JP6897432B2 - Autonomous driving system - Google Patents

Description

The present invention relates to an automated driving system.

Conventionally, the following Patent Document 1 is known as a technical document relating to an automatic driving system. Patent Document 1 is an automatic driving control method for notifying a user (occupant) of the completion of preparation when it is determined by the control server that the vehicle is ready to execute automatic driving control. A method of initiating (engaging) automatic driving control when the control server receives a first input indicating that the user is ready after the notification is shown.

U.S. Pat. No. 8,670,891

Starting the automatic driving control by the input (trigger) of the driver of the vehicle or the like as in the above-mentioned conventional technique is called triggered engagement. On the other hand, automatic engagement that automatically starts automatic operation control when a predetermined condition is satisfied is being studied. With automatic engagement, there is no need to worry about whether the driver or the like is in a situation where automatic driving is possible, and automatic driving control is automatically started when the system determines that automatic driving is possible, so automatic driving control It is very convenient for drivers who want to do this. On the other hand, in the triggered engagement, the automatic driving control can be started at the timing intended by the driver or the like at the discretion of the driver or the like. It is desirable to use such triggered engagement and automatic engagement properly depending on the situation. However, there is still room for consideration regarding the convenience of proper use.

Therefore, in the present technical field, it is desired to provide an automatic driving system that can appropriately set the triggered engagement mode or the automatic engagement mode as the default mode depending on the situation.

In order to solve the above problems, the automatic driving system according to one aspect of the present invention satisfies the automatic engagement mode that automatically starts the automatic driving control of the vehicle when the automatic engagement condition is satisfied, and the automatic driving start condition. It is an automatic driving system that can execute a triggered engagement mode that starts automatic driving control of the vehicle when an automatic driving start trigger is input by the driver of the vehicle, and is a map database that stores map information. And the vehicle position recognition unit that recognizes the position of the vehicle on the map, and the default mode in which either the automatic engagement mode or the triggered engagement mode is associated with the area or road type set on the map as the default mode. It includes a default mode information storage unit that stores mode information, and a default mode setting unit that sets the default mode of the vehicle based on the map information, the position of the vehicle on the map, and the default mode information.

According to the automatic driving system according to one aspect of the present invention, the triggered engagement mode or the automatic engagement mode can be appropriately set as the default mode depending on the situation.

It is a block diagram which shows the automatic operation system which concerns on one Embodiment. (A) It is a flowchart which shows an example of the setting process of the default mode according to a road type. (B) It is a flowchart which shows an example of the setting process of the default mode according to the update frequency of a map data. (A) It is a flowchart which shows an example of the setting process of the default mode according to the update frequency of a background map. (B) It is a flowchart which shows an example of the setting process of the default mode according to a traffic jam state.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a block diagram showing an automatic driving system according to an embodiment. The automatic driving system 100 according to the first embodiment shown in FIG. 1 is mounted on a vehicle such as a passenger car and executes automatic driving of the vehicle. The automatic driving control is a vehicle control for automatically driving a vehicle toward a preset destination. In automatic driving control, the driver does not need to perform a driving operation, and the vehicle automatically travels.

The autonomous driving system 100 is capable of performing triggered engagement and automatic engagement. Triggered engagement means that the automatic driving control of the vehicle is started when the automatic driving start condition is satisfied and the automatic driving start trigger is input by the occupant. The automatic engagement is to automatically start the automatic driving control of the vehicle when the automatic engagement condition is satisfied. Triggered engagement and automatic engagement will be described in detail later.

[Configuration of autonomous driving system]
As shown in FIG. 1, the automatic operation system 100 includes an ECU [Electronic Control Unit] 20 that collectively manages the system. The ECU 20 is an electronic control unit having a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like. In the ECU 20, for example, various functions are realized by loading the program stored in the ROM into the RAM and executing the program loaded in the RAM in the CPU. The ECU 20 may be composed of a plurality of electronic units.

The ECU 20 is connected to a GPS receiver 1, an external sensor 2, an internal sensor 3, a map database 4, a BG map database 5, a default mode information storage unit 6, a navigation system 7, an actuator 8, and an HMI [Human Machine Interface] 9. ing.

The GPS receiving unit 1 is a measuring instrument that measures the position of a vehicle (for example, the latitude and longitude of a vehicle) by receiving signals from three or more GPS satellites. The GPS receiving unit 1 transmits the measured position information of the vehicle to the ECU 20.

The external sensor 2 is a detection device that detects the situation around the vehicle. The external sensor 2 includes at least one of a camera and a radar sensor.

A camera is an imaging device that captures the external situation of a vehicle. The camera is located behind the windshield of the vehicle. The camera transmits the imaging information regarding the external condition of the vehicle to the ECU 20. The camera may be a monocular camera or a stereo camera.

A radar sensor is a detection device that detects obstacles around a vehicle by using radio waves (for example, millimeter waves) or light. Radar sensors include, for example, millimeter-wave radar or lidar [LIDAR: Light Detection and Ranging]. The radar sensor transmits radio waves or light to the periphery of the vehicle and detects the obstacle by receiving the radio waves or light reflected by the obstacle. The radar sensor transmits the detected obstacle information to the ECU 20. Obstacles include stationary obstacles such as guardrails and buildings, as well as moving obstacles such as pedestrians, bicycles, and other vehicles.

