are connected to the entrance of a motorway. ..

  In order to solve the above problems, the present invention is an automatic driving system that executes automatic driving of a vehicle when automatic driving is requested, and is position information and map information on a map of the vehicle, or a vehicle-mounted camera. An entrance determination unit that determines whether or not the vehicle has entered the entrance of the motorway based on the captured image, and position information and map information on the map of the vehicle, or the entrance and exit based on the captured image of the vehicle-mounted camera. If the vehicle determines that the vehicle has entered the entrance / exit, the branch judgment unit determines whether or not the destination is connected to multiple branch road entrances. When it is not determined that the vehicle is connected to the road entrance, the automatic driving control unit performs automatic driving so that the vehicle runs toward the road ahead of the entrance and exit When it is determined that the vehicle is connected to the entrance, the positional relationship that recognizes the positional relationship between the vehicle and the multiple branch road entrances based on the positional information on the map of the vehicle and the map information, or the image captured by the vehicle-mounted camera When it is determined by the recognition unit and the branch determination unit that the entrance / exit is connected to a plurality of branch road entrances, it is determined whether or not the vehicle driver has steered by the predetermined timing. The steering start determination unit, the steering start determination unit that determines whether or not the steering of the driver is completed when the steering start determination unit determines that the driver has performed steering, and the steering start determination unit When it is determined that the driver has not steered the vehicle until the predetermined timing, the vehicle is set within the predetermined first allowable range based on the positional relationship between the vehicle and the plurality of branch road entrances. When it is determined by the first allowable range determination unit that determines whether or not there is a branch road entrance and the steering start determination unit that the driver has steered by a predetermined timing, the vehicle and the plurality of branches are divided. Whether or not the branch road entrance exists within a predetermined second permissible range based on the vehicle when the steering end determination unit determines that the steering of the driver is completed based on the positional relationship with the road entrance. A second permissible range determining unit that determines whether the branching point is within the first permissible range when the first permissible range determining unit determines that there is a branch road entrance within the first permissible range. When the vehicle is driven automatically toward one of the branch road entrances and the second allowable range determining unit determines that the branch road entrance is within the second allowable range, the vehicle is within the second allowable range. Autonomous driving is performed so that the vehicle travels toward one of the entrances to the branch road, If it is determined that there is no branch road entrance within the first tolerance range, or if the second tolerance range determination unit determines that there is no branch road entrance within the second tolerance range, the driver To notify.

  ADVANTAGE OF THE INVENTION According to this invention, when a some branch road entrance is connected ahead of the entrance of a motorway, the automatic driving which reflected the driver's intention can be performed.

It is a block diagram showing an automatic driving system concerning this embodiment. It is a top view showing the situation where the tip of the entrance of the road for exclusive use of automatic driving is connected to a plurality of branch road entrances. It is a figure which shows an example of a 1st tolerance range determination process. It is a figure which shows an example of a 2nd tolerance range determination process. It is a flowchart which shows the execution process of the automatic driving of an automatic driving system.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same or corresponding elements will be denoted by the same reference symbols, without redundant description.

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

  In particular, the automatic driving system 100 is configured to automatically perform automatic driving when entering an entrance / exit of an automobile exclusive road in a state where the automatic driving is requested in a case where the automobile exclusive road is set as an area in which the automatic driving can be executed. Carry out driving. The automatic driving is a driving state in which the vehicle automatically travels without the driver having to perform a driving operation. Examples of the entrance and exit of the motorway include a tollgate and an ETC gate.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

  When the branch determination unit 12 determines that the entrance G of the automobile exclusive road R is connected to a plurality of branch road entrances S, the positional relationship recognition unit 13 determines the position information of the GPS reception unit 2 and the map database 4 The positional relationship between the vehicle V and the plurality of branch road entrances S is recognized based on the map information of 1) and the traveling direction of the vehicle V detected by the azimuth sensor. The positional relationship between the vehicle V and the plurality of branch road entrances S is recognized by the angle and the distance. More specifically, the positional relationship between the vehicle V and the plurality of branch road entrances S is based on the position and traveling direction of the vehicle V, an angle from the front to the left and right of the vehicle V (for example, the vehicle V in plan view). 0 degrees on the front-rear axis, the angle from the front of the vehicle V to the right is positive and the angle to the left is negative) θ, and the distance L from the vehicle V to the branch road entrance S, Represented by

  When it is determined by the branch determination unit 12 that the entrance G of the automobile exclusive road R is connected to the plurality of branch road entrances S, the steering start determination unit 14 determines whether the vehicle V has reached the predetermined timing. It is determined whether or not the driver has steered. The steering start determination unit 14 determines, based on the steering angle of the vehicle V from the steering angle sensor, that steering has been performed when the steering angle becomes equal to or greater than the first threshold value. The first threshold value is a preset value. In addition, in this embodiment, the predetermined timing is a timing when a predetermined time elapses after the vehicle V enters the entrance G of the automobile exclusive road R. Another example of the predetermined timing will be described later.

