JP7010981B2 - Vehicle control devices, vehicle control methods, and programs - Google Patents

Description

The present invention relates to a vehicle control device, a vehicle control method, and a program.

In recent years, research has been conducted on automatically controlling the running of vehicles. In relation to this, it is determined whether or not the map information and the detection information of the in-vehicle sensor match during the execution of the automatic driving control, and if there is a mismatch, the control of the automatic driving control according to the situation of the mismatch. A technique for changing the embodiment is known (see, for example, Patent Document 1).

JP-A-2019-020782

However, in the conventional technology, it is determined which of the map information and the in-vehicle sensor is the cause of the disagreement, and the control mode is changed based on the determination result. It was not considered. Therefore, traveling control may not be performed in an appropriate control mode.

Aspects of the present invention have been made in consideration of such circumstances, and provide a vehicle control device, a vehicle control method, and a program capable of determining a more appropriate control mode with respect to vehicle travel control. The purpose is.

The vehicle control device, the vehicle control method, and the program according to the present invention have adopted the following configurations.
(1): The vehicle control device according to one aspect of the present invention includes a first road information acquisition unit that acquires first road information including road structures around the vehicle from map information based on vehicle position information. , The second road information recognition unit that recognizes the surrounding conditions including the road structure around the vehicle based on the output of the outside world sensor and outputs the second road information, and the first road included in the first road information. A determination unit that determines whether or not the structure and the second road structure included in the second road information match for each type of road structure, and a road structure determined by the determination unit to not match. It is a vehicle control device including a travel control mode determining unit that determines a travel control mode of the vehicle based on the type of an object.

(2): In the aspect of the above (1), the driving control mode of the vehicle is a first traveling control in which one or both of the steering or the speed of the vehicle is controlled to drive the vehicle, and the first driving control. The travel control mode determination unit includes a second travel control having a lower degree of automation with respect to the travel control of the vehicle than the travel control, and a third travel control having a lower degree of automation than the second travel control. When one or both of the stop sign and the stop line are included in the type of the road structure determined to be inconsistent by the determination unit, the mode of travel control of the vehicle is determined to be the third travel control. It is a thing.

(3): In the aspect of the above (2), when the type of the road structure determined by the determination unit to be inconsistent is the lane mark, the travel control mode determination unit determines the vehicle travel control mode. Is determined as the first traveling control.

(4): In the aspect of the above (3), the traveling control mode determining unit determines that the driving control mode of the vehicle is the first traveling control and the determination unit does not match. When the state in which the type of the structure is the lane mark continues for a predetermined time or longer, the mode of the traveling control of the vehicle is changed from the first traveling control to the second traveling control.

(5): In any one of the above (2) to (4), the type of the road structure determined by the determination unit to be inconsistent is the road boundary object in the travel control mode determination unit. In this case, the mode of the traveling control of the vehicle is determined to be the second traveling control.

(6): In any one of the above (2) to (5), when there is a road structure determined not to match by the determination unit, the first road structure and the second road structure are present. Further, a deviation degree acquisition unit for acquiring the deviation degree with the road structure is further provided, and the travel control mode determining unit is for traveling control of the vehicle when the deviation degree acquired by the deviation degree acquisition unit is equal to or more than a threshold value. Is determined in the second traveling control.

(7): In the vehicle control method according to one aspect of the present invention, the computer acquires the first road information including the road structure around the vehicle from the map information based on the position information of the vehicle, and the outside world sensor. Based on the output, the surrounding situation including the road structure around the vehicle is recognized, the second road information is output, and the first road structure included in the first road information and the second road information are included. Whether or not the road structure matches the second road structure is determined for each type of road structure, and the mode of travel control of the vehicle is determined based on the type of the road structure determined not to match. This is a vehicle control method.

(8): The program according to one aspect of the present invention causes a computer to acquire first road information including a road structure around the vehicle from map information based on the position information of the vehicle, and outputs it to an outside world sensor. Based on this, the surrounding situation including the road structure around the vehicle is recognized, the second road information is output, and the first road structure included in the first road information and the second road information included in the second road information are included. A program in which it is determined for each type of road structure whether or not it matches the road structure, and the mode of driving control of the vehicle is determined based on the type of the road structure determined not to match. Is.

According to the above-mentioned aspects (1) to (8), a more appropriate control mode can be determined with respect to the traveling control of the vehicle.

It is a block diagram of the vehicle system 1 including the vehicle control device which concerns on embodiment. It is a functional block diagram of the 1st control unit 120 and the 2nd control unit 160. It is a figure for demonstrating that the 1st road information acquisition unit 132 and the 2nd road information recognition unit 134 recognize the periphery of the own vehicle M. It is a figure for demonstrating the process executed by the determination unit 136. It is a flowchart which shows an example of the flow of the process executed by the automatic operation control apparatus 100 of an embodiment. It is a flowchart which shows an example of the flow of the process (process of step S180) executed by the traveling control mode determination unit 142. It is a figure which shows an example of the hardware composition of the automatic operation control device 100 of an embodiment.

Hereinafter, embodiments of the vehicle control device, vehicle control method, and program of the present invention will be described with reference to the drawings. Hereinafter, as an example, an embodiment in which the vehicle control device is applied to an autonomous driving vehicle will be described. The automatic driving is, for example, automatically controlling one or both of the steering or the speed of the vehicle to execute the driving control. Further, in the self-driving vehicle, driving control (so-called manual driving) may be executed by the manual operation of the occupant.

[overall structure]
FIG. 1 is a configuration diagram of a vehicle system 1 including a vehicle control device according to an embodiment. The vehicle on which the vehicle system 1 is mounted (hereinafter referred to as own vehicle M) is, for example, a vehicle such as a two-wheeled vehicle, a three-wheeled vehicle, or a four-wheeled vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or the like. Alternatively, it is a combination of these. The electric motor operates by using the power generated by the generator connected to the internal combustion engine or the discharge power of a battery (storage battery) such as a secondary battery or a fuel cell.

The vehicle system 1 includes, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, and a vehicle sensor 40. , A navigation device 50, an MPU (Map Positioning Unit) 60, a driving controller 80, an automatic driving control device 100, a traveling driving force output device 200, a braking device 210, and a steering device 220. These devices and devices are connected to each other by a multiplex communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. The configuration shown in FIG. 1 is merely an example, and a part of the configuration may be omitted or another configuration may be added. A combination of the camera 10, the radar device 12, and the LIDER 14 is an example of the "outside world sensor". Further, the "outside world sensor" may include an object recognition device 16. An example of a "vehicle control device" is a combination of an outside world sensor, a vehicle sensor 40, and an automatic driving control device 100.

The camera 10 is, for example, a digital camera using a solid-state image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to an arbitrary position of the own vehicle M on which the vehicle system 1 is mounted. When photographing the front, the camera 10 is attached to the upper part of the front windshield, the back surface of the rear-view mirror, the front head of the vehicle body, and the like. When photographing the rear, the camera 10 is attached to the upper part of the rear windshield, the back door, or the like. When taking a side image, the camera 10 is attached to a door mirror or the like. The camera 10 periodically and repeatedly images the periphery of the own vehicle M, for example. The camera 10 may be a stereo camera.

