JP6819054B2 - Self-driving vehicle - Google Patents

Description

The present invention relates to an autonomous driving vehicle in which autonomous driving is performed.

Conventionally, vehicles that perform automatic driving have been known. An example of this type of vehicle is that described in Patent Document 1, for example.
In the vehicle described in Patent Document 1, when it is determined that there is an event to be interrupted in front of the guide path, which needs to interrupt the automatic driving regardless of the driver's operation, the vehicle is interrupted based on the state of the driver. When the target event reaches the point where it exists, it is predicted whether or not the driver requests the continuation of autonomous driving. When it is predicted that the driver wants to continue the automatic driving, the interruption timing of the automatic driving is reset. The setting is made so as to switch the automatic operation to the manual operation by the operation of the driver based on the re-interruption timing of the reset automatic operation.

Japanese Unexamined Patent Publication No. 2015-141560

For example, an autonomous vehicle is configured to be capable of autonomous driving in an autonomous driving area such as a highway or a toll road, and in a non-autonomous area such as a general road or a crowded ETC gate. Is configured so that autonomous driving cannot be performed, switching from autonomous driving to driver's manual driving (driving to the driver) before the autonomous vehicle enters the autonomous driving area from the autonomous driving area. It is necessary to execute the handover of the operation).
However, depending on the situation, there is a possibility that the handover of the driving operation to the driver is not completed before the autonomous driving vehicle enters the autonomous driving non-autonomous region.

In view of the above problems, an object of the present invention is to provide an autonomous driving vehicle capable of improving safety when the handover of a driving operation to a driver is not completed within the autonomous driving capable region. ..

In an autonomous vehicle where autonomous driving is performed
A route switching from automatic operation region A to the automatic operation impossible area C, traveling a route comprising a transition region B is switching point from the automatic operation region A to the automatic operation impossible area C, the automatic operation When the handover of the driving operation to the driver is not completed in the possible area A , the guard rail or the wall in the automatic driving impossible area C located on the left side in the vehicle width direction in the transition area B is the transition area. B until either continues in the traveling direction of the automatically driven vehicle, continuously in the running direction of the normal vehicle guard rail or the wall of the automatic operation impossible area C located in the vehicle width direction right up to the transition region B It is characterized by having a handover non-processing function unit that determines whether or not the vehicle is driving, generates a traveling plan for stopping the autonomous driving vehicle along the guard rail or the wall on the determined side, and travels according to the traveling plan. Self-driving vehicles will be provided.

ETC at the exit of, for example, a highway, a toll road, which is a switching point from an automatically driving area such as a highway or a toll road to a non-automatic driving area such as a general road or the vicinity of a crowded ETC gate. On the front side of the gate, on the left side in the vehicle width direction or the right side in the vehicle width direction, there is a guard rail or a wall that continues in the vehicle traveling direction.
Therefore, in the self-driving vehicle of the present invention, when the handover of the driving operation to the driver is not completed within the self-driving area, the self-driving vehicle is placed on the continuous guard rail or wall on the left side in the vehicle width direction. It can be parked along or along a continuous guard rail or wall on the right side of the vehicle width.
Therefore, the self-driving vehicle of the present invention is safer than the case where the self-driving vehicle cannot be stopped at a safe position when the handover of the driving operation to the driver is not completed within the self-driving area. Can be improved.

According to the present invention, it is possible to improve the safety when the handover of the driving operation to the driver is not completed in the area where the autonomous driving is possible.

It is a schematic block diagram of the automatic driving vehicle V of 1st Embodiment. It is a flowchart for demonstrating the handover-impossible processing executed by the handover-impossible processing function unit 10c of the automatic driving vehicle V of 1st Embodiment. It is a figure for exemplifying the movement of the self-driving vehicle V which executed the handover impossibility processing.

Hereinafter, the first embodiment of the autonomous driving vehicle of the present invention will be described. FIG. 1 is a schematic configuration diagram of an autonomous driving vehicle according to the first embodiment.

