RU2777141C1 - Traffic aid method and traffic aid device - Google Patents

Abstract

FIELD: cartographic information storing devices.

SUBSTANCE: information is received from the device for storing cartographic information about the boundaries of the static path between the path of movement of the considered vehicle and other than the mentioned path of movement. From the sensor for detecting the environment of the considered vehicle, information is obtained about the boundaries of the dynamic path of movement, which are different from the boundaries of the static path of movement. Based on the information about the boundaries of the static path of movement, a static path of movement along which the considered vehicle can move is generated. Based on information about the static path of movement and the boundaries of the dynamic path of movement, a dynamic path of movement is generated, which is shorter than the static path of movement and corresponds to the environment. The considered vehicle is controlled for movement along the target movement path, which includes a static movement path and a dynamic movement path. In this case, the computational cycle of the processor in the process of generating a static path of motion is longer than the computational cycle of the processor in the process of generating a dynamic path of motion. A motion assistance device is also proposed.

EFFECT: providing a motion assistance method and a motion assistance device that can make a motion plan compatible with both environmental responsiveness and smooth motion.

20 cl, 10 dwg

Description

FIELD OF TECHNOLOGY

[0001] The present invention relates to a driving assistance method and a driving assistance device for driving a vehicle.

BACKGROUND OF THE INVENTION

[0002] A driving assistance device is known which is provided with means for obtaining a plurality of driving route information with different recognition ranges and means for generating a course for a vehicle using a plurality of driving route information according to a driving environment (for example, Patent Document 1) . The plurality of driving route information includes, for example, a broad terrain map used to determine an approximate driving route from a vehicle's starting point to a destination, an average terrain map used to recognize pedestrians and other vehicles and predict their movements, and a local a terrain map used to detect and avoid the movement of pedestrians and other vehicles that cannot be recognized on the average terrain map.

Prior Art Document

patent document

[0003] Patent Document 1 International Patent Application Publication WO 2012/014280

SUMMARY OF THE INVENTION

Problems solved by the invention

[0004] In the prior art, since it is not possible to merge the paths of the vehicle in question generated from maps with different recognition ranges, there is a problem that it is difficult to make a driving plan compatible with both environmental responsiveness and smooth movement.

[0005] The problem to be solved by the present invention is to provide a driving assistance method and a driving assistance device that can make a driving plan compatible with both environmental responsiveness and smooth driving.

Tools for solving problems

[0006] The present invention solves the problems described above by obtaining information about the boundaries of the static driving path between the driving path of the vehicle in question and other than the mentioned driving path, obtaining information about the boundaries of the dynamic driving path other than the boundaries of the static driving path, generating a static driving path , along which the considered vehicle can move based on the information about the boundaries of the static travel path, generate a dynamic path that is shorter than the static path and matches the environment, based on the information about the static path and the boundaries of the dynamic travel path, and control the considered vehicle for driving along a target driving path including a static driving path and a dynamic driving path.

Invention Effect

[0007] In accordance with this invention, it is possible to create a movement plan that is compatible with both environmental response and smooth movement.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008]

Fig. 1 is a block diagram illustrating a driving assistance device according to an embodiment of the present invention.

Fig. 2 is a block diagram illustrating each function of the control device shown in FIG. one.

Fig. 3 is a diagram explaining the static driving path.

Fig. 4 is a diagram explaining various kinds of information used to generate a dynamic path.

Fig. 5 is a diagram explaining how the static driving path and the dynamic driving path are combined.

Fig. 6 is a diagram for explaining an exemplary method for calculating a control command value.

Fig. 7 is a diagram explaining the computational cycle and the computational load of the processor in each control device process.

Fig. 8A is a diagram for explaining a static motion path correction process.

Fig. 8B is a diagram of each static travel path in each block shown in FIG. 8A.

Fig. 9 is a flowchart illustrating the control process of the present embodiment.

OPTION(S) FOR CARRYING OUT THE INVENTION

[0009] Hereinafter, a driving assistance device for a vehicle and a method thereof according to an embodiment of the present invention will be described with reference to the drawings. Here, in the present embodiment, the present invention will be described using the driving assistance device installed on the vehicle as an example.

[0010] FIG. 1 is a diagram illustrating the configuration of a vehicle driving assistance device 100 according to an embodiment of the present invention. As shown in FIG. 1, the driving assistance device 100 according to the present embodiment comprises a subject vehicle location device 110, a map database 120, a vehicle speed sensor 130, a distance measurement sensor 140, a camera 150, a drive mechanism 170, a control device 180, and a speed sensor 190. yaw. These components are connected to each other via a controller network (CAN) or other local area network in the vehicle for the mutual exchange of information.

[0011] The device 110 determines the location of the vehicle in question contains a GPS unit. The subject vehicle positioning apparatus 110 detects radio waves transmitted through transmissions of a plurality of satellites by means of a locator (GPS antenna), and periodically acquires position information of the subject vehicle. The subject vehicle location device 110 determines the current location of the subject vehicle based on the received position information of the subject vehicle, the angle change information obtained from the gyro sensor (not shown), and the vehicle speed obtained from the vehicle speed sensor 130. The subject vehicle location device 110 may also determine the location of the subject vehicle on a map using a well-known map matching technique. The location information of the subject vehicle detected by the subject vehicle location device 110 is output to the control device 180 .

[0012] The cartographic database 120 contains cartographic information. The cartographic information stored in the cartographic database 120 includes information about road attributes at each map coordinate. Road attributes include, for example, curves, grades, intersections, junctions, narrow roads, straight roads, confluence points, and the like. The attributes of these roads are just examples and are not intended to limit the attributes of the roads. Road attributes include information about road shapes and road grades. The mapping information also includes lane center line and lane curvature information. The center line of the lane is the center line of the lane along the direction of travel of the vehicle and is set for each lane. The lane curvature is the curvature along the center line of the lane and is set for each lane.

[0013] The mapping information also includes information about the boundaries of the travel path. The boundaries of the travel path are the boundaries between the travel path of the vehicle in question and other than said travel path of the vehicle in question. The travel path of the vehicle in question is the road on which the vehicle in question is traveling. In other words, the path boundaries are the boundaries that form the road on which the vehicle in question is traveling. The boundaries of the path of movement are located both on the left and on the right sides of the direction of movement of the vehicle in question. Path boundaries can be set for each lane or for each road. The map information including the travel path boundary information is, for example, high-precision map information suitable for automated or autonomous driving. Highly accurate mapping information may be obtained, for example, by communication with a server or system provided outside of the vehicle in question, or may be stored in advance in the mapping database 120.

[0014] In the following description, the path boundaries included in the map information in advance are referred to as static path boundaries. Static path boundaries include road shapes and road widths stored as map information. Static path boundaries are information that will not be updated until the mapping information is updated. For points where the boundaries of the travel path cannot be clearly identified (for example, at an intersection), the boundaries of the travel path are set in the map information in advance. The predefined path boundaries are imaginary path boundaries and not actual road surface markings or road structures. In addition to road shapes and road widths, static path boundaries can also contain map location information.

[0015] The map information also includes information about traffic rules to be followed while the vehicle is moving. Traffic information includes, for example, route pauses, parking/stopping prohibitions, low speed, speed limit (allowable speed), and lane change prohibitions. Traffic information is set for each lane. In this case, this information included in the map information is defined by nodes and junctions (also called road junctions) that connect the nodes.

[0016] The vehicle speed sensor 130 measures the rotation speed of a drive system such as a drive shaft, and determines the traveling speed of the subject vehicle (hereinafter also referred to as vehicle speed) based on the measured rotation speed. The vehicle speed for the vehicle in question detected by the vehicle speed sensor 130 is output to the control device 180 . The yaw rate sensor 190 is, for example, installed in the cab of the vehicle and detects the yaw rate of the vehicle in question (change in steering angle speed in the steering direction). The yaw rate information of the vehicle in question, detected by the yaw rate sensor 190, is output to the control device 180 . Connections are identified at the lane level.