The radar device 12 radiates radio waves such as millimeter waves around the own vehicle M, and also detects radio waves (reflected waves) reflected by surrounding objects to detect at least the position (distance and orientation) of the objects. The radar device 12 is attached to an arbitrary position on the own vehicle M. The radar device 12 may detect the position and velocity of the object by the FM-CW (Frequency Modulated Continuous Wave) method.

The LIDAR 14 irradiates the periphery of the own vehicle M with light and measures the scattered light. The LIDAR 14 detects the distance to the target based on the time from light emission to light reception. The emitted light is, for example, a pulsed laser beam. The LIDAR 14 is attached to an arbitrary position on the own vehicle M.

The object recognition device 16 performs sensor fusion processing on the detection results of a part or all of the camera 10, the radar device 12, and the LIDAR 14, and recognizes the position, type, speed, and the like of the objects around the own vehicle M. do. The object recognition device 16 outputs the recognition result to the automatic operation control device 100. Further, the object recognition device 16 may output the detection results of the camera 10, the radar device 12, and the LIDAR 14 to the automatic driving control device 100 as they are. In that case, the object recognition device 16 may be omitted from the vehicle system 1. Further, the object recognition device 16 may be included in the automatic driving control device 100 (for example, the recognition unit 130 described later).

The communication device 20 uses, for example, a network such as a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), LAN (Local Area Network), WAN (WiDe Area Network), and the Internet. For example, it communicates with another vehicle existing in the vicinity of the own vehicle M, a terminal device of a user who uses the own vehicle M, or various server devices.

The HMI 30 outputs various information to the occupants of the own vehicle M and accepts input operations by the occupants. The HMI 30 includes, for example, various display devices, speakers, buzzers, touch panels, switches, keys, and the like.

The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the own vehicle M, an acceleration sensor that detects the acceleration, a yaw rate sensor that detects the yaw rate (for example, the rotational angular velocity around the vertical axis passing through the center of gravity of the own vehicle M), and the own vehicle. Includes an orientation sensor or the like that detects the direction of M. Further, the vehicle sensor 40 may be provided with a position sensor that detects the position of the own vehicle M. The position sensor is an example of a "position measurement unit". The position sensor is, for example, a sensor that acquires position information (longitude / latitude information) from a GPS (Global Positioning System) device. Further, the position sensor may be a sensor that acquires position information by using the GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50. The vehicle sensor 40 may derive the speed of the own vehicle M from the difference (that is, the distance) of the position information in the position sensor at a predetermined time. The result detected by the vehicle sensor 40 is output to the automatic driving control device 100.

The navigation device 50 includes, for example, a GNSS receiver 51, a navigation HMI 52, and a routing unit 53. The navigation device 50 holds the first map information 54 in a storage device such as an HDD (Hard Disk Drive) or a flash memory. The GNSS receiver 51 identifies the position of the own vehicle M based on the signal received from the GNSS satellite. The position of the own vehicle M may be specified or complemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, and the like. The GNSS receiver 51 may be provided in the vehicle sensor 40. The navigation HMI 52 may be partially or wholly shared with the above-mentioned HMI 30. The route determination unit 53, for example, has a route from the position of the own vehicle M (or an arbitrary position input) specified by the GNSS receiver 51 to the destination input by the occupant using the navigation HMI 52 (hereinafter,). The route on the map) is determined with reference to the first map information 54. The first map information 54 is, for example, information in which a road shape is expressed by a link indicating a road and a node connected by the link. The first map information 54 may include POI (Point Of Interest) information and the like. The route on the map is output to MPU60. The navigation device 50 may provide route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may transmit the current position and the destination to the navigation server via the communication device 20 and acquire a route equivalent to the route on the map from the navigation server. The navigation device 50 outputs the determined route on the map to the MPU 60.

The MPU 60 includes, for example, a recommended lane determination unit 61, and holds the second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane determination unit 61 divides the route on the map provided by the navigation device 50 into a plurality of blocks (for example, divides the route into 100 [m] units with respect to the vehicle traveling direction), and refers to the second map information 62. Determine the recommended lane for each block. The recommended lane determination unit 61 determines which lane to drive from the left. When a branch point exists on the route on the map, the recommended lane determination unit 61 determines the recommended lane so that the own vehicle M can travel on a reasonable route to proceed to the branch destination.

The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the road shape and the road structure. The road shape includes, for example, the number of lanes, the radius of curvature (or curvature) of the road, the width, the slope, and the like, as road shapes that are more detailed than the first map information 54. The above information may be stored in the first map information 54. Road structures include, for example, road signs, traffic lights, railroad crossings, curbs, medians, guardrails, fences and the like. Further, the road structure may include, for example, road markings such as lane marks, pedestrian crossings, and stop lines drawn or affixed to the road surface. The information regarding the road structure may include information such as the type and position of the road structure, the orientation with respect to the extension direction of the road, the size, the shape, and the color. In the type of road structure, for example, "road lane marking" may be one type, and "lane mark", "curb", "median strip", etc. belonging to the road lane marking may be different types. .. Further, the type of the "road lane marking" may be divided into, for example, a road lane marking that the own vehicle M cannot pass through and a road lane marking that the own vehicle M can pass through. The impassable road lane markings are, for example, road boundaries such as guardrails, curbs, medians, and fences. The passable road lane markings are, for example, lane marks and cat's eye. Further, the second map information 62 may include location information (latitude / longitude), address information (address / zip code), facility information, and the like. The second map information 62 may be updated at any time by the communication device 20 communicating with the external device. The first map information 54 and the second map information 62 may be provided integrally as map information. Further, the map information (first map information 54 and second map information 62) may be stored in the storage unit 190.

The driving controller 80 includes, for example, a steering wheel, an accelerator pedal, and a brake pedal. Further, the operation operator 80 may include a shift lever, a deformed steer, a joystick and other operators. Each operator of the operation operator 80 is attached with, for example, an operation detection unit that detects the operation amount or the presence / absence of the operation of the operator by the occupant. The operation detection unit detects, for example, the steering angle and steering torque of the steering wheel, the amount of depression of the accelerator pedal and the brake pedal, and the like. Then, the operation detection unit outputs the detection result to one or both of the automatic driving control device 100, the traveling driving force output device 200, the brake device 210, and the steering device 220.

The automatic operation control device 100 includes, for example, a first control unit 120, a second control unit 160, an HMI control unit 180, and a storage unit 190. The first control unit 120, the second control unit 160, and the HMI control unit 180 are each realized by executing a program (software) by a hardware processor such as a CPU (Central Processing Unit). In addition, some or all of these components are hardware (circuits) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), etc. It may be realized by the part; including circuitry), or it may be realized by the cooperation of software and hardware. The above-mentioned program may be stored in advance in a storage device (a storage device including a non-transient storage medium) such as an HDD or a flash memory of the automatic operation control device 100, or a DVD, a CD-ROM, or a memory card. It is stored in a detachable storage medium such as, etc., and even if the storage medium (non-transient storage medium) is installed in the storage device of the automatic operation control device 100 by being installed in a drive device, a card slot, or the like. good.