In the example shown in FIG. 1, the autonomous driving vehicle V is, for example, a passenger car, and the autonomous driving vehicle V is equipped with an automatic driving device 100. The automatic driving device 100 executes the automatic driving of the automatic driving vehicle V. The automatic driving means a control in which driving operations such as acceleration, deceleration, and steering of the automatic driving vehicle V are executed without the driving operation of the driver of the automatic driving vehicle V.
Autonomous driving includes, for example, lane keeping support control. In the lane keeping support control, the steering wheels (not shown) are automatically steered (that is, without the steering operation of the driver) so that the autonomous driving vehicle V does not deviate from the traveling lane. That is, in the lane keeping support control, for example, the steering wheels are automatically steered so that the autonomous driving vehicle V travels along the traveling lane even when the driver does not perform the steering operation.
In addition, automatic driving includes, for example, navigation control. In the navigation control, for example, when there is no preceding vehicle in front of the autonomous driving vehicle V, constant speed control for driving the autonomous driving vehicle V at a constant speed at a preset speed is executed, and in front of the autonomous driving vehicle V. When there is a preceding vehicle, follow-up control is executed to adjust the vehicle speed of the autonomous driving vehicle V according to the distance between the preceding vehicle and the preceding vehicle.
In the example shown in FIG. 1, the automatic driving of the automatic driving vehicle V is executed in the automatic driving area A (see FIG. 3) such as a highway, a toll road, and the like.

In the example shown in FIG. 1, manual driving by a driver is executed in an area where automatic driving is not possible, such as on a general road or near a crowded ETC gate. That is, in the area where automatic driving is not possible, the automatic driving vehicle V runs by the driving operation of the driver.
The non-autonomous driving area may be registered in advance in, for example, the ROM of the ECU 10 described later, or based on the information acquired by, for example, the external sensor 1, the GPS receiving unit 2, and the map database 4 described later. For example, it may be determined whether or not the recognition unit 12 described later is in the region where automatic driving is not possible.
The manual driving is, for example, a driving state in which the automatic driving vehicle V is driven mainly by the driving operation of the driver. The manual driving includes, for example, a driving state in which the self-driving vehicle V is driven based only on the driving operation of the driver. Further, the manual driving includes a driving state in which the driving operation support control for supporting the driving operation of the driver is performed while the driving operation of the driver is the main body.
When driving operation support control is performed during manual driving, for example, the driver proactively performs one of steering, accelerator operation, and braking operation of the self-driving vehicle V, and the self-driving device 100 proactively operates the driver. A mode in which any of steering control, engine control, and brake control that has not been operated is performed is included.

As shown in FIG. 1, the automatic driving device 100 includes an external sensor 1, a GPS (Global Positioning System) receiver 2, an internal sensor 3, a map database 4, a navigation system 5, an actuator 6, an HMI (Human Machine Interface) 7, and the like. It includes a driver state detection unit 8, an auxiliary device U, and an ECU (electronic control unit) 10.

In the example shown in FIG. 1, the external sensor 1 is a detection device that detects an external situation that is peripheral information of the autonomous driving vehicle V. The external sensor 1 includes at least one of a camera, a radar (Radar), and a lidar (LIDAR: Laser Imaging Detection and Ranging).

The camera is an imaging device that captures the external situation of the autonomous driving vehicle V. The camera is provided, for example, on the back side of the windshield of the autonomous driving vehicle V. The camera may be a monocular camera or a stereo camera. A stereo camera has, for example, two imaging units arranged to reproduce binocular parallax. The imaging information of the stereo camera also includes information in the depth direction. The camera outputs image pickup information regarding the external situation of the autonomous driving vehicle V to the ECU 10.

The radar uses radio waves to detect obstacles outside the autonomous vehicle V. The radio wave is, for example, a millimeter wave. The radar transmits radio waves around the autonomous driving vehicle V, receives radio waves reflected by obstacles, and detects obstacles. The radar can output, for example, the distance or direction to the obstacle as obstacle information about the obstacle. The radar outputs the detected obstacle information to the ECU 10. When performing sensor fusion, the reception information of the reflected radio wave may be output to the ECU 10.

The rider uses light to detect obstacles outside the autonomous vehicle V. The rider transmits light to the surroundings of the autonomous driving vehicle V and receives the light reflected by the obstacle to measure the distance to the reflection point and detect the obstacle. The rider can output, for example, the distance or direction to the obstacle as obstacle information. The rider outputs the detected obstacle information to the ECU 10. When performing sensor fusion, the received information of the reflected light may be output to the ECU 10. The cameras, riders, and radar do not necessarily have to be duplicated.

In the example shown in FIG. 1, the GPS receiving unit 2 receives signals from three or more GPS satellites and acquires position information indicating the position of the autonomous driving vehicle V. Location information includes, for example, latitude and longitude. The GPS receiving unit 2 outputs the measured position information of the autonomous driving vehicle V to the ECU 10.
In another example, instead of the GPS receiving unit 2, another means capable of identifying the latitude and longitude in which the autonomous driving vehicle V exists may be used.

