JP7154914B2 - 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 connecting points with low risk potential based on the risk potential of objects around the vehicle (Patent Document 1).

JP 2017-182563 A

According to the conventional technique, a travel route that approaches an object with a low risk potential is calculated. When it is detected that an object with a relatively high risk potential is approaching the vehicle, the vehicle is moved to the side of the object with a low risk potential. Become. As a result, the travel route is changed, which is inconvenient in that smooth travel of the vehicle is hindered.

The problem to be solved by the present invention is to provide a driving control method and a driving control device that suppress changes in the driving route and allow the host vehicle to run smoothly.

The present invention provides a first travel route in a target scene in which a first object exists in the right area of the own vehicle and a second object exists in the left area of the own vehicle on a first travel route calculated based on detection information. calculating the risk potential of the object and the risk potential of the second object based on the detection information, and selecting either the first object or the second object having the relatively high risk potential as the reference object; The above problem is solved by calculating a second travel route by offsetting the first travel route in the target scene to the right or left direction where the reference object exists, and causing the vehicle to travel along the second travel route.

According to the present invention, even if there is a change in the movement of an object with a high risk potential in a target scene, it is possible to suppress the change of the travel route and allow the own vehicle to run smoothly. can be done.

1 is a block configuration diagram of an operation control system according to this embodiment; FIG. Fig. 1 is a first diagram for explaining a method of calculating a first travel route; FIG. 2 is a second diagram for explaining a method of calculating a first travel route; Fig. 1 is a first diagram for explaining a method of calculating a second travel route; Fig. 2 is a second diagram for explaining a method of calculating a second travel route; FIG. 3 is a third diagram for explaining a method of calculating a second travel route; FIG. 1 is a first diagram for explaining a running position of a host vehicle with respect to an avoidance target; FIG. 2 is a second diagram for explaining the running position of the own vehicle with respect to the avoidance target; FIG. 1 is a first diagram for explaining the running position of a host vehicle with respect to a reference object; FIG. 2 is a second diagram for explaining the running position of the own vehicle with respect to a reference object; FIG. 1 is a first diagram for explaining the running position of a subject vehicle in a target scene; FIG. 2 is a second diagram for explaining the running position of the host vehicle in the target scene; FIG. 3 is a third diagram for explaining the running position of the own vehicle in the target scene; It is a flowchart figure which shows the control procedure of the operation control system of this embodiment. FIG. 8 is a flow chart showing a subroutine of step S7 of the control procedure shown in FIG. 7; 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 method 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 configured physically separate 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 formed by connecting the specified links according to the order of travel.

The navigation device 220 specifies the first travel route along which the vehicle travels, based on the current position of the vehicle detected by the position detection device 221 . The first travel route may be a route to the destination specified by the user, or may be 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 include two-dimensional signs such as stop lines and no-entry areas marked on road surfaces. 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. Lane keeping device 240 detects the lane of the first travel route along which the vehicle travels from the image captured by 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 including formulation of a vehicle operation plan. 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) acquire detection information around the own vehicle;
(2) detecting a target scene on the first travel route;
(3) calculating the risk potential of the first object and the second object;
(4) selecting a first object with a relatively high risk potential as a reference object;
(5) calculating a second travel route by offsetting the first travel route in the right or left direction where the reference object exists;
(6) causing the vehicle to execute a driving control instruction according to the driving plan for moving the second driving route;

The processor 11 includes a first block that implements a function of acquiring detection information, a second block that implements a function of calculating the risk potential of an object that constitutes a target scene, and a first travel route that corrects the first travel route. and a third block that implements a route correction function for calculating two travel routes. 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. As described above, the processor 11 acquires detection information associated with locations, routes (links), or events. The processor 11 may acquire driving environment information regarding the driving environment of the own vehicle based on the detection information. 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

A target scene detection process executed by the processor 11 will be described.
The processor 11 calculates a first travel route that serves as a reference. 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 may be a route that avoids the detected obstacle. The first travel route of the present embodiment is a route that connects points with low risk potential calculated based on the detection information.

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 the lateral displacement risk potential along the road width direction (vehicle width direction) of the travel route. The risk potential includes a longitudinal displacement risk potential 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 using TTC (Time-To-Collision) as an index or THW (Time-Head Way) as an index. The shorter the TTC (Time-To-Collision), the higher the risk potential value (value to be evaluated) is defined, and the longer the TTC (Time-To-Collision), the lower the risk potential value is defined. The shorter the THW (Time-Head Way), the larger the risk potential value (evaluated value) is defined, and the longer the THW (Time-Head Way), the smaller the risk potential value is defined.
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. 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.

Processor 11 detects a target scene on the first travel route. The target scene in the present embodiment is a scene in which a first target object exists in the right side area of the own vehicle and a second target object exists in the left side area of the own vehicle. The right area of the own vehicle is an area to the right of the right side of the own vehicle, and the left area of the own vehicle is an area to the left of the left side of the own vehicle. The right side area and the left side area of the own vehicle can be defined as ranges from a predetermined distance behind the own vehicle to a predetermined distance ahead of the own vehicle along the traveling direction of the own vehicle.

FIG. 2A shows an example of the target scene and the first travel route RT. Own vehicle OV1 predicts the future situation of own vehicle OV1' based on the detection result of the front in the traveling direction. The detection information of the first object CV and the second object PV existing around the own vehicle OV1' at the position/time at which the future own vehicle OV1 exists is acquired. In the example shown in FIG. 2A, the first object CV is an oncoming vehicle traveling in the opposite lane of the lane in which the own vehicle OV1 is traveling. The second object PV is a parked vehicle stopped on the shoulder of the lane in which the own vehicle OV1 is traveling. At the position of the own vehicle OV1', the first object CV exists on the right side of the own vehicle OV1', and the second object PV exists on the left side. At least part of the positions in the X direction of the host vehicle OV1', the first object CV, and the second object PV are common. The target scene is a scene in which the vehicle passes between left and right objects. In this event, the host vehicle OV1' passes between the first object CV and the second object PV.