The storage unit 190 may be realized by the above-mentioned various storage devices, EEPROM (Electrically Erasable Programmable Read Only Memory), ROM (Read Only Memory), RAM (Random Access Memory), or the like. The storage unit 190 stores, for example, various information and programs related to the operation control in the embodiment.

Further, the storage unit 190 may store map information (for example, the first map information 54 and the second map information 62). Further, the storage unit 190 may store object information 192 for identifying an object recognized by the object recognition device 16 or the recognition unit 130 described later. In the object information 192, for example, the name of the object is associated with information on the characteristics of the object (for example, color, shape, size, etc.) and information on the type of the object. Objects include, for example, road structures, other vehicles, pedestrians, and the like.

FIG. 2 is a functional configuration diagram of the first control unit 120 and the second control unit 160. The first control unit 120 includes, for example, a recognition unit 130 and an action plan generation unit 140. The first control unit 120, for example, realizes a function by AI (Artificial Intelligence) and a function by a model given in advance in parallel. For example, the function of "recognizing an intersection" is executed in parallel with the recognition of an intersection by deep learning and the like, and the recognition based on a predetermined condition (there is a signal that can be pattern matched, a road sign, etc.). It may be realized by scoring and comprehensively evaluating. This ensures the reliability of autonomous driving. Further, the first control unit 120 executes control related to automatic driving of the own vehicle M based on instructions from, for example, the MPU 60, the HMI control unit 180, and the like.

The recognition unit 130 recognizes the position, speed, acceleration, and other states of objects around the own vehicle M based on the information input from the camera 10, the radar device 12, and the LIDAR 14 via the object recognition device 16. do. The position of the object is recognized as, for example, a position on absolute coordinates with the representative point (center of gravity, center of drive axis, etc.) of the own vehicle M as the origin, and is used for control. The position of the object may be represented by a representative point such as the center of gravity or a corner of the object, or may be represented by a represented area. The "state" of an object is, for example, when the object is a moving object such as another vehicle, the acceleration or jerk of the moving object, or the "behavioral state" (for example, another vehicle is changing lanes, or trying to do so. Whether or not it is) may be included.

Further, the recognition unit 130 includes, for example, a first road information acquisition unit 132, a second road information recognition unit 134, a determination unit 136, and a deviation degree acquisition unit 138. Details of these functions will be described later.

The action plan generation unit 140 generates an action plan for driving the own vehicle M by running control such as automatic driving based on the recognition result of the recognition unit 130. For example, the action plan generation unit 140 travels in the recommended lane determined by the recommended lane determination unit 61 in principle, and further, at the current position of the own vehicle M acquired from the recognition result by the recognition unit 130 or the map information. Based on the surrounding road shape and the like, the own vehicle M automatically generates a target track to be traveled in the future (regardless of the driver's operation) so as to be able to respond to the surrounding conditions of the own vehicle M. The target trajectory contains, for example, a velocity element. For example, the target track is expressed as an arrangement of points (track points) to be reached by the own vehicle M in order. The track point is a point to be reached by the own vehicle M for each predetermined mileage (for example, about several [m]) along the road, and separately, for a predetermined sampling time (for example, about 0 comma number [sec]). ) Target velocity and target acceleration are generated as part of the target trajectory. Further, the track point may be a position to be reached by the own vehicle M at the sampling time for each predetermined sampling time. In this case, the information of the target velocity and the target acceleration is expressed by the interval of the orbital points.

The action plan generation unit 140 may set an event for automatic driving when generating a target trajectory. The event includes, for example, a constant-speed traveling event in which the own vehicle M travels in the same lane at a constant speed, exists within a predetermined distance (for example, within 100 [m]) in front of the own vehicle M, and is the most in the own vehicle M. A follow-up driving event that causes the own vehicle M to follow another nearby vehicle (hereinafter referred to as the preceding vehicle), a lane change event that causes the own vehicle M to change lanes from its own lane to an adjacent lane, and an own vehicle M at a road junction. It includes a branching event for branching to the lane on the destination side, a merging event for merging the own vehicle M with the main line at the merging point, a takeover event for ending automatic driving and switching to manual driving, and the like. Further, the event includes, for example, an overtaking event in which the own vehicle M is temporarily changed to the adjacent lane, the preceding vehicle is overtaken in the adjacent lane, and then the lane is changed to the original lane again, and the vehicle exists in front of the own vehicle M. An avoidance event or the like that causes the own vehicle M to perform at least one of braking and steering in order to avoid obstacles may be included.

Further, the action plan generation unit 140 may change an event already determined for the current section to another event, or change the event already determined for the current section, to another event, for example, according to the surrounding situation of the own vehicle M recognized when the own vehicle M is traveling. A new event may be set for the section of. Further, the action plan generation unit 140 changes the event already set for the current section to another event or sets a new event for the current section according to the operation of the occupant to the HMI 30. You may do it. The action plan generation unit 140 generates a target trajectory according to the set event.

The action plan generation unit 140 includes, for example, a travel control mode determination unit 142. The travel control mode determination unit 142 is composed of a road structure (first road structure) included in the road information (first road information) acquired by the first road information acquisition unit 132 and a second road information recognition unit 134. The mode of travel control of the own vehicle M is determined based on the road structure (second road structure) included in the recognized road information (second road information).

Here, the mode of the traveling control of the own vehicle M includes, for example, a first traveling control, a second traveling control, and a third traveling control. The degree of automation of the first travel control, the second travel control, and the third travel control increases with respect to the control of the own vehicle M in this order. The high degree of automation means that the degree of control of the own vehicle M based on the degree of operation of the occupant with respect to the vehicle is low, or the task related to peripheral monitoring of the own vehicle M required by the occupant is low.

The first travel control is, for example, one of the steering or speed of the own vehicle M in a state where the occupant of the own vehicle M is not gripping the steering wheel and the occupant is not monitoring the vicinity of the own vehicle M. The operation control of the own vehicle M is executed by controlling both of them. The first driving control can be executed even when the occupant is monitoring the vicinity of the own vehicle M, the occupant is holding the steering wheel, or the occupant is performing the above-mentioned monitoring and the above-mentioned gripping. The first travel control may be executed or maintained as long as other conditions are satisfied. In the first travel control, for example, the recognition result of the surrounding condition (for example, road information) of the own vehicle M based on the output of the outside world sensor and the peripheral condition of the own vehicle M acquired from the map information are used to use the own vehicle M. Driving control is executed.

The second travel control has a lower degree of automation with respect to the travel control of the own vehicle M than the first travel control. The second travel control is, for example, in a state where the occupant is monitoring the vicinity of the own vehicle M and the occupant is holding the steering wheel, and one or both of the steering or the speed of the own vehicle M is controlled. It controls and executes operation control. In the second travel control, for example, the travel control of the own vehicle M is executed based on the recognition result of the peripheral situation of the own vehicle M based on the output of the outside world sensor without using the map information.