In the example shown in FIG. 1, the internal sensor 3 detects information according to the running state of the autonomous driving vehicle V and an operation amount of any of steering operation, accelerator operation, and brake operation by the driver of the autonomous driving vehicle V. It is a detector. The internal sensor 3 includes at least one of a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor in order to detect information according to the traveling state of the autonomous driving vehicle V.
Further, the internal sensor 3 includes at least one of a steering sensor, an accelerator pedal sensor and a brake pedal sensor in order to detect the amount of operation.

The vehicle speed sensor is a detector that detects the speed of the autonomous driving vehicle V. As the vehicle speed sensor, for example, a wheel speed sensor provided on a wheel of the autonomous driving vehicle V or a drive shaft that rotates integrally with the wheel and detecting the rotation speed of the wheel is used. The vehicle speed sensor outputs vehicle speed information (wheel speed information) including the speed of the autonomous driving vehicle V to the ECU 10.

The acceleration sensor is a detector that detects the acceleration of the autonomous driving vehicle V. The acceleration sensor includes, for example, a front-rear acceleration sensor that detects the acceleration in the front-rear direction of the autonomous driving vehicle V, and a lateral acceleration sensor that detects the lateral acceleration of the autonomous driving vehicle V. The acceleration sensor outputs acceleration information including the acceleration of the autonomous driving vehicle V to the ECU 10.

The yaw rate sensor is a detector that detects the yaw rate (rotation angular velocity) around the vertical axis of the center of gravity of the autonomous driving vehicle V. As the yaw rate sensor, for example, a gyro sensor is used. The yaw rate sensor outputs yaw rate information including the yaw rate of the autonomous driving vehicle V to the ECU 10.

The steering sensor is, for example, a detector that detects the steering operation amount of the steering operation on the steering wheel by the driver of the autonomous driving vehicle V. The steering operation amount detected by the steering sensor is, for example, the steering angle of the steering wheel or the steering torque with respect to the steering wheel. The steering sensor is provided, for example, on the steering shaft of the autonomous driving vehicle V. The steering sensor outputs information including the steering angle of the steering wheel or the steering torque to the steering wheel to the ECU 10.

The accelerator pedal sensor is, for example, a detector that detects the amount of depression of the accelerator pedal. The amount of depression of the accelerator pedal is, for example, the position of the accelerator pedal (pedal position) with reference to a predetermined position. The predetermined position may be a fixed position or a position changed by a predetermined parameter. The accelerator pedal sensor is provided, for example, on the shaft portion of the accelerator pedal of the autonomous driving vehicle V. The accelerator pedal sensor outputs operation information according to the amount of depression of the accelerator pedal to the ECU 10.

The brake pedal sensor is, for example, a detector that detects the amount of depression of the brake pedal. The amount of depression of the brake pedal is, for example, the position of the brake pedal (pedal position) with reference to a predetermined position. The predetermined position may be a fixed position or a position changed by a predetermined parameter. The brake pedal sensor is provided for, for example, a portion of the brake pedal. The brake pedal sensor may detect the operating force of the brake pedal (such as the pedaling force on the brake pedal or the pressure of the master cylinder). The brake pedal sensor outputs operation information according to the amount of depression of the brake pedal or the operating force to the ECU 10.

When the autonomous driving vehicle V is a passenger car for the physically handicapped and the driver of the autonomous driving vehicle V performs a steering operation on the joystick, the automatic driving device 100 uses a sensor for detecting the steering angle of the joystick. It may be provided as an internal sensor 3.

In the example shown in FIG. 1, the map database 4 is a database including map information. The map database 4 is formed in, for example, an HDD (Hard disk drive) mounted on the autonomous driving vehicle V. Map information includes, for example, information on road types such as expressways, toll roads, and general roads, road position information, road shape information, and location information of intersections and junctions. The road shape information includes, for example, a curve, a type of a straight line portion, a curvature of a curve, and the like. In addition, information on expressways or toll roads includes information on tollhouses provided at the entrances and exits of expressways or toll roads, and more specifically, information on gates installed at tollhouses (for example, ETC gates, general gates, etc.). The position etc. are included. Further, when the automatic driving device 100 uses the position information of a shielding structure such as a building or a wall, or SLAM (Simultaneous Localization and Mapping) technology, the map information may include the output signal of the external sensor 1. ..
In another example, the map database 4 may be stored in a computer of a facility such as an information processing center capable of communicating with the autonomous driving vehicle V.