[0017] The distance measurement sensor 140 detects objects existing around the vehicle in question. In addition, the distance measurement sensor 140 calculates the relative distance between the subject vehicle and the objects, the direction in which the objects are located relative to the subject vehicle, and the relative speed of the objects relative to the subject vehicle. Objects include, for example, lane boundaries, centerlines, median lanes, barriers, curbs, tunnels, or highway sidewalls. Other objects include, for example, cars other than the vehicle in question (other vehicles), motorcycles, bicycles, road signs, traffic lights, pedestrian crossings, and so on. That is, the distance measurement sensor 140 is a type of sensor that detects the environment of the vehicle in question. Information about the objects detected by the distance measurement sensor 140 is output to the control device 180 . Laser radar, millimeter wave radar, etc. (LFR, etc.) can be used as the distance measurement sensor 140 . The distance sensor 140 has a limited range in which objects can be detected and detects objects that exist within a predetermined range. The predefined detection range differs depending on the sensor type and is set for each sensor type. The number of distance measuring sensors 140 is not particularly limited, and the distance measuring sensor 140 is provided, for example, at the front, side, and rear of the subject vehicle. Thus, the distance measurement sensor 140 detects objects existing in the entire area around the vehicle in question.

[0018] Camera 150 displays roads and/or objects that exist around the vehicle in question. The objects displayed by the camera 150 are the same as the objects detected by the distance sensor 140 . In the present embodiment, the camera 150 displays the area in front of the vehicle in question. The image information captured by the camera 150 is output to the control device 180 . The camera 150 is an imaging camera in front of the vehicle in question and/or an imaging camera to the side of the vehicle in question. In this case, the camera 150, like the distance sensor 140, has a limited range in which images of objects can be formed, and forms images of objects existing in a predetermined range. Generally, the imaging range of the camera 150 is narrower than the detection range of the distance measurement sensor 140, but in the present embodiment, the relationship between the imaging range of the camera 150 and the detection range of the distance measurement sensor 140 is not particularly limited.

[0019] The input device 160 is an operating component that can be controlled by a driver. In the present embodiment, the driver sets the enable/disable of the autonomous driving control by controlling the input device 160 . The driver can also control the input device 160 to set the destination of the vehicle in question.

[0020] The drive mechanism 170 includes motors and/or electric motors (power systems), brakes (braking systems), and steering actuators (steering systems), etc. for autonomous driving of the vehicle in question. In the present embodiment, when the autonomous driving control to be described below is performed, the operation of the drive mechanism 170 is controlled by the control device 180.

[0021] The control device 180 is a computer with a processor and includes a ROM (Read Only Memory) in which a program for controlling the movement of the vehicle in question is stored, a CPU (Central Processing Unit) which executes the program stored in the ROM, and a RAM (Random Access Memory). device) that functions as a random access storage device. Here, as a working circuit, a microprocessor (MPU), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), and the like. can be used as a replacement for or in addition to the CPU.

[0022] In the present embodiment, the program to be executed by the control device 180 is described as an example of a configuration stored in the ROM in advance, but the location where the program is stored is not limited to the ROM. For example, the program may be stored on a computer-readable and portable computer-readable recording medium (eg, disk media, flash memory, etc.). In this case, the control device 180 executes the program loaded from the computer-readable recording medium. In other words, the control device 180 may include only the operating circuit and download the program from outside.

[0023] FIG. 2 is a block diagram illustrating the functions of the control device 180. Each function implemented by the control device 180 will be described with reference to FIG. 2. As shown in FIG. 2, the control device 180 includes a lane boundary generation unit 181 of the subject vehicle, a static driving path generation unit 182, a walkable area generation unit 183, a dynamic driving path generation unit 184, a path combination unit 185, and a following path unit 186. These blocks implement the functions described below with the help of software installed in ROM. In the present embodiment, the functions of the control device 180 are divided into six functional blocks, and the functions of each functional block are described. However, the functions of the control device 180 need not be divided into six blocks, and may be divided into five or less function blocks, or seven or more function blocks. The functions of the control device 180 are not limited to those of the function blocks described below, but also include, for example, a navigation system control function. In addition, each block shown in FIG. 2 has a different computation cycle (also called computation processing time) of the processor in each process, but the processor computation cycle will be described after the description of the functions.

[0024] The function of the lane boundary generation block 181 of the vehicle in question will be described below. The subject vehicle lane boundary generation unit 181 generates the subject vehicle lane boundaries (also referred to as own lane) between the lane on which the subject vehicle is traveling and other than said lane. The subject vehicle lane line generation unit 181 generates the subject vehicle lane boundaries located on the left and right sides with respect to the direction of travel of the subject vehicle, respectively.

[0025] The location information of the subject vehicle from the subject vehicle location apparatus 110, the static path boundary information included in the mapping information from the mapping database 120, and the action plan information indicating the route plan of the vehicle in question from the navigation system ( not shown) are input to the lane boundary generation block 181 of the vehicle in question, respectively. In other words, the subject vehicle lane boundary generation unit 181 obtains the current position information of the subject vehicle from the subject vehicle location device 110, obtains static path boundary information from the mapping database 120, and obtains action plan information from the navigation system. The action plan information includes at least information about the destination location of the vehicle in question, information about the location of the waypoints that the vehicle is scheduled to pass before reaching the destination, and information about the roads on which the vehicle in question is scheduled to travel. In other words, the action plan information is approximate route information to the destination of the vehicle in question.

[0026] The subject vehicle lane boundary generation unit 181 generates the subject vehicle lane boundary based on various input information. For example, the subject vehicle lane boundary generation unit 181 identifies the lane on which the subject vehicle is traveling based on the action plan information and the current location of the subject vehicle. The subject vehicle lane boundary generation unit 181 obtains the static path boundary information related to the identified lane from the mapping information, and generates the subject vehicle lane boundary based on the static path boundary information. The static driving path boundary information may include not only information about the lane in which the vehicle in question is traveling, but also information about a lane that is different from said lane and in which the vehicle is planned to travel. For example, when the subject vehicle is scheduled to leave the main line currently being driven at the branch point and travel along the branch line, the static travel path boundary information includes information about the branch line, which is the lane before the branch point. branches in addition to information about the lane in which the vehicle in question is currently traveling. In addition, for example, when the subject vehicle is scheduled to turn right or left at an intersection or the like, the static driving path boundary information includes lane information on which the subject vehicle is scheduled to travel after turning right or left. , in addition to information about the lane in which the vehicle in question is currently traveling. The lane boundaries of the vehicle in question are based on static path boundary information. The lane boundaries of the vehicle in question reflect the road shapes and road widths stored in the map information. That is, the subject vehicle lane boundaries generated by the subject vehicle lane boundary generation unit 181 are boundaries between a lane in the map information and a lane other than said lane in the map information. The lane boundary information of the subject vehicle generated by the subject vehicle lane boundary generation unit 181 is output to the static path generation unit 182 and the passable area generation unit 183 . The location information of the vehicle in question shown in FIG. 2 indicates information input from the vehicle in question locating device 110, static driving path boundary information indicates information input from the map database 120 120, and action plan information indicates information input from the navigation system.

[0027] Next, the function of the static path generation block 182 will be described. The static driving path generation unit 182 generates a driving path of the vehicle in question based on the map information as a static driving path. The static driving path is the ideal driving path for the vehicle in question, which reflects the road shapes and road widths stored in the map information.