The internal sensor 3 is a detection device that detects the traveling state of the vehicle and the vehicle state. The internal sensor 3 includes a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor. The vehicle speed sensor is a detector that detects the speed of the vehicle. As the vehicle speed sensor, for example, a wheel speed sensor provided on a wheel of a vehicle or a drive shaft that rotates integrally with the wheel or the like and detects the rotation speed of the wheel is used. The vehicle speed sensor transmits the detected vehicle speed information (wheel speed information) to the ECU 20.

An acceleration sensor is a detector that detects the acceleration of a vehicle. The acceleration sensor includes, for example, a front-rear acceleration sensor that detects the acceleration in the front-rear direction of the vehicle and a lateral acceleration sensor that detects the lateral acceleration of the vehicle. The acceleration sensor transmits, for example, vehicle acceleration information to the ECU 20. The yaw rate sensor is a detector that detects the yaw rate (rotational angular velocity) around the vertical axis of the center of gravity of the vehicle. As the yaw rate sensor, for example, a gyro sensor can be used. The yaw rate sensor sends the detected yaw rate information of the vehicle to the ECU 20.

The map database 4 is a database that stores map information. The map database 4 is formed in, for example, an HDD [Hard Disk Drive] mounted on a vehicle. Map information includes road position information, road type (motorways, general roads, etc.), road shape information (for example, curvature), intersection and branch point position information, structure position information, and the like. .. The map information may also include traffic regulation information such as legal speed associated with location information, and facility data including the location of the facility and the type of facility (type of school, hospital, station, convenience store, etc.). May be included. The map database 4 is updated as appropriate. The map database 4 updates the map information based on the update information transmitted from the map update server such as the management center capable of communicating with the vehicle, for example. The map database 4 does not have to be in-vehicle, and may be stored in a server of a facility such as a management center. In this case, the map information is updated in the server.

The BG map database 5 is a database that stores a background map (hereinafter referred to as a BG map) used for automatic driving. The BG map is a map that includes position information on a map of stationary obstacles such as trees and utility poles. The automatic driving system 100 appropriately recognizes a stationary obstacle by referring to the BG map for the detection result (obstacle information, etc.) of the external sensor 2. The BG map will be updated as appropriate to accommodate the growth of trees and the installation and removal of utility poles and guardrails due to construction work. The BG map database 5 updates the BG map based on the update information transmitted from the update server such as the management center capable of communicating with the vehicle, for example. The BG map database 5 does not have to be in-vehicle, and may be stored in a server of a facility such as a management center. In this case, the BG map is updated in the server. The BG map database 5 may be integrated with the map database 4.

The default mode information storage unit 6 is a storage unit that stores default mode information. Here, the default mode information storage unit 6 is configured as a database. The default mode information is information in which either the automatic engagement mode or the triggered engagement mode is associated with the area and road type set on the map as the default mode.

The default mode means a mode that is automatically preset (automatically set in the vehicle as a default) without any driver's operation among the automatic engagement mode and the triggered engagement mode. That is, by automatically setting the default mode, the driver can reduce the trouble of switching between the automatic engagement mode and the triggered engagement mode.

In the default mode information storage unit 6, either the automatic engagement mode or the triggered engagement mode is associated with the road type of the road on the map as the default mode. The road type is a distinction between road types such as motorways and general roads. A general road is, for example, a road in a city area set in advance on a map. The general road is not limited to the city area, and may include a road in a preset suburban area, or may include all roads other than a motorway.

Specifically, in the default mode information storage unit 6, the automatic engagement mode can be associated with the motorway as the default mode, and the triggered engagement mode can be associated with the general road as the default mode. Autonomous driving on general roads is carried out in a complicated environment such as turning left or right at an intersection, pausing at a railroad crossing, or avoiding pedestrians. Therefore, the above association is appropriate for a driver who thinks that it is desirable to start automatic driving at the discretion of the driver when automatic driving is canceled for some reason on a general road.

On the other hand, in the default mode information storage unit 6, the triggered engagement mode may be associated with the motorway as the default mode, and the automatic engagement mode may be associated with the general road as the default mode. Since it seems that the frequency of cancellation of automatic driving on general roads is higher than that on motorways on general roads, the automatic engagement mode is set as the default mode from the viewpoint of convenience. Appropriate for drivers who find it desirable.

Further, in the default mode information storage unit 6, the area on the map is distinguished according to the update frequency of the map information of the map database 4, and either the automatic engagement mode or the triggered engagement mode is used for the area according to the update frequency. One is associated as the default mode. The frequency of updating the map information is the number of times the map information is updated within a certain period (for example, one month).

The method of forming the area according to the update frequency of the map information is not particularly limited. The area according to the update frequency of the map information may be formed by dividing the map in a grid pattern along the latitude and longitude, may be formed by dividing the map along the boundary line of the actual municipality, or may be formed along the road. It may be a set section. The section set along the road may be a section divided by a fixed distance, or may be a section divided by an intersection in addition to the distance.

