JP7118838B2 - Operation control method and operation control device - Google Patents

Description

The present invention relates to an operation control method and an operation control device.

Regarding this type of device, there is known a technique for setting a travel route for the vehicle by connecting points with low risk potential based on the calculation result of the risk potential of objects around the vehicle (Patent Document 1).

JP 2017-182563 A

However, no consideration has been given to the anxiety felt by passengers (humans) with respect to changes in risk potential when traveling along a travel route.

The problem to be solved by the present invention is to provide a driving control method and a driving control device that reduce the feeling of anxiety that a passenger feels about changes in risk potential that occur when traveling on a driving route.

According to the present invention, a first travel route is calculated based on a first risk potential related to an object to be avoided detected based on detection information, and a risk control point set on the upstream side closer to the own vehicle than the object to be avoided is set to the own vehicle. calculating a second risk potential generated by executing a predetermined operation control, calculating a second travel route different from the first travel route based on the first risk potential and the second risk potential, The above problem is solved by allowing the host vehicle to travel along the second travel route.

According to the present invention, at a risk control point set upstream of the avoidance target, the risk potential is generated by causing the own vehicle to execute a predetermined driving control that is different from the first risk potential with respect to the avoidance target that actually exists. By calculating the second risk potential, it is possible to suppress the amount of change in the risk potential that occurs when the vehicle travels along the travel route, thereby reducing the sense of uneasiness felt by humans (passengers).

1 is a block configuration diagram of an operation control system according to this embodiment; FIG. FIG. 2 is a diagram for explaining the situation around the host vehicle; FIG. FIG. 4 is a diagram for explaining the risk potential of a first travel route; FIG. FIG. 4 is a diagram for explaining the risk potential of a second travel route; FIG. It is a flowchart figure which shows the control procedure of the operation control system of this embodiment. It is a flowchart figure which shows the 1st example of the calculation process of the driving route of this embodiment. FIG. 7 is a flowchart showing a second example of a travel route calculation process according to the present embodiment; It is a flowchart figure which shows the 1st modification of the calculation process of the driving route of this embodiment. 7B is a diagram for explaining the processing shown in FIG. 7A; FIG. FIG. 11 is a flow chart diagram showing a second modification of the travel route calculation process of the present embodiment. 8B is a diagram for explaining the processing shown in FIG. 8A; FIG. FIG. 10 is a flowchart showing a third example of a travel route calculation process according to the present embodiment; 9B is a diagram for explaining the processing shown in FIG. 9A; FIG.

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings. In this embodiment, a case where the operation control method and the operation control device according to the present invention are applied to an operation control system that cooperates with an in-vehicle device 200 mounted on a vehicle will be described as an example.

FIG. 1 is a diagram showing a block configuration of an operation control system 1. As shown in FIG. A driving control system 1 of this embodiment includes a driving control device 100 and an in-vehicle device 200 . Embodiments of the operation control device 100 of the present invention are not limited, and may be mounted on a vehicle, or may be applied to a portable terminal device capable of exchanging information with the in-vehicle device 200 . Terminal devices include devices such as smartphones and PDAs. The operation control system 1, the operation control device 100, the in-vehicle device 200, and each device provided therein are computers that include an arithmetic processing device such as a CPU and execute arithmetic processing.

First, the in-vehicle device 200 will be described.
The in-vehicle device 200 of this embodiment includes a vehicle controller 210 , a navigation device 220 , a detection device 230 , a lane keep device 240 and an output device 250 . Each device constituting the in-vehicle device 200 is connected by a CAN (Controller Area Network) or other in-vehicle LAN in order to exchange information with each other. The in-vehicle device 200 can exchange information with the operation control device 100 via the in-vehicle LAN.

The vehicle controller 210 of this embodiment controls the driving of the vehicle according to the driving plan drawn up by the processor 11 . Vehicle controller 210 operates sensors 260 , drives 270 and steering 280 . Vehicle controller 210 acquires vehicle information from sensor 260 . The sensor 260 has a steering angle sensor 261 , a vehicle speed sensor 262 and an attitude sensor 263 . The steering angle sensor 261 detects information such as steering amount, steering speed, and steering acceleration, and outputs the information to the vehicle controller 210 . Vehicle speed sensor 262 detects the speed and/or acceleration of the vehicle and outputs to vehicle controller 210 . Sensor 260 may comprise a distance sensor, such as an odometer, that detects the distance traveled by the vehicle. The posture sensor 263 detects the position of the vehicle, the pitch angle of the vehicle, the yaw angle of the vehicle, and the roll angle of the vehicle, and outputs them to the vehicle controller 210 . Orientation sensor 263 includes a gyro sensor.

The vehicle controller 210 of this embodiment is an in-vehicle computer such as an engine control unit (Electric Control Unit, ECU), and electronically controls the operation/operation of the vehicle. Examples of vehicles include an electric vehicle having an electric motor as a drive source, an engine vehicle having an internal combustion engine as a drive source, and a hybrid vehicle having both an electric motor and an internal combustion engine as drive sources. Electric vehicles and hybrid vehicles that use an electric motor as a driving source also include a type that uses a secondary battery as a power source for the electric motor and a type that uses a fuel cell as a power source for the electric motor.

The driving device 270 of this embodiment includes a vehicle driving mechanism. The drive mechanism includes an electric motor and/or an internal combustion engine as the above-described travel drive source, a drive shaft for transmitting the output from these travel drive sources to the drive wheels, a power transmission device including an automatic transmission, and a wheel brake. A braking device 271 and the like are included. The drive device 270 generates control signals for these drive mechanisms based on input signals from accelerator operation and brake operation and control signals acquired from the vehicle controller 210 or the operation control device 100, and controls operation including acceleration and deceleration of the vehicle. Run. By sending control information to the driving device 270, it is possible to automatically perform operation control including acceleration and deceleration of the vehicle. In the case of a hybrid vehicle, the torque distribution output to each of the electric motor and the internal combustion engine according to the running state of the vehicle is also sent to the drive device 270 .

The steering device 280 of this embodiment includes a steering actuator. A steering actuator includes a motor or the like attached to a steering column shaft. The steering device 280 executes control for changing the traveling direction of the vehicle based on a control signal acquired from the vehicle controller 210 or an input signal by a steering operation. The vehicle controller 210 executes control for changing the direction of travel (control for changing the lateral position) by sending control information including the steering amount to the steering device 280 . The control of the driving device 270 and the control of the steering device 280 may be performed completely automatically, or may be performed in a manner that assists the driver's driving operation (advancing operation). The control of the drive system 270 and the control of the steering system 280 can be interrupted/discontinued by driver intervention.

The in-vehicle device 200 of this embodiment includes a navigation device 220 . The navigation device 220 calculates the route from the current position of the vehicle to the destination using a technique known at the time of filing. The calculated route is sent to the vehicle controller 210 for use in vehicle operation control. The calculated route is output as route guidance information via the output device 250, which will be described later. The navigation device 220 has a position detection device 221 . The position detection device 221 includes a Global Positioning System (GPS) receiver and detects the running position (latitude and longitude) of the running vehicle.

Navigation device 220 comprises accessible map information 222 , road information 223 and traffic rule information 224 . The map information 222, the road information 223, and the traffic regulation information 224 only need to be read by the navigation device 220, and may be physically separated from the navigation device 220, or may be installed in the communication device 30 (or the in-vehicle device 200). may be stored in a server that can be read via a communication device provided in the server). The map information 222 is a so-called electronic map, and is information in which latitude/longitude and map information are associated with each other. The map information 222 has road information 223 associated with each point.

The road information 223 is defined by nodes and links connecting the nodes. The road information 223 includes information specifying a road by its position/area, road type for each road, road width for each road, and road shape information. The road information 223 stores the position of the intersection, the approach direction of the intersection, the type of the intersection, and other information related to the intersection in association with each identification information of each road link. Intersections include junctions and branch points. In addition, the road information 223 includes, for each road link identification information, road type, road width, road shape, propriety of going straight, priority of progress, propriety of overtaking (prohibition of entering adjacent lane), and other road related information. Information is associated and stored.

A travel route is identified by road identifiers, lane identifiers, lane identifiers, and link identifiers. These lane identifiers, lane identifiers, and link identifiers are defined in map information 222 and road information 223 . The driving route includes link information including link identifiers. The link information includes linked link information (link identifier) associated with the link identifier. This identifies the order in which the links are connected. A travel route is calculated by connecting the specified links according to the order of travel. In this embodiment, the travel route includes a first travel road and a second travel road.

The navigation device 220 identifies the route along which the vehicle travels based on the current position of the vehicle detected by the position detection device 221 . The route may be a route to the destination specified by the user, or a route to the destination estimated based on the travel history of the vehicle/user.

The traffic rule information 224 is traffic rules such as temporary stop on the route, no parking/stopping, slowing down, speed limit, etc. that the vehicle should comply with when traveling. Each rule is defined for each point (latitude, longitude) and link. The traffic regulation information 224 may include traffic signal information obtained from a device provided on the side of the road.

The in-vehicle device 200 includes a detection device 230 . The detection device 230 acquires detection information about the vehicle traveling on the route. The detection device 230 of the vehicle detects the presence and position of objects including obstacles existing around the vehicle. Although not particularly limited, the detection device 230 includes a camera 231 . The camera 231 is an image pickup device including an image pickup device such as a CCD. The camera 231 may be an infrared camera or a stereo camera. The camera 231 is installed at a predetermined position on the vehicle and captures images of objects around the vehicle. The vehicle's perimeter includes the front, rear, front sides, and rear sides of the vehicle. Objects (objects) include two-dimensional signs such as stop lines and no-entry areas marked on the road surface. Objects include three-dimensional objects. Objects include stationary objects such as signs. Objects include mobile objects such as pedestrians, two-wheeled vehicles, and four-wheeled vehicles (other vehicles). Objects include road structures such as guardrails, medians, and curbs.

The detection device 230 may analyze the image data and identify the type of object based on the analysis results. The detection device 230 uses pattern matching technology or the like to identify whether the object included in the image data is a vehicle, a pedestrian, or a sign. The detection device 230 processes the acquired image data and acquires the distance from the vehicle to the object based on the positions of the objects existing around the vehicle. The detection device 230 acquires the time when the vehicle reaches the object based on the position and time of the object existing around the vehicle.

A radar device 232 may be used as the detection device 230 . As the radar device 232, a millimeter wave radar, a laser radar, an ultrasonic radar, a laser range finder, or any other system known at the time of filing can be used. The detection device 230 detects the presence or absence of the object, the position of the object, and the distance to the object based on the signal received by the radar device 232 . The detection device 230 detects the presence or absence of the object, the position of the object, and the distance to the object based on the clustering result of the point group information acquired by the laser radar.

The detection device 230 may acquire detection information from an external device via the communication device 233 . If the communication device 233 is capable of inter-vehicle communication between the other vehicle and the other vehicle, the detection device 230 detects the vehicle speed and acceleration of the other vehicle detected by the vehicle speed sensor of the other vehicle to indicate that the other vehicle is present. You may acquire as target object information. Of course, the detection device 230 can also acquire object information including the position, speed, and acceleration of other vehicles from an external device of Intelligent Transport Systems (ITS) via the communication device 233 . The detection device 230 may acquire information near the vehicle from the in-vehicle device 200 , and may acquire information on a region farther than a predetermined distance from the vehicle from an external device provided on the roadside via the communication device 233 . The detection device 230 sequentially outputs detection results to the processor 11 .