The processor 11 calculates the risk potential of each object with respect to the host vehicle OV1'. As shown in the figure, risk potentials ROV1 and ROV2 are set for own vehicle OV1', and five-stage risk potentials RCV1, RCV2, RCV3, RCV4 and RCV5 are set for first object CV. be. The risk of the risk potential RCV1, which is closest to the second object CV, is the highest, and the risks of RCV2, RCV3, RCV4, and RCV5 decrease in order. The shape of the risk potentials RCV1-5 of the second object CV is defined as an ellipse extending in the direction of movement thereof. The lengths of the risk potentials RCV1 to RCV5 of the second object CV (the length along the traveling direction of the second object CV) are set longer as the speed is higher. Since the second object PV in this example is stationary, a one-step risk potential RPV is defined.

The risk potential of the second object PV, which is a parked vehicle, is lower than the risk potential of the first object CV, which is an oncoming vehicle. When calculating the first travel route based on the risk potential, the distance DP1 between the own vehicle OV1' and the second object PV is shorter than the distance DC1 between the own vehicle OV1' and the first object CV. That is, the first travel route passing through a place with a low risk potential passes through a position closer to the second object PV than to the first object CV.

In a target scene in which there are objects on both the left and right sides of the own vehicle OV1, the travel route obtained by the method of connecting positions with low risk potential approaches (approaches) the side of the object with low risk potential. If a lateral displacement of an object with high risk potential is detected in the target scene, an object with low risk potential will be approached further.

Specifically, as shown in FIG. 2B, the Y coordinate [Y1 (CV)] of the travel route of the first target object CV traveling in the opposite direction is in the lateral direction (road width direction, +Y direction in the figure) approaching the host vehicle OV1′. In the case of displacement [Y2(CV)], the position with the low risk potential moves in the direction of the second object PV. Along with this, the Y coordinate [Y(OV1)] of the first travel route calculated based on the risk potential also shifts to the +Y side. In a target scene expected to be encountered by the own vehicle OV1' moving along the first travel route, the own vehicle OV1' approaches the second object PV.

When the first object CV travels straight (does not laterally displace), the first travel route is set so that the distance DP1 between the second object PV and the host vehicle OV1' is relatively short as shown in FIG. 2A. is set to When the first object CV is laterally displaced, a first travel route is calculated in which the distance DP1 between the second object PV and the host vehicle OV1' is further shortened as shown in FIG. 2B. On this first travel route, the risk of the second object PV to the host vehicle OV1' suddenly increases. When the distance DP1 between the second object PV and the own vehicle OV1' becomes smaller than the permissible value, the distance DP1 between the second object PV and the own vehicle OV1' is maintained. A first travel route that separates the own vehicle OV1' from the PV is calculated.
In this way, if the first travel route passing through positions with low risk potential is used in the target scene, the travel route may be changed each time the object is laterally displaced. Approaching a second object with a low risk potential (a parked vehicle in this example) should be driving that gives the occupants a sense of security. It may become a mental burden for the crew, such as changing the In addition, in autonomous driving control, stable driving with little change and smooth driving are required, but when the driving route is changed, the passenger intervenes or suspends the driving control. Occur. In this way, changing the travel route may reduce the reliability of the driving control.

In a target scene in which there are objects on both the right and left sides of the own vehicle, it is required to appropriately set the distance to the object on the right side and the distance to the object on the left side. On the first travel route connecting positions with low risk potential, recalculation and change processing of the travel route occurs as described above, so the operation control device 100 of the present embodiment corrects the travel route in the target scene. .

A method for correcting the travel route in the target scene will be described.
In the target scene, the processor 11 selects the first target with the relatively high risk potential as the reference target. The processor 11 compares the risk potential of the first object and the risk potential of the second object, and selects either the first object or the second object, which has a relatively high risk potential for the host vehicle, as a reference object. Select as In addition to selecting the reference object, the processor 11 may select either the first object or the second object having a relatively low risk potential as the avoidance object.

For the selection of reference objects, the processor 11 calculates the risk potentials of the first object and the second object. The processor 11 calculates the risk potential of the first object and the risk potential of the second object with respect to the own vehicle in the target scene based on the detected information. As described above, the processor 11 calculates the risk potential based on the detection information obtained from the detection information of each target each time each target is detected. The processor 11 may obtain the risk potentials of the first and second objects in the target scene from the calculated risk potentials. After identifying the scene of interest, the risk potential of the first object and the second object may be calculated.

The processor 11 calculates a second travel route different from the first travel route.
The processor 11 calculates a second travel route by offsetting the first travel route in the target scene in the right or left direction where the reference object having the relatively high risk potential exists.
In this embodiment, when traveling between two objects existing on both the left and right sides of the vehicle, the lateral position (position in the Y-axis direction) is shifted to the side of the object with the higher risk potential. A second travel route is calculated. The processor 11 calculates a travel route along which the subject vehicle approaches the side of the object having a high possibility of lateral displacement and a high calculated risk potential.

By the way, in the conventional method of calculating the driving route according to the value of the risk potential based on the risk potential method, the risk potential of each object is examined in the order in which the object closest to the vehicle OV is encountered, and points with low risk potential are selected. is calculated.
On the other hand, the inventors have found that human risk management/risk judgment is not always limited to a technique for keeping risk potential low.
According to the inventors' verification, it has been found that humans tend to have a strong awareness of objects with high risk potential and tend to keep the risk potential of the objects to themselves (self-vehicles) constant. For example, when a human is driving in a scene where there is a parked vehicle on the left side of the own vehicle and an oncoming vehicle is traveling in the lane on the right side of the own vehicle, the driver does not approach the parked vehicle on the left side, which has a low risk potential. There is a tendency to manage risk by approaching oncoming vehicles with high risk potential as much as possible (keeping an allowable distance) and passing between parked vehicles and oncoming vehicles while maintaining a distance from oncoming vehicles. It turns out there is.
In other words, when a human is driving in the above scene, there is a tendency for the vehicle to pass close to the oncoming vehicle, rather than approaching the parked vehicle and leaving a relatively large gap between the oncoming vehicle and the oncoming vehicle. It turns out that there is
Also, an object with a high risk potential is an object that has a high degree of freedom of movement and may take a behavior such as suddenly approaching the own vehicle. When an object with a high risk potential approaches the vehicle while approaching an object with a low risk potential, the vehicle loses its place of refuge. Human beings tend to anticipate and manage risks by factoring in the occurrence of such next events and taking into account potential risk potentials that may materialize in the future.