In the default mode information storage unit 6, for example, the default mode is associated with the high update frequency area and the low update frequency area of the map information set on the map. The high update frequency area of the map information is an area preset on the map, and the update frequency of the map information is equal to or higher than the first update threshold value. The first update threshold value is a preset threshold value for determining the frequency of updating map information. The low update frequency area of the map information is an area set in advance on the map, and the frequency of updating the map information is less than the first update threshold value. The low update frequency area of the map information may be an area where the update frequency of the map information is less than the second update threshold value. The second update threshold is a value smaller than the first update threshold.

In the default mode information storage unit 6, the triggered engagement mode can be associated with the high update frequency area of the map information as the default mode, and the automatic engagement mode can be associated with the low update frequency area as the default mode. In areas where the map information is updated frequently, there is a possibility that the driving plan for autonomous driving will be generated from the old map information due to the time difference in the update and will not match the actual road conditions. Therefore, the above association is appropriate for the driver who thinks that it is desirable to start the automatic driving at the discretion of the driver when the automatic driving is canceled in the area where the map information is updated frequently.

On the other hand, in the default mode information storage unit 6, the automatic engagement mode may be associated with the high update frequency area of the map information as the default mode, and the triggered engagement mode may be associated with the low update frequency area as the default mode. In such an association, it seems that the frequency of cancellation of automatic driving is higher in the area with high update frequency of map information than in the area with low update frequency. Therefore, from the viewpoint of convenience, the automatic engagement mode may be set as the default mode. Suitable for drivers who deem it desirable. The automatic driving system 100 may have a mode in which automatic engagement is enabled after the update of the map information is completed when the automatic driving is canceled due to the delay in updating the map information.

Further, in the default mode information storage unit 6, the area on the map is distinguished according to the update frequency of the BG map of the BG map database 5, and either the automatic engagement mode or the triggered engagement mode is used for the area according to the update frequency. One is associated as the default mode. The frequency of updating the BG map is the number of times the BG map is updated within a certain period (for example, one month). The method of forming the area according to the update frequency of the BG map is not particularly limited. The area corresponding to the update frequency of the BG map may be formed in the same manner as the area of the update frequency of the map information, or may be formed by a different method.

In the default mode information storage unit 6, for example, the default mode is associated with the high update frequency area and the low update frequency area of the BG map set on the map. The high update frequency area of the BG map is an area set in advance on the map, and the update frequency of the BG map is equal to or higher than the third update threshold value. The third update threshold is a preset threshold for determining the frequency of updating the BG map. The low update frequency area of the BG map is an area set in advance on the map, and the update frequency of the BG map is less than the third update threshold value. The low update frequency area of the BG map may be an area where the update frequency of the BG map is less than the fourth update threshold value. The fourth update threshold is a value smaller than the third update threshold.

In the default mode information storage unit 6, the triggered engagement mode can be associated with the high update frequency area of the BG map as the default mode, and the automatic engagement mode can be associated with the low update frequency area as the default mode. In areas where the BG map is updated frequently, there is a possibility that the driving plan for autonomous driving will be generated from the old BG map due to the time difference of the update and will not match the actual road conditions. Therefore, the above association is appropriate for the driver who thinks that it is desirable to start the automatic driving at the discretion of the driver when the automatic driving is canceled in the high update frequency area of the BG map.

On the other hand, in the default mode information storage unit 6, the automatic engagement mode may be associated with the high update frequency area of the BG map as the default mode, and the triggered engagement mode may be associated with the low update frequency area as the default mode. In such an association, it seems that the frequency of cancellation of automatic operation is higher in the high update frequency area of the BG map than in the low update frequency area. Therefore, from the viewpoint of convenience, the automatic engagement mode may be set as the default mode. Suitable for drivers who deem it desirable. The automatic operation system 100 may have a mode in which automatic engagement is enabled after the update of the BG map is completed when the automatic operation is canceled due to the delay in updating the BG map.

In addition, in the default mode information storage unit 6, either the automatic engagement mode or the triggered engagement mode may be associated with the determination result of the congestion determination unit 27, which will be described later, as the default mode. Details will be described later. The association of the default mode described above may be determined as an initial setting at the time of shipment of the vehicle, or may be arbitrarily set by the occupants of the vehicle.

The default mode information storage unit 6 does not need to store the default mode information corresponding to all of the road type, the update frequency of the map information, the update frequency of the BG map, and the determination result of the congestion state. The default mode information storage unit 6 may store at least the default mode information corresponding to the road type or the update frequency of the map information.

The default mode information storage unit 6 may be a storage unit such as a semiconductor memory in the ECU 20 instead of being separate from the ECU 20, and is a storage unit provided in a server of a facility such as a management center capable of communicating with the vehicle. There may be. The default mode information storage unit 6 may constitute a database integrated with at least one of the map database 4 and the BG map database 5.