[0028] As shown in FIG. 2, lane boundary information of the subject vehicle is input to the static path generation unit 182 from the lane boundary generation unit 181 of the subject vehicle. For example, the static driving path generation unit 182 generates a driving path in which the change in lateral acceleration applied to the subject vehicle when the subject vehicle is moving along the travel path on the map is minimized based on the lane boundary information of the subject vehicle and/or information about the traffic lane, as a static traffic path. When the subject vehicle is moving along the static travel path, the change in lateral acceleration applied to the subject vehicle is minimized. In other words, the static driving path is the driving path on which the vehicle in question can move stably. The static path information generated by the static path generation block 182 is output to the dynamic path generation block 184 and the path combination block 185 .

[0029] As an example of a static driving path, a driving path that minimizes the change in lateral acceleration of the subject vehicle when the subject vehicle moves along the driving path on the map is used as an example, but the static driving path is not limited to this. A static driving path may be a driving path on which the vehicle in question can travel stably. Block 182 generate static movement path can generate a static path using other indicators for stable movement. The static movement path may be a movement path with minimal change in curvature. In addition, the change in lateral acceleration or the change in curvature is not limited to a minimum value. For example, the static driving path may be a driving path in which the lateral acceleration change is equal to or less than a predetermined threshold value, or the curvature change is equal to or less than a threshold value. The static motion path does not need to be generated using the other metrics listed in the examples above. For example, the static path generation unit 182 may generate the path along the center line of the lane on the map as the static path based on the lane information on the map. In this case, for example, a static driving path is generated as a driving path that does not take into account the change in the lateral acceleration of the considered vehicle.

[0030] Further, the static path generation unit 182 may select the static path boundary information according to the driving situation of the vehicle in question, and generate the static path based on the selected static path boundary information. For example, in a situation in which the subject vehicle is traveling on a straight path, the static path generation unit 182 may select information about the boundaries of the static path, including information about the lane on which the subject vehicle is currently traveling, and generate the static path. movement along a direct path based on the selected information about the boundaries of the static path of movement. In addition, for example, in a situation in which the subject vehicle leaves the main line currently being driven at the branch point and travels along the branch line, the static driving path generation unit 182 may select the static driving path boundary information to include branch point information before the branch point, in addition to the lane in which the vehicle in question is currently traveling, and can generate a static driving path from a location before passing the branch point to a location after passing the branch point, based on the selected static boundary information. movement paths. In a situation in which the subject vehicle is turning right or left at an intersection or the like, the static driving path generation unit 182 may select information about the boundaries of the static driving path to include information about the lane on which the vehicle is planned to travel. after a right or left turn, in addition to information about the lane in which the vehicle in question is currently traveling, and can generate a static driving path from the location before the right or left turn at the intersection to the location after the right or left turn at the intersection based on selected information about the boundaries of the static path.

[0031] FIG. 3 is a diagram for explaining the static driving path. In FIG. 3, the symbol "1" denotes the border of the static driving path on the left side with respect to the direction of travel of the considered vehicle, the symbol "2" denotes the border of the static travel path on the right side with respect to the direction of travel of the considered vehicle, and the symbol "3" denotes the static driving path generated by block 182 generating a static path.

[0032] A method for generating a static motion path will be described with reference to FIG. 3. First, the static path generation unit 182 identifies the left side static path boundary 1 and the right side static path boundary 2 from the lane boundary information of the subject vehicle input from the lane boundary generation unit 181 of the subject vehicle. funds. Static path boundary 1 and static path boundary 2 are path boundaries reflecting road shapes and road widths stored in map information. That is, the static path boundary 1 and the static path boundary 2 are path boundaries set as mapping information.

[0033] Next, the static path generation block 182 sets the path length for the static path. For example, block 182 generating static driving path sets the path length for the static driving path to include at least two turns on the road on which the subject vehicle is traveling. Further, for example, the static driving path generation unit 182 sets the path length for the static driving path to include a straight path section at a predetermined distance or more after a turn. A straight line is a section of a straight path where the curvature is equal to or less than a predetermined threshold value and the distance is equal to or greater than a predetermined distance. In the example in FIG. 3, the static movement path generation unit 182 sets the path length for the static movement path 3 to about 240 meters.

[0034] The static path generation unit 182 generates a static path using, for example, an evaluation function that is a quadratic convex function and Newton's method. The static path generation unit 182 sets the evaluation function satisfying the following equations (1) and (2) as the static path.

[0035]

[Equation 1]

[Equation 2]

However, in the above equations (1) and (2), the symbol "J" denotes the evaluation function (static driving path), the symbol "u(i)" denotes the driving distance of the considered vehicle from the center line of the driving path at each point. The symbol "a _s " indicates a weighting factor (for example, a _s = 1) indicating the amount of influence of the boundaries of the static path of movement on the static path of movement, the symbol "y _sl " indicates the distance between the boundary of the static path of movement on the left side and the center line of the path of movement, and the symbol "y _sr " denotes the distance between the boundary of the static track on the right side and the center line of the track. The symbol "k _ρ " denotes a weighting factor indicating the amount of influence of the curvature reduction factor on the first dynamic motion path, as described below. It is possible to set the allowable curvature according to the vehicle speed by setting a variable value according to the vehicle speed. The symbol "ρ" stands for curvature.

[0036] The static path generation unit 182 calculates u(i) satisfying Equation (2) above, and sets the evaluation function J when the calculated u(i) is substituted into Equation (1) above as the static path.

[0037] In this case, the center line of the driving path in the above equation (1) is the center line that runs along the center of the left and right boundaries of the static driving path. An example of the way to generate the center line of the travel path is to calculate the potential fields (positional energy) for the left and right boundaries of the static path of travel, calculate the starting point at which the potential energy becomes 0 V on the center line of the travel path using Newton's method, and search for contour lines with a potential energy of 0 V using RK4 (Runge-Kutta method). The above method for generating the center line of the travel path is just an example, and other methods can be used.

[0038] Returning again to FIG. 2, the functions implemented by the control device 180 will be described. The function of the traversable area generation block 183 will be described. The passable area generation unit 183 generates an area in which the subject vehicle can move with respect to the environment of the subject vehicle as a passable area.

[0039] Information about the relative distance between the subject vehicle and objects, the direction in which the objects are located with respect to the subject vehicle, and the relative speed of the objects relative to the subject vehicle is input from the distance measurement sensor 140 to the walkable area generation unit 183. In addition, information about the captured image of objects existing around the vehicle in question is input from the camera 150 to the walkable area generation unit 183 . The traversable area generation unit 183 identifies the boundaries of the dynamic driving path, which indicate the boundaries between the driving path of the considered vehicle and other than the driving path of the considered vehicle, based on the input information. In the following explanation, various information input from the distance measurement sensor 140 and the camera 150 will be referred to as dynamic path boundary information. In other words, the traversable area generation unit 183 obtains information about the boundaries of the dynamic driving path from the distance measurement sensor 140 and the camera 150, which detect the environment of the vehicle in question. The dynamic path boundary information may only be information input from the distance measurement sensor 140 .

[0040] The dynamic path boundaries contain information about the objects detected by the distance measurement sensor 140 and/or the objects displayed by the camera 150. The dynamic path boundaries are the boundaries of the movement path according to the environment of the considered vehicle. Dynamic path boundaries include, for example, road surface markings, road structures, and obstacles. The dynamic path boundaries of road surface markings include, for example, lane boundaries, center lines. Dynamic path boundaries for road structures include, for example, median lanes, barriers, curbs, tunnels, or highway sidewalls. The dynamic path boundaries of obstacles include, for example, other vehicles, motorcycles, and bicycles.