In other words, there is a possibility that driving control based on a driving route that only connects places where the risk potential of objects that the vehicle encounters is low does not match the passenger's sense of risk (risk management/risk judgment). It can be said that it sometimes causes a sense of incongruity. If the occupant feels a sense of discomfort, the operation control may be interrupted, for example, an intervention operation may be performed in the operation control. Therefore, in the present embodiment, the first object exists on the right side of the own vehicle OV1 and the second object exists on the left side, and in a target scene where movement along the vehicle width direction is restricted, the first running Correct the route.

In addition, the processor 11 detects a scene in which the amount of movement of the first object or the second object along the road width direction of the travel route is equal to or greater than a predetermined amount as a target scene. The lateral displacement (movement along the width of the road) of the first object or the second object triggers the lateral movement of the own vehicle OV1, and also causes the lateral movement of the vehicle OV1 to be restricted. In such a target scene, it is preferable to calculate the second travel route and secure an avoidable area in the avoidance direction of the host vehicle OV1. In this embodiment, the first object exists on the right side of the host vehicle OV1, the second object exists on the left side, and the first object has a high risk potential and a high possibility of lateral displacement. A scene in which motion along a direction is detected is defined as a target scene. As a result, the target scene can be specified in response to the behavior of the first target, which has a high risk potential to affect the running environment of the own vehicle OV1, and the second running route can be calculated. Also, the target is a scene in which the first object exists on the right side of the own vehicle OV1 and the second object exists on the left side, and movement along the vehicle width direction of the second object with low risk potential is detected. Define as a scene. Although the risk potential is low, the lateral behavior of the second object affects the driving environment of the own vehicle OV1. A route can be calculated.

In this embodiment, in a target scene in which the first object PV exists in the right area of the own vehicle OV1 and the second object CV exists in the left area, the first travel route is set as a reference object with a relatively high risk potential. A second travel route is calculated that is offset in the right or left direction where the object exists. Since the second travel route is offset toward the reference object, a space (buffer area, which will be described later) is formed in the direction in which the object exists on the opposite side of the reference object. Even if the reference object is displaced, the occupant can predict that the own vehicle OV1 will be evacuated, so that the occupant can evaluate the details of the operation control performed by the operation control device 100 and feel at ease. By using the second travel route with the lateral position offset to the side of the reference object with a high possibility of lateral displacement/longitudinal displacement, not only current risks but also potential risks that may emerge in the future are eliminated. It is possible to perform operation control in consideration of up to. As a result, driving control can be executed based on the travel route that matches the passenger's sense of risk.

Specific examples of the second travel route will be described below with reference to FIGS. 3A to 3C.
FIG. 3A shows a target scene in which a first target object CV, which is an oncoming vehicle, exists on the right side of the own vehicle OV1, and a second target object PV, which is a parked vehicle, exists on the left side of the own vehicle OV1. In the target scene shown in the figure, it is predicted that the first target object CV approaches the vehicle OV1 based on the detection information in front of the vehicle OV1. In such a target scene, the processor 11 corrects the first travel route RT1. The processor 11 of the present embodiment offsets the lateral position (road width direction, Y-axis direction in the drawing) of the first travel route RT1 toward the reference object (first object CV) having a relatively high risk potential. Then, a second travel route RT2 is calculated. The lateral position Y1 (OV1) of the first travel route RT1 is offset in the -Y direction to the lateral position Y2 (OV1) of the second travel route R2.

FIG. 3B shows another example of the target scene. In the target scene shown in the figure, it is predicted that the first target object CV approaches the vehicle OV1 based on the detection information in front of the vehicle OV1. In such a target scene, the processor 11 corrects the first travel route RT1. The processor 11 of the present embodiment offsets the lateral position (road width direction, Y-axis direction in the drawing) of the first travel route RT1 toward the reference object (first object CV) having a relatively high risk potential. Then, a second travel route RT2 is calculated. The lateral position Y1 (OV1) of the first travel route RT1 in the portion X1-X2 through which the own vehicle OV1 passes between the first object CV and the second object PV corresponds to the lateral position Y2 (OV1 ) and offset in the -Y direction.

FIG. 3C shows yet another example of a target scene. The scene shown in the drawing shows a target scene in which a first target object CV, which is an oncoming vehicle, exists on the right side of the own vehicle OV1, and a second target object PV, which is a parked vehicle, exists on the left side of the own vehicle OV1. In the target scene shown in the figure, it is predicted that the first target object CV approaches the vehicle OV1 based on the detection information in front of the vehicle OV1. The target scene shown in FIG. 3C differs from the target scenes shown in FIGS. 3A and 3B in that the vertical position (X position) are different. In this embodiment, a scene in which the distance between the first object CV or the second object PV along the traveling direction (X-axis direction) of the travel route and the host vehicle OV1 is less than a predetermined distance is detected as the target scene. Even if the vertical positions of the first object CV, the second object PV, and the own vehicle OV1 are shifted, the object scene can be detected based on the detection information detected within a predetermined time interval. This makes it possible to appropriately detect the target scene for which the second travel route should be calculated. The driving control in the present embodiment matches the passenger's sense of risk in the target scene. For this reason, when the vertical positions of the first object CV, the second object PV, and the vehicle OV1 are deviated within a range of a predetermined value or less, the process of calculating the second travel route is not performed. may have a sense of distrust that the cruise control device may not be able to recognize the "target scene". By matching the definition of a scene in which the vehicle passes between the objects existing on the left and right sides with the feeling of the occupant, the expected driving control can be executed in the expected scene.