The in-vehicle device 200 of this embodiment includes a lane keeping device 240 . The lane keeping device 240 has a camera 241 and road information 242 . The camera 241 may share the camera 231 of the detection device. The road information 242 may share the road information 223 of the navigation device. The lane keeping device 240 detects lanes on a route along which the vehicle travels from the image captured by the camera 241 . The lane keeping device 240 has a lane departure prevention function (lane keeping support function) that controls the movement of the vehicle so that the position of the lane marker on the lane and the position of the vehicle maintain a predetermined relationship. The operation control device 100 controls the movement of the vehicle so that the vehicle runs in the center of the lane. Note that the lane marker is not limited as long as it has a function of defining a lane, and may be a diagram drawn on the road surface, a plant existing between lanes, or a lane marker. Road structures such as guardrails, curbs, sidewalks, and roads for motorcycles existing on the shoulder side of roads may also be used. Also, the lane marker may be an immovable object such as a signboard, a sign, a store, or a roadside tree that exists on the shoulder of the lane.

The processor 11, which will be described later, at least temporarily stores objects detected by the detection device 230 in association with events and/or paths. An event is a predefined scene. For example, scenes such as avoiding an object, overtaking an object, passing an object, stopping temporarily, and passing through an intersection can be defined as events. The processor 11 predicts events that the host vehicle will encounter based on information detected by the sensor 260 . The processor 11 stores objects that exist within a predetermined distance of the event and that may approach the event in association with the event. The processor 11 stores the objects encountered in the event in association with the route. The processor 11 grasps at which position on which path the object exists. This makes it possible to quickly determine objects approaching the vehicle in the event. The processor 11 identifies, as a target scene, a scene in which the first object exists in the right area of the vehicle and the second object exists in the left area of the vehicle on the travel route.

The in-vehicle device 200 includes an output device 250 . The output device 250 has a display 251 and a speaker 252 . The output device 250 outputs various types of information regarding driving control to the user or the occupants of the surrounding vehicles. The output device 250 outputs information on the drafted driving action plan and driving control based on the driving action plan. The output device 250 may output various information related to driving control to an external device such as an intelligent transportation system via a communication device.

Next, the operation control device 100 will be explained.
The operation control device 100 includes a control device 10 , an output device 20 and a communication device 30 . The output device 20 has the same function as the output device 250 of the in-vehicle device 200 described above. The display 251 and the speaker 252 may be used as components of the output device 20 . The control device 10 and the output device 20 can exchange information with each other via a wired or wireless communication line. The communication device 30 exchanges information with the in-vehicle device 200 , exchanges information inside the operation control device 100 , and exchanges information between an external device and the operation control system 1 .

First, the control device 10 will be described.
The control device 10 comprises a processor 11 . The processor 11 is an arithmetic unit that performs operation control processing for causing the own vehicle to travel along a predetermined travel route based on the first risk potential and the second risk potential. Specifically, the processor 11 is a ROM (Read Only Memory) storing a program for executing operation control processing including planning of an operation plan, and by executing the program stored in this ROM, the control device 10 It is a computer comprising a CPU (Central Processing Unit) as a functioning operating circuit and a RAM (Random Access Memory) functioning as an accessible storage device.

The processor 11 according to this embodiment executes processing according to the following method.
(1) Acquiring detection information around the own vehicle and information of the own vehicle;
(2) calculating a first risk potential regarding an object to be avoided on a route on which the vehicle travels, and calculating a first travel route based on the first risk potential;
(3) A desired risk potential (height) generated by causing the own vehicle to execute predetermined driving control (including travel route, speed, and steering amount) at a risk control point on the upstream side of the avoidance target. Calculate the second risk potential of
(4) calculating a second travel route based on the first risk potential and the second risk potential;
(5) Calculate a driving control command according to the driving plan for moving the vehicle along the second travel route, and cause the vehicle to execute the driving control command.

The processor 11 includes a first block that implements a function of acquiring detection information, a second block that implements a function of calculating a first travel route based on a first risk potential calculated for each avoidance target, and a second A third block that realizes the function of generating the potential, a fourth block that realizes the function of calculating the second travel route, and a driving control command that causes the own vehicle to travel the second travel route, and is executed by the own vehicle. and a fifth block that implements a function to cause the The processor 11 executes each function in cooperation with software for realizing each function or executing each process and the hardware described above.

A detection information acquisition process executed by the processor 11 according to the present embodiment will be described.
The processor 11 sequentially acquires detection information from the vehicle-mounted device 200 including the vehicle-mounted detection device 230, the sensor 260, and the navigation device 220 described above. The detection information is information that indicates the circumstances around the host vehicle that is subject to running control. The processor 11 acquires detection information of sensors that detect objects around the vehicle traveling on the route to the destination at predetermined intervals. The processor 11 acquires detection information associated with a position, route (link), or event. The detection information includes the position of the object associated with the event, the type (attribute) of the object, the size of the object, the speed of the object, the change in speed of the object, the amount of longitudinal displacement of the object, and the It includes longitudinal displacement velocity, object lateral displacement amount, and object lateral displacement velocity. The detection information may be information indicating the current state of the object relative to the own vehicle, or information indicating the future state of the object relative to the own vehicle predicted based on the detection information ahead of the own vehicle. may

The processor 11 calculates a first travel route that serves as a reference. The first travel route follows the route to the destination of the own vehicle. A destination is a waypoint or an end point of a route on which driving assistance including autonomous driving is performed. The first travel route may be a route from the current position calculated by the navigation device 220 to the destination. The first travel route is a route avoiding the detected object (obstacle). The first travel route of the present embodiment is a route connecting points with low risk potentials of objects calculated based on the detection information.

The processor 11 calculates a first risk potential related to the avoidance target when the host vehicle detects the avoidance target based on the detection information. The first risk potential is a risk potential calculated for each object that the vehicle approaches or encounters when traveling on the route to the destination.

Here, the risk potential is the level of risk set for each object according to the possibility of approaching or contacting the own vehicle. The risk potential includes a risk potential corresponding to lateral displacement along the road width direction (vehicle width direction) of the travel route. The risk potential includes the risk potential corresponding to the longitudinal displacement along the traveling direction of the travel route (extending direction of the route).
The risk potential is the position of the object, the type (attribute) of the object, the size of the object, the speed of the object, the change in speed of the object, the amount of longitudinal displacement of the object, the longitudinal displacement speed of the object, the object is defined for each object according to the lateral displacement amount of the object and the lateral displacement speed of the object. The risk potential may be calculated based on the own vehicle, or the risk potential may be calculated based on each object. The position of contact with the object (physical extension of the object) has the highest risk potential. That is, the closer to the object, the higher the risk potential, and the farther from the object, the lower the risk potential. A risk potential may be similarly defined for the own vehicle. The first travel route of the present embodiment is calculated as a route following points where the risk potential of the host vehicle and the risk potential of the object are low. Note that the method of calculating the risk potential of the object is not particularly limited. An object's risk potential can be defined based on its relative distance. The risk potential of an object may be defined as an indicator of TTC (Time-To-Collision), which is the time it takes for the vehicle to come into contact with the object. THW (Time-Head Way), which indicates the time of , may be defined as an index. The shorter the TTC (Time-To-Collision), the larger the risk potential value (evaluation value) is defined, and the longer the TTC (Time-To-Collision), the smaller the risk potential value (evaluation value) is defined. The shorter the THW (Time-Head Way), the larger the risk potential value (evaluation value) is defined, and the longer the THW (Time-Head Way), the smaller the risk potential value (evaluation value) is defined. Methods known at the time of the filing of the present application, including prior art documents, can be used as appropriate for calculating the risk potential.
The risk potential may be calculated based on two or more of relative location, TTC, and THW. Each element may be weighted to calculate an overall risk potential.

The processor 11 calculates a first risk potential regarding the avoidance object when the own vehicle OV detects an avoidance object (obstacle) to be avoided based on the detection information. Specifically, the processor 11 extracts objects approaching or encountered when simulating traveling along the first travel route, and calculates the risk potential for each of the objects. The risk potential is calculated based on the relative positions and relative velocities of the host vehicle and the target using the method described above. Processor 11 calculates a first travel route based on the first risk potential. Specifically, the processor 11 calculates a first travel route connecting points with low risk potential evaluation values.

FIG. 2 is a diagram showing the situation around the own vehicle OV1 in this embodiment.
As shown in FIG. 2, the host vehicle OV1 travels on the lane RD1. A parked vehicle PV exists on the shoulder of the lane RD1 in front of the host vehicle OV1. A risk potential R is set for each of the own vehicle OV1 and the object. The risk potential R used for the operation control of the own vehicle OV1 is calculated based on the positional relationship between the own vehicle area occupied by the traveling own vehicle OV1 and the avoidance area where the avoidance target exists. The host vehicle area is set based on vehicle information including the current position and speed of the host vehicle OV1. Since the vehicle area of the traveling vehicle OV1 changes from moment to moment, the processor 11 calculates the vehicle area that changes with time. Similarly, regardless of whether the object to be avoided is a moving object or a stationary object, the relative positional relationship with the running host vehicle OV1 changes from moment to moment. calculate. The size of the own vehicle area is determined according to the range in which the own vehicle OV1 may move per unit time. The own vehicle region is set larger as the speed of the own vehicle OV1 is higher. Similarly, the size of the avoidance area is determined according to the range in which the object to be avoided may move relative to the own vehicle OV1 per unit time. The larger the avoidance area is set, the higher the relative speed with respect to the own vehicle OV1 to be avoided. The own vehicle area is set in multiple stages according to the speed. The avoidance area is set in multiple stages according to the relative speed with respect to the host vehicle OV1. The processor 11 specifies a reference vehicle area according to the speed of the vehicle OV1, traffic volume, road conditions, etc., and determines the specified vehicle area and each avoidance area set in multiple stages for each avoidance target. A risk potential R is calculated based on the positional relationship between . Specifically, the processor 11 calculates the risk potential R based on the overlapping area of the own vehicle area and the avoidance area specified by the two-dimensional coordinates. The risk potential R is preferably set hierarchically for each of the avoidance areas set in multiple stages.

Thus, by setting the own vehicle area and the avoidance area and calculating the first risk potential and/or the second risk potential based on the positional relationship of each area, the relative Based on the positional relationship and the change in the positional relationship according to the relative speed, it is possible to determine the existence of the risk potential and determine its magnitude.

In the example shown in FIG. 2, the risk potentials ROV1 and ROV1 are hierarchically (multi-staged) set for the host vehicle OV1. The risk potential evaluation value of the risk potential ROV1 closer to the own vehicle OV1 is higher than the risk potential evaluation value of the risk potential ROV1 farther from the own vehicle OV1 (closer to the object). Risk potentials RPV1 to RPV4 are also set hierarchically (multiple levels) for the parked vehicle PV. The highest evaluation value is set to the risk potential RPV1 closest to the parked vehicle PV. The evaluation values of the risk potentials RPV1 to RPV4 are RPV1>RPV2>RPV3>RPV4.