The third travel control has a lower degree of automation with respect to the travel control of the own vehicle M than the second travel control. In the third driving control, for example, the driver is in a driving state in which at least a monitoring task related to safe driving in the surrounding area (forward gaze, etc.) is imposed. In the third driving control, for example, in a state where the occupant operates the steering wheel and the occupant monitors the vicinity of the own vehicle M, the own vehicle M controls the speed and steering by the operation of the driving controller 80 by the occupant. It controls and executes operation control. The third travel control may be in a state where the occupant (driver) is manually driving. Further, the third driving control may be in a state where the ADAS (Advanced Driver Assistance System) is operating. ADAS is a driving support system represented by, for example, ACC (Adaptive Cruise Control System), LKAS (Lane Keeping Assist System), CMBS (Collision Mitigation Brake System) and the like. In the third travel control, for example, the travel control of the own vehicle M is executed based on the recognition result based on the output of the outside world sensor. The details of the function of the traveling control mode determining unit 142 will be described later. The action plan generation unit 140 generates a target track or the like in correspondence with the mode of the travel control determined by the travel control mode determination unit 142 among the first to third travel controls.

The classification of the running control is not limited to the first to third running controls described above, and for example, the first and second running controls may be one running control, and the first to third running controls may be used. At least one of them may be further subdivided.

The second control unit 160 sets the traveling driving force output device 200, the brake device 210, and the steering device 220 so that the own vehicle M passes the target trajectory generated by the action plan generation unit 140 at the scheduled time. Control. The combination of the action plan generation unit 140 and the second control unit 160 is an example of the "operation control unit".

The second control unit 160 includes, for example, a target trajectory acquisition unit 162, a speed control unit 164, and a steering control unit 166. The target trajectory acquisition unit 162 acquires information on the target trajectory (orbit point) generated by the action plan generation unit 140 and stores it in a memory (not shown). The speed control unit 164 controls the traveling driving force output device 200 or the brake device 210 based on the speed element associated with the target trajectory stored in the memory. The steering control unit 166 controls the steering device 220 according to the degree of bending of the target trajectory stored in the memory. The processing of the speed control unit 164 and the steering control unit 166 is realized by, for example, a combination of feedforward control and feedback control. As an example, the steering control unit 166 executes a combination of feedforward control according to the radius of curvature (or curvature) of the road in front of the own vehicle M and feedback control based on the deviation from the target track.

Returning to FIG. 1, the HMI control unit 180 notifies the occupant of predetermined information by the HMI 30. The predetermined information includes, for example, information related to the running of the own vehicle M, such as information regarding the state of the own vehicle M and information regarding driving control. The information regarding the state of the own vehicle M includes, for example, the speed of the own vehicle M, the engine speed, the shift position, and the like. In addition, the information related to driving control includes, for example, the type of driving control (first to third driving control), whether or not driving control by automatic driving (for example, lane change control) is executed, and whether or not automatic driving is started. Information on inquiring about driving, information for urging occupants to drive manually, information on the status of driving control by automatic driving, etc. are included. Further, the predetermined information may include information not related to the traveling control of the own vehicle M such as contents (for example, a movie) stored in a storage medium such as a television program or a DVD. Further, the predetermined information may include, for example, information on the current position and destination in automatic driving, and the remaining amount of fuel of the own vehicle M. The HMI control unit 180 may output the information received by the HMI 30 to the communication device 20, the navigation device 50, the first control unit 120, and the like.

Further, the HMI control unit 180 may output to the HMI 30 information regarding the determination progress and determination result by the determination unit 136, which will be described later, and the deviation degree acquired by the deviation degree acquisition unit 138. Further, the HMI control unit 180 may transmit various information to be output to the HMI 30 to the terminal device used by the user (occupant) of the own vehicle M via the communication device 20.

The traveling driving force output device 200 outputs a traveling driving force (torque) for the vehicle to travel to the drive wheels. The traveling driving force output device 200 includes, for example, a combination of an internal combustion engine, a motor, a transmission, and the like, and an ECU (Electronic Control Unit) that controls them. The ECU controls the above configuration according to the information input from the second control unit 160 or the information input from the accelerator pedal of the operation controller 80.

The brake device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to the information input from the second control unit 160 or the information input from the brake pedal of the operation controller 80 so that the brake torque corresponding to the braking operation is output to each wheel. To. The brake device 210 may include a mechanism for transmitting the hydraulic pressure generated by the operation of the brake pedal to the cylinder via the master cylinder as a backup. The brake device 210 is not limited to the configuration described above, and is an electronically controlled hydraulic brake device that controls the actuator according to the information input from the second control unit 160 to transmit the hydraulic pressure of the master cylinder to the cylinder. May be good.

The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, exerts a force on the rack and pinion mechanism to change the direction of the steering wheel. The steering ECU drives the electric motor according to the information input from the second control unit 160 or the information input from the steering wheel of the driving controller 80, and changes the direction of the steering wheel.

[Functions of the first road information acquisition unit 132, the second road information recognition unit 134, the determination unit 136, and the deviation degree acquisition unit 138]
Next, the details of the functions of the first road information acquisition unit 132, the second road information recognition unit 134, the determination unit 136, and the deviation degree acquisition unit 138 will be described. FIG. 3 is a diagram for explaining that the first road information acquisition unit 132 and the second road information recognition unit 134 recognize the periphery of the own vehicle M. In the example of FIG. 3, a lane L1 extending in the X-axis direction and an oncoming lane L2 adjacent to the lane L1 are shown. Lane L1 is partitioned by road lane markings LL and CL, and lane L2 is partitioned by road lane markings CL and RL. It is assumed that the own vehicle M is traveling in the lane L1 at a speed VM.

The first road information acquisition unit 132 refers to map information (first map information 54 and second map information 62) based on the position information of the own vehicle M, and road information (first) around the position of the own vehicle M. Road information) is acquired. The first road information includes, for example, a road structure, a road shape, and the like. Hereinafter, the road structure included in the first road information will be referred to as a "first road structure". Further, the first road information acquisition unit 132 acquires the type of each first road structure included in the first road information from the map information. In the example of FIG. 3, the first road information acquisition unit 132 refers to the position information of the map information based on the position information of the own vehicle M acquired from the vehicle sensor 40, and is within a predetermined distance based on the matching position information. The types and positions of lanes L1 and L2, road lane markings LL, CL, RL, road signs RS1, RS2, pedestrian crossing CW, stop lines SL1, SL2, and traffic traffic lights TL as the first road structure existing in get. Further, the first road information acquisition unit 132 may acquire from the map information that the road sign RS1 is a stop sign and the road sign RS2 is a pedestrian crossing sign. The first road information acquisition unit 132 is associated with the traveling lane (lane L1) of the own vehicle M based on the information on the direction of the own vehicle M and the information on the traveling direction detected by the vehicle sensor 40. You may only get information about the structure.

The second road information recognition unit 134 is around the own vehicle M based on the information (output of the outside world sensor) input from the camera 10, the radar device 12, and a part or all of the LIDAR 14 via the object recognition device 16. It recognizes the road condition of the vehicle and outputs the second road information including the recognition result. The "output" may include, for example, output to a shared memory or a cache memory, or transmission from one component to another component via a signal line or the like. The second road information includes, for example, a road structure, a road shape, and the like. Hereinafter, the road structure included in the second road information will be referred to as a "second road structure".