[0041] The traversable area generation unit 183 can distinguish between the dynamic path boundaries into the first dynamic path boundaries and the second dynamic path boundaries according to the type of the dynamic path boundaries. The first boundaries of the dynamic path are the boundaries of the dynamic path of the road surface markings. The first dynamic path boundaries include, for example, lane boundaries, center lines, and the like. The second boundaries of the dynamic path of movement are the boundaries of the dynamic path of movement of road structures and/or objects (obstacles) existing around the considered vehicle. The second dynamic path boundaries include, for example, median lanes, guardrails, curbs, other vehicles, motorcycles, bicycles, and the like.

[0042] The traversable area generation unit 183 generates the traversable area of the vehicle in question based on the dynamic path boundary information. For example, when the lane on which the subject vehicle is traveling is defined by the left and right lane boundaries (white lines), the walkable area generation unit 183 identifies the white line on the left side and the white line on the right side as the boundaries of the dynamic driving path. Then, the passable area generation unit 183 generates the area located between the white line on the left side and the white line on the right side as the passable area of the considered vehicle. In the above example, when there is a parked vehicle in front on the left side with respect to the direction of travel of the considered vehicle, the walkable area generation unit 183 identifies the side of the parked vehicle, and the white line on the right side is detected by the distance measurement sensor 140 as the boundaries of the dynamic movement paths. Then, the passable area generation unit 183 generates an area excluding the area occupied by the parked vehicle in which the subject vehicle can pass the parked vehicle as the passable area. Thus, the boundaries of the dynamic path differ from the boundaries of the static path in that the boundaries of the dynamic path change according to the environment of the vehicle in question. In addition, since the boundaries of the dynamic path are based on information detected by the distance measurement sensor 140, which has a limited detection range, and/or information displayed by the camera 150, which has a limited imaging range, the boundary information of the dynamic path is limited to the boundary information. motion path existing within the detection range of the distance measurement sensor 140 and/or boundary information of the motion path existing within the imaging range of the camera 150. the motion path includes information about the boundaries of the motion path existing outside the detection range of the distance measurement sensor 140 and/or outside the imaging range of the camera 150. traversable area is output to block 184 generating a dynamic path.

[0043] Next, the function of the dynamic path generation block 184 will be described. The dynamic driving path generation unit 184 generates a driving path corresponding to the environment of the considered vehicle as a dynamic driving path. The dynamic driving path is a driving path that is different from the static driving path and reflects the current environment of the vehicle in question. In other words, the dynamic driving path is a driving path for minimizing risks that may occur depending on the environment of the vehicle in question. Such risks include, for example, the risks that the vehicle in question leaves lane boundaries, the risks that the vehicle in question approaches obstacles present on the road, and the like. As shown in FIG. 2, the static driving path information from the static driving path generation block 182 and the traversable area information from the traversable area generation block 183 are input to the dynamic driving path generation block 184, respectively. The dynamic path generation unit 184 generates the dynamic path using various input information, and outputs the dynamic path information to the path combination unit 185 .

[0044] FIG. 4 is a diagram explaining various kinds of information used to generate a dynamic path. Various information shown in FIG. 4 is information input to the dynamic path generation block 184 when the vehicle in question is moving at the location P in FIG. 3. The x-axis and y-axis shown in FIG. 4 correspond to the x-axis and y-axis shown in FIG. 3. In FIG. 4, the symbol "3a" corresponds to the static travel path 3 shown in FIG. 3. The static driving path 3a is a driving path in which the static driving path 3 is corrected by the dynamic driving path generation unit 184 . In FIG. 4, the symbols "4" and "5" indicate white lines (the first boundaries of the dynamic path) that define the lane along which the vehicle in question is moving, the symbols "6" and "7" indicate road structures (the second boundaries of the dynamic path), such as roadsides or guardrails, and the symbol "8" indicates a parked vehicle (the second boundary of a dynamic travel path). In this case, in FIG. 4, the dynamic path boundaries 4-8 are displayed as point data detected by the distance measurement sensor 140, but the display form of the dynamic path boundaries is not limited to the point data. In addition, in FIG. 4, the dynamic path boundaries themselves are shown instead of the traversable area, but the dynamic path generation unit 184 can generate the dynamic path using the traversable area information. Static path correction will be described later.

[0045] Methods for generating a dynamic path will be described using various kinds of information shown in the examples in FIG. 4. First, the dynamic path generation unit 184 identifies the dynamic path boundaries 4-8 based on the information input from the distance measurement sensor 140 and the camera 150. The dynamic path boundaries 4-8 are information indicative of the environment of the vehicle under consideration. means when the vehicle in question is moving at the location P shown in FIG. 3.

[0046] Next, the dynamic path generation block 184 sets the path length for the dynamic path. In the present embodiment, the dynamic path generation unit 184 sets the path length for the dynamic path shorter than the path length for the static path shown in FIG. 3. This is based on the fact that the dynamic path boundaries 4-8 shown in FIG. 4 change with time because the environment of the vehicle in question changes with time. For example, the dynamic motion path generation unit 184 sets the path length for the dynamic motion path to include the entire dynamic motion path within the smaller of the detection range of the distance measurement sensor 140 and the imaging range of the camera 150. In the example shown in FIG. 4, the dynamic path generation block 184 sets the path length for the dynamic path to 40 meters.

[0047] The dynamic motion path generation unit 184 generates a dynamic motion path using, for example, an evaluation function that is a quadratic convex function and Newton's method. The dynamic path generation unit 184 sets the evaluation function satisfying the following equations (3) and (4) as the dynamic path.

[0048]

[Equation 3]

[Equation 4]

However, in the above equations (3) and (4), the symbol "J" denotes the evaluation function (dynamic driving path) and the symbol "u(i)" denotes the driving distance of the considered vehicle from the center line of the driving path at each point. The symbol "a _s " denotes a weighting factor (for example, a _s = 1) indicating the amount of influence of the first boundaries of the dynamic path on the dynamic path, the symbol "y _sl " denotes the distance between the first boundary of the dynamic path on the left side and the center line of the track and the symbol "y _sr " denotes the distance between the first boundary of the dynamic travel path on the right side and the center line of the travel path. The symbol “a _h ” indicates a weighting factor (for example, a _h = 10) indicating the amount of influence of the second boundaries of the dynamic path on the dynamic path, the symbol “y _hl ” indicates the distance between the second boundary of the dynamic path on the left side and the center line of the track and the symbol “y _hr ” indicates the distance between the second boundary of the dynamic travel path on the right side and the center line of the travel path. The symbol “a _lp ” denotes a weighting factor (for example, a _lp = 0.1) indicating the amount of influence of the static travel path on the dynamic travel path, the symbol “y _hp ” denotes the distance between the center line of the travel path and the static travel path. The symbol "k _ρ " denotes a weighting factor indicating the amount of influence of the curvature reduction factor on the first dynamic motion path. It is possible to set the allowable curvature according to the vehicle speed by setting a variable value according to the vehicle speed. The symbol "ρ" stands for curvature.

[0049] In the above equations (3) and (4), the weight factor a _s , the weight factor a _h and the weight factor a _lp are predetermined by the control device 180 to satisfy the relationship "weight factor a _h > weight factor a _l > weight factor a _lp '.

[0050] The dynamic path generation unit 184 calculates u(i) satisfying the above equation (4), and sets the evaluation function J when the calculated u(i) is substituted into the above equation (3) as the dynamic path. The method for generating the center line of the travel path has been described previously.

[0051] Returning again to FIG. 2, the functions implemented by the control device 180 will be described. The function of the path combining unit 185 will be described. The path combining unit 185 generates the target driving path of the vehicle in question by combining the dynamic driving path and the static driving path. The target travel path of the subject vehicle is a travel path along which the subject vehicle travels smoothly while adapting to the environment. The target driving path is the driving path that follows the dynamic driving path from the current location of the vehicle in question and the static driving path after the end point of the dynamic driving path. In other words, the target driving path is a driving path that is a combination of a dynamic driving path and a static driving path.