The own vehicle OV1 moves forward along the first travel route RT1, passes the position of the own vehicle OV1, and moves in front of the parked vehicle PV (in the X direction in the drawing). A road structure GW such as a median strip exists on the right side of the lane RD1, and a scene was set in which the own vehicle OV1 cannot leave the lane RD1. In this scene, the risk potential of the host vehicle OV is highest when passing by the parked vehicle PV. The occupants of the own vehicle OV also feel most uneasy when passing by the parked vehicle PV.

FIG. 3A is a diagram showing the surroundings of own vehicle OV1 in this embodiment.
As shown in FIG. 3A, own vehicle OV1 travels on lane RD1. A parked vehicle PV exists in front of the host vehicle OV1. The host vehicle OV1 moves to the right (-Y direction in the drawing) to avoid the parked vehicle PV, which is an obstacle, and passes by the side of the parked vehicle PV. The risk potential associated with the movement of this own vehicle OV1 is shown in the lower part of FIG. 3A. The risk potential value on the vertical axis is calculated based on at least one of the relative positional relationship, TTC, and THW, as described above. Further, for the risk potential in operation control, a threshold is set that defines a predetermined value range of the risk potential that is defined in advance as a range allowed in operation control. In this example, the value range of the risk potential is divided into three areas, namely, an area A1 requiring coping action, a perceptual area A2, and an unconscious area A3, in descending order. A travel route and a driving plan are calculated so that the risk potential for the object to be avoided when the own vehicle OV1 travels according to the driving control belongs to the perception area A2. A perceptual area A2 is defined as being greater than or equal to threshold B1 and less than or equal to threshold B2.
The horizontal axis of the table showing changes in risk potential is the position (+X in the figure) along the traveling direction of the own vehicle OV traveling on the first traveling route RT. The risk potential value increases as the own vehicle OV1 approaches the parked vehicle PV. The amount of change in risk potential at that time is αR1.

By the way, in conventional driving control (including automatic driving) for avoiding obstacles, a driving route is calculated based on the risk potential of obstacles existing around the own vehicle OV1. There is no consideration of "changes in risk potential in The inventors pay attention to the "change in risk potential in the travel route" perceived by the senses of a human who is a passenger of the own vehicle OV1. The occupant (human) predicts not only the risk potential of each nearby object, but also the state of the object farther than the object detected by the operation control device. For this reason, if "changes in risk potential on the driving route" foreshadow a high risk in risk assessment based on human senses, the change in risk potential does not cause a psychological burden such as anxiety. Amplify. Such a mental burden may cause the passenger to perform unnecessary intervention operations.

The operation control device performs operation control with a balance that achieves both safety and high movement efficiency. The driving capabilities of current driving control devices are increasing and may exceed the capabilities of a typical driver. In a situation where the driving ability of the vehicle by the operation control device exceeds the driving ability of the vehicle occupant (human), the risk evaluation criteria (how to feel the risk) and the driving A discrepancy may occur between the risk evaluation criteria of the control device and the occupant's feeling of discomfort and anxiety about the details of the operation control. When driving control (acceleration/deceleration/steering) is performed based on human (occupant's) senses, it is not possible to perform driving control that fully utilizes the performance of the vehicle and the driving control device. In addition, if the passenger does not accept the content of the operation control, the operation control is interrupted by an operation intervention or the like. Thus, there is a problem that it is impossible to strike a high level of balance among safety, mobility efficiency, and passenger acceptability.

In the operation control of the present embodiment, both safety and high movement efficiency are achieved, and while high driving performance is maintained, operation control that is easy for passengers to accept is realized. In the operation control of the present embodiment, considering that the risk assessment based on human senses is affected by the change in risk over time or the predicted risk state, even in situations where the risk potential is physically high, Control the generation and relationship of risk potentials so that the occupants can accept the risk potentials. Even if a high risk potential arises in order to achieve both safety and high mobility efficiency, by calculating a driving route and operation plan that can be accepted by the passengers, safety can be maintained while being acceptable to the passengers. and movement efficiency at a high level.

The processor 11 calculates a second travel route that is different from the first travel route from the above-described viewpoint. The processor 11 sets a risk control point on the upstream side closer to the own vehicle OV1 than the detected object to be avoided, and executes predetermined operation control for the own vehicle OV1 at this risk control point, which is different from the first risk potential. Calculate a second risk potential generated by letting The second risk potential is generated by controlling the operation of own vehicle OV1. The content of the predetermined operation control is to realize a predetermined behavior of the own vehicle OV1 that has been calculated in advance. Specifically, the predetermined driving control is driving that generates a second risk potential of a desired value (a value that can be expressed by TTC or THW) between the own vehicle OV1 after driving control and an object (avoidance target). Control. This operation control is executed by own vehicle OV1 from the control start point to the risk control point. A second risk potential of the target value is calculated when the own vehicle OV1 passes the risk control point by causing the own vehicle OV1 to execute a predetermined driving control.
The predetermined driving control includes at least speed control or steering control. A second risk potential may be generated by executing operation control (speed control) to increase the speed of the own vehicle OV1, or the travel route may be changed to travel in the vicinity of the avoidance target (lateral displacement is less than a predetermined value). The second risk potential may be generated by executing operation control (steering control) for moving the host vehicle OV1 along the setting or travel route. The second risk potential can be predicted by simulation based on the results of detection of the situation around the vehicle (situation in the direction of travel/situation to be encountered in the future) and the prediction results of the situation around the vehicle when driving control is executed. Based on the calculated second risk potential, the travel route and speed control/steering control (driving control command) of the host vehicle OV1 can also be predicted. After calculating the second risk potential, a path to avoid the second risk potential can also be predicted. The processor 11 calculates a second travel route considering the second risk potential. The operation control command (operation plan) for generating the second risk potential and the operation control command (operation plan) for avoiding the second risk potential and the first risk potential are generated as a series of operation control commands. The processor 11 sends to the vehicle controller 210 of the in-vehicle device 200 an operation control command for causing the own vehicle OV1 to travel on the second travel route. The driving control command includes a route (points through which the own vehicle OV1 passes), speed at each point, and a steering amount.

By providing the second risk potential different from the first risk potential on the upstream side of the object to be avoided, it is possible to suppress the degree of risk that suddenly rises when passing (avoiding) the side of the object to be avoided. Humans (occupants) may predict that the risk will increase even more with respect to the risk of suddenly rising. By suppressing the magnitude of the sudden rise in risk, it is possible to calculate a travel route and driving plan in which the amount of change in the risk or the magnitude of the risk is suppressed within a range acceptable to the occupant. By generating the second risk potential, advanced driving control that achieves both safety and high mobility efficiency is achieved, and driving control that does not make passengers feel uneasy even with high risk potentials is realized. be able to.

The risk potential may be generated by causing the host vehicle OV1 to change its positional relationship with the avoidance target or its positional relationship over time. The second risk potential may be generated by causing the own vehicle OV1 to approach the object to be avoided. Specifically, the processor 11 calculates a route along which the vehicle OV1 approaches the object to be avoided along the direction of travel or along the width direction of the route, and executes operation control to cause the vehicle OV1 to travel along the route. can generate a second risk potential. Further, the processor 11 can generate the second risk potential by executing driving control to increase the speed of the host vehicle OV1.

FIG. 3B shows changes in the second risk potential on the second travel route. In the example shown in FIG. 3B, the risk control point LK2 is a point LK2 located upstream by a predetermined distance from the position LK1 of the parked vehicle PV to be avoided. The distance between the first risk potential LK1 and the second risk potential LK2 is BT. The processor 11 generates a second risk potential LK2 at the risk control point LK2, and calculates a second travel route RT2 on the assumption that the second risk potential LK2 exists. The second travel route RT2 differs depending on the magnitude of the second risk potential LK2. FIG. 3B shows three changes RT2(1), RT2(2) and RT2(3) of the second risk potential LK2 with different magnitudes of the risk potential. The value of the second risk potential is set within the range of the perceptual area A2 (between B1 and B2). In FIG. 3B, the change in the second risk potential in the second travel route is superimposed on the change in the first risk potential in the first travel route shown in FIG. 3A. The second risk potential LK2 is generated on the upstream side (-X side in the figure) closer to the host vehicle OV1 than the first risk potential LK1.

As shown in FIG. 3B, the change αR1 in the first risk potential on the first travel route suddenly rises when passing by the side of the parked vehicle PV. The rate of change αR1 of the first risk potential at this time is a positive value, and the risk potential increases. When a human (passenger) detects an increase in the risk potential, the passenger predicts that the risk potential will continue to increase at the same rate of change thereafter. Therefore, when the rate of change αR1 of the first risk potential is a value greater than or equal to a predetermined value, the value of the first risk potential exceeds the perceptible region A2 in normal driving, and the occupant does not perform the target behavior. There is a tendency to anticipate reaching the required area A1. An occupant who has made such a prediction may intervene in driving control in order to relieve the mental burden. If intervention operation is performed, driving control will be stopped.

On the other hand, as shown in the figure, the second risk potential LK2 generated upstream of the first risk potential LK1 is calculated, and the first risk potential LK1 is generated from the second travel route avoiding the second risk potential LK2. A route (second travel route) that merges with the first travel route to be avoided is calculated.

The process of generating the second risk potential LK2 may be executed when the amount of change in the value of the first risk potential is higher than a predetermined value. The first risk potential is calculated according to the existence of the avoidance target that actually exists. If the amount of change in the value of the first risk potential is higher than a predetermined value, it indicates a situation in which risk rises sharply. Further, when the amount of change in the value of the first risk potential is large, the occupant (human) predicts the possibility that the risk potential will further increase, so there is a high possibility that the feeling of anxiety will further increase. Such a scene is detected from the amount of change in the first risk potential, the second risk potential generated by causing the own vehicle to execute predetermined driving control is calculated, and a new second travel route is calculated. Thus, it is possible to calculate a second travel route that is different from the first travel route in which the risk rises abruptly.

Here, the second risk potential RT2(1) is calculated such that the maximum value M2 of the value of the second risk potential is higher than the maximum value M1 of the first risk potential regarding the avoidance target including the parked vehicle PV. The maximum value of the first risk potential is calculated when the own vehicle OV1 comes closest to the object to be avoided including the parked vehicle PV. When the maximum value of the second risk potential is greater than the maximum value of the first risk potential, the value of the second risk potential decreases as the host vehicle OV1 approaches the object to be avoided. In the region of section BT in the figure, the value of the second risk potential decreases. As shown in the lower diagram of FIG. 3B, the rate of change αR2 of the value of the second risk potential has a negative slope at the side position of the avoidance target (the position where the first risk potential rises). Own vehicle OV1 traveling on second travel route RT2 passes through the side of the avoidance target (parked vehicle PV) after passing through a state of high risk potential and then in a state of low risk potential. As a result, it is possible to prevent the occupant of the own vehicle OV1 traveling on the second travel route RT2 from feeling that the risk suddenly rises when the vehicle OV1 passes by the parked vehicle PV.