The risk potentials of the first object CV and the second object PV encountered by the own vehicle OV1 are observed for a predetermined period of time, and the traveling route is corrected based on the object with the high risk potential. Since the risk potential for the object in front of the vehicle OV1 is also calculated one by one, the second travel route can be calculated in accordance with the feeling of the passenger.

In the present embodiment, a scene in which the distance between the first object CV or the second object PV along the traveling direction of the travel route and the host vehicle OV1 is less than a predetermined distance is defined as a target scene. In the example shown in FIG. 3C, with respect to the position [X(OV1)] of the own vehicle OV1, at the timing when the own vehicle OV1 exists at the position [X(OV1)], a predetermined When one of the plurality of objects belonging to the region DF and the predetermined region DR behind the vehicle OV1 exists on the right side of the vehicle OV1, and the other one of the objects belongs to the vehicle OV1 on the left side, A scene is determined to be a target scene.

The processor 11 allows the own vehicle OV1 traveling along the first travel route to move between the first object CV and the second object PV based on detection information of the object encountered by the own vehicle OV1. Calculate the estimated passing time. The position where own vehicle OV1 exists at the predicted time is predicted. This predicted position is set as the reference position [X(OV1)] of own vehicle OV1. This makes it possible to accurately detect the target scene.

As shown in the figure, the degree of approach of the first object CV (reference object) with high risk potential to own vehicle OV1 is the same as the approach of second object PV (object to be avoided) with low risk potential to own vehicle OV1. higher than degrees. That is, the own vehicle OV1 first passes the first object CV, and at the same time or within a predetermined time, the own vehicle OV1 later passes the second object PV. In the target scene shown in the figure, it is predicted that the first target object CV approaches the vehicle OV1 based on the detection information in front of the vehicle OV1. In such a target scene, the processor 11 corrects the first travel route RT1. The processor 11 of the present embodiment offsets the lateral position (road width direction, Y-axis direction in the drawing) of the first travel route RT1 toward the reference object (first object CV) having a relatively high risk potential. Then, a second travel route RT2 is calculated. The lateral position Y1 (OV1) of the first travel route RT1 in the portions X1-X2 where the own vehicle OV1 avoids the second object PK while passing the first object CV is the lateral position Y2 (OV1) of the second travel route R2. OV1) is offset in the -Y direction.

In the examples shown in FIGS. 3A to 3C, the risk potential is set for displacements along the longitudinal direction (the direction of travel [X-axis] and/or the lateral direction (the width of the road [Y-axis]). is set in a plane area having both longitudinal and lateral components, and the risk potential includes the lateral displacement risk potential along the width of the travel route, so that the risk in the width of the road can be taken into account. The width of the road is finite, and there is an upper limit to the range that can be avoided depending on the performance of the vehicle.The risk potential can be calculated considering the steering response of the own vehicle, the road width of the driving route, etc.The risk potential is By including the longitudinal displacement risk potential along the traveling direction of the travel route, it is possible to consider the risk in the traveling direction, and calculate the risk potential considering the speed of the own vehicle and the speed of other vehicles traveling on the opposite side.

The processor 11 selects either the first object or the second object having a relatively low risk potential as the avoidance object. In this example, the second object PV is the avoidance object. The processor 11 performs the A second travel route RT2 is calculated. Specifically, the lateral position (Y coordinate value: Y2 (OV1)) of the second travel route RT2 is calculated.

When a change in the behavior of the reference object is detected when traveling on the first travel route RT1 without the buffer area Rb, the object to be avoided (the second object PV in FIGS. 2A and 2B) that has come close in the first place is further will come closer. When the distance between the object to be avoided and the own vehicle becomes equal to or less than the allowable approach distance, the driving is changed such as changing the travel route or decelerating or stopping. Operation control with such a large amount of change is not preferable in driving control for executing autonomous driving or the like.
On the other hand, in the present embodiment, the second travel route RT2 is calculated in which the buffer area Rb in which the own vehicle OV can evacuate is formed toward the object to be avoided with a low risk potential. Even if the behavior of the reference object, which has a relatively high probability, changes, the own vehicle OV1 can be evacuated to the buffer area Rb. This makes it possible to prevent the second travel route RT2 from being changed according to the behavior of the reference object.

A method for setting the buffer area Rb will be specifically described.
The processor 11 sets the amount of offset so that the risk potential of the avoidance object PV with respect to the host vehicle OV1 is less than a predetermined value. As a result, the risk of contacting the avoidance object PV can be avoided while securing a buffer area in which the own vehicle OV1 can retreat to the avoidance object PV. Driving control based on a travel route that secures a margin for evacuating the own vehicle OV1 and can cope with the risk of behavior change of the reference object CV is evaluated as matching the passenger's sense of risk. The risk potential of the avoidance object PV with respect to the host vehicle OV1 includes at least the risk potential regarding lateral displacement. Of course, a risk potential for longitudinal displacement may also be included. The offset amount is the distance along the road width direction.

The processor 11 may experimentally or through simulation obtain the amount of offset at which the risk potential of the avoidance object PV with respect to the host vehicle OV1 is less than a predetermined value.
The distance (offset amount) between the own vehicle OV1 and the avoidance object PV when the own vehicle OV1 passes the avoidance object PV depends on the performance of the vehicle (steering performance, turning radius, specification information) and personal habits (turning too much). approaching or passing close).