[0052] As shown in FIG. 2, the static driving path information from the static driving path generation block 182 and the dynamic driving path information from the dynamic driving path generation block 184 are input to the path combination block 185, respectively. The path combining unit 185 combines the static driving path and the dynamic driving path, so that the end point of the dynamic driving path (also called the end of the dynamic driving path) is placed on the static driving path. The path (target movement path) combined by the path combination block 185 is output to the path following block 186 .

[0053] FIG. 5 is a diagram explaining how a static driving path and a dynamic driving path are combined. In FIG. 5, the symbol "3a" corresponds to the static travel path 3 shown in FIG. 3. The static driving path 3a is the path in which the static driving path 3 is corrected by the path combination unit 185 . In FIG. 5, the symbol "10" denotes a dynamic driving path, and the symbol "11" denotes a parked vehicle (obstacle), respectively. Static path correction will be described later.

[0054] As shown in FIG. 5, the path combining unit 185 combines the dynamic path 10 and the static path 3a, so that the end point 10a of the dynamic path 10 is located on the static path 3a. Thus, a target driving path is generated, which is a combination of a dynamic driving path 10 for avoiding the obstacle 11 and a static driving path 3a for smoothly driving the vehicle around curves.

[0055] Referring to FIG. 2, the function of the path following block 186 will be described. The path-following unit 186 performs automatic motion control that automatically performs all or part of the movement of the subject vehicle so that the subject vehicle moves along the target travel path by controlling the drive mechanism 170. The path-following unit 186 calculates a control command value to follow the the target travel path, and outputs a control command value to the drive mechanism 170. The control command value includes, for example, a steering angle command value for controlling the steering angle of the subject vehicle. The path following unit 186 may also perform the path following process (eg, feedback control) known at the time of this application.

[0056] FIG. 6 is a diagram for explaining an exemplary method for calculating a control command value. In FIG. 6, the character "12" indicates the target movement path, the character "13" indicates the observation point (x _front , y _e ) on the target movement path set by the forward observation model, and the character "14" indicates a circle in contact with the origin O and point 13 The x-axis and y-axis shown in Fig. 6 correspond to the x-axis and y-axis shown in Fig. 3. In this case, the direct view model is a predefined model that models the front point that the driver is looking at when he or she is driving In the example of Figure 6, the vehicle V in question is assumed to be located at the origin O of the coordinates.

[0057] For example, the path following unit 186 calculates the curvature of the circle 14 using the following equation (7) to make the vehicle in question move along the target travel path. Then, the path following unit 186 calculates a steering angle command value for driving the subject vehicle along the target travel path 12 based on the curvature of the circle 14 shown in FIG. 6.

[0058]

[Equation 5]

However, in the above equation (7), the symbol "ρ" denotes the curvature of the circle 14, the symbol "x _front " denotes the x-axis coordinate at the observation point 13, and the symbol "y _e " denotes the Y-axis coordinate at the observation point 13.

[0059] Next, the processing cycle and processing load of the processor in each process will be described with reference to FIG. 7. FIG. 7 is a diagram explaining the computational cycle and the computational load of the processor in each process of the control device 180. Since FIG. 7 corresponds to FIG. 2, a description of the function of each block shown in FIG. 7 is based on the previous description.

[0060] As shown in FIG. 7, the processing cycle of the processor (also referred to as arithmetic processing time) can be divided into three categories: high speed, medium speed, and low speed, depending on the block of the control device 180. In particular, the computational cycle of the processor in the process of generating a static motion path is longer than the computational cycle of the processor in the process of generating a dynamic motion path and the computational cycle of the processor in the process of calculating the value of the control command. In addition, the processing cycle of the processor in the process of generating a dynamic motion path is longer than the processing cycle of the processor in the process of calculating the value of the control command.

[0061] As shown in FIG. 7, the processing load of the processor can be divided into three categories: high load, medium load, and low load, depending on the block of the control device 180. In particular, the processing load of the processor in the process of generating a static motion path is larger than the processing load of the processor in the process of generating a dynamic motion path and the computational load of the processor in the process of calculating the value of the control command. In addition, the computational load of the processor in the process of generating a dynamic path is greater than the computational load of the processor in the process of calculating the value of the control command.

[0062] In the blocks related to the static driving path (block 181 generation of lane boundaries of the subject vehicle and block 182 generation of the static driving path), the processor performs a process with a low-speed computing cycle. Preferably, the static driving path, which has a relatively long path length and reflects map information updated at a slower rate, is updated at a lower frequency. For example, the processor executes a process associated with a static path of motion with a computing cycle of 2 Hz. On the other hand, since each process requires a huge amount of data such as map information, the processing load of the processor is high.

[0063] As shown in FIG. 7, in the blocks relating to the dynamic driving path (walkable area generation block 183, dynamic driving path generation block 184, and path combination block 185), the processor executes processing with a medium speed computing cycle. Preferably, the dynamic driving path, which needs to be updated according to the environment of the vehicle in question and has a relatively short path length, is updated at a slightly higher frequency. For example, the processor executes a process associated with a dynamic motion path with a 10 Hz computing cycle. On the other hand, since each process requires a little more data, such as the detection results detected by the distance measurement sensor 140 and the captured images of the camera 150, the processing load of the processor is slightly larger.

[0064] As shown in FIG. 7, in the block related to following the path (block 186 following the path), the processor executes a process with a high-speed computing cycle. Preferably, the path following process requiring feedback control is updated more frequently. For example, the processor executes a path-following process with a computing cycle of 10 Hz. On the other hand, since each process requires only relatively small data such as a direct observation model, the processing load of the processor is small.

[0065] As described above, in the present embodiment, by assigning a computational cycle to each block according to the computational load, it is possible to prevent, for example, a high frequency update of the static driving path with a high computational load, thereby reducing the computational burden of the entire control device 180.

[0066] Next, with reference to FIG. 8A and FIG. 8B, the correction process for the static driving path performed by the dynamic driving path generation unit 184 and the path combining unit 185 will be described. In the following explanation, the same process may be performed in the path combination unit 185 . Fig. 8A is a diagram explaining a correction process for a static driving path, and FIG. 8B is a diagram of each static travel path in each block shown in FIG. 8A.

[0067] The dynamic driving path generation unit 184 corrects the static driving path by reflecting the driving distance of the vehicle in question during the period during which the dynamic driving path is generated in the static driving path. In particular, first, the dynamic path generation unit 184 estimates the location of the vehicle in question on the map based on the mapping information and the detection results of the distance measurement sensor 140 . Then, as shown in FIG. 8A, the dynamic path generation unit 184 performs a coordinate transformation process for converting a coordinate specifying a static path from a coordinate system centered at the location of the vehicle under consideration to a coordinate system centered at the location on the map based on the estimated location of the subject vehicle on the map. A coordinate system centered at the location of the vehicle in question is also called a vehicle coordinate system. A coordinate system centered on a location on the map is also called a static coordinate system.

[0068] FIG. 8A, the coordinate transformation from the vehicle coordinate system to the static coordinate system corresponds to the coordinate transformation A. In FIG. 8B, the static driving path that is specified in the vehicle coordinate system and updated with the computing cycle (low speed) of the processor in the static driving path generation process is shown by the static driving path R ₀ .

[0069] The dynamic path generation unit 184 performs a coordinate conversion process from the vehicle coordinate system to the static coordinate system for the static path, and in the subsequent process processes the static path with the processor computing cycle (medium speed) of the dynamic path generation process. Thus, the update rate of the static driving path changes from the computing cycle (low speed) of the processor in the process of generating the static driving path to the computing cycle (medium speed) of the processor in the process of generating the dynamic driving path. In FIG. 8B, the static motion path, which is specified in the static coordinate system and is updated with the processor calculation cycle in the process of generating the dynamic motion path, is shown by the static motion path R ₁ .