Also, the value of the second risk potential at point LK2 (X direction in the figure) belonging to the second travel route RT2 is higher than the value of the first risk potential at point LK1 (X direction in the figure) belonging to the first travel route RT1. A second risk potential RT1(2) is generated to increase. In this way, the value of the second risk potential RT2(2) decreases in the region of section BT in the drawing. As shown in the lower diagram of FIG. 3B, the rate of change αR2 of the value of the second risk potential has a negative slope at the side position of the avoidance target (the position where the first risk potential rises). Own vehicle OV1 traveling on second travel route RT2 passes through the side of the avoidance target (parked vehicle PV) after passing through a state in which the risk potential value is high, and then in a state in which the risk potential value is decreasing. As a result, it is possible to prevent the occupant of the own vehicle OV1 traveling on the second travel route RT2 from feeling that the risk suddenly rises when the vehicle OV1 passes by the parked vehicle PV.

Furthermore, the value of the second risk potential at the point LK2 (X direction in the figure) belonging to the second travel route RT2 is higher than the value of the first risk potential at the point LK2 (X direction in the figure) belonging to the first travel route RT1. A second risk potential RT1(3) is generated to increase. As a result, the amount of change in the second risk potential on the second travel route RT2 can be made smaller than the amount of change in the first risk potential on the first travel route RT1. As a result, it is possible to prevent the occurrence of a phenomenon in which the risk potential suddenly rises when the host vehicle OV1 passes by the parked vehicle PV.

Next, a method for generating the second risk potential will be described. The second risk potential can be generated by a change in the behavior of the vehicle OV1 in the direction of travel (change in speed/change in vertical position) or a change in the road width direction of the travel route of the vehicle OV1 (change in lateral position). can.

The processor 11 calculates the target value of the second risk potential based on the relative distance and/or change in the relative distance between the own vehicle OV1 and the avoidance target, and controls the operation of the own vehicle OV1 to achieve the target value of the second risk potential. 2 Generate a risk potential.

First, a method of generating the second risk potential based on changes in the behavior of the host vehicle OV1 in the direction of travel will be described.
The risk potential is the distance, which is the relative positional relationship with the object to be avoided, the TTC (Time-To-Collision), which is the time until the own vehicle OV1 contacts the object, or the current position of the object to be avoided ahead. It is calculated based on THW (Time-Head Way) indicating the time until the vehicle arrives or a combination thereof. That is, by shortening the distance to the avoidance target, shortening the contact time, and shortening the time to reach the current position of the avoidance target, the risk potential of the own vehicle with respect to the avoidance target can be generated. The processor 11 generates a target risk potential by controlling the operation of the own vehicle OV1. The control contents for driving the own vehicle OV1 include the position (route) of the own vehicle OV1 and the target speed of the own vehicle OV1.

In this way, by generating a second risk potential with a predetermined target value based on the relative distance between the host vehicle OV1 and the avoidance object and/or changes in the relative distance, the first risk when avoiding the avoidance object is generated. It is possible to accurately calculate the second travel route that suppresses the amount of change in potential. Since the processor 11 calculates the risk potential based on the relative distance and relative speed between the own vehicle OV1 when the operation is controlled and the object to be avoided at that time, the second risk potential generation/calculation process of the present embodiment includes: The applicable speed range can be widened, and an operation plan with a wide selection of speeds can be drafted.

The processor 11 accelerates the own vehicle OV1 so that the speed of the own vehicle OV1 at the risk control point LK2 becomes the target speed, thereby generating the second risk potential LK2 of the target evaluation value. When the speed at the risk control point LK2 is the target speed, the second risk potential LK2 of the target evaluation value at the risk control point LK2 is calculated. The processor 11 has a speed profile 121 in which a speed is associated with each point belonging to the calculated travel route (second travel route RT2). The processor 11 has a plurality of speed profiles 121 for each upper limit speed/applicable speed band. Velocity profile 121 includes the predicted time of arrival at each point, distance to the object, TTC and/or THW for the object, depending on the applied velocity. Processor 11 selects one velocity profile 121 . The processor 11 refers to the selected velocity profile 121 and obtains the position, velocity, distance to the object, TTC and/or THW to the object of the vehicle OV1 at each point belonging to the travel route.

Processor 11 accelerates own vehicle OV1 to a desired target speed at risk control point LK2. Own vehicle OV1 is accelerated on the upstream side of risk control point LK2, and is decelerated in the process from risk control point LK2 to position LK1 where parked vehicle PV to be avoided exists. The processor 11 moves the own vehicle OV1 along the second travel route RT in FIG. 3B without changing the traveling direction of the own vehicle OV1 (without changing the lateral position/without steering). , generate the second risk potential by acceleration, then approach the first risk potential in the deceleration state, and avoid the object to be avoided. As a result, it is possible to alleviate the sense of risk felt by the occupant when overtaking (avoiding) the object to be avoided (the height of the risk felt by the occupant, the same shall apply hereinafter). As a method of reducing the sense of risk of the occupants, there is a method of decelerating the speed of the own vehicle OV1 to a preset target speed or less. This reduces the sense of risk felt by the occupant when overtaking (avoiding) the vehicle OV1, so that the own vehicle OV1 can run at the set target speed. While demonstrating high driving performance, it is possible to execute driving control that is acceptable to the passenger (no intervention is performed).

As an example, the processor 11 accelerates the host vehicle OV1 to avoid the second risk potential LK generated at the risk control point LK2 and the first risk potential set at the parked vehicle PV1. A second travel route RT2 is calculated for moving the own vehicle OV1 to the right in the vicinity of the control point LK2. The processor 11 calculates a second risk potential, calculates a change (TTC/THW) in the relative positional relationship between the object to be avoided and the own vehicle OV1 for making the second risk potential a target value (TTC/THW), and calculates this Calculate the target speed of the own vehicle OV1 at the risk control point LK2 for realizing the change (TTC/THW) in the relative positional relationship between the object to be avoided and the own vehicle OV1, and the acceleration for reaching the target speed at the risk control point LK2 Calculate This calculation is repeated until a solution is obtained or the conclusion is reached that a solution cannot be obtained.

Next, a method of generating the second risk potential by controlling the lateral position along the road width direction of the lane in which the vehicle OV1 travels will be described.

At the risk control point LK2, the processor 11 steers the vehicle OV1 so that the lateral position along the width of the lane in which the vehicle OV1 travels is the target lateral position, thereby generating the second risk potential. The navigation device 220 refers to the map information 222 and the road information 223 to determine the lane in which the host vehicle OV1 travels. The lane width is a direction substantially perpendicular to the extending direction of the lane. When the own vehicle OV1 is traveling straight on a linear lane, the direction along the lane width coincides with the vehicle width direction of the own vehicle OV1.

In the example shown in FIG. 3B, the lateral position along the lane width is the Y coordinate value along the Y direction in the figure. In the example shown in the figure, the lateral position Y1 of the first travel route RT1 at the risk control point LK2 and the lateral position Y2 of the second travel route RT2 at the risk control point LK2 are different. The position (LK2, Y2) of the second travel route RT2 at the risk control point LK2 is different from the position (LK2, Y1) of the first travel route RT1 at the risk control point LK2. Like the second travel route RT2, at the risk control point LK2, which is the longitudinal position along the traveling direction of the own vehicle OV1 (the position along the X direction in the figure), the lateral position of the own vehicle OV1 (the position along the Y direction in the figure) ) is Y2, a second risk potential LK2 is generated. The distance between the position (LK2, Y2) on the second travel route RT2 and the parked vehicle PV is shorter than the distance between the position (LK2, Y1) on the second travel route RT1 and the parked vehicle PV, and the risk potential is relatively high. Can generate high status.

The processor 11 prohibits the steering of the own vehicle OV1 until the risk control point LK2 and directs the own vehicle OV1 to generate a second risk potential LK2 at the risk control point LK2. The processor 11 calculates a second travel route RT2 for moving the host vehicle OV1 to the right in the vicinity of the risk control point LK2 to avoid the second risk potential LK2 and the first risk potential LK1 set for the parked vehicle PV1. The processor 11 calculates the second risk potential LK2 to be generated, and changes the relative positional relationship (TTC/THW) between the object to be avoided and the host vehicle OV1 to make the second risk potential LK2 a target value (TTC/THW). is calculated, and the lateral position of the own vehicle OV1 is calculated for realizing the change (TTC/THW) in the relative positional relationship between the avoidance target and the own vehicle OV1. This calculation is repeated until a solution is obtained or the conclusion is reached that a solution cannot be obtained.

When an object to be avoided is detected in front of the own vehicle OV1, the own vehicle OV1 needs to change its lateral position in order to avoid the object to be avoided. By changing the lateral position (steering control) and controlling the timing of changing the lateral position (steering control), the second risk potential can be generated at the risk control point LK2. In this way, the second risk potential is generated using the necessary change in lateral position (steering control), and the occupant's sense of anxiety can be reduced while the vehicle OV1 runs while maintaining the target speed. .

Along with controlling the lateral position, a method of generating the second risk potential LK2 by increasing the vehicle speed of the host vehicle OV1 when passing the risk control point LK2 may also be performed. When the second risk potential is generated by controlling the vehicle speed and controlling the lateral position, the time required for the own vehicle OV1 to reach the risk control point LK2 can be shortened. Driving control that avoids objects to be avoided can be executed within a range of risk acceptable to the occupant while exhibiting high driving performance of the vehicle.

The process of generating the second risk potential by controlling the lateral position of the own vehicle OV1 may be realized by two-stage steering.
The processor 11 sets a preliminary steering point ST1 on the upstream side of the risk control point LK2, and at the preliminary steering point ST1, steers the own vehicle OV1 in a direction to separate the own vehicle from the avoidance target, and then advances the own vehicle OV1 straight. to approach the risk control point LK2. At the risk control point LK2, the second risk potential is avoided and the first risk potential (avoided object) is avoided.

The change in the lateral position of the own vehicle OV1 for avoiding the avoidance target is divided into two stages, and part of the amount of lateral position movement required to avoid the avoidance target is set upstream of the risk control point LK2. After that, the lateral position is moved by the necessary amount of movement at the risk control point LK2 where the second risk potential was calculated and the point where the first risk potential was calculated.

Thus, by preliminary changing the lateral position at the preliminary steering point ST1 on the upstream side of the risk control point LK2, it is possible to notify the occupant of the change in the lateral position. In particular, when the own vehicle OV1 travels behind a large vehicle with a large width, it becomes difficult for the occupant to check the front, and it may not be possible to predict the existence of objects to be avoided that will be encountered on the downstream side of the traveling direction. . In such a case, by preliminary moving the lateral position, it is possible to improve the occupant's predictability of the avoidance action against the first risk potential. Knowing in advance the direction of the behavior of the own vehicle OV1 can reduce the occupant's sense of risk regarding avoidance behavior. High sense of risk when high driving performance is executed even when driving control with higher driving performance than humans is executed in terms of cognitive (detection) ability, judgment speed, speed of driving control based on judgment, etc. can be reduced to a value acceptable to the occupants.

Further, the process of generating the second risk potential by driving control that accompanies the lateral position control of the own vehicle OV1 may be started early at a point on the upstream side of the risk control point LK2.
The processor 11 sets the steering start point ST2 on the upstream side of the risk control point LK2, and at the steering start point ST2, the own vehicle OV1 starts steering to move the own vehicle OV1 away from the avoidance target so as to avoid the avoidance target. to move. At the steering start point ST2, the own vehicle OV1 is steered in a direction to move the own vehicle OV1 away from the avoidance target, and is made to approach the risk control point LK2 while maintaining the steering state. At the risk control point LK2, the second risk potential is avoided and the first risk potential (avoided object) is avoided.
The amount of change in the lateral position of the own vehicle OV1 for avoiding the object to be avoided is reduced, and the vehicle starts to gradually move away from the object to be avoided in the lateral direction from the steering start point ST2 on the upstream side, and the second risk potential is calculated. At the control point LK2 and the point at which the first risk potential is calculated, the lateral position is moved by a necessary amount of movement.