Processor 11 may consider vehicle characteristics, including response characteristics of the host vehicle to steering maneuvers , when determining the amount of offset. When the second travel route includes a non-linear portion, the processor 11 calculates an offset amount including a preset margin amount based on the vehicle characteristics including the response characteristics to the steering operation of the host vehicle OV1. Thereby, the second travel route can be calculated in consideration of the performance of the host vehicle OV1. The margin amount can be stored in vehicle controller 210 in advance. The vehicle type information and the margin amount may be associated and stored in advance, and the vehicle type information may be acquired to calculate the margin amount.

The processor 11 may determine the amount of offset using the distance between the object to be avoided PV and the own vehicle OV1 when the passenger is driving and the distance between the reference object CV and the own vehicle OV1. The distance between the object to be avoided PV and the own vehicle OV1 and the distance between the reference object CV and the own vehicle OV1 when the occupant drives the vehicle may be experimental values actually measured in advance, or may be calculated using a simulator. values may be used. This value is stored in the ROM in association with the occupant's identification information. A suitable distance between the object to be avoided PV or the reference object CV and the host vehicle OV1 may differ depending on the occupant. By specifying the passenger based on the identification information and setting the amount of offset according to the passenger, it is possible to pass through the target scene on the second travel route that does not cause discomfort for the passenger.

In FIGS. 4A to 6C, the distance between the own vehicle OV1 and the object to be avoided PV and/or the reference object CV when the occupant actually drives the target scene is verified, and the minimum distance based on the risk potential should be secured. compared with the critical distance.

As shown in FIG. 4A, the distance in the lateral direction (road width direction) between the own vehicle OV1 and the object to be avoided PVA when the own vehicle OV1 overtakes the object to be avoided PVA was examined. The object to be avoided PVA is set to be a parked vehicle (Va=0). At this time, Da1 is the minimum distance at which approach based on the risk potential obtained from the detection information between the own vehicle OV1R traveling at a certain speed and the object to be avoided PVA is allowed. On the other hand, when the occupant actually drives the own vehicle OV1 to overtake the object to be avoided PVA, the lateral position of the own vehicle OV1 is actually measured, and the distance between the object to be avoided PVA and the own vehicle OV1 is Da. rice field. It has been found that the distance Da between the object to be avoided PVA and the own vehicle OV1 when the passenger actually drives is longer than the limit distance Da1 based on the risk potential. The actually measured distance Da between the object to be avoided PVA and the own vehicle OV1 corresponding to the passenger's sense of risk is the reference position of the second travel route in the present embodiment. The results are shown in FIG. 4B. FIG. 4B shows the result of actual measurement in which the speed of the own vehicle OV1 is set in multiple stages. At any speed, the distance Da between the object to be avoided PVA and the own vehicle OV1 when the occupant actually drives the own vehicle OV1 tends to be longer than the limit distance Da1 calculated based on the risk potential. was taken. In other words, when overtaking the object to be avoided PVA, which is a parked vehicle, it is found that the traveling route driven by a human is farther away from the object to be avoided PVA than the traveling route calculated based on the risk potential. rice field. It was found that when a human drives, he/she does not necessarily drive close to an object with a low risk potential. Note that the offset amount ΔD may be set based on the distance Da between the object to be avoided PVA and the host vehicle OV1 when the human is driving.

As shown in FIG. 5A, the distance in the lateral direction (road width direction) between the own vehicle OV1 and the reference object CVB when the own vehicle OV1 passes the reference object CVB was examined. It is set that the reference object CVB is an oncoming vehicle traveling in the oncoming lane (Vb=Vb1). At this time, Db1 is the minimum distance at which approach based on the risk potential obtained from the detection information between the own vehicle OV1R traveling at a certain speed and the reference object CVB is allowed. On the other hand, when an occupant actually drives the own vehicle OV1 and actually measures the lateral position of the own vehicle OV1 when passing the reference object CVB, the distance between the reference object CVB and the own vehicle OV1 is Db. rice field. It has been found that the distance Db between the reference object CVB and the own vehicle OV1 when the passenger actually drives is shorter than the limit distance Db1 based on the risk potential. The actually measured distance Db between the reference object CVB and the host vehicle OV1 corresponding to the passenger's sense of risk is the reference position of the second travel route in the present embodiment. The results are shown in FIG. 5B. FIG. 5B shows the result of actual measurement when the speed of the host vehicle OV1 is set in multiple stages. At any speed, the distance Db between the reference object CVB and the own vehicle OV1 when the occupant actually drives the own vehicle OV1 tends to be shorter than the limit distance Db1 calculated based on the risk potential. was taken. In other words, when the vehicle passes the reference object CVB, which is an oncoming vehicle, the human-driven travel route is closer to the reference object CVB than the travel route calculated based on the risk potential. rice field. It turns out that when a human drives, he or she does not always run away from objects with high risk potential. Note that the offset amount ΔD may be set based on the distance Db between the reference object CVB and the own vehicle OV1 when the human is driving.

FIG. 6A shows a target scene in which an object to be avoided PV1 exists on the left side of the vehicle OV1 in the direction of travel, and a reference object CVB exists in the oncoming lane on the right side in the direction of travel. The conditions are common to the scenes described in FIGS. 4A and 5A.
In the target scene shown in FIG. 6A, Da1 is the minimum distance at which the host vehicle OV1R traveling at a certain speed and the object to be avoided PVA are allowed to approach each other based on the risk potential obtained from the detection information. On the other hand, when the occupant actually drives the own vehicle OV1 to overtake the object to be avoided PVA, the lateral position of the own vehicle OV1 is actually measured, and the distance between the object to be avoided PVA and the own vehicle OV1 is Da. rice field. Even if there is a target scene (a reference object CVB that is an oncoming vehicle, the distance Da between the object to be avoided PVA and the own vehicle OV1 when the occupant actually drives is the limit distance based on the risk potential. The distance Da between the object to be avoided PVA and the own vehicle OV1, which is measured according to the passenger's sense of risk, is the reference position of the second travel route in the present embodiment.