For example, the second road information recognition unit 134 analyzes the image captured by the camera 10 and acquires feature information such as an edge region, a color, a shape, and a size in the image which is the analysis result. Then, the second road information recognition unit 134 refers to the feature information of the object information 192 stored in the storage unit 190 based on the acquired feature information, and becomes the feature information having the highest similarity or the similarity equal to or higher than the threshold value. Get the name and type of the associated object. The second road information recognition unit 134 may transmit the feature information to the external device via the communication device 20 and receive the object information (name and type) corresponding to the feature information. Further, the second road information recognition unit 134 may simply acquire the feature information from the image without referring to the object information 192 or communicating with the external device. Further, the second road information recognition unit 134 recognizes the position of the object including the second road structure based on the detection results of the radar device 12 and the LIDAR 14.

The determination unit 136 determines whether or not the first road structure and the second road structure match. For example, the determination unit 136 determines whether or not the first road structure and the second road structure match for each type of road structure included in the first road structure and the second road structure. do. FIG. 4 is a diagram for explaining the process executed by the determination unit 136. In the example of FIG. 4, whether or not each of the road marking lines LL, CL, and RL included in the first road structure matches the road marking lines LL, CL, and RL included in the second road structure. It is to explain. The road marking lines LL, CL, and RL shown in FIG. 4 are assumed to be road marking lines included in the first road structure acquired from the map information, and the recognition marking lines RB1 to RB3 are based on the output of the outside world sensor. It shall be a road lane marking included in the recognized second road structure.

For example, the determination unit 136 sets a road boundary determination area based on each position of the road lane markings LL, CL, and RL, and the recognition lane markings RB1 to RB3 are included in the set road boundary determination area. In addition, it is determined that the first road structure and the second road structure match in the type of road structure called "road lane marking". On the other hand, when at least one of the recognition lane markings RB1 to RB3 is not included in the road boundary determination area, the determination unit 136 sets the first road structure and the first road structure in the type of road structure called "road lane marking". 2 It is determined that the road structure does not match.

Here, the road boundary determination region is defined, for example, in a direction (in other words, a lane width direction of the lane) orthogonal to the longitudinal direction of each of the road division lines LL, CL, and RL (in other words, the extension direction of the lane). It is a region having a width of 1 and is represented by extending the width by a predetermined distance in the longitudinal direction of the first road boundary (section line).

In the example of FIG. 4, the widths WL, WC, and WR extended in the direction orthogonal to the longitudinal direction of the respective road marking lines LL, CL, and RL are set with reference to the respective positions of the road marking lines LL, CL, and RL. A point P1 in which the set widths WL, WC, and WR are extended from the reference point P0 by a predetermined distance D1 (hereinafter, also referred to as a section D1 if necessary) along the longitudinal direction of the lane markings LL, CL, and RL. Areas up to are set as road boundary determination areas AL1, AC1, and AR1. The reference point P0 is a point based on the position of the own vehicle M detected by the vehicle sensor 40, and is, for example, the position of the front head (front end portion) of the own vehicle M, the center position and the position of the own vehicle M. This is any of the installation positions of the sensor, the camera 10, and the like. The predetermined distance D1 is, for example, a distance estimated by the outside world sensor that the second road information can be detected with a predetermined accuracy. The predetermined distance D1 may be, for example, a fixed distance, or may be changed depending on the vehicle speed and road conditions of the own vehicle M (for example, in a tunnel, a sharp curve, a slope, the number of lanes, and a lane width).

Further, the determination unit 136 includes a road boundary determination area including a region on the side beyond the road lane markings LL, CL, RL and a region on the front side of the road lane markings LL, CL, RL when viewed from the own vehicle M. To set. In this case, the determination unit 136 sets the region on the side beyond the road lane marking line as seen from the own vehicle M to be narrower than the region on the front side. In the example of FIG. 4, in the road boundary determination area AL1 associated with the road lane marking LL, the width WLO on the side beyond the road lane marking LL when viewed from the own vehicle M is set narrower than the width WLI on the front side. ing. Similarly, in the road boundary determination area AC1, the width WCO on the side beyond the road lane marking CL when viewed from the own vehicle M is set narrower than the width WCI on the front side, and in the road boundary determination area AR1, the own vehicle M is set. The width WRO on the other side of the road lane marking RL is set narrower than the width WRI on the front side. By widening the area on the side close to the own vehicle M in this way, it is easy to determine that the road division lines LL, CL, RL and the recognition division lines RB1 to RB3 match on the own vehicle M side. Can be done. Further, when it is determined that the vehicle matches, the automatic driving control of the own vehicle M is performed based on the recognition lane markings RB1 to RB3, so that it is easy to suppress the own vehicle M from deviating from the lane L1. be able to. Further, the determination unit 136 may make the width WLO and the width WLI the same width, and may make the width WCO and the width WCI, and the width WRO and the width WRI the same width. Further, the determination unit 136 may change the road boundary determination area based on a predetermined condition. The predetermined conditions include, for example, the accuracy of position detection of the own vehicle M by the vehicle sensor 40, the elapsed period from the date when the map information was created or updated, the speed of the own vehicle M, and other vehicles around the own vehicle M. Presence or absence, type of road structure, etc. are included.

Further, the determination unit 136 not only when all of the recognition lane markings are included in the road boundary determination area in the section D1 but also when a part of the recognition lane markings exists outside the area. May be determined to be in the region. In this case, the determination unit 136 calculates, for example, the ratio of the recognition division line in the section D1 existing in the road boundary determination region, and when the calculated ratio is equal to or more than the threshold value, the road division line and the recognition division line are used. Is determined to match.

Further, in the determination unit 136, the lane marking line closer to the own vehicle M exists in the road boundary determination area, and the road boundary farther from the own vehicle M exists in the road boundary determination area. You may increase the weight for the ratio rather than doing so. In the example of FIG. 4, the determination unit 136 sets a as the ratio of the recognition division line existing in the first region in the road boundary determination region (first region) from the reference point P0 to the section D2 to the point P2. The ratio of the recognition division line existing in the second region in the road boundary determination region (second region) of the section D3 (section from the point P2 to the point P1) existing farther than the section D2 when viewed from the vehicle M is b. Then, the ratio a is multiplied by the weight w (w> 1) to calculate the ratio (a × w + b) in which the recognition lane marking exists in the road boundary determination area, and the calculated result is compared with the threshold value. It is determined whether or not the recognition lane marking is included in the road boundary determination area. In this way, by weighting the ratio of the recognition lane markings existing in the road boundary determination region based on the distance from the own vehicle M, it is possible to more appropriately determine the matching between the lane markings. can. The lengths of the sections D2 and D3 may be variably set according to the speed of the own vehicle M and the road shape.

The determination unit 136 also determines whether or not the first road structure and the second road structure match for types other than the road lane markings, and determines whether or not they match for each type. .. In the example of FIG. 3, the determination unit 136 determines whether the first road structure and the second road structure match for each type of road signs RS1, RS2, pedestrian crossing CW, stop lines SL1, SL2, and traffic signal TL. Judge whether or not. The determination unit 136 may determine whether or not the traffic signs match, as different types for each type of road sign (for example, stop sign, pedestrian crossing sign), or for each type of road surface sign.