Thus, by starting to change the lateral position at an early stage on the upstream side of the risk control point LK2, at the risk control point LK2 where the second risk potential is generated, the driving behavior of avoiding the object to be avoided can be predicted in advance, the occupant can be notified early that the lateral position will be changed to avoid the object to be avoided. By starting the movement of the lateral position early, it is possible to improve the predictability of the occupant regarding the avoidance action against the first risk potential. Since the occupant understands the reasons for the behavior of the own vehicle OV1 in the driving behavior with respect to the second risk potential and the driving behavior with respect to the first risk potential, the occupant's sense of risk regarding avoidance behavior can be reduced. In particular, when the target speed of the own vehicle OV1 is set high, the amount of steering change tends to increase, and the occupant's sense of anxiety tends to increase. High sense of risk when high driving performance is executed even when driving control with higher driving performance than humans is executed in terms of cognitive (detection) ability, judgment speed, speed of driving control based on judgment, etc. can be reduced to a value acceptable to the occupants.

Furthermore, before the process of generating the second risk potential by controlling the lateral position of the vehicle OV1 described above, the vehicle OV1 may be moved in a direction opposite to the direction in which the avoidance target is finally avoided. .
Depending on the existence state of the object to be avoided, the own vehicle may be moved along a route biased toward avoiding the object to be avoided. For example, when the parked vehicles PV exist discretely on the left and right shoulders of the road (there are a plurality of parked vehicles PV at a distance without being connected), the upstream of the first risk potential of each parked vehicle PV When the second risk potential is generated on the side of the road, the vehicle OV1 is always driven in a lateral position close to the road shoulder on the opposite side away from the parked vehicle PV, even though the parked vehicle PV exists discretely. control may be exercised. Since the occupant visually recognizes that the parked vehicles PV exist discretely, the occupant may feel unnatural about driving control that generates a virtual risk potential to reduce the occupant's sense of anxiety. A sense of unnaturalness may lead to anxiety, so in this embodiment, before the process of generating the second risk potential, driving control is performed so that the lateral position of the own vehicle OV1 approaches the avoidance target.

Specifically, the processor 11 sets an avoidance restriction point upstream of the risk control point LK2, and at the avoidance restriction point, at least a part of the existence area along the width of the lane in which the vehicle OV1 travels (an area in the vehicle width direction). ) overlaps the presence area along the lane width of the parked vehicle PV to be avoided (area in the vehicle width direction of the parked vehicle). After the vehicle OV1 passes through the avoidance restriction point, the processor 11 steers the vehicle OV1 so that the lateral position along the lane width along which the vehicle OV1 travels at the risk control point LK2 becomes the target lateral position. Then, the process of generating the second risk potential is performed.

In this way, before generating the second risk potential, on the upstream side of the risk control point LK2, the vehicle OV1 is once laterally moved closer to the parked vehicle PV. It is possible to suppress the operation control of always continuing to avoid even though it exists.
According to this process, in order to fill the gap between the driving control with higher driving performance than humans and the sense of risk that humans feel, when the process of generating the second risk potential is introduced, discrete objects to avoid It is possible to solve another problem of always traveling laterally at a distance from the . When the lane width is wide and there are discretely parked vehicles on the shoulder of the road, in order to avoid the second risk potential and the first risk potential, always drive on the right or left side away from the avoidance target. Execution of unnatural driving control can be suppressed. It is possible to drive the own vehicle OV1 at an appropriate lateral position considering the existence of each object to be avoided without being affected by the presence patterns of the objects to be avoided.

Next, the processing procedure of the operation control system 1 of this embodiment will be described based on the flowchart of FIG. The outline of the processing in each step is as described above. The flow of processing will be mainly described here.

First, in step S1, the processor 11 acquires vehicle information of a vehicle to be controlled. The vehicle information includes vehicle driving information such as current position, traveling direction, speed, acceleration, braking amount, steering amount, steering speed, and steering acceleration, as well as vehicle specification information and vehicle performance information. Vehicle information is acquired from the in-vehicle device 200 . Vehicle information is repeatedly acquired at a predetermined cycle.
In the same step S1, the processor 11 acquires detection information regarding objects around the own vehicle. It includes the presence or absence of an object, the position of the object, the moving direction of the object, the speed of the object, the moving acceleration of the object, and the attributes of the object. The sensing information can be obtained from the in-vehicle device 200 including the sensing device 230 , the sensor 260 and the navigation device 220 . The detection information includes the positional relationship between the own vehicle OV1 and the object, the encounter time, the encounter direction, TTC, THW, and the like. This information indicates when, where (positional coordinates), and how the host vehicle OV1 encounters an object (including intersecting, passing each other, overtaking, being overtaken, avoiding, avoiding, etc.). The detection information is repeatedly acquired at a predetermined cycle.

At step S2, the processor 11 detects an object. Based on the detection information, the processor 11 detects the position of the object relative to the own vehicle OV1, the direction of movement of the object, the speed of the object, the movement acceleration of the object, and the attributes of the object.

In step S3, the processor 11 acquires basic information on operational control. The basic information is prerequisite information that is referred to in order to control the operation of the own vehicle OV1. Specifically, the basic information includes a target travel speed. Since the target traveling speed varies depending on the road/lane on which the vehicle OV1 is traveling, the processor 11 identifies the road/lane to which the current position of the vehicle OV1 detected by the position detecting device 221 belongs, and uses the identification information of the road/lane. Acquire the associated travel target speed.

At step S4, the processor 11 calculates a first travel route. The first travel route is a route/link from the current position to the destination. The first travel route is recalculated at predetermined intervals using newly obtained information. For example, when the risk potential is calculated, the first travel route is a route that connects points with a low risk potential and reaches the destination. The operation control device 100 performs autonomous travel control to move the host vehicle OV1 along this route.

In step S5, the processor 11 detects, based on the detection method acquired in step S1, an avoidance target that needs to be avoided when the own vehicle OV1 travels the tentatively calculated first travel route. The avoidance target detection process is performed at a predetermined cycle using newly obtained information.

In step S6, the processor 11 calculates the first risk potential of each avoidance target. The processor 11 calculates for each detected object the risk potential of that object. The risk potential is the degree of risk based on the distance to the own vehicle OV1 and changes in the distance. The risk potential may be each object TTC/THW for own vehicle OV1, or may be an evaluation value using each object TTC/THW for own vehicle OV1. The processor 11 calculates the first risk potential according to the size of the overlapping area between the vehicle area and the target area set according to the relative positional relationship and the amount of change thereof.

At step S7, the processor 11 arranges the first risk potentials calculated for each avoidance target according to the order in which they are encountered. Each first risk potential is at least temporarily stored in association with a point belonging to the first travel route.

In step S8, the processor 11 re-simulates the calculated first risk potential on the assumption that the own vehicle OV1 approaches the object to be avoided (new obstacle avoidance, speed, etc.). Calculate the risk potential.

In step S9, the processor 11 calculates the amount of change in the first risk potential for the avoidance target.

At step S10, the processor 11 determines whether or not the amount of change in the first risk potential is equal to or greater than a predetermined value. A threshold value for this amount of change can be set in advance. The threshold is calculated by calculating the difference between the upper limit of the risk potential perceivable by the occupant in normal driving behavior and the current risk potential. It may be the time until the upper limit of the risk potential is exceeded. This time corresponds to the degree of the occupant's sense of anxiety that if the driving state continues as it is, the vehicle may enter a risk area that requires coping action (intervention operation is required). If the amount of change in the risk potential is large, it can be evaluated that the occupant feels uneasy enough to require intervention in a short time. It can be evaluated as not feeling. The appropriate value for this threshold (time) will vary depending on how the occupant feels uneasy (experience with automated driving), the occupant's driving skill, the vehicle's driving performance, and the driving control performance of the driving control device. , is preferably set experimentally.

If the processor 11 determines in step S10 that the amount of change in the first risk potential is greater than or equal to the predetermined threshold, the processor 11 proceeds to step S11 to calculate the second travel route. If it is determined that the amount of change in the first risk potential is less than the predetermined threshold, the process proceeds to step S12 without calculating the second travel route. In step S12, a travel route along which the own vehicle OV1 should travel is calculated.

In step S11, the processor 11 calculates a second travel route. A subroutine for this process will be described with reference to the flow charts of FIGS. 5 and 6. FIG. FIG. 5 shows the process according to the control procedure including operation control for generating the second risk potential by controlling the vehicle speed of the own vehicle OV1, and FIG. A process according to a control procedure including operation control for generating a second risk potential is shown.

In step S101 of FIG. 5, the processor 11 acquires basic information of driving control referred to for generating the second travel route. Basic information includes the upper limit speed. The basic information includes the threshold of risk (M2 in the lower diagram of FIG. 3B) that the occupant perceives and is acceptable for normal driving. The basic information includes a predetermined threshold for the amount of change in the first risk potential.

At step S102, the processor 11 calculates a second risk potential generated by speed control of the host vehicle OV1. The point at which the second risk potential is generated is the risk control point LK2 upstream of the avoidance target (position close to own vehicle OV1). The processor 11 increases the speed of the own vehicle OV1 and moves it to the risk control point LK2, thereby increasing the risk potential of the own vehicle OV1 against the object to be avoided, thereby increasing the second risk potential to be avoided at the risk control point LK2. to generate

In step S103, the processor 11 executes a route search considering the second risk potential. A second travel route avoiding the area for which the second risk potential is set is calculated.

At step S<b>104 , the processor 11 refers to the speed profile 121 . A speed profile is information in which a speed is defined for each point belonging to a travel route. When referring to the speed profile 121, it is possible to refer to the route profile 122 including the steering direction and steering amount associated with each point. Ultimately, by referring to the speed profile 121 and the route profile 122, the speed and steering amount/steering speed at each point belonging to the travel route can be obtained.

In step S105, the processor 11 determines whether or not the second travel route on which the host vehicle OV1 can travel has been calculated based on the driving plan that satisfies various conditions such as the upper limit speed. If the second travel route that can be traveled has been calculated, the process proceeds to step S106 to formulate an operation plan based on the second travel route including an avoidance route that avoids the second risk potential. On the other hand, if the second travel route that can be traveled cannot be calculated, the process proceeds to step S107, and an operation plan based on the first travel route that does not include a route avoiding the second risk potential is drawn up. In this case, the first risk potential is reduced and the occupants do not feel uneasy by formulating a driving plan in which the vehicle speed of the own vehicle OV1 is lowered when passing the first risk potential.

In step S111 of FIG. 6, the processor 11 acquires basic information of driving control referred to for generating the second travel route. The basic information includes upper limit steering amount/upper limit steering speed. The basic information includes the threshold of risk (M2 in the lower diagram of FIG. 3B) that the occupant perceives and is acceptable for normal driving. The basic information includes a predetermined threshold for the amount of change in the first risk potential.