  When the steering start determination unit 14 determines that the driver's steering is performed, the steering end determination unit 15 determines whether the driver's steering has ended. After the steering start determination unit 14 determines that steering has been performed, the steering end determination unit 15 determines, based on the steering angle of the steering wheel of the vehicle V from the steering angle sensor, that the steering angle is less than or equal to the second threshold value. It is determined that the steering is completed. The second threshold is a preset value. The second threshold may be the same value as the first threshold.

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

  The first allowable range is a range defined by the allowable angle from the front of the vehicle V to the left and right directions and the allowable distance from the vehicle V. The allowable time may be used instead of the allowable distance. The permissible time corresponds to a value obtained by dividing the permissible distance by a preset vehicle speed.

  Here, an example of the first allowable range determination processing will be described with reference to FIG. FIG. 2 shows a state in which after the vehicle V has entered the entrance G of the motorway R, the vehicle has reached a predetermined timing without being steered by the driver. Further, in FIG. 2, the end of the entrance / exit G of the automobile road R is connected to the two branch road entrances S1 and S2.

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

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

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

  In the situation shown in FIG. 3, the first allowable range determination unit 16 performs the first allowable range determination process with the first allowable range set to −30 deg ≦ θ ≦ 30 deg and L ≦ 300 m, for example. In this case, it is determined that neither of the two branch passage entrances S1 and S2 exists within the first allowable range.

  When the steering start determination unit 14 determines that the driver has steered the vehicle by the predetermined timing, the second allowable range determination unit 17 determines whether the vehicle V and the plurality of branch road entrances S are in relation to each other. Then, the second allowable range determination process is executed. Here, in the second allowable range determination processing, the branch road entrance S exists within the predetermined second allowable range based on the vehicle V when the steering end determination unit 15 determines that the steering of the driver is completed. This is a process of determining whether or not to do. When the steering end determination unit 15 determines that the driver's steering has ended, the second allowable range determination unit 17 executes the second allowable range determination processing. It should be noted that the determination as to whether or not the steering of the driver is completed by the steering end determination unit 15 is not limited by the above-described predetermined timing.

  The second allowable range is defined by the allowable angle from the front of the vehicle V to the left and right and the allowable distance from the vehicle V. The allowable time may be used instead of the allowable distance.

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

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

  FIG. 4 is a diagram illustrating an example of the second allowable range determination processing. FIG. 4 shows a state in which the driver's steering is performed until a predetermined timing after the vehicle V enters the entrance G of the automobile exclusive road R, and then the driver's steering ends.

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

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

  In a state where the vehicle V has entered the doorway G of the automobile exclusive road R in the state where the automatic driving is requested, the automatic driving control unit 18 causes the branching determination unit 12 to check the entrance G. When it is not determined that the destination is connected to the plurality of branch road entrances S (that is, when there is a single road from the entrance G of the automobile road R), the vehicle V travels toward the road ahead of the entrance G. To perform automatic operation.

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

  When there are a plurality of branch road entrances S within the first allowable range, the automatic driving control unit 18 performs the automatic driving so that the vehicle V travels toward the branch road entrance S that is closest to the straight traveling direction of the vehicle V. The branch road entrance S closest to the straight traveling direction of the vehicle V is the branch road entrance S having the smallest angle (absolute value) from the front to the left and right of the vehicle V among the branch road entrances S within the first allowable range. It is S. Since the automatic driving control unit 18 does not steer the driver until a predetermined timing after the vehicle V has entered the entrance G of the automobile exclusive road R, the branch road entrance S intended by the driver is provided. Is presumed to exist in the straight traveling direction of the vehicle V, and automatic driving is performed toward the branch road entrance S closest to the straight traveling direction of the vehicle V.