Further, the determination unit 136 may set a determination area for each type of road structure in the same manner as the road boundary determination area described above. In that case, the determination unit 136 sets a wider determination area based on the center position and the outer shape of the road structure. Further, the determination unit 136 may adjust the size of the determination area according to the size and position of the road structure. For example, the determination unit 136 sets a large determination area in the case of a relatively small road structure (in other words, smaller than the standard size) such as road signs RS1 and RS2, and conversely, such as a pedestrian crossing CW. In the case of a relatively large road structure (in other words, larger than the standard size), the judgment area is set small. Further, the determination unit 136 determines whether or not the determination area is matched depending on whether or not the second road structure (recognition road structure) is included in the area of the first road structure without setting the determination area described above. You may judge.

When it is determined that the first road structure and the second road structure do not match, the deviation degree acquisition unit 138 determines that the first road structure and the second road structure do not match for each type determined to be inconsistent. Get the degree of deviation from. The deviation degree acquisition unit 138 acquires, for example, the distance to the position of the second road structure based on the position of the first road structure as the deviation degree. Further, the deviation degree acquisition unit 138 may acquire the difference (angle) in the orientation of the second road structure with respect to the orientation of the first road structure as the deviation degree, and may acquire the deviation degree acquisition unit 138 as the deviation degree. The difference in the size of the second structure with respect to the size (for example, the ratio of the size) may be acquired as the degree of deviation. Further, the deviation degree acquisition unit 138 may acquire the ratio of the second road structure existing outside the determination area set with the first road structure as a reference as the deviation degree. Further, the deviation degree acquisition unit 138 may acquire the deviation degree obtained by normalizing the numerical values such as the distance, the direction (angle), the ratio, and the ratio described above. Further, the deviation degree acquisition unit 138 indicates in which direction the position of the second road structure deviates from the position of the first road structure as seen from the own vehicle M (for example, the first road as seen from the own vehicle M). Information on the labor side, the back side, the right side, the left side, etc. of the structure may be acquired. Further, the deviation degree acquisition unit 138 recognizes from the output of the outside world sensor, for example, when there is a road structure existing in only one of the first road structure and the second road structure (for example, the lane mark is rubbed and the lane mark is rubbed). If this is not possible and the lane mark is present only in the first road structure), the degree of deviation may be set to the maximum value.

[Function of driving control mode determination unit]
Next, the details of the function of the traveling control mode determining unit 142 will be described. The travel control mode determination unit 142 determines the mode of travel control of the own vehicle M based on the result determined by the determination unit 136 and the deviation degree acquired by the deviation degree acquisition unit 138, according to the first to third travel described above. It is determined to be one of the controls.

For example, the travel control mode determination unit 142 determines the mode of travel control of the own vehicle M based on the type of the road structure determined by the determination unit 136 that the first road structure and the second road structure do not match. To decide. Hereinafter, the process of determining the mode of travel control of the own vehicle M (including the process of changing the mode) by the travel control mode determination unit 142 will be described separately for some determination patterns.

<First decision pattern>
When the first determination pattern is adopted, the traveling control mode determination unit 142 determines, as the first determination condition, one of a stop sign or a stop line for the type of the road structure determined by the determination unit 136 to be inconsistent. Or, when both are included, the mode of the travel control of the own vehicle is determined to be the third travel control. If the stop line or stop line is recognized at a position different from the actual position, in the automatic operation control, the own vehicle M may pass the position where it should stop without stopping, or the stop position may shift. Therefore, there is a possibility that the vehicle may come into contact with other vehicles or pedestrians existing at the intersection or pedestrian crossing, or obstruct the passage. Therefore, when the type of the road structure determined to be inconsistent includes one or both of the stop sign and the stop line, the travel control mode determination unit 142 controls the own vehicle M to the third travel control ( For example, by switching to manual operation), the own vehicle M can be driven more appropriately.

<Second decision pattern>
When the second determination pattern is adopted, the traveling control mode determination unit 142 has, as the second determination condition, the own vehicle when the type of the road structure determined not to match by the determination unit 136 is a lane mark. The mode of the traveling control of M is determined to be the first traveling control.

For example, if the lane marks do not match, for example, the lane mark is temporarily erroneously recognized due to the detection of multiple lane mark candidates (shadows, old white lines, etc.), but the position of the lane mark is changed in a short time thereafter. It is expected to be recognized correctly. Therefore, when the second determination condition is satisfied, by continuing the control with a high degree of automation, it is possible to suppress the frequent switching of the traveling control mode due to a temporary mismatch. Therefore, more stable running control can be continued.

<Third decision pattern>
When the third determination pattern is adopted, the traveling control mode determination unit 142 determines that the type of the road structure that is determined not to match by the determination unit 136 is a road boundary object (for example, a guardrail, a curb) as the third determination condition. , Median strip, fence, etc.), the mode of travel control of the own vehicle M is determined to be the second travel control.

For example, if the road boundaries do not match, the road shape may change, such as increasing or decreasing the number of lanes or adjusting the width, but it is expected that the driving lane of the own vehicle M will not be affected. Therefore, when the third determination condition is satisfied, more appropriate driving control can be executed by continuing the automatic driving while lowering the degree of automation of the driving control by the second driving control.

<Fourth decision pattern>
When the fourth determination pattern is adopted, the traveling control mode determination unit 142 determines the degree of deviation between the first road structure and the second road structure acquired by the deviation degree acquisition unit 138 as the fourth determination condition. When it is equal to or more than the threshold value, the mode of the traveling control of the own vehicle M is determined to be the third traveling control. As the above threshold value, for example, different threshold values may be set according to the type of the degree of deviation (for example, the degree of deviation of the position (distance), the degree of deviation of the direction (angle), the degree of deviation of the magnitude). Further, the threshold value may be changed depending on, for example, the weather, the time zone, the road shape, and the like.

When the degree of deviation is equal to or greater than the threshold value, the traveling control mode determining unit 142 determines the traveling control mode of the own vehicle M as the third traveling control regardless of the type of the road structure. Further, the traveling control mode determining unit 142 has the own vehicle M when the degree of deviation is equal to or greater than the threshold value regardless of whether or not at least one of the first to third determining conditions described above is satisfied. The mode of the traveling control of the above is determined to be the third traveling control.

According to the automatic driving control device 100 that executes the fourth determination pattern, when the degree of deviation is large, the mode of running control is set to the third running control having the lowest degree of automation among the first to third running controls. By switching to, the driver is encouraged to drive without using the information acquired from the map information or the result recognized based on the output of the outside world sensor, and the driver's manual driving is used to drive the own vehicle M more appropriately. Can be done.

When the fourth determination pattern is adopted, the travel control mode determination unit 142 determines in which direction the second road structure deviates from the own vehicle M by a threshold value or more with respect to the first road structure. It may be determined for each type whether or not the mode of the traveling control of the own vehicle M is determined to be the third traveling control. For example, if the road structure is a road lane marking, the effect on driving is small even if it is shifted to the back side, but if the road structure is a stop line, it is shifted to the trouble or the back side. If it is, the stop position will shift or the actual stop line will be passed, which will have a large impact on driving. Therefore, by determining the mode of travel control in consideration of the deviation direction in addition to the degree of deviation, more appropriate travel control can be executed according to the type of the road structure.