In step S112, the processor 11 calculates (sets) a second risk potential generated by steering control of the host vehicle OV1. The point at which the second risk potential is generated is the risk control point LK2 upstream of the avoidance target (position close to own vehicle OV1). By controlling the lateral position of the own vehicle OV1, the processor 11 increases the risk potential of the object to be avoided with respect to the own vehicle OV1 at the risk control point LK2. Generate risk potential.

In step S113, the processor 11 executes a route search considering the existence of the calculated second risk potential. A second travel route avoiding the area where the second risk potential is set (calculated) is calculated.

At step S<b>114 , the processor 11 refers to the route profile 122 . The route profile is information in which the steering direction and steering amount are defined for each point belonging to the travel route. When referring to the route profile 122, the speed profile 121 can be referred to although the speed is included at each point. Ultimately, by referring to the speed profile 121 and the route profile 122, the speed and steering amount/steering speed at each point belonging to the travel route can be obtained.

In step S115, the processor 11 determines whether or not a second travel route on which the host vehicle OV1 can travel has been calculated based on the driving plan that satisfies various conditions such as the upper limit speed. If the second travel route that can be traveled has been calculated, the process proceeds to step S116 to formulate an operation plan based on the second travel route including an avoidance route that avoids the second risk potential. On the other hand, if the second travel route that can be traveled cannot be calculated, the process proceeds to step S117 to formulate an operation plan based on the first travel route that does not include a route that avoids the second risk potential. In this case, the first risk potential is reduced and the occupants do not feel uneasy by formulating a driving plan in which the vehicle speed of the own vehicle OV1 is lowered when passing the first risk potential.

Returning to the flowchart of FIG. 4, in step S12, the processor 11 determines the travel route. This determination follows the determination of step S106 or step S107 of FIG. 5 or the determination of step S116 or step S117 of FIG. When the second travel route is calculated, the second travel route is determined as the travel route serving as a reference for operation control. If the second travel route is not calculated, the first travel route is determined as the travel route that serves as a reference for operation control.

At step S13, the processor 11 sets a target speed for each point on the travel route. A steering amount and a target route are set according to the route. Further, the process proceeds to step S14, and the processor 11 draws up a driving plan for moving the own vehicle OV1 along the travel route to the destination.

In subsequent step S14, an operation control instruction is generated based on the drafted operation plan. Based on the actual X-coordinate value of the own vehicle OV1 (the X-axis is the vehicle width direction), the target X-coordinate value corresponding to the current position, and the feedback gain, the processor 11 controls the own vehicle over the target X-coordinate value. A target control value related to the steering angle, steering angular velocity, etc. required to move to OV1 is calculated.

In step S15, the processor 11 outputs an operation control command. Specifically, the processor 11 outputs the target control value to the in-vehicle device 200 . The vehicle V1 travels on the target route defined by the target lateral position. The processor 11 calculates a target X-coordinate value along the route (the X-axis is the traveling direction of the vehicle). The processor 11 compares the current X-coordinate value of the vehicle V1, the vehicle speed and acceleration/deceleration at the current position with the target X-coordinate value corresponding to the current X-coordinate value, and the vehicle speed and acceleration/deceleration at the target X-coordinate value. Based on this, the feedback gain for the X coordinate value is calculated. Processor 11 calculates a target control value for the X-coordinate value based on the vehicle speed and acceleration/deceleration corresponding to the target X-coordinate value and the feedback gain of the X-coordinate value. The target control value is the operation of the drive mechanism for realizing the acceleration/deceleration and vehicle speed corresponding to the target X-coordinate value (in the case of an engine vehicle, the operation of the internal combustion engine; in the case of an electric vehicle, the operation of the electric motor is included). , in the case of a hybrid vehicle, including the torque distribution between the internal combustion engine and the electric motor) and the control value for the brake operation.

In step S16, the processor 11 causes the vehicle controller 210 to execute the driving control instruction. The vehicle controller 210 executes steering control and drive control, and causes the host vehicle OV1 to travel on a target route defined by target X-coordinate values and target Y-coordinate values. The processing is repeated every time the target X coordinate value is acquired, and the in-vehicle device 200 is caused to execute the control value with the coordinate value specified. The vehicle controller 210 executes driving control instructions according to instructions from the processor 11 until reaching the destination. In step S17, the arrival at the destination is monitored, and the processes after step S1 are executed until the arrival.

A first modification of the travel route calculation process of the present embodiment will be described with reference to FIGS. 7A and 7B. This processing example is an example of processing for generating the second risk potential by driving control for changing the lateral position. In this processing example, the processor 11 changes the lateral position of the vehicle OV1 in two steps, avoids the second risk potential, and then controls the vehicle OV1 to avoid the first risk potential.

In step S121 of FIG. 7A, the processor 11 acquires basic information of driving control referred to for generating the second travel route. The basic information includes upper limit steering amount/upper limit steering speed. The basic information includes the threshold of risk (M2 in the lower diagram of FIG. 3B) that the occupant perceives and is acceptable for normal driving. The basic information includes a predetermined threshold for the amount of change in the first risk potential.

In step S122, the processor 11 calculates (sets) a second risk potential generated by steering control of the host vehicle OV1. The point at which the second risk potential is generated is the risk control point LK2 upstream of the avoidance target (position close to own vehicle OV1). By controlling the lateral position of the own vehicle OV1, the processor 11 increases the risk potential of the object to be avoided with respect to the own vehicle OV1 at the risk control point LK2. Generate risk potential.

At step S<b>123 , the processor 11 refers to the route profile 122 . The route profile is information in which the steering direction and steering amount are defined for each point belonging to the travel route. When referring to the route profile 122, the speed profile 121 can be referred to although the speed is included at each point. Ultimately, by referring to the speed profile 121 and the route profile 122, the speed and steering amount/steering speed at each point belonging to the travel route can be obtained.

In step S124, the processor 11 executes a route search for a second travel route that avoids the second risk potential by one steering at the risk control point LK2. A second travel route is calculated that avoids a region where a second risk potential is generated by steering at the risk control point LK2.

In step S125, the processor 11 determines whether or not the second travel route on which the host vehicle OV1 can travel has been calculated based on the driving plan that satisfies various conditions such as the upper limit speed. If the second travel route can be calculated, the process proceeds to step S130 to avoid the second risk potential including one steering at the risk control point LK2 based on the second travel route including the risk control point LK2. Calculate the operation plan. On the other hand, if it is determined that the second travel route cannot be calculated with one steering operation, the process proceeds to step S126 to determine whether the second travel route that avoids the second risk potential can be calculated with two steering operations. Transition to the processing for judgment. Examine whether or not a second travel route that avoids the second risk potential can be calculated with two steering operations without examining whether the second travel route that avoids the second risk potential can be calculated with one steering operation. You may move to the processing to do. That is, from step S123, step S124 and step S125 may be skipped and the process may proceed to step S126.

In step S126, the processor 11 searches for a second travel route that includes two steerings and avoids the second risk potential LK2.
As shown in FIG. 7B, the processor 11 sets the preliminary steering point ST1 on the upstream side of the risk control point LK2. After the OV1 is steered, the vehicle OV1 is driven straight along the lane from the point ST1' (without changing the traveling direction) to approach the risk control point LK2, thereby generating the second risk potential LK2. The processor 11 executes steering to avoid the second risk potential LK2 at the risk control point LK2. The second risk potential is avoided by steering at the preliminary steering point ST1, straight running from the point ST1' to the risk control point LK2, and steering at the risk control point LK2.

In step S127, if the processor 11 can calculate the second travel route RT as shown in FIG. A driving plan including two operations with steering at the control point LK2 is calculated. On the other hand, if the second travel route RT could not be calculated in step S127, the process proceeds to step S128 to formulate an operation plan based on the first travel route that does not include the route avoiding the second risk potential. In this case, the first risk potential is reduced and the occupants do not feel uneasy by formulating a driving plan in which the vehicle speed of the own vehicle OV1 is lowered when passing the first risk potential.

As shown in FIG. 7B, by preliminary changing the lateral position at the preliminary steering point ST1 on the upstream side of the risk control point, it is possible to notify the occupant of the change in the lateral position. In particular, when the own vehicle OV1 runs behind a large vehicle QV with a large width, it becomes difficult for the occupant to check the front. In such a case, by preliminary moving the lateral position, it is possible to improve the occupant's predictability of the avoidance action against the first risk potential. Knowing in advance the directionality of the behavior of the own vehicle OV1 makes it possible to reduce the sense of risk of the occupants regarding avoidance actions.

A second modification of the travel route calculation process of the present embodiment will be described with reference to FIGS. 8A and 8B. This processing example is an example of processing for generating the second risk potential by driving control for changing the lateral position. In this processing example, the processor 11 starts steering at the steering start point ST2 upstream of the risk control point LK2, continues to change the lateral position by a predetermined steering amount, and avoids the second risk potential. , controls the vehicle OV1 to avoid the first risk potential. The own vehicle OV1 has a driving plan that continuously changes the lateral position by a small amount with a small steering amount to avoid the second risk potential and the first risk potential.

In step S131 of FIG. 8A, the processor 11 acquires basic information of driving control referred to for generating the second travel route. The basic information includes upper limit steering amount/upper limit steering speed. The basic information includes the threshold of risk (M2 in the lower diagram of FIG. 3B) that the occupant perceives and is acceptable for normal driving. The basic information includes a predetermined threshold for the amount of change in the first risk potential.

In step S132, the processor 11 calculates (sets) a second risk potential generated by steering control of the host vehicle OV1. The point at which the second risk potential is generated is the risk control point LK2 upstream of the avoidance target (position close to own vehicle OV1). The processor 11 generates a second risk potential to be avoided at the risk control point LK2 by controlling the lateral position of the own vehicle OV1 to increase the risk potential of the object to be avoided with respect to the own vehicle OV1 at the risk control point LK2. Let

In step S133, the processor 11 sets the steering start point ST2 on the upstream side of the risk control point LK2, and at the steering start point ST2, starts steering to move the host vehicle OV1 away from the avoidance target so as to avoid the avoidance target. The second risk potential is generated by moving the host vehicle OV1 to . The process is basically the same as the process shown in FIG. 6 except that the steering is started at the steering start point ST2 and is continued until the risk control point LK2 is reached.

At step S<b>134 , the processor 11 refers to the route profile 122 . The route profile is information in which the steering direction and steering amount are defined for each point belonging to the travel route. When referring to the route profile 122, the speed profile 121 can be referred to although the speed is included at each point. Ultimately, by referring to the speed profile 121 and the route profile 122, the speed and steering amount/steering speed at each point belonging to the travel route can be obtained.

In step S135, the processor 11 executes a route search for a second travel route avoiding the second risk potential at the risk control point LK2 while performing the steering operation started from the steering start point ST2. A second travel route is calculated that avoids the area where the second risk potential is set by steering from the steering start point ST2 to the risk control point LK2, and avoids the area where the first risk potential is set.