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

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

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

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

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

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

  In addition, the automatic driving control unit 18 determines that the first allowable range determination unit 16 determines that the branch road entrance S within the first allowable range does not exist, or the second allowable range determination unit 17 determines the second allowable range. If it is determined that there is no branch passage entrance S inside, the driver is notified. For example, the automatic driving control unit 18 notifies the driver by displaying image information on the display via the HMI 7 and outputting a voice from a speaker. The contents of the notification are, for example, "the vehicle entrance cannot be automatically driven because the fork road entrance is not near the vehicle", and "please drive toward the fork road entrance" It may be the content such as. In this case, the automatic driving control unit 18 may stop the automatic driving. The automatic driving control unit 18 may notify the driver that the stability of automatic driving is low.

  In addition, the automatic driving system 100 does not perform the determination of the branch determination unit 12 and the like when the target route is set by the navigation system 5. When the automatic driving is requested and the target route is set by the navigation system 5, the automatic driving control unit 18 drives the vehicle V toward the branch road entrance S along the set target route. Automatic driving as if In addition, the automatic driving control unit 18 advances the vehicle V straight at a constant vehicle speed while the steering start determination unit 14 determines whether or not the driver of the vehicle V is steered by a predetermined timing. May be.

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

  As shown in FIG. 5, in S10, the ECU 10 causes the entry determination unit 11 to determine whether or not the vehicle V has entered the entrance G of the automobile exclusive road R. If the ECU 10 does not determine that the vehicle V has entered the doorway G of the automobile road R (S10: NO), the process of this time is ended and the determination of S10 is repeated again after a lapse of a predetermined time. When the ECU 10 determines that the vehicle V has entered the entrance G of the automobile road R (S10: YES), the process proceeds to S12.

  In S12, the ECU 10 causes the branch determination unit 12 to determine, based on the map information in the map database 4, whether or not the tip of the entrance G of the vehicle exclusive road R is connected to the plurality of branch road entrances S. When the ECU 10 does not determine that the entrance G of the vehicle exclusive road R is connected to the plurality of branch road entrances S (S12: NO), that is, the entrance G of the automotive exclusive road R has one tip. If it is determined that only the road is connected, the process proceeds to S14. When the ECU 10 determines that the entrance G of the vehicle exclusive road R is connected to the plurality of branch road entrances S (S12: YES), the process proceeds to S16.

  In S14, the ECU 10 causes the automatic driving control unit 18 to perform the automatic driving so that the vehicle V travels toward the road ahead of the entrance G of the automobile exclusive road R (a road that is a single road extending from the entrance G). After that, the ECU 10 ends the processing of this time and continues the automatic driving control of the vehicle V.

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

  In S18, the ECU 10 causes the positional relationship recognizing unit 13 to recognize the positional relationship between the vehicle V and the plurality of branch road entrances S when the predetermined timing is reached. More specifically, the ECU 10 causes the positional relationship recognizing unit 13 to determine the position of the vehicle V based on the position information of the GPS receiving unit 2, the map information of the map database 4, and the traveling direction of the vehicle V detected by the azimuth sensor. And the positional relationship between the plurality of branch passage entrances S is recognized. After that, the ECU 10 shifts to S20.

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

  In S22, the ECU 10 uses the automatic operation control unit 18 to identify one of the branch road entrances S within the first allowable range, the one branch road entrance S to which the vehicle V heads in the automatic driving. More specifically, the ECU 10 causes the vehicle V to automatically select the branch road entrance S having the smallest angle θ (absolute value) from the front to the left and right of the vehicle V among the branch road entrances S within the first allowable range. It is specified as the entrance S of the branch road toward which the vehicle is driven.

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

  In S24, the ECU 10 automatically controls the automatic operation control unit 18 so that the vehicle V travels toward the one branch road entrance S specified in S22 among the plurality of branch road entrances S within the first allowable range. Drive. After that, the ECU 10 ends the processing of this time and continues the automatic driving control of the vehicle V.

  In S26, the ECU 10 notifies the driver via the HMI 7 by the automatic driving control unit 18. The automatic driving control unit 18 notifies the driver that, for example, the advancing branch road entrance S cannot be found and the automatic driving of the vehicle V cannot be executed.

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

  In S30, the ECU 10 recognizes the positional relationship between the vehicle V and the plurality of branch road entrances S at the time point when the steering end determination unit 15 determines that the steering of the driver is completed by the positional relationship recognition unit 13. More specifically, the ECU 10 causes the positional relationship recognizing unit 13 to determine the position of the vehicle V based on the position information of the GPS receiving unit 2, the map information of the map database 4, and the traveling direction of the vehicle V detected by the azimuth sensor. And the positional relationship between the plurality of branch passage entrances S is recognized. After that, the ECU 10 shifts to S32.