The navigation system 7 is mounted on the vehicle and sets a target route on which the vehicle travels by automatic driving control. The navigation system 7 determines a target route from the vehicle position to the destination E based on the preset destination E, the vehicle position measured by the GPS receiver 1, and the map information of the map database 4. Calculate. The destination E of the automatic driving control is set by the occupant of the vehicle operating an input button (or touch panel) provided in the navigation system 7. The target route is set by distinguishing the lanes that make up the road. The navigation system 7 can set a target route by a well-known method. The navigation system 7 may have a function of providing guidance along a target route when the driver manually drives the vehicle. The navigation system 7 outputs information on the target route of the vehicle to the ECU 20. A part of the function of the navigation system 7 may be executed by a server of a facility such as an information processing center capable of communicating with the vehicle. The function of the navigation system 7 may be executed in the ECU 20.

The actuator 8 is a device used for controlling a vehicle. The actuator 8 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) according to the acceleration control command value from the ECU 20, and controls the driving force of the vehicle. When the vehicle is a hybrid vehicle, in addition to the amount of air supplied to the engine, an acceleration control command value from the ECU 20 is input to the motor as a power source to control the driving force. When the vehicle is an electric vehicle, the acceleration control command value from the ECU 20 is input to the motor as a power source instead of the throttle actuator to control the driving force. The motor as a power source in these cases constitutes the actuator 8.

The brake actuator controls the brake system according to the deceleration control command value from the ECU 20, and controls the braking force applied to the wheels of the vehicle. 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 steering control command value from the ECU 20. As a result, the steering actuator controls the steering torque of the vehicle.

The HMI 9 is an interface for inputting / outputting information between the automatic driving system 100 and the occupants. The HMI 9 includes, for example, a display, a speaker, and the like. The HMI 9 outputs an image of the display and an audio output from the speaker in response to the control signal from the ECU 20. The display may be a head-up display. The HMI 9 is provided with, for example, an input device (button, touch panel, voice input device, etc.) for receiving input from an occupant.

Next, the functional configuration of the ECU 20 will be described. As shown in FIG. 1, the ECU 20 includes a vehicle position recognition unit 21, a driving environment recognition unit 22, a driving state recognition unit 23, a triggered engagement determination unit 24, an automatic engagement determination unit 25, a travel plan generation unit 26, and a traffic jam determination unit. It has 27, a default mode setting unit 28, and a vehicle control unit 29.

The vehicle position recognition unit 21 recognizes the position of the vehicle on the map based on the position information of the GPS receiving unit 1 and the map information of the map database 4. In addition, the vehicle position recognition unit 21 uses the position information of fixed obstacles such as utility poles included in the map information of the map database 4 and the detection result of the external sensor 2 to use the SLAM [Simultaneous Localization And Mapping] technology for the vehicle. Recognize the position of. The vehicle position recognition unit 21 may also recognize the position of the vehicle on the map by a well-known method.

The traveling environment recognition unit 22 recognizes the traveling environment of the vehicle based on the detection result of the external sensor 2. The traveling environment includes the position of the obstacle with respect to the vehicle, the relative speed of the obstacle with respect to the vehicle, the moving direction of the obstacle with respect to the vehicle, and the like. The traveling environment recognition unit 22 recognizes the traveling environment of the vehicle by a well-known method based on the image captured by the camera and the obstacle information of the radar sensor.

The traveling state recognition unit 23 recognizes the state of the traveling vehicle based on the detection result of the internal sensor 3. The running state includes the vehicle speed, the vehicle acceleration, and the vehicle yaw rate. Specifically, the traveling state recognition unit 23 recognizes the vehicle speed of the vehicle based on the vehicle speed information of the vehicle speed sensor. The traveling state recognition unit 23 recognizes the acceleration (front-rear acceleration and lateral acceleration) of the vehicle based on the acceleration information of the acceleration sensor. The traveling state recognition unit 23 recognizes the yaw rate of the vehicle based on the yaw rate information of the yaw rate sensor.

The triggered engagement determination unit 24 determines whether or not the automatic driving start condition is satisfied when the vehicle is in the triggered engagement mode. The triggered engagement mode is a mode in which automatic driving control of the vehicle is started by the operation of the driver. The driver can put the vehicle into the triggered engagement mode by inputting the mode setting to the HMI 9.

The automatic operation start condition is a precondition for starting automatic operation control by triggered engagement. One of the conditions for starting automatic driving is, for example, that the vehicle is located within a section that can be automatically driven, which is set in advance on the map. One of the conditions for starting automatic driving may be that the vehicle is in a straight-ahead posture and the vehicle speed is equal to or less than a certain threshold value. One of the conditions for starting automatic driving may be that the shift lever of the vehicle is in the shift position of "D (drive)".

The triggered engagement determination unit 24 is a map information of the map database 4, a position on the map of the vehicle recognized by the vehicle position recognition unit 21, a driving environment of the vehicle recognized by the traveling environment recognition unit 22, and a traveling state recognition unit 23. Based on the recognized running state of the vehicle, it is determined whether or not the automatic driving start condition is satisfied.