In step S136, the processor 11 determines whether or not the second travel route on which the host vehicle OV1 can travel has been calculated based on the driving plan that satisfies various conditions such as the upper limit speed. If the second travel route has been calculated, the process proceeds to step S137 to calculate a driving plan for avoiding the second risk potential LK2 based on the second travel route including the steering start point ST2 and the risk control point LK2. On the other hand, if it is determined that the second travel route cannot be calculated, the process proceeds to step S138 to calculate the driving plan based on the first travel route. In this case, the first risk potential is reduced and the occupants do not feel uneasy by formulating a driving plan in which the vehicle speed of the own vehicle OV1 is lowered when passing the first risk potential.

As shown in FIG. 8B, the processor 11 sets the steering start point ST2 on the upstream side of the risk control point LK2. An operation to steer OV1 is started, and steering to avoid the second risk potential LK2 generated at the risk control point LK2 is executed. The processor 11 calculates a driving plan along a second travel route that starts at the steering start point ST2 on the upstream side, passes through the risk control point LK2, and reaches the first risk potential LK1 to be avoided. Avoid the first and second risk potentials.

At the risk control point LK2 where the second risk potential is generated by starting to change the lateral position at an early stage on the upstream side of the risk control point LK2, the occupant has already taken the driving action to avoid the object to be avoided. can be predicted. Therefore, the occupant can be notified early that the lateral position will be changed to avoid the object to be avoided.
As shown in the lower diagram of FIG. 8B, the amount of change in the risk potential for the second travel route in this example is gradual, and even when passing through the side of the avoidance target, the risk potential tends to decrease. You can reduce the anxiety you give to.

A method of calculating the second travel route when avoidance restriction points are provided will be described with reference to FIGS. 9A and 9B. In this processing example, by calculating (setting) the second risk potential, an avoidance restriction point is provided in order to prevent the own vehicle OV1 from continuing to travel in a biased position on the right or left side away from the object to be avoided. This is a processing example. Since the avoidance restriction point is a point at which the own vehicle OV1 is caused to travel, the driving plan can be calculated by including it in the second travel route. In this example of processing, the processor 11 sets the avoidance limit point ST upstream of the risk control point LK2, and at the avoidance limit point ST, the host vehicle is positioned so that the vertical position overlaps with the avoidance target (in a column). Control OV1. Depending on the presence of the object to be avoided, it is possible to calculate a driving plan for causing the own vehicle OV1 to travel in a natural lateral position.

In step S141 of FIG. 9A, the processor 11 acquires basic information of driving control referred to for generating the second travel route. Basic information includes the upper limit speed. The basic information includes upper limit steering amount/upper limit steering speed. The basic information includes the threshold of risk (M2 in the lower diagram of FIG. 3B) that the occupant perceives and is acceptable for normal driving. The basic information includes a predetermined threshold for the amount of change in the first risk potential.

In step S142, the processor 11 calculates a second risk potential generated by driving control including speed control or steering control of the host vehicle OV1. The point at which the second risk potential is generated is the risk control point LK2 upstream of the avoidance target (position close to own vehicle OV1). The processor 11 controls the speed or lateral position of the own vehicle OV1 to increase the risk potential to be avoided for the own vehicle OV1 at the risk control point LK2, thereby increasing the second risk potential to be avoided at the risk control point LK2. to generate

In step S143, the processor 11 sets an avoidance limit point upstream of the risk control point LK2.

In step S144, as shown in FIG. 9B, the processor 11 causes at least a part of the existence area along the width of the lane in which the host vehicle OV1 travels to overlap with the existence area along the width of the lane to be avoided at the avoidance restriction point SP. The own vehicle OV1 is moved so as to do so. In other words, the own vehicle OV1 is caused to travel in a column position so that a portion of the own vehicle OV1 overlaps the avoidance target along the lane width direction. As shown in the figure, the processor 11 controls the vehicle OV1 in a state in which a part of the lateral position (Y direction in the figure) of the own vehicle OV1 belongs to the area of the lateral position (Y direction in the figure) common to the avoidance target. Run OV1. After controlling this lateral position, the processor 11 generates a second risk potential. In other words, before generating the second risk potential, control is executed to position the vehicle OV1 so that at least a part of the width region of the vehicle OV1 overlaps the width region to be avoided at the avoidance limit point SP. do. Except for including this control content, it is basically the same as the processing shown in FIGS. Needless to say, in performing this processing, it is assumed that there is no object to be avoided in the area including the avoidance restriction point SP and that the host vehicle OV1 can exist.

At step S<b>145 , the processor 11 refers to the speed profile 121 and/or the path profile 122 . A speed profile is information in which a speed is defined for each point belonging to a travel route. When referring to the speed profile 121, it is possible to refer to the route profile 122 including the steering direction and steering amount associated with each point. The route profile 122 is information in which the steering direction and steering amount are defined for each point belonging to the travel route. When referring to the route profile 122, the speed profile 121 can be referred to although the speed is included at each point. Ultimately, by referring to the speed profile 121 and the route profile 122, the speed and steering amount/steering speed at each point belonging to the travel route can be obtained.

In step S146, the processor 11 executes a route search for a second travel route including a route avoiding the second risk potential at the risk control point LK2 while controlling the lateral position at the avoidance limit point SP. A second travel route is calculated that passes through the avoidance limit point SP, avoids the area where the second risk potential is set at the risk control point LK2, and avoids the area where the first risk potential is set.

In step S147, the processor 11 determines whether or not the second travel route on which the host vehicle OV1 can travel has been calculated based on the driving plan that satisfies various conditions such as the upper limit speed. If the second travel route has been calculated, the process proceeds to step S148 to calculate a driving plan for avoiding the second risk potential based on the second travel route including the avoidance limit point SP and the risk control point LK2. On the other hand, if it is determined that the second travel route cannot be calculated, the process proceeds to step S149 to calculate the driving plan based on the first travel route. In this case, the first risk potential is reduced and the occupants do not feel uneasy by formulating a driving plan in which the vehicle speed of the own vehicle OV1 is lowered when passing the first risk potential.

According to this process, before the second risk potential is generated, at the avoidance limit point SP upstream of the risk control point LK2, the own vehicle OV1 is once caused to pass through the tandem position of the parked vehicle PV. It is possible to suppress unnatural driving control such as always avoiding the parked vehicle PV and traveling in a position biased to the right or left side even though the PV exists discretely. Specifically, when the lane width is wide and there are discretely parked vehicles on the road shoulder, in order to avoid the second risk potential on the upstream side and the first risk potential on the downstream side, the vehicle is always kept away from the avoidance target. It is possible to suppress the execution of driving control that seems unnatural to the occupant, such as driving on the right side or the left side. It is possible to drive the own vehicle OV1 at an appropriate lateral position considering the existence of each object to be avoided without being affected by the presence patterns of the objects to be avoided.

Since the operation control device 100 of the embodiment of the present invention is configured and operates as described above, it has the following effects.

[1] The operation control method of the present embodiment calculates the first travel route based on the first risk potential related to the avoidance target detected based on the detection information, A second risk potential generated by causing the own vehicle OV1 to execute a predetermined operation control at the set risk control point LK2 is calculated, and based on the first risk potential and the second risk potential, a first travel route is calculated. A second travel route different from that is calculated, and the host vehicle OV1 is caused to travel along the second travel route.
According to the operation control method of the present embodiment, at the risk control point LK2 set upstream of the object to be avoided, unlike the first risk potential caused by the existing object to be avoided, the own vehicle OV1 is given a predetermined driving force. By calculating the second risk potential generated by executing the control, it is possible to reduce the anxiety felt by a person (passenger) who has excellent risk prediction ability, and to suppress the occurrence of driver intervention by the passenger.
Unlike the first risk potential, the second risk potential generated by causing the own vehicle OV1 to execute a predetermined driving control is calculated upstream of the avoidance target, so that it passes the avoidance target (avoidance ), the degree of risk of sudden rise can be suppressed. Humans (passengers) anticipate that the risk will increase even more with respect to the risk of suddenly standing up. By suppressing the magnitude of the risk of sudden rise, it is possible to calculate a travel route and a driving plan acceptable to the occupant. By generating a second risk potential, it is possible to achieve advanced driving control that achieves both safety and high mobility efficiency, and to realize driving control that does not make passengers feel uneasy even with high risk potentials. can be done.

[2] In the operation control method of the present embodiment, the maximum value M2 of the value of the second risk potential is higher than the maximum value M1 of the first risk potential regarding the avoidance target including the parked vehicle PV. Generate (RT1(1)). The maximum value M1 of the first risk potential is calculated when the own vehicle OV1 comes closest to the object to be avoided including the parked vehicle PV. When the maximum value of the second risk potential is greater than the maximum value M1 of the first risk potential, the second risk potential decreases as the host vehicle OV1 approaches the object to be avoided. The rate of change αR2 of the second risk potential has a negative slope at a position on the side of the avoidance target (position where the first risk potential rises) (see FIG. 3B). Own vehicle OV1 traveling on second travel route RT2 passes through the side of the avoidance target (parked vehicle PV) after passing through a state of high risk potential and then in a state of low risk potential. As a result, it is possible to prevent the occupant of the own vehicle OV1 traveling on the second travel route RT2 from feeling that the risk suddenly rises when the vehicle OV1 passes by the parked vehicle PV.

[3] In the driving control method of the present embodiment, when the amount of change αR1 in the value of the first risk potential LK1 is higher than a predetermined threshold value, the own vehicle OV1 is caused to execute predetermined driving control, whereby the second risk potential LK2 to generate
The process of setting the second risk potential LK2 may be executed when the amount of change in the value of the first risk potential is higher than a predetermined value. The first risk potential is calculated according to the existence of the avoidance target that actually exists. If the amount of change in the value of the first risk potential is higher than a predetermined value, it indicates a situation in which risk rises sharply. Further, when the amount of change in the value of the first risk potential is large, the occupant (human) predicts the possibility that the risk potential will further increase, and there is a high possibility that the feeling of anxiety will increase. Such a scene is detected from the amount of change in the first risk potential, the second risk potential is generated and calculated, and a new second travel route is calculated, so that the risk does not suddenly rise. A second travel route can be calculated.

[4] In the operation control method of this embodiment, the host vehicle OV1 is accelerated to a desired target speed at the risk control point LK2. A second risk potential LK2 is generated by accelerating the own vehicle OV1 so that the speed of the own vehicle OV1 reaches the target speed at the risk control point LK2. The processor 11 accelerates the own vehicle OV1 on the upstream side of the risk control point LK2, and decelerates it in the process from the risk control point LK2 to the position LK1 where the parked vehicle PV to be avoided exists. The processor 11 generates the second risk potential by accelerating the vehicle OV1 without changing the direction of travel of the vehicle OV1 (without changing the lateral position/steering), and then decelerating. The host vehicle OV1 can be caused to approach the first risk potential in this state and avoid the object to be avoided. As a result, the sense of risk felt by the passenger when overtaking (avoiding) the object to be avoided can be alleviated. As a method of reducing the sense of risk of the occupants, there is a method of decelerating the speed of the own vehicle OV1 to a preset target speed or less. As a result, the sense of risk felt by the occupant when overtaking (avoiding) the object to be avoided is alleviated, so the own vehicle OV1 can be run at the set target speed. While demonstrating high driving performance, it is possible to execute driving control that is acceptable to the passenger (no intervention is performed).