In the example shown in FIG. 1, the navigation system 5 is a device that guides the driver of the autonomous driving vehicle V to a destination set on the map by the driver of the autonomous driving vehicle V.
The navigation system 5 calculates the route on which the autonomous driving vehicle V travels based on the position information of the autonomous driving vehicle V measured by the GPS receiving unit 2 and the map information of the map database 4. The route may be, for example, a route that specifies a traveling lane in which the autonomous driving vehicle V travels in a section of a plurality of lanes. The navigation system 5 calculates, for example, a target route from the position of the autonomous driving vehicle V to the destination, and notifies the driver of the target route by the display of the display and the voice output of the speaker. The navigation system 5 outputs, for example, information on the target route of the autonomous driving vehicle V to the ECU 10.
In the example shown in FIG. 1, the navigation system 5 uses the position information of the autonomous driving vehicle V measured by the GPS receiving unit 2 and the map information of the map database 4, but in other examples, the navigation system 5 instead uses the navigation system 5. , Information stored in a computer of a facility such as an information processing center capable of communicating with the autonomous driving vehicle V may be used. Alternatively, part of the processing performed by the navigation system 5 may be performed by the computer of the facility.

In the example shown in FIG. 1, the actuator 6 is a device that executes traveling control of the autonomous driving vehicle V. The actuator 6 includes at least a throttle actuator, a brake actuator and a steering actuator.

In the example shown in FIG. 1, the throttle actuator controls the amount of air supplied to the engine (throttle opening degree) in response to the control signal from the ECU 10, and controls the driving force of the autonomous driving vehicle V.
In another example in which the autonomous driving vehicle V is an electric vehicle, the actuator 6 does not include a throttle actuator, the actuator 6 has a motor as a power source, and a control signal from the ECU 10 is input to the motor to automatically drive the vehicle. The driving force of the driving vehicle V is controlled.

The brake actuator controls the brake system in response to the control signal from the ECU 10 and controls the braking force applied to the wheels of the autonomous driving vehicle V. As the braking system, for example, a hydraulic braking system can be used.

The steering actuator controls the drive of the assist motor that controls the steering torque in the electric power steering system according to the control signal from the ECU 10. As a result, the steering actuator controls the steering torque of the autonomous driving vehicle V.

In the example shown in FIG. 1, the HMI 7 is an interface for outputting and inputting information between the occupant (including the driver) of the autonomous driving vehicle V and the autonomous driving device 100. The HMI 7 includes, for example, a display panel for displaying image information to the occupant, a speaker for audio output, an operation button or a touch panel for the occupant to perform an input operation, and the like. The HMI 7 may output information to the occupant using a wirelessly connected mobile information terminal, or may accept an input operation by the occupant using the mobile information terminal.

In the example shown in FIG. 1, the driver state detection unit 8 detects the driver state of the autonomous driving vehicle V. The driver state detection unit 8 includes a driver monitor camera for estimating the driver's state by image recognition and a living body for detecting the driver's biological signal in order to detect information on the state of the driver who operates the autonomous driving vehicle V. Including signal sensors and the like.
The driver monitor camera is provided, for example, at a position in front of the driver on the cover of the steering column of the autonomous driving vehicle V, and images the driver. A plurality of driver monitor cameras may be provided in order to image the driver from a plurality of directions. The driver monitor camera outputs the image pickup information of the driver to the ECU 10.
The biosignal sensor is attached to the driver itself or is installed around the driver, for example. Examples of biological signals include signals related to the heartbeat, brain waves, respiration, and the like of the human body. In addition, conventionally known biological signals can be used. The biological signal is detected as a waveform having a period, frequency, and amplitude. The biological signal sensor outputs the driver's biological signal to the ECU 10.

In the example shown in FIG. 1, the auxiliary device U is usually a device that can be operated by the driver of the autonomous driving vehicle V. The auxiliary device U is a general term for devices not included in the actuator 6.
In the example shown in FIG. 1, the auxiliary device U includes, for example, a turn signal light, a headlight, a wiper, and the like.

In the example shown in FIG. 1, the ECU 10 controls the operation of the autonomous driving vehicle V. The ECU 10 has a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like.
In the example shown in FIG. 1, the ECU 10 has an automatic driver main function unit 10a, a driver handover function unit 10b, a handover impossible processing function unit 10c, and a guardrail detection function unit 10d. The automatic driver main function unit 10a includes an acquisition unit 11, a recognition unit 12, a travel plan generation unit 13, a calculation unit 14, a display unit 15, and a control unit 16. In the ECU 10, various functions are realized by loading the program stored in the ROM into the RAM and executing the program in the CPU. The ECU 10 may be composed of a plurality of electronic control units.