<Fifth decision pattern>
When the fifth determination pattern is adopted, the traveling control mode determination unit 142 of the own vehicle M, as the fifth determination condition, according to the number of types of road structures determined not to match by the determination unit 136. Determine the mode of travel control.

For example, when the number of types of road structures determined to be inconsistent is 0 or 1, the travel control mode determination unit 142 determines the travel control mode of the own vehicle M as the first travel control. .. Further, when the number of types of road structures determined to be inconsistent is 2 or 3, the traveling control mode determining unit 142 determines the traveling control mode of the own vehicle M as the second traveling control and does not match. When the number of types of road structures determined to be 4 or more, the mode of travel control of the own vehicle M is determined to be the third travel control.

Further, in the fifth determination pattern, the traveling control mode determination unit 142 self-determines according to the number of types of road structures determined to match, instead of the number of types of road structures determined to not match. The mode of travel control of the vehicle M may be determined. In that case, the traveling control mode determining unit 142 determines the driving control mode in which the degree of automation with respect to the control of the own vehicle M is higher as the number of matching road structures increases.

According to the fifth determination pattern, the degree of automation of travel control can be switched according to the number of types of road structures. In the fifth determination pattern, the travel control mode determination unit 142 controls the travel of the own vehicle M according to the combination of the types when the number of types of the road structures determined to be inconsistent is plural. May be determined.

Each of the first to fifth determination patterns described above may be a combination of some or all of the other determination patterns. Further, in each of the determination patterns, the travel control mode determination unit 142 travels in association with each determination condition when the elapsed time from satisfying the determination condition becomes a predetermined time (first predetermined time) or more. The mode of control may be determined. The predetermined time may be changed for each determination pattern, depending on the weather (sunny, cloudy, rain, snow, thunder), time zone (daytime, nighttime), and road shape (for example, curved road, slope). May be good. As a result, it is possible to prevent frequent switching of the driving control mode when the determination conditions are temporarily satisfied due to the influence of shadows of other vehicles or surrounding objects (buildings, etc.), street lights, weather, sunlight, etc. , The driving control can be switched at a more appropriate timing.

Further, the traveling control mode determination unit 142 may change the determination pattern when any of the determination patterns described above continues for a predetermined time (second predetermined time) or longer. For example, in the second determination pattern described above, the travel control mode determination unit 142 determines the travel control mode of the own vehicle M to be the first travel control, and then executes the travel control of the own vehicle M in the first travel control. When the state in which the type of the road structure determined to be inconsistent by the determination unit 136 is a lane mark continues for a second predetermined time or longer, the mode of the travel control of the own vehicle M is the first travel control. To the second running control. As a result, it is possible to switch the mode of travel control according to the duration of the state in which the road structures do not match, and it is possible to execute more appropriate travel control.

The action plan generation unit 140 generates a target track or the like of the own vehicle M based on the driving control mode determined by the driving control mode determining unit 142. When the driving control mode determined by the driving control mode determining unit 142 is the third driving control, the manual operation by the driver is executed, so that the target track does not have to be generated, and the ADAS is related. A target trajectory may be generated.

[Processing flow]
FIG. 5 is a flowchart showing an example of the flow of processing executed by the automatic operation control device 100 of the embodiment. The process shown in FIG. 5 is repeatedly executed at a predetermined timing or a predetermined cycle. For example, the process shown in FIG. 5 is repeatedly executed in the own vehicle M while any of the first to third travel controls is being executed.

In the process of FIG. 5, the first road information acquisition unit 132 acquires the position information of the own vehicle M from the vehicle sensor 40 (step S100). Next, the first road information acquisition unit 132 acquires the first road information from the map information based on the position information of the own vehicle M (step S120). Next, the second road information recognition unit 134 recognizes the road condition around the own vehicle M based on the output of the outside world sensor, and outputs the second road information including the recognition result (step S140).

Next, the determination unit 136 determines whether or not the first road structure included in the first road information matches the second road structure included in the second road information for each type of road structure. Determination (step S160). Next, the travel control mode determination unit 142 determines the mode of travel control of the own vehicle M based on the determination result of the determination unit 136 (step S180). The details of the process of step S180 will be described later. Next, the action plan generation unit 140 and the second control unit 160 execute the traveling control of the own vehicle M according to the determined mode (step S200). This ends the processing of this flowchart.

FIG. 6 is a flowchart showing an example of a flow of processing (processing in step S180) executed by the traveling control mode determining unit 142. In the example of FIG. 6, the traveling control mode determination unit 142 has a type that does not match in the various road structures included in the first road structure and the second road structure based on the determination result of the determination unit 136. Whether or not it is determined (step S181). When it is determined that there is no non-matching type (matches in all types), the traveling control mode determining unit 142 determines the traveling control mode of the own vehicle M as the first traveling control (step S182).

When it is determined in the process of step S181 that there is a non-matching type, the traveling control mode determining unit 142 determines the first road structure and the second road structure in the non-matching type from the acquisition result of the deviation degree acquisition unit 138. The degree of deviation from and is acquired (step S183), and it is determined whether or not the acquired degree of deviation is equal to or greater than the threshold value (step S184). When it is determined that the acquired degree of deviation is equal to or greater than the threshold value, the travel control mode determining unit 142 determines the travel control mode of the own vehicle M to be the third travel control (step S185).

If it is determined in the process of step S184 that the acquired degree of deviation is not equal to or greater than the threshold value, the traveling control mode determining unit 142 determines whether one or both of the stop sign and the stop line are included in the non-matching type. Is determined (step S186). When it is determined that one or both of the stop sign and the stop line are included in the type of the road structure that does not match, the travel control mode determining unit 142 controls the travel control of the own vehicle M as the third travel control. (Step S185).

In the process of step S186, when it is determined that one or both of the stop sign or the stop line is not included in the non-matching type, it is determined whether or not the non-matching type is a lane mark (step S187). When the non-matching type is a lane mark, the travel control mode determination unit 142 determines the travel control mode of the own vehicle M to be the first travel control (step S182).

When it is determined in the process of step S187 that the non-matching type is not a lane mark, the traveling control mode determining unit 142 determines whether or not the non-matching type is a road boundary object (step S188). When it is determined that the non-matching type is a road boundary object, the travel control mode determining unit 142 determines the travel control mode of the own vehicle M to the second travel control (step S189). Further, in the process of step S188, when the non-matching type is not a road boundary object, other road structures (for example, a traffic signal, a road sign, etc.) do not match, so that safer driving control can be executed. , The travel control mode determination unit 142 determines the mode of the travel control of the own vehicle M to the third travel control (step S185). As a result, the processing of this flowchart ends.

According to the above-described embodiment, in the vehicle control device, the first road information acquisition unit 132 that acquires the first road information including the road structure around the own vehicle M from the map information based on the position information of the own vehicle M. The second road information recognition unit 134 that recognizes the surrounding conditions including the road structure around the own vehicle M based on the output of the outside world sensor and outputs the second road information, and the first road information included in the first road information. Judgment unit 136, which determines whether or not the 1 road structure and the second road structure included in the second road information match for each type of road structure, and the determination unit 136 have determined that they do not match. By providing the travel control mode determination unit 142 that determines the mode of travel control of the own vehicle based on the type of the road structure, it is possible to determine a more appropriate control mode with respect to the travel control of the own vehicle M. can.