  In S32, when the ECU 10 determines that the steering end determination unit 15 has finished steering by the driver based on the positional relationship between the vehicle V and the plurality of branch road entrances S, the second allowable range determination unit 17 determines. It is determined whether or not the branch road entrance S exists within a predetermined second allowable range based on the vehicle V.

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

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

  Further, when there are a plurality of branch road entrances S having the smallest angle θ (absolute value) from the front to the left and right of the vehicle V within the second permissible range, the ECU 10 controls the branch road entrances S of these branch road entrances S. Of these, the branch road entrance S having the smallest distance L from the vehicle V is specified. After that, the ECU 10 shifts to S36.

  In S36, the ECU 10 causes the automatic driving control unit 18 to automatically drive the vehicle V toward the one branch road entrance S specified in S34 among the plurality of branch road entrances S within the second allowable range. Drive. After that, the ECU 10 ends the processing of this time and continues the automatic driving control of the vehicle V.

  In S40, the ECU 10 notifies the driver via the HMI 7 by the automatic driving control unit 18. The automatic driving control unit 18 notifies the driver that, for example, the advancing branch road entrance S cannot be found and the automatic driving of the vehicle V cannot be executed.

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

[Advantages of automated driving system]
According to the automatic driving system 100 according to the present embodiment described above, when the vehicle V enters the doorway G of the motorway R in the case where automatic driving is requested, the entrances of the doorway G are a plurality of branch road entrances. It is determined whether or not it is connected to S. In the automatic driving system 100, in the case where the entrance G is connected to the plurality of branch road entrances S and the driver of the vehicle V is not steering by the predetermined timing, the first allowable range is reached. Among the branch road entrances S existing therein, the branch road entrance S located in front of the vehicle V is specified as the branch road entrance S intended by the driver. Further, in the automatic driving system 100, when the tip of the entrance / exit G is connected to the plurality of branch passage entrances S, the driver's steering is performed by a predetermined timing, and when the driver's steering ends. Among the branch road entrances S existing within the second allowable range, the branch road entrance S that is positioned ahead of the vehicle V by steering is specified as the branch road entrance S intended by the driver. As a result, even if the destination of the entrance G is connected to the plurality of branch road entrances S, the automatic driving system 100 can identify one branch road that is the branch road entrance S intended by the driver. It is possible to perform automatic driving so that the vehicle V travels toward the entrance S. On the other hand, in the case where the branch road entrance S does not exist within the first allowable range and the second allowable range, the automatic driving system 100 notifies the driver of that fact so that the driver can perform manual driving or the like. You can urge them to respond. Therefore, according to the automatic driving system 100, when a plurality of branch road entrances are connected to the entrance of the motorway, when the driver's steering is performed by a predetermined timing, the steering by the driver is performed. Since the branch road entrance S is determined and specified on the basis of the vehicle V at the end of the, the automatic driving reflecting the driver's intention can be executed.

[Modification of automated driving system]
Although the preferred embodiment of the present invention has been described above, the present invention is not limited to the above-described embodiment. The present invention can be implemented in various forms including the above-described embodiment and various modifications and improvements based on the knowledge of those skilled in the art.

  In the above-described embodiment, the case where the vehicle V enters the vehicle exclusive road R has been described, but the present invention can be applied even when the vehicle V leaves the vehicle exclusive road R. The automatic driving system 100 can apply the present invention when an area (for example, a general road area) ahead of the vehicle exclusive road R can also be automatically driven. Further, the vehicle V may be manually driven by the driver or may be automatically driven up to the entrance G of the vehicle exclusive road R.

  The entry determination unit 11 does not necessarily need to use the map information. The entry determination unit 11 may determine whether or not the vehicle V has entered the entry / exit G of the automobile exclusive road R by detecting the entrance / exit G of the automobile exclusive road R around the vehicle V by the vehicle-mounted camera 1. .. In addition, the approach determination unit 11 recognizes the position of the vehicle V by SLAM technology by using the position information of fixed obstacles such as telephone poles included in the map information of the map database 4 and the captured image of the vehicle-mounted camera 1. Alternatively, it may be determined whether or not the vehicle V has entered the doorway G of the automobile exclusive road R.

  The branch determination unit 12 does not necessarily need to use the map information. The branch determination unit 12 detects whether the entrance G of the automobile exclusive road R is connected to a plurality of branch entrances S by detecting the end of the entrance G of the automobile exclusive road R by the vehicle-mounted camera 1. You may. In this case, the branch determination unit 12 detects the end of the white line marked on each branch with the vehicle-mounted camera 1 at the end of the free space F where there is no white line, and determines the position of the end of the white line. It may be the entrance S. The branch determination unit 12 determines, based on the image captured by the vehicle-mounted camera 1, whether or not the tip of the entrance G of the vehicle exclusive road R is connected to a plurality of branch road entrances S by a known method.