In the example shown in FIG. 1, the acquisition unit 11 operates the steering operation, the accelerator operation, and the brake operation by the driver of the autonomous driving vehicle V during automatic driving based on the information acquired by the internal sensor 3, and the manual operation. The amount of steering operation, accelerator operation, and brake operation by the driver of the autonomous driving vehicle V in the vehicle is acquired. The operating amount is, for example, the steering angle of the steering wheel, the steering torque with respect to the steering wheel, the amount of depression of the accelerator pedal, the amount of depression of the brake pedal, the operating force of the brake pedal, and the like. Alternatively, the operating amount may be the duration of a state in which the steering angle of the steering wheel, the steering torque with respect to the steering wheel, the depression amount of the accelerator pedal, the depression amount of the brake pedal, the operating force of the brake pedal, and the like are equal to or more than the set threshold values. ..

In the example shown in FIG. 1, the recognition unit 12 recognizes the environment around the autonomous driving vehicle V based on the information acquired by the external sensor 1, the GPS receiving unit 2, and the map database 4. The recognition unit 12 has, for example, an obstacle recognition unit (not shown), a road width recognition unit (not shown), and a facility recognition unit (not shown).
The obstacle recognition unit recognizes obstacles around the autonomous driving vehicle V as the environment around the autonomous driving vehicle V based on the information acquired by the external sensor 1. Obstacles recognized by the obstacle recognition unit include, for example, moving objects such as pedestrians, other vehicles, motorcycles and bicycles, road lane boundaries (white line, yellow line), curbs, guardrails, poles, and median strips. Includes stationary objects such as strips, buildings and trees. The obstacle recognition unit acquires information on the distance between the obstacle and the autonomous driving vehicle V, the position of the obstacle, the direction of the obstacle with respect to the autonomous driving vehicle V, the relative speed, the relative acceleration, the type of the obstacle, and the attributes. Types of obstacles include pedestrians, other vehicles, moving objects, stationary objects, and the like. The attribute of an obstacle is a property of the obstacle such as hardness and shape of the obstacle.
The road width recognition unit recognizes the road width of the road on which the self-driving vehicle V travels as the environment around the self-driving vehicle V based on the information acquired by the external sensor 1, the GPS receiving unit 2, and the map database 4. ..
Based on the map information acquired by the map database 4 and the position information of the autonomous driving vehicle V acquired by the GPS receiving unit 2, the facility recognition unit uses the autonomous driving vehicle V as an environment around the autonomous driving vehicle V at the intersection and Recognize whether you are driving in one of the parking lots. Based on the map information and the position information of the self-driving vehicle V, the facility recognition unit uses the self-driving vehicle V as the environment around the self-driving vehicle V to travel on the school road, near the childcare facility, near the school, near the park, etc. You may recognize whether or not it is done.

In the example shown in FIG. 1, the travel plan generation unit 13 is acquired from the target route calculated by the navigation system 5, information on obstacles around the autonomous driving vehicle V recognized by the recognition unit 12, and the map database 4. Based on the map information, a travel plan (target course) of the autonomous driving vehicle V is generated.
The travel plan is a trajectory on which the autonomous driving vehicle V travels on the target route. The travel plan includes, for example, the speed, acceleration, deceleration, direction, steering angle, etc. of the autonomous vehicle V at each time.
The travel plan generation unit 13 generates a travel plan such that the autonomous driving vehicle V travels on the target route while satisfying the criteria such as safety, legal compliance, and travel efficiency. Further, the travel plan generation unit 13 generates a travel plan of the autonomous driving vehicle V so as to avoid contact with the obstacles based on the situation of obstacles around the autonomous driving vehicle V.

In the example shown in FIG. 1, the calculation unit 14 calculates a threshold value used for determining whether or not automatic operation can be started, a threshold value used for determining whether or not switching from automatic operation to manual operation is executed, and the like. To do.

In the example shown in FIG. 1, for example, the display unit 15 can display the threshold value and the like used for determining whether or not the automatic operation calculated by the calculation unit 14 can be started on the display unit of the HMI 7. In addition, the display unit 15 can notify the driver that the automatic driving is being executed and that the automatic driving is not being executed.

In the example shown in FIG. 1, the control unit 16 automatically controls the travel of the autonomous driving vehicle V based on the travel plan generated by the travel plan generation unit 13. The control unit 16 outputs a control signal according to the travel plan to the actuator 6. That is, the control unit 16 controls the actuator 6 based on the travel plan, so that the automatic driving of the automatic driving vehicle V is executed.
Further, when the operation amount of the driver acquired by the acquisition unit 11 becomes equal to or greater than the threshold value calculated by the calculation unit 14 during the execution of the automatic operation of the automatic driving vehicle V, the control unit 16 performs the automatic operation to the manual operation. Perform a switch to.