Further, according to the above-described embodiment, when the map information and the output information from the outside world sensor do not match, the driving control mode is changed according to the type of the road structure, which is more appropriate. You can switch to the operation mode.

[Hardware configuration]
FIG. 7 is a diagram showing an example of the hardware configuration of the automatic operation control device 100 of the embodiment. As shown in the figure, the computer of the automatic operation control device 100 includes a communication controller 100-1, a CPU 100-2, a RAM 100-3 used as a working memory, a ROM 100-4 for storing a boot program, a flash memory, an HDD, and the like. The storage device 100-5, the drive device 100-6, and the like are connected to each other by an internal bus or a dedicated communication line. The communication controller 100-1 communicates with a component other than the automatic operation control device 100. A portable storage medium such as an optical disk (for example, a computer-readable non-temporary storage medium) is mounted on the drive device 100-6. The storage device 100-5 stores a program 100-5a executed by the CPU 100-2. This program is expanded to RAM 100-3 by a DMA (Direct Memory Access) controller (not shown) or the like, and is executed by CPU 100-2. The program 100-5a referred to by the CPU 100-2 may be stored in a portable storage medium mounted on the drive device 100-6, or may be downloaded from another device via a network. As a result, a part or all of each component of the automatic operation control device 100 is realized.

The embodiment described above can be expressed as follows.
A storage device that stores the program and
With a hardware processor,
By executing the program stored in the storage device by the hardware processor.
Based on the vehicle position information, the first road information including the road structures around the vehicle is acquired from the map information, and the first road information is acquired.
Based on the output of the outside world sensor, the surrounding situation including the road structure around the vehicle is recognized, and the second road information is output.
Whether or not the first road structure included in the first road information and the second road structure included in the second road information match is determined for each type of road structure.
The mode of driving control of the vehicle is determined based on the type of the road structure determined to be inconsistent.
Vehicle control unit configured as such.

Although the embodiments for carrying out the present invention have been described above using the embodiments, the present invention is not limited to these embodiments, and various modifications and substitutions are made without departing from the gist of the present invention. Can be added.

1 ... Vehicle system, 10 ... Camera, 12 ... Radar device, 14 ... LIDAR, 16 ... Object recognition device, 20 ... Communication device, 30 ... HMI, 40 ... Vehicle sensor, 50 ... Navigation device, 60 ... MPU, 80 ... Driving Operator, 100 ... Automatic driving control device, 120 ... First control unit, 130 ... Recognition unit, 132 ... First road information acquisition unit, 134 ... Second road information recognition unit, 136 ... Judgment unit, 138 ... Degree of deviation acquisition Unit, 140 ... Action plan generation unit, 142 ... Travel control mode determination unit, 160 ... Second control unit, 162 ... Target trajectory acquisition unit, 164 ... Speed control unit, 166 ... Steering control unit, 180 ... HMI control unit, 190 ... Storage unit, 200 ... Driving drive force output device, 210 ... Brake device, 220 ... Steering device

Claims (9)

The first road information acquisition unit that acquires the first road information including the road structures around the vehicle from the map information based on the position information of the vehicle, and
A second road information recognition unit that recognizes the surrounding conditions including the road structures around the vehicle based on the output of the outside world sensor and outputs the second road information.
A determination unit that determines whether or not the first road structure included in the first road information matches the second road structure included in the second road information for each type of road structure.
A traveling control mode determining unit that determines a traveling control mode of the vehicle based on the type of the road structure determined to be inconsistent by the determination unit.
When there is a road structure determined to be incompatible by the determination unit, the second road structure based on the first road structure is used for each type of road structure determined to be incompatible. Equipped with a deviation degree acquisition unit, which acquires the deviation degree ,
The traveling control mode determining unit determines the driving control mode of the vehicle according to the deviation degree acquired by the deviation degree acquisition unit.
Vehicle control device. The driving control aspect of the vehicle is a first driving control in which one or both of the steering and speed of the vehicle are controlled to drive the vehicle, and the driving control of the vehicle is more automated than the first driving control. The second running control having a lower degree of automation and the third running control having a lower degree of automation than the second running control are included.
The traveling control mode determining unit determines the driving control mode of the vehicle when one or both of the stop sign and the stop line are included in the type of the road structure determined by the determination unit to be inconsistent. Determined to be the third travel control,
The vehicle control device according to claim 1. When the type of the road structure determined not to match by the determination unit is a lane mark, the travel control mode determining unit determines the traveling control mode of the vehicle as the first traveling control.
The vehicle control device according to claim 2. The traveling control mode determining unit is predetermined to have a state in which the driving control mode of the vehicle is the first traveling control and the type of the road structure determined to be inconsistent by the determination unit is a lane mark. When the vehicle continues for a certain period of time or longer, the mode of the vehicle running control is changed from the first running control to the second running control.
The vehicle control device according to claim 3. When the type of the road structure determined not to match by the determination unit is a road boundary object, the travel control mode determining unit determines the traveling control mode of the vehicle as the second traveling control.
The vehicle control device according to any one of claims 2 to 4. When the degree of deviation acquired by the degree of deviation acquisition unit is equal to or greater than the threshold value, the traveling control mode determining unit determines the mode of driving control of the vehicle as the second traveling control.
The vehicle control device according to any one of claims 2 to 5. The deviation degree acquisition unit acquires the deviation degree based on the distance, orientation difference, size ratio, and ratio of the second road structure with respect to the first road structure.
The vehicle control device according to any one of claims 1 to 6. The computer
Based on the vehicle position information, the first road information including the road structures around the vehicle is acquired from the map information, and the first road information is acquired.
Based on the output of the outside world sensor, the surrounding situation including the road structure around the vehicle is recognized, and the second road information is output.
Whether or not the first road structure included in the first road information and the second road structure included in the second road information match is determined for each type of road structure.
Based on the type of road structure determined to be inconsistent, the mode of driving control of the vehicle is determined .
Further, when there is a road structure determined to be inconsistent, the degree of deviation of the second road structure based on the first road structure is determined for each type of road structure determined to be incompatible. Acquired,
The mode of the traveling control of the vehicle is determined according to the acquired degree of deviation.
Vehicle control method. On the computer
The first road information including the road structure around the vehicle is acquired from the map information based on the position information of the vehicle.
Based on the output of the outside world sensor, the surrounding situation including the road structure around the vehicle is recognized, and the second road information is output.
Whether or not the first road structure included in the first road information and the second road structure included in the second road information match is determined for each type of road structure.
Based on the type of road structure determined to be inconsistent, the mode of driving control of the vehicle is determined .
Further, when there is a road structure determined to be inconsistent, the degree of deviation of the second road structure based on the first road structure is determined for each type of road structure determined to be incompatible. Get it,
The mode of the traveling control of the vehicle is determined according to the acquired degree of deviation.
program.

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