[0070] The dynamic path generation unit 184 performs a coordinate transformation process to convert the coordinates specifying the static path from the static coordinate system to the vehicle coordinate system based on the estimated location of the considered vehicle on the map. In FIG. 8B, the static driving path, which is given by the vehicle coordinate system and updated with the processor calculation cycle in the process of generating the dynamic driving path, is shown by the static driving path R ₂ . The static driving path R ₂ is a driving path that reflects the driving distance of the vehicle in question relative to the static driving path R ₂ .

[0071] Next, the control process for driving assistance of the vehicle will be described. Fig. 9 is a flowchart illustrating the control process of the present embodiment. The motion control process described below is performed by the control device 180 . In addition, the motion control process described below starts when the ignition switch or power switch is turned on, and is repeated at a predetermined cycle (for example, every 10 milliseconds) until the ignition switch or power switch is turned off. The processing cycle of the processor at each step shown in FIG. 9 satisfies the processing cycle ratio of the processor in each block shown in FIG. 7.

[0072] In step S1, the control device 180 generates the lane boundaries of the vehicle in question. For example, the control device 180 obtains the current location information of the subject vehicle from the subject vehicle location device 110, obtains the static driving path boundaries information from the map database 120, and obtains the action plan information from the navigation system. The control device 180 generates the lane boundaries of the subject vehicle, which indicate the boundaries between the lane of the subject vehicle and other than said lane of the subject vehicle, based on the input information.

[0073] In step S2, the control device 180 generates a static driving path based on the lane boundary information of the vehicle in question generated in step S1. First, the control device 180 sets the path length for the static travel path. For example, the control device 180 sets the path length for the static driving path to include at least two turns on the road on which the vehicle in question is traveling. In addition, for example, the control device 180 sets the path length for the static driving path to include a straight path section at a predetermined distance or more. Next, the control device 180 generates, for example, a driving path in which the change in lateral acceleration applied to the vehicle in question is minimized when said vehicle is moving along the driving path on the map as a static driving path. For example, the control device 180 generates a static motion path using an estimation function that is a quadratic convex function and Newton's method.

[0074] In step S3, the control device 180 generates a walkable area. For example, the control device 180 receives information about the boundaries of the dynamic path from the distance sensor 140 and the camera 150, and recognizes the boundaries of the dynamic path. The control device 180 generates an area, which is defined by the boundaries of the dynamic driving path and on which the vehicle in question can move, as a walkable area.

[0075] In step S4, the control device 180 generates a dynamic motion path. The control device 180 generates a driving path corresponding to the environment of the vehicle in question as a dynamic driving path based on the static driving path generated in step S2 and the walkable area generated in step S3. Here, the control device 180 performs a static motion path correction process with a different update rate, and generates a dynamic motion path using the corrected static motion path.

[0076] In step S5, the control device 180 generates the target driving path by combining the dynamic driving path and the static driving path. The control device 180 generates a target driving path containing a dynamic driving path and a static driving path based on the static driving path generated in step S2 and the dynamic driving path generated in step S4. The control device 180 combines the dynamic driving path and the static driving path so that the end point of the dynamic driving path is located on the static driving path.

[0077] In step S6, the control device 180 generates a control command value for driving the vehicle in question along the target driving path. The control device 180 generates a control command value (eg, a steering wheel angle command value) based on the target driving path generated in step S5. After the control command value is generated by the control device 180, the control device 180 ends the control process shown in FIG. 9.

[0078] As described above, in the present embodiment, the control device 180 obtains information about the boundaries of the static driving path between the driving path of the subject vehicle and other than the said traveling path of the subject vehicle from the map database 120 that stores map information, and obtains information about the boundaries of the dynamic path other than the boundaries of the static path from the distance measurement sensor 140 and the camera 150, which detect the environment of the vehicle in question. Then, the control device 180 generates a static driving path that the vehicle in question can travel on based on the boundary information of the static driving path, and generates a dynamic driving path that is shorter than the static driving path and matches the environment of the vehicle in question based on the static driving path information. motion path and the boundaries of the dynamic motion path. The control device 180 controls the subject vehicle so that the subject vehicle moves along a target driving path including a static driving path and a dynamic driving path. Since the dynamic driving path corresponds to the environment of the considered vehicle and is based on the static driving path for smooth movement of the considered vehicle, it is possible to make a driving plan that is compatible with both the environment and the movement smoothly.

[0079] In addition, in the present embodiment, since the static path boundary information also includes information about locations distant from the vehicle in question, thus it has the advantage that it can be used to generate a smooth long-distance path that takes into account subsequent traffic situations. On the other hand, the boundary information of the static driving path does not include information about the dynamic environments and is not suitable for driving according to the dynamic environment. Therefore, in order to compensate for dynamic environments, in the present embodiment, a dynamic driving path corresponding to the environment of the vehicle under consideration is generated based on the boundary information of the dynamic driving path. In addition, if the driving path is generated using only the boundary information of the dynamic driving path, then a driving path with abrupt changes will be generated, and driving along this driving path may cause discomfort to the people in the considered vehicle. Therefore, in the present embodiment, in order to eliminate the discomfort caused to people in the subject vehicle, the dynamic driving path is generated using the static driving path having smoothness without being limited to the boundary information of the dynamic driving path. This allows movement in accordance with the dynamic environment, which is difficult to achieve using only information about the boundaries of the static path of movement.

[0080] In addition, in the present embodiment, the dynamic motion path boundary information includes dynamic environment information, and the motion path can be generated based on the dynamic motion path boundary information, and the motion can be adapted to the dynamic environment by movement along the said path. However, since the dynamic path boundary information is limited to the detection range of the sensor of the considered vehicle, it is not suitable for obtaining information about locations far from the considered vehicle and generating a driving path considering situations at locations far from the considered vehicle. Therefore, the present embodiment also considers the static driving path generated using information outside the detection range of the sensor detecting the boundaries of the dynamic path in addition to the boundaries of the dynamic path. This allows a motion path to be generated that takes into account situations beyond the detection of the sensor, i.e. away from the vehicle in question.

[0081] In the present embodiment, a dynamic driving path is generated that is shorter than the static driving path. By generating a long distance travel path, it is possible to generate a smooth long distance path in consideration of the following driving situation. However, on the other side of this advantage, computing a path over a long distance has a large computational load. Computing a travel path for the same length as a static travel path based on dynamic path boundary information also has a high computational load. Therefore, in the present embodiment, the computational burden for generating a dynamic driving path can be reduced by generating a dynamic driving path that is shorter than a static driving path.

[0082] In the present embodiment, the static path boundary information includes information outside the detection range of the sensor for detecting the boundaries of the dynamic path, and the static path is generated using the information outside the detection range of the sensor for detecting the boundaries of the dynamic path. Static path generation using static path boundary information typically uses data stored in memory or data already stored in the cloud. Thus, information beyond the detection range of said sensor can be obtained stably, and a static long-distance travel path can be generated. On the other hand, since the dynamic path boundary information is based on information detected by said sensor, it is limited to information within the detection range of said sensor. Since the dynamic path boundary information includes information that is information near the considered vehicle that is not included in the static path boundary information (e.g., dynamic object information), it is possible to adapt to the environment by obtaining the dynamic path boundary information. motion path and generating a dynamic motion path based on the information about the dynamic motion path.

[0083] In the present embodiment, the static driving path boundary information includes lane information on which the subject vehicle is traveling and information on a planned lane that is different from said lane and on which the subject vehicle is planned to travel, and the static driving path is generated using information about the lane in which the vehicle is traveling and information about the planned lane, which is different from said lane and in which the subject vehicle is planned to travel. For example, when the vehicle in question enters a merging lane, or when the vehicle in question turns right and left, a static driving path can be generated considering not only the lane the vehicle in question is currently traveling in, but also lane situations. movement after entering or turning right or left. This allows you to generate a smoother motion path.