In the example shown in FIG. 1, when the automatic driving of the automatic driving vehicle V is started, the control unit 16 automatically drives, for example, based on the environment around the automatic driving vehicle V recognized by the external sensor 1 and the recognition unit 12. Is determined whether or not can be started. When the automatic operation can be started, the control unit 16 notifies the driver by the HMI 7 that the automatic operation can be started. Next, when the driver performs a predetermined input operation on the HMI 7, the automatic driving device 100 starts the automatic driving of the automatic driving vehicle V.

In the example shown in FIG. 1, as described above, when the operation amount of the driver acquired by the acquisition unit 11 becomes equal to or greater than the threshold value calculated by the calculation unit 14 during the execution of the automatic driving of the autonomous driving vehicle V ( Specifically, when any of the steering operation, the accelerator operation, and the brake operation by the driver exceeds the threshold value), the automatic driving device 100 switches the automatic driving to the manual driving.

In the example shown in FIG. 1, the automatic operation device 100 can further switch the automatic operation to the manual operation by the method described in paragraphs 0026 and 0027 of Japanese Patent Application Laid-Open No. 2008-290680.
Specifically, in the example shown in FIG. 1, for example, the switching point (example shown in FIG. 3) of the autonomous driving vehicle V from the autonomous driving enableable area A (see FIG. 3) to the autonomous driving impossible area C (see FIG. 3). Then, when traveling on the route including the transition region B), for example, the driver handover function unit 10b of the automatic driving device 100 performs the HMI 7 (see FIG. 1) before the automatic driving vehicle V reaches the switching point. Through this, the driver is requested to switch from automatic driving to manual driving of the driver (handjob of the driving operation to the driver).
The driver then turns off, for example, an automatic driving switch (not shown) when switching from automatic driving to manual driving is possible.
Next, for example, the driver handover function unit 10b of the automatic driving device 100 is automatically driven before the automatic driving vehicle V reaches the switching point (transition area B) from the automatic driving possible area A to the automatic driving non-profit area C. When the driving vehicle V is traveling in the automatically driving area A, the switching from the automatic driving to the manual driving is executed. As a result, the handover of the driving operation to the driver is completed.

By the way, depending on the situation, there is a possibility that the handover of the driving operation to the driver is not completed before the autonomous driving vehicle V enters the autonomous driving impossible area C from the autonomous driving possible area A.
In addition, automatic driving is not possible from an automatically driving area A (see FIG. 3) such as an expressway or a toll road, or near a general road or a crowded ETC gates G1, G2, G3 (see FIG. 3). In the transition area B (see FIG. 3) on the front side of the ETC gates G1, G2, and G3 at the exit of, for example, an expressway or a toll road, which is a switching point to the area C (see FIG. 3), the left side in the vehicle width direction (see FIG. 3). On the upper side of FIG. 3 or on the right side of the vehicle width direction (lower side of FIG. 3), there is a guard rail GL, GR (see FIG. 3) or a wall continuing in the vehicle traveling direction (left-right direction of FIG. 3).
Therefore, in the autonomous driving vehicle V of the first embodiment, as shown in FIG. 1, a handover impossible processing function unit 10c and a guardrail detection function unit 10d are provided. Further, in the autonomous driving vehicle V of the first embodiment, the handover impossible processing described later is executed by the handover impossible processing function unit 10c.
FIG. 2 is a flowchart for explaining a handover impossible processing executed by the handover impossible processing function unit 10c of the autonomous driving vehicle V of the first embodiment. FIG. 3 is a diagram for schematically explaining the movement of the autonomous driving vehicle V in which the handover impossible processing is executed. In detail, FIG. 3 shows the front side in the traveling direction of the autonomous driving vehicle V of the ETC gates G1 and G2 and the ETC / general gate G3 installed at the exit tollhouse of the expressway or the toll road, for example.

In the routine shown in FIG. 2, for example, the automatic driving vehicle V (see FIG. 3) switches from the automatic driving possible area A (see FIG. 3) to the automatic driving non-operational area C (see FIG. 3) (transition area B (see FIG. 3)). 3))) is being traveled, and the autonomous driving vehicle V is started before entering the transition region B.
When the routine shown in FIG. 2 is started, in step S100, for example, the driver handover function unit 10b (see FIG. 1) executes the handover of the driving operation to the driver (switching from automatic operation to manual operation). (Detailedly, a handover request is issued to the driver).
Next, in step S101, when the autonomous driving vehicle V is located in the transition region B, the handover of the driving operation to the driver can be automatically performed by, for example, the handover impossible processing function unit 10c (see FIG. 1). It is determined whether or not it is completed in the area A. If YES, the process proceeds to step S105, and if NO, the process proceeds to step S102.