In the target scene shown in FIG. 6A, Db1 is the minimum distance at which approach based on the risk potential obtained from the detection information between the own vehicle OV1R traveling at a certain speed and the reference target object CVB is allowed. On the other hand, when an occupant actually drives the own vehicle OV1 and actually measures the lateral position of the own vehicle OV1 when passing the reference object CVB, the distance between the reference object CVB and the own vehicle OV1 is Db. rice field. It has been found that the distance Db between the reference object CVB and the own vehicle OV1 when the passenger actually drives is shorter than the limit distance Db1 based on the risk potential. The actually measured distance Da between the reference object CVB and the host vehicle OV1 corresponding to the passenger's sense of risk is the reference position of the second travel route in the present embodiment.

As shown in FIG. 6B, in the target scene, the distance Da between the object to be avoided PVA and the own vehicle OV1 when the occupant actually drives the own vehicle OV1 is greater than the limit distance Da1 calculated based on the risk potential. A long trend was observed. The trend is the same as in FIG. 4B described above. That is, in the target scene, when overtaking the object to be avoided PVA, which is a parked vehicle, the travel route driven by a human is farther away from the object to be avoided PVA than the travel route calculated based on the risk potential. I found out. It was found that when a human drives, he/she does not necessarily drive close to an object with a low risk potential.

As shown in FIG. 6C, in the target scene, the distance Db between the reference object CVB and the own vehicle OV1 when the occupant actually drives the own vehicle OV1 is greater than the limit distance Db1 calculated based on the risk potential. A tendency to be shorter was observed. The trend is the same as in FIG. 5B described above. That is, in the target scene, when passing the reference object CVB, which is an oncoming vehicle, the travel route driven by a human travels closer to the reference object CVB than the travel route calculated based on the risk potential. I found out. It turns out that when a human drives, he or she does not always run away from objects with high risk potential.

As an example, the processor 11 offsets the travel route in the target scene to the reference object CVB side, and when the own vehicle OV1 passes between the reference object CVB and the avoidance object PVA, (the own vehicle OV1 and The second travel route is calculated such that the distance Db to the reference object CVB)<(the distance Da between the host vehicle OV1 and the avoidance object PVA).
The "limit distance Da between the own vehicle OV1 and the object to be avoided PVA" traveling on the second travel route is a distance to be secured calculated based on the detection information calculated in advance. longer than the critical distance Da1'' to the object PVA. The processor 11 calculates a second travel route that separates the vehicle OV1 from the object to be avoided PVA.
The "limit distance Db between the own vehicle OV1 and the reference object CVB" traveling on the second travel route is a distance to be secured calculated based on pre-calculated detection information "Own vehicle OV1 and the reference object shorter than the critical distance Db1'' to the object CVB. The processor 11 calculates a second travel route that brings the host vehicle OV1 closer to the reference object CVB. For the critical distance Db between the host vehicle OV1 and the reference object CVB, a minimum lower limit at which approach is allowed can be set to suppress excessive approach.

As described above, in the present embodiment, on the premise that the reference object CV having a high risk potential among the first object and the second object in the target scene is specified, the calculation process of the second travel route is performed. done. When the length along the travel route of the existence area of the reference object CV is equal to or greater than a predetermined value, for example, when the reference object CV is a series of multiple vehicles, the position of the reference object CV is specified. Sometimes you can't. In such a case, the second travel route RT2 is calculated based on the distance to the avoidance object PV, which is the first object or the second object having a relatively low risk potential. A second travel route RT is calculated with reference to the avoidance object PV. As a result, even if the lateral position of the reference object CV cannot be accurately detected, the second travel route can be calculated. The position of the second travel route may be based on a position separated from the object to be avoided PV by a limit distance, or may be set to a distance longer than the limit distance by ΔD. A travel route that approaches the reference object CV is calculated according to the amount of detected information and accuracy.

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 . In step S1, the processor 11 acquires detection information. 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 .

In step S2, the processor 11 acquires the driving environment information of the own vehicle OV1 regarding the objects encountered by the own vehicle OV1 based on the detection information. It includes the positional relationship between the moving own vehicle OV1 and the object, the encounter time, the encounter direction, TTC, THW, and the like. Information indicating when, where (positional coordinates), and how the own vehicle OV encounters an object (including intersecting, passing each other, overtaking, being overtaken, avoiding, avoiding, etc.). The driving environment information is one or a plurality of detection information, or information of a combination thereof.

At step S3, the processor 11 detects an object. Based on the detection information, the processor 11 detects the position of the object, the moving direction of the object, the speed of the object, the movement acceleration of the object, and the attributes of the object.

At step S4, 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.

At step S5, the processor 11 calculates a first travel route. The first travel route is a route/link from the current position to the destination and connects points with low risk potential. The operation control device 100 performs autonomous travel control to move the own vehicle OB along this route.

At step S6, the processor 11 detects a target scene on the first travel route. Predict the positional relationship of each object encountered when traveling along the first travel route, and determine whether or not the target scene can be detected. The processor 11 detects a scene in which a first object exists in the right area of the vehicle OV1 and a second object exists in the left area of the vehicle OV1 on the first travel route as a target scene. This is a situation in which the host vehicle OV1 passes between the first object and the second object. The target scene is a situation in which the vehicle OV1, the first object, and the second object have the same position along the direction of travel (the position in the X-axis direction in the figure), The scene includes a situation in which the first object and the second object exist within a range of a predetermined distance forward and/or a predetermined distance backward in the traveling direction. If the target scene can be detected, the process proceeds to step S7, and if the target scene cannot be detected, the process proceeds to step S8.

At step S7, the processor 11 calculates a second travel route. A subroutine for this processing will be described based on the flowchart of FIG.

At step S101 of FIG. 8, the processor 11 identifies a first object and a second object in the target scene. In step S102, the processor 11 acquires detection information of the first object and the second object. In step S103, the processor 11 calculates the distance W between the first object and the second object in the lateral direction (road width direction). At step S102, the processor 11 determines whether or not the distance W is greater than or equal to a predetermined value. It is determined whether or not the target scene allows the host vehicle OV to pass between the first target object and the second target object. If the distance W is greater than or equal to the predetermined value, the process proceeds to step S105, and if the passage is impossible in the first place, the process proceeds to step S120.