[0084] In the present embodiment, the control device 180 calculates a control command value for driving the subject vehicle along the target travel path, and controls the subject vehicle based on the control command value. This allows the vehicle in question to move smoothly in accordance with the environment.

[0085] In the present embodiment, the control device 180 generates the target driving path by combining the dynamic driving path and the static driving path, so that the end point of the dynamic driving path is located on the static driving path. Thus, even when combining motion paths generated based on different information, it is possible to eliminate the occurrence of a curvature break point at the combining point. As a result, smooth movement of the considered vehicle along the target path is possible.

[0086] In the present embodiment, the processor cycle in the static path generation process is longer than the processor cycle in the dynamic path generation process. This allows the dynamic travel path to be updated with a short cycle to adapt conditions around the vehicle in question that change dynamically, thereby allowing the vehicle in question to move in response to the environment.

[0087] In general, the static path boundary information does not change dynamically and is stable as information. Therefore, even if the static driving path is updated at a high frequency, the shape of the static driving path does not change significantly. However, since the subject vehicle is moving even when the subject vehicle is steered based on the static driving path and the dynamic driving path, the position of the subject vehicle has changed since the last calculation of the static driving path. Therefore, it is also necessary to generate a static driving path starting from the location of the considered vehicle after moving (also called a new location). Thus, even if the static driving path is not calculated at a high frequency, the static driving path starting from the location of the subject vehicle after moving must also be generated, and therefore, in the present embodiment, the processing cycle of the processor in the process of generating the static driving path is longer than computational cycle of the processor in the process of generating a dynamic path of motion. This allows a smooth static motion path and eventually a dynamic motion path to be generated, while reducing the computational burden for generating the static motion path.

[0088] The computational cycle of the processor in the process of generating the static motion path is longer than the computational cycle of the processor in the process of calculating the value of the control command. This allows following control to be performed with a higher degree of tracking of the generated motion path since the value of the control command is updated more frequently. From the viewpoint of control stability, it is possible to improve the stability of the follow control. The same effects can be obtained if the processing cycle of the processor in the process of generating a static motion path is longer than the computational cycle of the processor in the process of generating a dynamic motion path, and, in addition, the computational cycle of the processor in the process of generating a static motion path is longer than the computing cycle of the processor in the process of calculating the value of the control command.

[0089] The computational cycle of the processor in the process of generating the dynamic motion path is longer than the computational cycle of the processor in the process of calculating the value of the control command. This allows following control to be performed with a higher degree of tracking of the generated motion path since the value of the control command is updated more frequently. From the viewpoint of control stability, it is possible to improve the stability of the follow control. The same effects can be obtained if the processor computation cycle in the process of generating a static motion path is longer than the computational cycle of the processor in the process of generating a dynamic motion path, and, in addition, the computation cycle of the processor in the process of generating a dynamic motion path is longer than the computational cycle of the processor in the process of calculating the value of the control command.

[0090] In addition, in the present embodiment, in the process of generating the dynamic driving path, the control device 180 corrects the static driving path by reflecting the driving distance of the vehicle in question during the period during which the dynamic driving path is generated in the static driving path. This allows the dynamic path to be generated based on the static path information corresponding to the current location of the vehicle in question, even when the update rate of the static path is lower than the update rate of the dynamic path. As a result, it is possible to improve the stability of the control of following the target travel path.

[0091] In addition, in the present embodiment, the control device 180 estimates the location of the subject vehicle on the map based on the mapping information and the detection results of the distance measurement sensor 140, and in the process of correcting the static driving path, performs a coordinate conversion process to convert the coordinate specifying static driving path, from a coordinate system centered at the location of the considered vehicle to a coordinate system centered at the location on the map based on the location of the considered vehicle on the map, and then adjusts the static driving path using the processor computation cycle in the process of generating the dynamic driving path. Since the static driving path correction process is performed based on highly accurate map information, the accuracy of the static driving path correction can be improved.

[0092] In addition, in the present embodiment, the control device 180 generates a motion path with a minimum curvature change as a static motion path. This allows the vehicle in question to move smoothly regardless of road shapes.

[0093] In addition, in the present embodiment, the path length for the static movement path is longer than the path length for the dynamic movement path. This makes it possible, for example, to provide a driving plan for smooth movement of the vehicle in question even in a range that cannot be detected by the distance measurement sensor 140 .

[0094] In addition, in the present embodiment, the control device 180 sets the path length for the static driving path to include at least two turns. Since the turning start point and turning end point are included in the static motion path, it is possible to eliminate the occurrence of curvature break points at the turning start point and the turning end point. As a result, the vehicle in question can move smoothly along the target travel path.

[0095] In addition, in the present embodiment, the control device 180 sets the path length for the static driving path to include a straight path section at a predetermined distance or more after the turn. It is possible to eliminate the occurrence of curvature break points in the section between the straight path from the turn. As a result, the vehicle in question can move smoothly along the target travel path.

[0096] In addition, in the present embodiment, the control device 180 sets the path length for the dynamic path so that the dynamic path is included in the detection range of the distance measurement sensor 140 . This allows the detection results of the distance measurement sensor 140 to be used to generate a dynamic motion path. As a result, it is possible to generate a dynamic driving path corresponding to the environment of the considered vehicle.

[0097] In addition, in the present embodiment, the control device 180 identifies the dynamic path boundaries, which are road surface markings, as the first boundaries of the dynamic path, and identifies the dynamic path boundaries, which are obstacles existing around the vehicle in question. , as the second boundaries of the dynamic path of motion. This allows, for example, in the process of generating a dynamic path, to change the degree of influence of the first boundaries of the dynamic path on the dynamic path and the degree of influence of the second boundaries of the dynamic path on the dynamic path. As a result, for example, it is possible to generate a dynamic motion path that reflects motion to avoid obstacles rather than motion to avoid crossing a white line.

[0098] In addition, in the present embodiment, the control device 180 generates a dynamic motion path using a ratio in which the weight a _h , the weight a _s , and the weight a _lp are reduced in this order. This ensures that a dynamic path is generated to avoid obstacles when present. When there are no obstacles, it is possible to generate a dynamic motion path to avoid crossing the white line. Regardless of the presence of obstacles, it is possible to generate a dynamic motion path for smooth movement. In other words, it is possible to drive the subject vehicle according to the actual environment of the subject vehicle.

[0099] It should be appreciated that the embodiments explained above are described to facilitate understanding of the present invention and are not described to limit the present invention. Therefore, it is intended that the elements disclosed in the above embodiments include all design changes and equivalents falling within the scope of the technical specification of the present invention.

[0100] For example, in the above embodiment, the cases in which the dynamic path generation unit 184 and the path combination unit 185 perform the static path correction process (see Fig. 8A and Fig. 8B) have been described as an example, but the block The path following 186 can perform a target movement path correction process. In other words, in the process of calculating the control command value, the control device 180 can correct the target driving path by reflecting the driving distance of the vehicle in question during the period during which the control command value is calculated in the target driving path. This makes it possible to calculate control command values based on information about the target driving path corresponding to the current location of the vehicle in question, even when the update rate of the target driving path is lower than the update rate of the control command value. As a result, it is possible to improve the stability of the control of following the target travel path.

[0101] The control device 180 can estimate the location of the subject vehicle on the map based on the mapping information and the detection results of the distance measurement sensor 140 in the process of correcting the target travel path based on the location of the subject vehicle on the map, perform a coordinate transformation process to convert the coordinate specifying the target travel path, from the coordinate system centered at the location of the vehicle in question to the coordinate system centered at the location on the map, and then adjust the target travel path using the processor calculation cycle in the process of calculating the control command value. Since the target path correction process is performed based on highly accurate map information, the target path correction accuracy can be improved.

