WO2018207425A1 - 車両の自動運転制御システム - Google Patents

車両の自動運転制御システム Download PDF

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Publication number
WO2018207425A1
WO2018207425A1 PCT/JP2018/006184 JP2018006184W WO2018207425A1 WO 2018207425 A1 WO2018207425 A1 WO 2018207425A1 JP 2018006184 W JP2018006184 W JP 2018006184W WO 2018207425 A1 WO2018207425 A1 WO 2018207425A1
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WO
WIPO (PCT)
Prior art keywords
steering angle
vehicle
host vehicle
collision
control system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2018/006184
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English (en)
French (fr)
Japanese (ja)
Inventor
光晴 東谷
宣昭 池本
長谷　智実
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to CN201880031369.5A priority Critical patent/CN110621551A/zh
Publication of WO2018207425A1 publication Critical patent/WO2018207425A1/ja
Priority to US16/681,011 priority patent/US20200079366A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18154—Approaching an intersection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/017—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including arrangements for providing electric power to safety arrangements or their actuating means, e.g. to pyrotechnic fuses or electro-mechanic valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V20/00—Scenes; Scene-specific elements
    • G06V20/50—Context or environment of the image
    • G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
    • G06V20/58—Recognition of moving objects or obstacles, e.g. vehicles or pedestrians; Recognition of traffic objects, e.g. traffic signs, traffic lights or roads
    • G06V20/584—Recognition of moving objects or obstacles, e.g. vehicles or pedestrians; Recognition of traffic objects, e.g. traffic signs, traffic lights or roads of vehicle lights or traffic lights
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V20/00—Scenes; Scene-specific elements
    • G06V20/50—Context or environment of the image
    • G06V20/59—Context or environment of the image inside of a vehicle, e.g. relating to seat occupancy, driver state or inner lighting conditions
    • G06V20/597—Recognising the driver's state or behaviour, e.g. attention or drowsiness