When the triggered engagement determination unit 24 determines that the automatic operation start condition is satisfied, it determines whether or not the automatic operation start trigger has been input by the occupant. The automatic operation start trigger is input to the automatic operation system 100 by the occupant operating the trigger input unit included in the input unit of the HMI 9. The automatic operation start trigger is input by, for example, pressing and holding the trigger input unit, which is a button, for a certain period of time. The automatic operation start trigger may be input by voice. The triggered engagement determination unit 24 determines whether or not the automatic operation start trigger has been input based on the input signal of the HMI 9.

The automatic engagement determination unit 25 determines whether or not the automatic engagement condition is satisfied when the vehicle is in the automatic engagement mode. The automatic engagement mode is a mode in which automatic driving control of the vehicle is automatically started when the vehicle satisfies the automatic engagement condition. The driver can switch the vehicle to the automatic engagement mode by inputting the mode setting to the HMI 9.

The automatic engagement condition is a condition for starting automatic operation control by automatic engagement. One of the conditions for automatic engagement is that the vehicle has reached the start point of automatic engagement set in advance on the map. The starting point of autonomous engagement includes, for example, the entrance point of a lane dedicated to autonomous driving.

The automatic engagement condition may be the same as the above-mentioned automatic operation start condition, or may be different from the automatic operation start condition. The automatic engagement condition may be a condition (severe condition) in which it is difficult to start the automatic operation control as compared with the automatic operation start condition. One of the conditions for automatic engagement may be that the shift lever of the vehicle is in the "A (automatic)" shift position.

The automatic engagement determination unit 25 recognizes the map information of the map database 4, the position on the map of the vehicle recognized by the vehicle position recognition unit 21, the driving environment of the vehicle recognized by the driving environment recognition unit 22, and the driving state recognition unit 23. It is determined whether or not the above-mentioned automatic engagement condition is satisfied based on the running state of the vehicle.

The travel plan generation unit 26 includes map information of the map database 4, route information of the navigation system 7, a position on the map of the vehicle recognized by the vehicle position recognition unit 21, the travel environment of the vehicle recognized by the travel environment recognition unit 22, and Based on the running state of the vehicle recognized by the running state recognition unit 23, a running plan for automatic driving control is generated.

The travel plan includes a steering plan related to the steering of the vehicle and a vehicle speed plan related to the vehicle speed of the vehicle. The steering plan includes a target steering angle according to the position on the route on which the vehicle travels by automatic driving control. The position on the route is a position on the map in the extending direction of the route (that is, the target route of the automatic driving control). Specifically, the position on the route can be a set vertical position set at predetermined intervals (for example, 1 m) in the extending direction of the route. The target steering angle is a value that is a control target of the steering angle of the vehicle in the traveling plan. The travel plan generation unit 26 generates a steering plan by setting a target steering angle for each position separated by a predetermined interval on the route. The target steering torque or the target lateral position (position in the width direction of the target road of the vehicle) may be used instead of the target steering angle. A target locus may be set as a steering plan.

The vehicle speed plan includes a target vehicle speed according to the position on the route on which the vehicle travels by automatic driving control. The target vehicle speed is a value that is a control target of the vehicle speed of the vehicle in the travel plan. The travel plan generation unit 26 generates a vehicle speed plan by setting a target vehicle speed at each position separated by a predetermined interval on the route. The target acceleration or the target jerk may be used instead of the target vehicle speed. Time may be used as a reference instead of the position on the route (set vertical position).

The traffic jam determination unit 27 determines whether or not the surroundings of the vehicle are in a traffic jam state based on the traveling environment around the vehicle recognized by the traveling environment recognition unit 22. For example, when the density of other vehicles around the vehicle is equal to or higher than the density threshold value, the congestion determination unit 27 determines that the surroundings of the vehicle are in a traffic jam state. The density threshold value is a preset value for determining the congestion state. The density of other vehicles around the vehicle can be obtained by a well-known method from the detection results of the external sensor 2 and the like.

Alternatively, the traffic jam determination unit 27 determines that the surroundings of the vehicle are in a traffic jam state when the number of other vehicles around the vehicle is equal to or higher than the traffic jam number threshold and the average vehicle speed of the other vehicle is equal to or lower than the traffic jam speed threshold. You may. The number of traffic jams and the traffic jam speed threshold value are preset values for determining the traffic jam state. The method for determining the congestion state is not limited to the method described above. As a method for determining a traffic jam state, various well-known methods can be adopted.

The default mode setting unit 28 sets the automatic engagement mode and the triggered mode based on the map information of the map database 4, the position on the map of the vehicle recognized by the vehicle position recognition unit 21, and the default mode information of the default mode information storage unit 6. Set one of the engagement modes as the vehicle's default mode.

When the default mode setting unit 28 recognizes that the road type of the road on which the vehicle travels is an automobile-only road based on the map information, the position on the map of the vehicle, and the default mode information, the automatic engagement mode and the triggered mode Of the engagement modes, the mode associated with the motorway is set as the default mode. When the default mode setting unit 28 recognizes that the road type of the road on which the vehicle travels is a general road, the default mode setting unit 28 sets the mode associated with the general road as the default mode.