In step S102, the guard rail GL (see FIG. 3) or the wall (not shown) located on the left side (upper side of FIG. 3) in the width direction of the autonomous vehicle V (see FIG. 3) is the traveling direction of the autonomous vehicle V (not shown). The guard rail GR (see FIG. 3) or the wall (not shown) that continues in the left-right direction of 3 or is located on the right side (lower side of FIG. 3) in the width direction of the autonomous vehicle V is the autonomous vehicle V. For example, the guard rail detection function unit 10d (see FIG. 1) determines whether or not the vehicle continues in the traveling direction.
The guardrail GL or wall located on the left side in the width direction of the autonomous driving vehicle V and the guardrail GR or wall located on the right side in the width direction of the autonomous driving vehicle V are, for example, an external sensor 1 (see FIG. 1) and a GPS receiver 2 (see FIG. 1). Based on the information acquired by the map database 4 (see FIG. 1) and the map database 4 (see FIG. 1), it is detected in advance by, for example, the guardrail detection function unit 10d.
If the guardrail GL located on the left side in the width direction of the autonomous driving vehicle V continues in the traveling direction of the autonomous driving vehicle V, the process proceeds to step S103. If the guardrail GR located on the right side in the width direction of the autonomous driving vehicle V continues in the traveling direction of the autonomous driving vehicle V, the process proceeds to step S104.

In step S103, for example, before the autonomous driving vehicle V (see FIG. 3) enters the autonomous driving impossible area C (see FIG. 3) from the autonomous driving enable area A (see FIG. 3), for example, the handover impossible processing function unit 10c (see FIG. 3) The self-driving vehicle V (see FIG. 3) is decelerated by (see FIG. 1) and is located on the left side (upper side of FIG. 3) of the self-driving vehicle V in the width direction and in the traveling direction of the self-driving vehicle V (see FIG. 3). The vehicle is stopped along a guard rail GL (see FIG. 3) or a wall (not shown) that continues in the left-right direction.
In step S104, before the autonomous driving vehicle V enters the autonomous driving impossible area C from the autonomous driving possible area A, the autonomous driving vehicle V is decelerated by, for example, the handover impossible processing function unit 10c, and the autonomous driving vehicle V is decelerated. Along the guard rail GR (see FIG. 3) or wall (not shown) located on the right side in the width direction (lower side of FIG. 3) and continuing in the traveling direction of the autonomous driving vehicle V (left-right direction of FIG. 3). It is stopped.
In step S105, for example, the driver handover function unit 10b (see FIG. 1) sets a flag indicating that the handover of the driving operation to the driver is completed.

Specifically, in the example shown in FIG. 3, the vehicle is traveling on a route including a switching point (transition area B) from the autonomous driving area A to the autonomous driving non-operational area C, and before entering the transition area B. Step S100 (see FIG. 2) is executed in the autonomous driving vehicle V, and for example, the driver handover function unit 10b (see FIG. 1) of the autonomous driving vehicle V requests the driver of the autonomous driving vehicle V to perform the handover. It will be issued.
In the example shown in FIG. 3, since the handover of the driving operation to the driver of the autonomous driving vehicle V is not completed in the autonomous driving enableable area A, it is determined as NO in step S101 (see FIG. 2). Further, in step S102 (see FIG. 2), the guardrail GL located on the left side (upper side in FIG. 3) of the autonomous driving vehicle V in the width direction continues in the traveling direction (left-right direction in FIG. 3) of the autonomous driving vehicle V. Is determined. Further, step S103 (see FIG. 2) is executed, and before the autonomous driving vehicle V enters the autonomous driving impossible area C from the automatic driving possible area A, for example, by the handover impossible processing function unit 10c (see FIG. 1). The self-driving vehicle V is decelerated and stopped along the guard rail GL. Specifically, as shown by the arrow in FIG. 3, the traveling plan generation unit 13 (see FIG. 1) makes the traveling plan (target course) of the autonomous driving vehicle V so that the autonomous driving vehicle V is stopped along the guard rail GL. ) Is generated.
In the example shown in FIG. 3, since the guardrail GL'does not continue to the transition region B in the traveling direction of the autonomous driving vehicle V, the autonomous driving vehicle V cannot be stopped along the guardrail GL'.
Specifically, in the example shown in FIG. 3, the autonomous driving vehicle is then driven when any of the steering operation, the accelerator operation, and the brake operation by the driver of the stopped autonomous vehicle V exceeds the above-mentioned threshold value. The automatic operation device 100 of V executes switching from automatic operation to manual operation.