At step S105, the processor 11 compares and calculates the risk potentials of the first object and the second object, and at the subsequent step S106 compares them. The processor 11 refers to the comparison results, identifies a reference object with a relatively high risk potential in step S107, and identifies an avoidance object with a relatively low risk potential in step S108. Either the first object or the second object is the reference object, and either the first object or the second object that is not the reference object is the avoidance object.

In step S109, the processor 11 calculates an offset amount for offsetting the first travel route based on the limit distance to be provided between the object to be avoided and the vehicle and vehicle characteristics including response characteristics to operations such as steering characteristics. do. The offset amount is the width including the buffer area. The buffer area is preferably an area having a size in which the risk potential of the object to be avoided with respect to the own vehicle OV1 is less than a predetermined value.

In step S110, the processor 11 determines whether the distance between the first object and the second object is greater than the required distance required to set the second travel route including the amount of offset. If this condition is not met, the process proceeds to step S120. In step S120, the processor sets the target speed of the host vehicle OV1 to the highest allowable range. By increasing the target speed, the own vehicle is separated from the reference object with high risk potential and approaches the avoidance object with low risk potential. The target speed and the distance to the object to be secured are associated with each other, and are set so that the higher the target speed, the longer the distance to the object with high risk potential. Therefore, by increasing the target speed, the distance to an object with a high risk potential is lengthened. In the target scene, an object with a high risk potential exists on one side of the own vehicle and an object with a low risk potential exists on the other side. Approaching low objects.

On the other hand, if the condition of step S110 is satisfied, the process proceeds to step S111 to calculate the surplus in the vehicle width direction, and in step S112 to calculate the possible offset amount in the target scene. In step S113, the processor 11 calculates the second travel route based on the offset amount.

Returning to the flowchart of FIG. 7, in step S8, the processor 11 determines the travel route. 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 S9, 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 S11, and the processor 11 draws up a driving plan for moving the own vehicle along the travel route to the destination.

In subsequent step S12, an operation control command is generated based on the drafted operation plan. Processor 11 moves vehicle V1 over the target X coordinate value based on the actual X coordinate value of own vehicle V1 (the X axis is in the vehicle width direction), the target X coordinate value corresponding to the current position, and the feedback gain. A target control value related to a steering angle, a steering angular velocity, etc. required to move the vehicle to the desired position is calculated.

In step S13, 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 S14, 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 own vehicle 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.

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] In the operation control method of the present embodiment, a first object PV exists in the right area of the own vehicle OV1 and a second object CV exists in the left area. A second travel route is calculated by offsetting the route in the right or left direction where a reference object having a relatively high risk potential exists, and the host vehicle travels along the second travel route.
Since the second travel route is offset toward the reference object, a space (buffer area, which will be described later) is formed in the direction in which the object exists on the opposite side of the reference object. As a result, even when there is a change in the movement of an object with a high risk potential in the target scene, it is possible to prevent the vehicle from changing its travel route and allow the host vehicle to run smoothly. Even if the reference object is displaced, the occupant can predict that the vehicle OV1 will be evacuated, so that the occupant can evaluate the details of the operation control performed by the operation control device 100 and feel at ease.
By using the second travel route with the lateral position offset to the side of the reference object with a high possibility of lateral displacement/longitudinal displacement, not only current risks but also potential risks that may emerge in the future are eliminated. It is possible to perform operation control in consideration of up to.
As a result, driving control can be executed based on the travel route that matches the passenger's sense of risk.

[2] In the operation control method of the present embodiment, the risk potential includes the lateral displacement risk potential along the road width direction of the travel route. The risk in the road width direction can be considered. The width of the road is finite, and there is an upper limit to the range that can be avoided depending on the performance of the vehicle. It is possible to calculate the risk potential taking into consideration the steering responsiveness of the own vehicle and the road width of the driving route.

[3] In the operation control method of the present embodiment, the risk potential includes a longitudinal displacement risk potential along the traveling direction of the travel route. Risk potentials in the direction of travel can be taken into account by including longitudinal displacement risk potentials along the direction of travel of the travel route. It is possible to calculate the risk potential taking into consideration the speed of the own vehicle and the speed of other vehicles traveling on the opposite side.

[4] In the driving control method of the present embodiment, either the first object or the second object having a relatively low risk potential is selected as the object to be avoided, and a A second travel route is calculated such that a buffer area having a predetermined distance along the road width direction of the travel route is formed.
For example, a buffer area Rb having a predetermined distance DP2 along the road width direction (Y-axis direction) of the travel route is formed between the object to be avoided (second object PV) and the host vehicle OV1. A travel route RT2 is calculated. Specifically, the lateral position (Y coordinate value: Y2 (OV1)) of the second travel route RT2 is calculated. When a change in the behavior of the reference object is detected when traveling on the first travel route RT1 without the buffer area Rb, the object to be avoided (the second object PV in FIGS. 2A and 2B) that has come close in the first place is further will come closer. When the distance between the object to be avoided and the own vehicle becomes equal to or less than the allowable approach distance, the driving is changed such as changing the travel route or decelerating or stopping. Operation control with such a large amount of change is not preferable in driving control for executing autonomous driving or the like.
On the other hand, in the present embodiment, the second travel route RT2 is calculated in which the buffer area Rb in which the own vehicle OV can evacuate is formed toward the object to be avoided with a low risk potential. Even if the behavior of the reference object, which has a relatively high probability, changes, the own vehicle OV1 can be evacuated to the buffer area Rb. This makes it possible to prevent the second travel route RT2 from being changed according to the behavior of the reference object.