Further, when the default mode setting unit 28 recognizes that the vehicle is traveling in the high update frequency area of the map information, it is associated with the high update frequency area of the map information among the automatic engagement mode and the triggered engagement mode. Set the mode as the default mode. When the vehicle recognizes that the vehicle is traveling in the low update frequency area of the map information, the default mode setting unit 28 sets the mode associated with the low update frequency area of the map information as the default mode.

Further, when the default mode setting unit 28 recognizes that the vehicle is traveling in the high update frequency area of the BG map, it is associated with the high update frequency area of the BG map among the automatic engagement mode and the triggered engagement mode. Set the mode as the default mode. When the vehicle recognizes that the vehicle is traveling in the low update frequency area of the BG map, the default mode setting unit 28 sets the mode associated with the low update frequency area of the BG map as the default mode.

Further, the default mode setting unit 28 sets the default mode of the vehicle based on the determination result of the traffic jam determination unit 27. When the congestion determination unit 27 determines that the surroundings of the vehicle are in a congestion state, the default mode setting unit 28 sets the mode associated with the congestion state in advance as the default mode among the automatic engagement mode and the triggered engagement mode. To do.

Specifically, the triggered engagement mode may be associated with the congestion state as the default mode. If the cause of the cancellation of automatic driving is due to a traffic jam, the cause may not be resolved early due to the passage of time or the movement of the vehicle position. With the above association, even if the preceding vehicle temporarily moves forward in a traffic jam and automatic driving is started by automatic engagement, when the preceding vehicle stops and the vehicle catches up, the traffic jams again and the automatic driving is canceled. Therefore, it is appropriate for drivers who think that it is desirable to start automatic driving at the discretion of the driver in a traffic jam.

On the other hand, the automatic engagement mode may be associated with the congestion state as the default mode. On the contrary, the traffic jam state is considered to be an environment where there is little change in the traffic environment, and even if the automatic driving is canceled, it is easy to return to the automatic driving because the movement of other vehicles around it is slow, and the automatic driving is repeatedly canceled. However, it is suitable for drivers who think that it is desirable to set the automatic engagement mode as the default mode from the viewpoint of convenience.

The automatic engagement mode or the triggered engagement mode may be set as the default mode when the vehicle is not in a traffic jam (when the traffic is not in a traffic jam). In the non-congested state, a mode different from that in the congested state can be set as the default mode.

The default mode setting unit 28 may give priority to the setting of the default mode. The default mode setting unit 28 is, for example, when the mode associated with the road type of the road on which the vehicle travels differs from the mode associated with the area according to the update frequency of the map information on which the vehicle travels, the road type. Give priority to the mode associated with and set it to the default mode. In this case, the default mode setting unit 28 sets the mode associated with the area according to the update frequency of the map information as the default mode when traveling on a road whose road type is not registered.

Similarly, the default mode setting unit 28 sets the road when the mode associated with the road type of the road on which the vehicle travels differs from the mode associated with the area according to the update frequency of the BG map on which the vehicle travels. The mode associated with the type may be set as the default mode with priority. In this case, the default mode setting unit 28 sets the mode associated with the area according to the update frequency of the BG map as the default mode when traveling on a road whose road type is not registered.

Alternatively, when the road type of the road on which the vehicle travels is a motorway, the default mode setting unit 28 may set the default mode by giving priority to the update frequency of the map information or the update frequency of the BG map. .. When the road type of the road on which the vehicle travels is a general road, the default mode setting unit 28 sets the default mode by giving priority to the road type over the update frequency of the map information and the update frequency of the BG map.

The default mode setting unit 28 is a mode associated with the high update frequency area of the BG map when the vehicle is located in the high update frequency area of the BG map even if the vehicle is traveling in the low update frequency area of the map information. May be prioritized and set to the default mode. Similarly, even if the vehicle is traveling in the low update frequency area of the BG map, the default mode setting unit 28 associates the vehicle with the high update frequency area of the BG map when it is located in the high update frequency area of the map information. The specified mode may be prioritized and set to the default mode.

Further, when the congestion determination unit 27 determines that the surroundings of the vehicle are in a congestion state, the default mode setting unit 28 is congested regardless of the road type, the update frequency of the map information, and the update frequency of the BG map. The mode associated with the state may be prioritized and set to the default mode. Although the priority of the default mode has been described above, the priority is not limited to the above contents. The priority may be arbitrarily set by the driver or the like.

In addition, the default mode setting unit 28 may display the current default mode to the driver or the like via the HMI 9. When the default mode is changed, the default mode setting unit 28 may notify the driver or the like of the changed default mode via the HMI 9 by displaying an image and / or outputting a voice. The default mode setting unit 28 controls notification to the driver and the like by transmitting a control signal to the HMI 9.

The default mode setting unit 28 does not need to correspond to all of the road type, the update frequency of the map information, the update frequency of the BG map, and the determination result of the congestion state, and at least corresponds to the update frequency of the road type or the map information. It would be good if the default mode could be set.