[0102] In addition, for example, in the above embodiment, as an example of a static driving path, a driving path in which the change in the lateral acceleration of the subject vehicle is equal to or less than a predetermined value has been described, but the running path considering the lateral acceleration of the subject vehicle is not limited to static way of movement. For example, dynamic path generation block 184 may generate a dynamic path that minimizes the change in lateral acceleration applied to the vehicle of interest when the vehicle is moving along the path on the map based on information about the boundaries of the dynamic path. This makes it possible, for example, to smoothly avoid an obstacle (eg pass through) when obstacles exist around the vehicle in question. In addition, when the subject vehicle travels at the combination point of the dynamic travel path and the static travel path, the lateral acceleration applied to the consideration vehicle can be suppressed, and the movement of the subject vehicle can be smoothly shifted from the dynamic travel path to the static travel path. Similarly, it is possible to smoothly transfer the movement of the vehicle in question from a static driving path to a dynamic driving path. As a result, it is possible to eliminate the discomfort caused to the people in the subject vehicle due to the difference in the driving path.

Description of reference positions

[0103]

100 Driving assistance device

110 Device for determining the location of the vehicle in question

120 Cartographic database

130 Vehicle speed sensor

140 Distance sensor

150 Camera

160 Input device

170 Drive mechanism

180 Control Unit (Processor)

190 Yaw rate sensor.

Claims (55)

1. A method of driving assistance for a vehicle, executed by a processor, comprising the steps of: receive from the device for storing cartographic information information about the boundaries of the static path between the path of the considered vehicle and other than the mentioned path of movement; receive from the sensor for detecting the environment of the considered vehicle information about the boundaries of the dynamic path, different from the boundaries of the static path of movement; generating, based on the static path boundary information, a static path on which the vehicle in question can travel; generating, based on the information about the static driving path and the boundaries of the dynamic driving path, a dynamic driving path that is shorter than the static driving path and matches the environment; and control the considered vehicle for movement along the target movement path, which includes a static movement path and a dynamic movement path, in this case, the computational cycle of the processor in the process of generating a static path of motion is longer than the computational cycle of the processor in the process of generating a dynamic path of motion. 2. The method of assistance when moving according to claim 1, in which: the static path boundary information includes information outside the detection range of said sensor for detecting the dynamic path boundary, and the static motion path is generated using information outside the detection range of said sensor to detect the boundaries of the dynamic motion path. 3. The method of assistance when driving according to claim 1 or 2, in which: the static path boundary information includes information about the lane on which the vehicle in question is traveling and information on the planned lane, which is different from said lane and on which the vehicle in question is planned to travel, and the static driving path is generated using information about the lane on which the subject vehicle is traveling and information on the planned lane, which is different from said lane and on which the subject vehicle is planned to travel. 4. The method of assistance when driving according to any one of paragraphs. 1-3, containing the steps in which: calculating the values of the control command for the movement of the considered vehicle along the target path of movement; and control the considered vehicle based on the value of the control command. 5. The method of assistance when moving according to any one of paragraphs. 1-4, comprising the step of: generating, in the static path generation process, a static path in which the change in lateral acceleration applied to the subject vehicle when the subject vehicle is moving is less than a predetermined value based on the static path boundary information. 6. The method of assistance when driving according to any one of paragraphs. 1-5, containing the step in which: generating, in the dynamic path generation process, a dynamic path in which the change in lateral acceleration applied to the subject vehicle when the subject vehicle is moving is less than a predetermined value based on information about the static path and boundaries of the dynamic path. 7. Method of assistance when driving according to any one of paragraphs. 1-6, containing the step in which: generating a target driving path by combining the dynamic driving path and the static driving path such that the end point of the dynamic driving path is on the static driving path. 8. The motion assistance method according to claim 4, wherein the processing cycle of the processor in the process of generating the static motion path is longer than the computing cycle of the processor in the process of calculating the value of the control command. 9. The motion assistance method according to claim 4, wherein the processing cycle of the processor in the process of generating the dynamic motion path is longer than the computing cycle of the processor in the process of calculating the value of the control command. 10. A method of assistance when driving according to any one of paragraphs. 1-9, containing the step in which: correcting, in the process of generating the dynamic driving path, the static driving path by reflecting the driving distance of the considered vehicle during the period during which the dynamic driving path is generated in the static driving path. 11. The method of assistance when driving according to any one of paragraphs. 1-10, containing the steps in which: estimating the location of the vehicle in question on the map based on the mapping information and detection results of said sensor; and executing, in the static driving path correction process, a coordinate transformation process to convert the coordinate specifying the static driving path from a coordinate system centered at the location of the vehicle in question to a coordinate system centered at the location of the vehicle in question on the map, and then correcting the static driving path using processor computation cycle in the process of generating a dynamic path of motion. 12. The method of assistance when driving according to any one of paragraphs. 4, 8 and 9, comprising the step of: correcting in the process of calculating the value of the control command, the target path of movement by reflecting the distance of movement of the considered vehicle during the period during which the value of the control command is calculated, in the target path of movement. 13. The method of assistance with movement according to claim 12, comprising the step of: estimating the location of the vehicle in question on the map based on the mapping information and detection results of said sensor; and executing, in the target travel path correction process, a coordinate transformation process to convert the coordinate specifying the target travel path from the coordinate system based on the location of the subject vehicle to the coordinate system based on the location of the subject vehicle on the map, and then correcting the target travel path using a calculation cycle processor in the process of calculating the value of the control command. 14. The method of assistance when driving according to any one of paragraphs. 1-13, containing the step in which: generating a motion path with minimal change in curvature as a static motion path. 15. The method of assistance when driving according to any one of paragraphs. 1-14, comprising the step of: setting the path length of the static travel path to include at least two turns. 16. A method of assistance when driving according to any one of paragraphs. 1-14, comprising the step of: setting the path length of the static driving path to include a straight path section at a predetermined distance or more after the turn. 17. A method of assistance when driving according to any one of paragraphs. 1-16, containing the step in which: setting the length of the path of the dynamic path of movement so that the dynamic path of movement is within the detection range of said sensor. 18. Method of assistance when driving according to any one of paragraphs. 1-17, containing the steps in which: identifying the boundaries of the dynamic path as first boundaries of the dynamic path, wherein the boundaries of the dynamic path are road surface markings; and identifying the boundaries of the dynamic path as second boundaries of the dynamic path, wherein the second boundaries of the dynamic path are obstacles existing around the vehicle in question. 19. The method of assistance with movement according to claim 18, comprising the step of: generating a dynamic path using the ratio of reducing the influence of the second boundaries of the dynamic path on the dynamic path, the influence of the first boundaries of the dynamic path on the dynamic path, and the influence of the boundaries of the static path on the dynamic path, in that order. 20. A driving assistance device containing a processor, wherein the processor is configured to: receiving from the device for storing cartographic information information about the boundaries of the static path between the path of the considered vehicle and other than the mentioned path of movement; obtaining from the sensor for detecting the environment of the considered vehicle information about the boundaries of the dynamic path of movement, different from the boundaries of the static path of movement; generating, based on the static path boundary information, a static path on which said vehicle can travel; generating, based on information about the static driving path and the boundaries of the dynamic driving path, a dynamic driving path that is shorter than the static driving path and corresponds to the environment; and controlling the considered vehicle for movement along the target movement path, which includes a static movement path and a dynamic movement path, at the same time, the computational cycle of the processor in the process of generating a static path of motion is longer than the computational cycle of the processor in the process of generating a dynamic path of motion.

Images