[5] In the operation control method of the present embodiment, the amount of offset is set such that the risk potential of the object to be avoided with respect to the host vehicle is less than a predetermined value. As a result, the risk of contacting the avoidance object PV can be avoided while securing a buffer area in which the own vehicle OV1 can retreat to the avoidance object PV. Driving control based on a travel route that secures a margin for evacuating the own vehicle OV1 and can cope with the risk of behavior change of the reference object CV is highly evaluated as one that matches the passenger's sense of risk.

[6] In the operation control method of the present embodiment, when the second travel route includes a non-linear portion, the margin amount preset based on the vehicle characteristics including the response characteristics to the steering operation of the host vehicle is offset. Since it is included in the amount, the amount of offset can be determined in consideration of the vehicle characteristics including the response characteristics to the steering operation of the own vehicle. Thereby, the second travel route can be calculated in consideration of the performance of the host vehicle OV1.

[7] In the operation control method of the present embodiment, based on the detection information, a scene in which the amount of movement of the first object or the second object along the road width direction of the travel route is equal to or greater than a predetermined amount is referred to as a "target scene." Detect as The lateral displacement (movement along the width of the road) of the first object or the second object triggers the lateral movement of the own vehicle OV1, and also causes the lateral movement of the vehicle OV1 to be restricted. Since such a scene is detected as a "target scene", the second travel route can be calculated in an appropriate scene.

[8] In the operation control method of the present embodiment, a scene in which the distance between the first object CV or the second object PV along the traveling direction (X-axis direction) of the travel route and the host vehicle OV1 is less than a predetermined distance. , is detected as the target scene. Even if the vertical positions of the first object CV, the second object PV, and the own vehicle OV1 are out of alignment, it can be identified as a target scene for which it is appropriate to correct the travel route. This makes it possible to appropriately detect the target scene for which the second travel route should be calculated.

[9] In the operation control method of the present embodiment, when the length along the travel route of the existence area of the reference object is equal to or greater than a predetermined value, based on the distance to the avoidance object with relatively low risk potential to calculate the second travel route. For example, when the reference object CV is a plurality of consecutive vehicles, the position of the reference object CV may not be specified. In such a case, the second travel route RT2 is calculated based on the distance to the avoidance object PV, which is the first object or the second object having a relatively low risk potential. A second travel route RT is calculated with reference to the avoidance object PV. As a result, even if the lateral position of the reference object CV cannot be accurately detected, the second travel route can be calculated.

[10] In the operation control method of the present embodiment, the target scene is detected based on the detected time based on the predicted time at which the host vehicle will pass between the first target object and the second target object. Let the predicted position be the reference position [X(OV1)] of the host vehicle OV1. This makes it possible to accurately detect the target scene.

[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 of a sensor that detects the surrounding situation of the own vehicle,
A scene in which a first object exists in the right area of the own vehicle and a second object exists in the left area of the own vehicle on the first travel route calculated based on the detected information is detected as a target scene. death,
calculating a risk potential of the first object and a risk potential of the second object with respect to the host vehicle in the target scene based on the detection information;
comparing the risk potential of the first object and the risk potential of the second object;
selecting either the first object or the second object, which is a moving object having a relatively high risk potential with respect to the own vehicle, as a reference object;
selecting either the first object or the second object, which is a stationary object having a relatively low risk potential, as an avoidance object;
calculating a second travel route by offsetting the first travel route in the target scene in the right or left direction where the reference object exists;
A driving control method for causing the own vehicle to travel on the second travel route. The operation control method according to claim 1, wherein the risk potential includes a lateral displacement risk potential along the road width direction of the travel route. The operation control method according to claim 1 or 2, wherein the risk potential includes a longitudinal displacement risk potential along the traveling direction of the travel route. The processor
selecting either the first object or the second object having the relatively low risk potential as an avoidance object;
4. The second travel route is calculated such that a buffer area having a predetermined distance along the road width direction of the travel route is formed between the object to be avoided and the own vehicle. The operation control method according to item 1. The processor
5. The driving control method according to claim 4, wherein the offset amount is set such that the risk potential of the object to be avoided with respect to the own vehicle is less than a predetermined value. The processor
3. When the second travel route includes a non-linear portion, the amount of offset is set including a margin amount preset based on vehicle characteristics including response characteristics to steering operation of the own vehicle. 6. The operation control method according to any one of 1 to 5. The processor
7. A scene in which a moving amount of said first object or said second object along said travel route along the road width direction is equal to or greater than a predetermined amount is detected as said target scene based on said detection information. The operation control method according to any one of 1. The processor
A scene in which a distance between the first object or the second object along the traveling direction of the travel route and the own vehicle is less than a predetermined distance is detected as the target scene based on the detection information. 8. The operation control method according to any one of 1 to 7. The processor
When the length of the presence area of the reference object along the travel route is equal to or greater than a predetermined value, the avoidance object is the first object or the second object with the relatively low risk potential. The operation control method according to any one of claims 1 to 8, wherein the second travel route is calculated based on the distance from. The processor
10. The method according to any one of claims 1 to 9, wherein the target scene is detected with reference to a predicted time at which the own vehicle will pass between the first target object and the second target object based on the detection information. Operation control method described. An operation control device comprising: a sensor for detecting the surrounding conditions of the own vehicle;
The processor
Acquiring detection information of the sensor;
A scene in which a first object exists in the right area of the own vehicle and a second object exists in the left area of the own vehicle on the first travel route calculated based on the detected information is detected as a target scene. death,
calculating a risk potential of the first object and a risk potential of the second object with respect to the host vehicle in the target scene based on the detection information;
comparing the risk potential of the first object and the risk potential of the second object;
selecting either the first object or the second object, which is a moving object having a relatively high risk potential with respect to the own vehicle, as a reference object;
selecting either the first object or the second object, which is a stationary object having a relatively low risk potential, as an avoidance object;
calculating a second travel route by offsetting the first travel route in the target scene in the right or left direction where the reference object exists;
A driving control device that causes the own vehicle to travel on the second travel route.

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