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

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

  The steering start determination unit 14 may determine that steering has been performed when the steering torque becomes equal to or higher than a predetermined threshold value, based on the steering torque provided to the steering wheel by the driver obtained from the steering torque sensor.

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

  Before the ECU 10 determines whether or not the vehicle V has entered the entrance / exit G of the automobile exclusive road R by the entry determination unit 11, the branch determination unit 12 sets the destination of the entrance G to a plurality of branch road entrances S by the branch determination unit 12. You may judge whether it is connected. When the branch determination unit 12 determines that the vehicle V has entered a straight road leading to the entrance G based on the position information of the GPS receiver 2 and the map information of the map database 4, the branch of the entrance G is divided into a plurality of branches. The determination as to whether or not the road entrance S is connected may be started.

  The automatic driving system 100 may perform driving assistance instead of automatic driving. In addition, when a preceding vehicle exists when entering the entrance G of the automobile road R, the traveling control may be performed so as to follow the preceding vehicle. At this time, the automatic driving system 100 follows the preceding vehicle and heads toward any of the branch road entrances S when the driver does not steer, even when there are a plurality of branch road entrances S. Run. When the driver steers, the automatic driving system 100 may stop following the preceding vehicle and repeat the process from S28 of FIG.

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

  DESCRIPTION OF SYMBOLS 1 ... Vehicle-mounted camera, 11 ... Entrance determination part, 12 ... Branch determination part, 13 ... Positional relationship recognition part, 14 ... Steering start determination part, 15 ... Steering end determination part, 16 ... 1st permissible range determination part, 17 ... 2 allowable range determination unit, 18 ... automatic driving control unit, 100 ... automatic driving system, G ... doorway, R ... motorway, S ... branch road entrance, V ... vehicle.

Claims (1)

An automatic driving system for executing automatic driving of a vehicle when automatic driving is required,
Position information and map information on the map of the vehicle, or based on the image captured by the vehicle-mounted camera, an entry determination unit that determines whether or not the vehicle has entered the doorway of the motorway.
A branch determination unit that determines whether or not the destination of the doorway is connected to a plurality of forked road entrances, based on the position information on the map of the vehicle and the map information, or an image captured by the vehicle-mounted camera,
When the entry determination unit determines that the vehicle has entered the entrance, when the branch determination unit does not determine that the destination of the entrance is connected to a plurality of branch road entrances, the destination of the entrance An automatic driving control unit that performs the automatic driving so that the vehicle travels toward the road of
When it is determined by the branch determination unit that the end of the entrance is connected to the plurality of branch entrances, based on the position information on the map of the vehicle and the map information, or the image captured by the vehicle-mounted camera. A positional relationship recognition unit that recognizes a positional relationship between the vehicle and the plurality of branch road entrances,
When it is determined by the branch determination unit that the tip of the entrance / exit is connected to the plurality of branch passage entrances, it is determined whether or not the driver of the vehicle is steered by a predetermined timing. A steering start determination unit that
When it is determined by the steering start determination unit that the driver's steering is performed, a steering end determination unit that determines whether or not the driver's steering has ended,
When it is determined by the steering start determination unit that the driver has not steered by the predetermined timing, the vehicle is controlled based on the positional relationship between the vehicle and the plurality of branch road entrances. A first permissible range determination unit that determines whether or not the branch passage entrance exists within a predetermined first permissible range as a reference;
When it is determined by the steering start determination unit that the driver has performed steering by the predetermined timing, the steering end determination unit is based on the positional relationship between the vehicle and the plurality of branch road entrances. A second permissible range determining unit that determines whether or not the branch road entrance is within a predetermined second permissible range based on the vehicle when it is determined that the driver has finished steering.
Equipped with
The automatic driving control unit,
If the first allowable range determination unit determines that the branch road entrance within the first allowable range exists, the vehicle may travel toward one of the branch road entrances within the first allowable range. Automatic driving to
If the second allowable range determination unit determines that the branch road entrance within the second allowable range exists, the vehicle may travel toward one of the branch road entrances within the second allowable range. Automatic driving to
If the first allowable range determination unit determines that the branch passage entrance within the first allowable range does not exist, or if the second allowable range determination unit determines that the branch passage entrance within the second allowable range is An automatic driving system that notifies the driver when it is determined that the driver does not exist.

Images