Further, in the example shown in FIG. 3, the autonomous driving vehicle is traveling on the route including the switching point (transition area B) from the autonomous driving possible area A to the automatic driving impossible area C, and before entering the transition area B. At V', step S100 (see FIG. 2) is executed, and for example, the driver handover function unit 10b (see FIG. 1) of the autonomous driving vehicle V'requests the driver of the autonomous driving vehicle V'for handover. It will be issued.
In the example shown in FIG. 3, since the handover of the driving operation to the driver of the autonomous driving vehicle V'is not completed in the autonomous driving enableable area A, it is determined as NO in step S101 (see FIG. 2). Further, in step S102 (see FIG. 2), the guardrail GR located on the right side (lower side in FIG. 3) of the autonomous driving vehicle V'in the width direction continues in the traveling direction (left-right direction in FIG. 3) of the autonomous driving vehicle V'. It is judged that it is. Further, step S104 (see FIG. 2) is executed, and before the autonomous driving vehicle V'enters the autonomous driving impossible area C from the automatic driving possible area A, for example, by the handover impossible processing function unit 10c (see FIG. 1). , The self-driving vehicle V'is decelerated and stopped along the guard rail GR. Specifically, as shown by the arrow in FIG. 3, the traveling plan generation unit 13 (see FIG. 1) makes the traveling plan of the autonomous driving vehicle V'(see FIG. 1) so that the autonomous driving vehicle V'is stopped along the guardrail GR. Target course) is generated.
In the example shown in FIG. 3, since the guardrail GR'does not continue in the traveling direction of the autonomous driving vehicle V'to the transition region B, the autonomous driving vehicle V'cannot be stopped along the guardrail GR'.

In other words, in the autonomous driving vehicle V of the first embodiment, when the handover of the driving operation to the driver is not completed in the autonomous driving enable area A (see FIG. 3), the autonomous driving vehicle V (FIG. 3). 3) is parked along the continuous guard rail GL (see FIG. 3) or wall on the left side of the vehicle width, or the continuous guard rail GR (see FIG. 3) on the right side of the vehicle width. It is stopped along the wall.
Therefore, in the autonomous driving vehicle V of the first embodiment, the autonomous driving vehicle V cannot be stopped at a safe position when the handover of the driving operation to the driver is not completed in the autonomous driving possible area A. It is possible to improve the safety more than the case.
Further, in the automatic driving vehicle V of the first embodiment, when the handover operation of the driving operation to the driver is not completed in the automatic driving area A, the fail operation of the automatic driving vehicle V is required. However, the operability of the autonomous driving vehicle V can be improved.

In the second embodiment of the autonomous driving vehicle of the present invention, the above-described first embodiment of the autonomous driving vehicle of the present invention and each example can be appropriately combined.

1 External sensor 2 GPS receiver 3 Internal sensor 4 Map database 5 Navigation system 6 Actuator 7 HMI
8 Driver status detector 10 ECU
10a Autonomous driving main function unit 10b Driver handover function unit 10c handover impossible processing function unit 10d Guard rail detection function unit 11 Acquisition unit 12 Recognition unit 13 Travel plan generation unit 14 Calculation unit 15 Display unit 16 Control unit 100 Autonomous driving device A Automatic Operable area B Transition area C Autonomous driving non-driving area GL, GR Guard rail U Auxiliary equipment V Autonomous driving vehicle

Claims (1)

In an autonomous vehicle where autonomous driving is performed
A route switching from automatic operation region A to the automatic operation impossible area C, traveling a route comprising a transition region B is switching point from the automatic operation region A to the automatic operation impossible area C, the automatic operation When the handover of the driving operation to the driver is not completed in the possible area A , the guard rail or the wall in the automatic driving impossible area C located on the left side in the vehicle width direction in the transition area B is the transition area. B until either continues in the traveling direction of the automatically driven vehicle, continuously in the running direction of the normal vehicle guard rail or the wall of the automatic operation impossible area C located in the vehicle width direction right up to the transition region B It is characterized by having a handover non-processing function unit that determines whether or not the vehicle is driving, generates a traveling plan for stopping the autonomous driving vehicle along the guard rail or the wall on the determined side, and travels according to the traveling plan. Self-driving vehicle.

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