[5] In the operation control method of the present embodiment, the vehicle OV1 is steered so that the lateral position along the lane width in which the vehicle OV1 travels at the risk control point LK2 becomes the target lateral position. A second risk potential is calculated. When an object to be avoided is detected in front of the own vehicle OV1, the own vehicle OV1 needs to change its lateral position in order to avoid the object to be avoided. By changing the lateral position (steering control) and controlling (driving control) the timing of changing the lateral position (steering control), the second risk potential can be generated at the risk control point LK2. . In this way, by causing the own vehicle OV1 to change the required lateral position (steering control/driving control), the second risk potential is generated, and while running while maintaining the target speed of the own vehicle OV1, the occupant can reduce anxiety.

[6] In the operation control method of the present embodiment, a preliminary steering point ST1 is set upstream of the risk control point LK2, and at the preliminary steering point ST1, the own vehicle OV1 is moved in a direction separating the own vehicle OV1 from the avoidance target. After steering, the own vehicle OV1 is caused to go straight and approach the risk control point LK2.
The operation of changing the lateral position of the own vehicle OV1 to avoid the avoidance target is divided into two stages, and a part of the amount of lateral position movement required to avoid the avoidance target is set at the risk control point LK2. This is done in advance at the preliminary steering point ST1 on the upstream side, and then the lateral position is moved by the necessary amount of movement at the risk control point LK2 where the second risk potential was calculated and the point where the first risk potential was calculated.
Thus, by preliminary changing the lateral position on the upstream side of the risk control point LK2, it is possible to notify the occupant of the change in the lateral position. In particular, when the own vehicle OV1 travels behind a large vehicle with a large width, it becomes difficult for the occupant to check the front, and it may not be possible to predict the existence of objects to be avoided that will be encountered on the downstream side of the traveling direction. . In such a case, by moving the lateral position first, the occupant's predictability of the avoidance action against the first risk potential can be enhanced. Knowing in advance the direction of the behavior of the own vehicle OV1 can reduce the occupant's sense of risk regarding avoidance behavior.

[7] In the operation control method of the present embodiment, the steering start point ST2 is set upstream of the risk control point LK2, and at the steering start point ST2, steering is started to separate the own vehicle OV1 from the avoidance target, and risk control is performed. A second risk potential generated by operation control for steering the own vehicle OV1 is calculated so that the lateral position along the lane width in which the own vehicle OV1 travels at the point LK2 is the target lateral position.
At the risk control point LK2 where the second risk potential LK2 is generated by starting to change the lateral position at an early stage on the upstream side of the risk control point LK2, the driving behavior to avoid the object to be avoided has already occurred. Since it can be predicted, the occupant can be notified early that the lateral position will be changed to avoid the object to be avoided. By starting the movement of the lateral position early, it is possible to improve the predictability of the occupant regarding the avoidance action against the first risk potential. Since the occupant understands the reasons for the behavior of the own vehicle OV1 in the driving behavior with respect to the second risk potential and the driving behavior with respect to the first risk potential, the occupant's sense of risk regarding avoidance behavior can be reduced.

[8] In the operation control method of the present embodiment, the avoidance restriction point SP is set upstream of the risk control point LK2, and at least a part of the existence area along the lane width in which the own vehicle OV1 travels is set at the avoidance restriction point SP. moves the host vehicle OV1 so as to overlap the existence area along the width of the lane to be avoided, and then generates the second risk potential LK2.
When the above-described second risk potential is generated, the second risk potential and the first risk potential are connected, and there is a possibility that the host vehicle OV1 will remain at a position distant from the object to be avoided. In other words, although the parked vehicles PV exist discretely, there is a tendency for the vehicle OV1 to always run in a lateral position close to the road shoulder on the opposite side away from the parked vehicles PV. Since the occupant can visually recognize that the parked vehicles PV exist discretely, the occupant may feel unnatural about the driving control that generates the second risk potential to reduce the occupant's sense of anxiety.
Before the second risk potential is generated, the lateral position of the own vehicle OV1 is moved closer to the parked vehicle PV on the upstream side than the risk control point LK2. It is possible to suppress unnatural operation control from the human point of view of continuing.

[9] In the operation control method of the present embodiment, there are an own vehicle area in which the own vehicle OV1 exists, which is set based on vehicle information including the speed of the own vehicle OV1, and an avoidance target set based on detection information. A first risk potential and/or a second risk potential are calculated from the positional relationship with the avoidance area. As a result, the presence of risk potential can be determined based on the relative positional relationship between the host vehicle OV1 and the avoidance area and changes in the positional relationship according to the relative speed, and the magnitude thereof can be determined.

[10] In the operation control method of the present embodiment, the target value of the second risk potential is calculated based on the relative distance and/or the change in the relative distance between the vehicle OV1 and the object to be avoided, and the vehicle OV1 is controlled. , to generate a second risk potential LK2 whose risk potential value is the target value. This makes it possible to accurately calculate the second travel route that suppresses the amount of change in the first risk potential when avoiding the avoidance target.

[11] The operation control device 100 of this embodiment has the same actions and effects as the operation control method described above.

It should be noted that the embodiments described above are described to facilitate understanding of the present invention, and are not described to limit the present invention. Therefore, each element disclosed in the above embodiments is meant to include all design changes and equivalents that fall within the technical scope of the present invention.

1 Operation control system 100 Operation control device 10 Control device 11 Processor 20 Output device 30 Communication device 200 In-vehicle device 210 Vehicle controller 220 Navigation device 221 Position detection device 222 Map information 223 Road information 224 Traffic regulation information 230 Detecting device 231 Camera 232 Radar device 240 Lane keeping device 241 Camera 242 Road information 250 Output device 251 Display 252 Speaker 260 Sensor 261 Rudder angle sensor 262 Vehicle speed sensor 263... Attitude sensor 270... Driving device 271... Braking device 280... Steering device

Claims (11)

A driving control method executed by a processor of a driving control device that causes the vehicle to travel along a predetermined driving route,
Acquiring detection information about objects around the own vehicle traveling on a route to a destination,
calculating a first risk potential related to the avoidance target when the subject vehicle detects an avoidance target based on the detection information;
calculating a first travel route based on the first risk potential;
setting a risk control point upstream closer to the own vehicle than the avoidance target;
calculating, at the risk control point, a second risk potential that is different from the first risk potential and that is generated by causing the host vehicle to execute a predetermined driving control;
calculating a second travel route different from the first travel route based on the first risk potential and the second risk potential;
causing the own vehicle to travel on the second travel route ;
In the process of calculating the first risk potential and/or the second risk potential,
The processor
Based on the positional relationship between the own vehicle area where the own vehicle exists, which is set based on the vehicle information including the speed of the own vehicle, and the avoidance area where the avoidance target exists, which is set based on the detected information. An operation control method for calculating the first risk potential and/or the second risk potential . A driving control method executed by a processor of a driving control device that causes the vehicle to travel along a predetermined driving route,
Acquiring detection information about objects around the own vehicle traveling on a route to a destination,
calculating a first risk potential related to the avoidance target when the subject vehicle detects an avoidance target based on the detection information;
calculating a first travel route based on the first risk potential;
setting a risk control point upstream closer to the own vehicle than the avoidance target;
calculating, at the risk control point, a second risk potential that is different from the first risk potential and that is generated by causing the host vehicle to execute a predetermined driving control;
calculating a second travel route different from the first travel route based on the first risk potential and the second risk potential;
causing the own vehicle to travel on the second travel route ;
In the process of calculating the second risk potential,
The processor
An operation control method for calculating the second risk potential such that the maximum value of the second risk potential is higher than the maximum value of the first risk potential relating to the object to be avoided. The operation control method according to claim 1 or 2, wherein the second risk potential is calculated when the amount of change in the value of the first risk potential is higher than a predetermined threshold. In the process of calculating the second risk potential,
The processor
The operation control method according to any one of claims 1 to 3, wherein the second risk potential is calculated by accelerating the own vehicle so that the speed of the own vehicle reaches a target speed at the risk control point. . In the process of calculating the second risk potential,
The processor
The second risk potential generated by steering the own vehicle so that a lateral position along the width of the lane in which the own vehicle travels at the risk control point is a target lateral position. The operation control method according to any one of items. In the process of calculating the second risk potential,
The processor
setting a preliminary steering point upstream of the risk control point;
The second risk generated by steering the own vehicle in a direction separating the own vehicle from the avoidance target at the preliminary steering point, and then driving the own vehicle straight to approach the risk control point. The operation control method according to claim 5, wherein the potential is calculated. In the process of calculating the second risk potential,
The processor
setting a steering start point upstream of the risk control point;
At the steering start point, starting steering to separate the host vehicle from the avoidance target;
6. The second risk potential according to claim 5, wherein the second risk potential generated by steering the own vehicle is calculated such that a lateral position along the width of the lane in which the own vehicle travels at the risk control point is a target lateral position. operation control method. In the process of calculating the second risk potential,
The processor
setting an avoidance restriction point upstream of the risk control point;
generated by moving the own vehicle so that at least a part of the existence area along the width of the lane in which the own vehicle travels overlaps with the existence area along the width of the lane to be avoided at the avoidance restriction point; The operation control method according to any one of claims 5 to 7, wherein the second risk potential is calculated. In the process of calculating the second risk potential,
The processor
calculating a target value of the second risk potential based on the relative distance and/or change in the relative distance between the own vehicle and the avoidance target, and controlling the own vehicle to generate the target value of the target value; 9. The operation control method according to any one of claims 1 to 8 , wherein the 2-risk potential is calculated. Equipped with a sensor that detects objects around the own vehicle, and a processor that executes operation control for causing the own vehicle to travel along a predetermined travel route,
The processor
Acquiring detection information of the sensor regarding objects around the own vehicle traveling on a route to a destination,
calculating a first risk potential related to the avoidance target when the subject vehicle detects an avoidance target based on the detection information;
calculating a first travel route based on the first risk potential;
setting a risk control point upstream closer to the own vehicle than the avoidance target;
calculating, at the risk control point, a second risk potential that is different from the first risk potential and that is generated by causing the host vehicle to execute a predetermined driving control;
calculating a second travel route different from the first travel route based on the first risk potential and the second risk potential;
causing the own vehicle to travel on the second travel route ;
In the process of calculating the first risk potential and/or the second risk potential,
The processor
Based on the positional relationship between the own vehicle area where the own vehicle exists, which is set based on the vehicle information including the speed of the own vehicle, and the avoidance area where the avoidance target exists, which is set based on the detected information. An operation control device that calculates the first risk potential and/or the second risk potential . Equipped with a sensor that detects objects around the own vehicle, and a processor that executes operation control for causing the own vehicle to travel along a predetermined travel route,
The processor
Acquiring detection information of the sensor regarding objects around the own vehicle traveling on a route to a destination,
calculating a first risk potential related to the avoidance target when the subject vehicle detects an avoidance target based on the detection information;
calculating a first travel route based on the first risk potential;
setting a risk control point upstream closer to the own vehicle than the avoidance target;
calculating, at the risk control point, a second risk potential that is different from the first risk potential and that is generated by causing the host vehicle to execute a predetermined driving control;
calculating a second travel route different from the first travel route based on the first risk potential and the second risk potential;
causing the own vehicle to travel on the second travel route ;
In the process of calculating the second risk potential,
The processor
An operation control device that calculates the second risk potential such that the maximum value of the second risk potential is higher than the maximum value of the first risk potential relating to the object to be avoided.

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