The vehicle control unit 29 uses the map information of the map database 4, the position of the vehicle position recognition unit 21 on the vehicle map, the vehicle running environment of the running environment recognition unit 22, the running state of the running state recognition unit 23, and the running plan. The automatic driving control of the vehicle is executed based on the travel plan generated by the generation unit 26. The vehicle control unit 29 executes automatic driving control of the vehicle by transmitting a control signal to the actuator 8.

When the triggered engagement determination unit 24 determines that the automatic driving start condition is satisfied and the occupant has input the automatic driving start trigger, the vehicle control unit 29 starts the automatic driving control of the vehicle by the triggered engagement. To do. When the automatic engagement determination unit 25 determines that the automatic engagement condition is satisfied, the vehicle control unit 29 starts automatic driving control of the vehicle by automatic engagement. The vehicle control unit 29 cancels the automatic driving when the preset automatic driving canceling condition is satisfied during the automatic driving control. As the automatic operation cancellation condition, various well-known conditions can be adopted.

[Default mode setting process for autonomous driving system]
Hereinafter, the default mode setting process of the automatic operation system 100 will be described with reference to the drawings.

<Default mode setting process according to road type>
FIG. 2A is a flowchart showing an example of the default mode setting process according to the road type.

As shown in FIG. 2A, the ECU 20 of the automatic driving system 100 determines, as S10, whether or not the road type of the road on which the vehicle travels is an automobile-only road by the default mode setting unit 28. The default mode setting unit 28 makes the above determination based on the map information, the position of the vehicle on the map, and the default mode information. When it is determined that the road type of the road on which the vehicle travels is an automobile-only road (S10: YES), the ECU 20 shifts to S12. When it is determined that the road type of the road on which the vehicle travels is not an automobile-only road (S10: NO), the ECU 20 shifts to S14.

In S12, the ECU 20 sets the mode associated with the motorway by the default mode setting unit 28 as the default mode. The default mode setting unit 28 sets the default mode with reference to the default mode information. After that, the ECU 20 finishes the current process, and after a certain period of time, repeats the process from S10 again.

In S14, the ECU 20 sets the mode associated with the general road as the default mode by the default mode setting unit 28. Here, general roads are roads other than motorways. After that, the ECU 20 finishes the current process, and after a certain period of time, repeats the process from S10 again.

<Default mode setting process according to the update frequency of map data>
FIG. 2B is a flowchart showing an example of the default mode setting process according to the update frequency of the map data.

As shown in FIG. 2B, the ECU 20 of the automatic driving system 100 determines whether or not the vehicle is traveling in the high update frequency area of the map information by the default mode setting unit 28 as S20. The default mode setting unit 28 makes the above determination based on the map information, the position of the vehicle on the map, and the default mode information. When it is determined that the vehicle is traveling in the high update frequency area of the map information (S20: YES), the ECU 20 shifts to S22. When it is determined that the vehicle is not traveling in the high update frequency area of the map information (S20: NO), the ECU 20 shifts to S24.

In S22, the ECU 20 sets the mode associated with the high update frequency area of the map information as the default mode by the default mode setting unit 28. The default mode setting unit 28 sets the default mode with reference to the default mode information. After that, the ECU 20 finishes the current process, and after a certain period of time, repeats the process from S20 again.

In S24, the ECU 20 sets the mode associated with the low update frequency area of the map information as the default mode by the default mode setting unit 28. After that, the ECU 20 finishes the current process, and after a certain period of time, repeats the process from S20 again.

<Default mode setting process according to the update frequency of the BG map>
FIG. 3A is a flowchart showing an example of the default mode setting process according to the update frequency of the BG map.

As shown in FIG. 3A, the ECU 20 of the automatic driving system 100 determines whether or not the vehicle is traveling in the high update frequency area of the BG map by the default mode setting unit 28 as S30. The default mode setting unit 28 makes the above determination based on the map information, the position of the vehicle on the map, and the default mode information. When it is determined that the vehicle is traveling in the high update frequency area of the BG map (S30: YES), the ECU 20 shifts to S32. When it is determined that the vehicle is not traveling in the high update frequency area of the BG map (S30: NO), the ECU 20 shifts to S34.

In S32, the ECU 20 sets the mode associated with the high update frequency area of the BG map as the default mode by the default mode setting unit 28. The default mode setting unit 28 sets the default mode with reference to the default mode information. After that, the ECU 20 finishes the current process, and after a certain period of time, repeats the process from S30 again.

In S34, the ECU 20 sets the mode associated with the low update frequency area of the BG map as the default mode by the default mode setting unit 28. After that, the ECU 20 finishes the current process, and after a certain period of time, repeats the process from S30 again.

<Default mode setting process according to traffic conditions>
FIG. 3B is a flowchart showing an example of the default mode setting process according to the traffic jam state.

As shown in FIG. 3B, the ECU 20 of the automatic driving system 100 determines whether or not the surroundings of the vehicle are in a traffic jam state by the traffic jam determination unit 27 as S40. The traffic jam determination unit 27 makes the above determination based on the traveling environment around the vehicle recognized by the traveling environment recognition unit 22. When it is determined that the surroundings of the vehicle are in a congested state (S40: YES), the ECU 20 shifts to S42. When it is determined that the surroundings of the vehicle are not in a congested state (S40: NO), the ECU 20 ends the current process, and after a certain period of time, repeats the process from S40 again.

In S42, the ECU 20 sets the mode associated with the traffic jam state as the default mode by the default mode setting unit 28. After that, the ECU 20 finishes the current process, and after a certain period of time, repeats the process from S40 again.

[Effects of automatic driving system]
According to the automatic driving system 100 according to the above-described embodiment, the default mode is automatically set according to the situation such as the road type, so that the triggered engagement mode or the automatic engagement mode is set to the default mode depending on the situation. Can be set appropriately. Moreover, according to the automatic driving system 100, since the default mode is automatically set, the driver can reduce the trouble of switching between the automatic engagement mode and the triggered engagement mode, and the process related to the start of the automatic driving. It is possible to shorten the time and improve efficiency.

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 carried out in various forms having various modifications and improvements based on the knowledge of those skilled in the art, including the above-described embodiment.

The default mode information storage unit 6 does not need to associate the mode with both the motorway and the general road with respect to the road type. The default mode information storage unit 6 may associate a mode used as the default mode with only one of the motorway and the general road. Similarly, the default mode information storage unit 6 may associate a mode used as the default mode with only one of the high update frequency area and the low update frequency area of the map information. The same applies to the update frequency of the BG map.

The default mode information storage unit 6 does not necessarily have to store the position on the map of the road. In this case, the default mode setting unit 28 can recognize the road type of the road on which the vehicle travels by referring to the map information in addition to the position on the map of the vehicle and the default mode information.

The default mode setting unit 28 is based on the area on the map on which the vehicle will travel next (high update frequency area of map information, high update frequency area of BG map, etc.) or the road type of the road on which the vehicle will travel next. The following default modes may be prepared in advance.

The default mode setting unit 28 recognizes the road type of the area on the map on which the vehicle will travel next or the road on which the vehicle will travel next, based on the target route of the vehicle, the position on the map of the vehicle, and the map information. be able to. Based on the default mode information, the default mode setting unit 28 recognizes the next default mode from the area on the map on which the vehicle travels next or the road type of the road on which the vehicle travels next. When the current default mode and the next default mode are different from each other, the default mode setting unit 28 performs a preparatory process for changing the default mode in the ECU 20. The default mode setting unit 28 changes to the prepared default mode when the vehicle enters the area on the next map or when the vehicle enters the road of the next road type.

The default mode setting unit 28 may recognize that a traffic jam state has occurred in front of the vehicle by wireless communication (including inter-vehicle communication) via the communication device of the vehicle. When the default mode setting unit 28 recognizes that a traffic jam state has occurred in front of the vehicle based on the traffic jam information in front of the vehicle acquired by wireless communication, the default mode setting unit 28 is associated with the traffic jam state based on the default mode information. Recognize the next default mode. When the current default mode and the next default mode are different from each other, the default mode setting unit 28 performs a preparatory process for changing the default mode in the ECU 20. In this way, the automatic operation system 100 recognizes the next default mode in advance and executes the preparatory process for changing the default mode in advance, so that the default mode can be changed in a short time. ..

1 ... GPS receiver, 2 ... external sensor, 3 ... internal sensor, 4 ... map database, G ... B, 5 ... BG map database, 6 ... default mode information storage unit, 7 ... navigation system, 8 ... actuator, 9 ... HMI, 20 ... ECU, 21 ... Vehicle position recognition unit, 22 ... Driving environment recognition unit, 23 ... Driving state recognition unit, 24 ... Triggered engagement judgment unit, 25 ... Automatic engagement judgment unit, 26 ... Driving plan generation unit, 27 ... Congestion determination unit, 28 ... Default mode setting unit, 29 ... Vehicle control unit, 100 ... Automatic driving system.

Claims (3)

When the automatic engagement mode that automatically starts the automatic driving control of the vehicle when the automatic engagement condition is satisfied and the automatic driving start condition are satisfied and the automatic driving start trigger is input by the driver of the vehicle. It is an automatic driving system that can execute a triggered engagement mode that starts automatic driving control of the vehicle.
A map database that stores map information and
A vehicle position recognition unit that recognizes the position of the vehicle on the map, and
A default mode information storage unit that stores default mode information in which either the automatic engagement mode or the triggered engagement mode is associated with the area or road type set on the map as the default mode.
A default mode setting unit that sets the default mode of the vehicle based on the map information, the position of the vehicle on the map, and the default mode information.
An automatic driving system equipped with. The automatic operation system according to claim 1, wherein the automatic engagement condition is different from the automatic operation start condition. Areas on the map are distinguished according to the update frequency of the map information in the map database.
The default mode information storage unit associates either the automatic engagement mode or the triggered engagement mode as the default mode of the area according to the update frequency of the area. The automatic driving system according to 2.

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