Definitions

  • the present disclosure relates to a vehicle automatic driving control system.
  • JP 2016-088134A discloses an automatic driving system for vehicles.
  • the degree of damage is calculated for each combination of occurrence of collisions with various objects (other vehicles, guardrails, etc.) after simulating obstacles and the trajectory of the host vehicle.
  • the vehicle is automatically controlled as follows. For example, in order to control the own vehicle so as to reduce the degree of damage, it is described that the pedestrian is protected by contacting the guard rail to stop the own vehicle.
  • the actual situation is that sufficient measures have not been taken to mitigate the influence on the power supply system due to the collision with other objects.
  • the inventor of the present application for example, when a short circuit or loss of power occurs in the power system of the own vehicle due to a collision with another vehicle, various failures such as loss of power supply to the device to prevent secondary damage, It has been found that there is a problem that a malfunction may occur and the host vehicle may not be operated safely.
  • the present disclosure has been made to solve at least a part of the problems described above, and can be realized as the following forms.
  • an automatic driving control system executes automatic driving that causes the host vehicle to travel along a planned traveling route.
  • the automatic driving control system is installed in the own vehicle, and each of the plurality of power sources capable of supplying power to the specific auxiliary machine of the own vehicle and the connection state of the plurality of power sources to the specific auxiliary machine
  • An automatic driving control unit that controls connection of the plurality of power supplies to the relay control device to control automatic driving, and the situation recognition unit includes the other object of the host vehicle during the automatic driving.
  • the automatic operation control unit disconnects the expected damage power source from the specified auxiliary machine when the collision probability is equal to or higher than the predetermined threshold, and the damaged power source among the plurality of power sources.
  • the relay control apparatus is instructed to connect a power supply that is not an expected power supply to the specific auxiliary machine.
  • the automatic operation control system when the collision probability that the host vehicle collides with another object is equal to or higher than a predetermined threshold, the expected failure power source that is expected to be damaged due to the collision with the other object is specified.
  • the relay control device In addition to disconnecting from the auxiliary equipment, the relay control device is instructed to connect a power supply that is not expected to be damaged to the specified auxiliary equipment, so that even if a collision occurs, it is possible to continue supplying power to the specified auxiliary equipment. The possibility of secondary damage due to damage to the expected power supply or the loss of the power supply of a specific auxiliary machine can be reduced.
  • Explanatory drawing which shows the structure of the automatic driving
  • Explanatory drawing which shows an example of the connection relation of a specific auxiliary machine and a power supply.
  • the flowchart which shows the procedure of the power supply connection change process in 1st Embodiment.
  • Explanatory drawing which shows the relationship between a vehicle speed and the distance between vehicles, and a collision probability.
  • the flowchart which shows the procedure of the power supply connection change process in 2nd Embodiment.
  • the flowchart which shows the determination procedure of the steering angle change condition in 2nd Embodiment.
  • the conceptual diagram which shows the effect of the steering angle change in an intersection.
  • the conceptual diagram which shows the mode of the steering angle change of a vehicle.
  • Explanatory drawing which shows an example of the popping-out area by a back collision.
  • Explanatory drawing which shows the mode of the merging collision in 6th Embodiment.
  • the flowchart which shows the determination procedure of the steering angle change condition in 6th Embodiment.
  • Explanatory drawing which shows the mode of the collision in 7th Embodiment.
  • the flowchart which shows the determination procedure of the steering angle change condition in 7th Embodiment.
  • the flowchart which shows the procedure of the power connection change process in 8th Embodiment.
  • Explanatory drawing which shows the example of the collision by the back vehicle which drive
  • Explanatory drawing which shows the other example of the collision by the back vehicle which drive
  • Explanatory drawing which shows the further another example of the collision by the back vehicle which drive
  • the vehicle 50 includes an automatic driving control system 100.
  • the automatic driving control system 100 includes an automatic driving ECU 200 (Electronic Control Unit), a vehicle control unit 300, a support information acquisition unit 400, a driver warning unit 500, and a power supply unit 600.
  • the vehicle 50 is also referred to as “own vehicle 50”.
  • the automatic operation ECU 200 is a circuit including a CPU and a memory.
  • the automatic driving ECU 200 executes a computer program stored in a non-volatile storage medium, thereby performing an automatic driving control unit 210 that controls automatic driving of the vehicle 50, and a situation recognition unit 220 that recognizes a situation related to the vehicle 50. Function.
  • the function of the situation recognition unit 220 will be described later.
  • the vehicle control unit 300 is a part that executes various controls for driving the vehicle 50, and is used in both cases of automatic driving and manual driving.
  • the vehicle control unit 300 includes a drive unit control device 310, a brake control device 320, a steering angle control device 330, and general sensors 340.
  • the drive unit control device 310 has a function of controlling a drive unit (not shown) that drives the wheels of the vehicle 50.
  • One or more prime movers of an internal combustion engine and an electric motor can be used as the wheel drive unit.
  • the brake control device 320 performs brake control of the vehicle 50.
  • the brake control device 320 is configured as an electronically controlled brake system (ECB), for example.
  • EMB electronically controlled brake system
  • the steering angle control device 330 controls the steering angle of the wheels of the vehicle 50.
  • steering angle means the average steering angle of the two front wheels of the vehicle 50.
  • the steering angle control device 330 is configured as an electric power steering system (EPS), for example.
  • EPS electric power steering system
  • the general sensors 340 include a vehicle speed sensor 342 and a steering angle sensor 344, and are general sensors required for driving the vehicle 50.
  • the general sensors 340 include sensors that are used for both automatic operation and manual operation.
  • the support information acquisition unit 400 acquires various support information for automatic driving.
  • the support information acquisition unit 400 includes a front detection device 410, a rear detection device 420, a GPS device 430, a navigation device 440, and a wireless communication device 450.
  • the navigation device 440 has a function of determining a planned travel route in automatic driving based on the destination and the vehicle position detected by the GPS device 430.
  • another sensor such as a gyro may be used for determining or correcting the planned travel route.
  • the forward detection device 410 acquires information related to the state of objects and road facilities (lanes, intersections, traffic lights, etc.) existing in front of the host vehicle 50.
  • the rear detection device 420 acquires information related to objects and road equipment existing behind the host vehicle 50.
  • Each of the front detection device 410 and the rear detection device 420 can be realized by using, for example, one or more detectors selected from various detectors such as a camera, a laser radar, and a millimeter wave radar.
  • the wireless communication device 450 can exchange situation information regarding the situation of the host vehicle 50 and the surrounding situation by wireless communication with an intelligent road transportation system 70 (Intelligent Transport System). It is also possible to exchange situation information by performing inter-vehicle communication or road-to-vehicle communication with a roadside radio installed in road equipment.
  • the support information acquisition unit 400 uses the situation information obtained through such wireless communication, information about the running situation of the own vehicle, information about the situation in front of the own vehicle 50, and the rear of the own vehicle 50. A part of the information on the situation may be acquired. Various types of support information acquired by the support information acquisition unit 400 is transmitted to the automatic driving ECU 200.
  • “automatic operation” means an operation in which a driver (driver) automatically performs all of drive unit control, brake control, and steering angle control without performing a driving operation. Therefore, in the automatic operation, the operation state of the drive unit, the operation state of the brake mechanism, and the steering angle of the wheel are automatically determined.
  • “Manual operation” means operations for controlling the drive unit (depressing the accelerator pedal), operations for controlling the brake (depressing the brake pedal), and operations for controlling the steering angle (rotating the steering wheel). , Meaning the driving performed by the driver.
  • the automatic driving control unit 210 controls the automatic driving based on the planned traveling route given from the navigation device 440 and various situations recognized by the situation recognition unit 220. Specifically, the automatic operation control unit 210 transmits a drive instruction value indicating the operation state of the drive unit (engine or motor) to the drive unit control device 310, and brake-controls the brake instruction value indicating the operation state of the brake mechanism. A steering angle instruction value indicating the steering angle of the wheel is transmitted to the device 320 and transmitted to the steering angle control device 330. Each control device 310, 320, 330 executes control of each control target mechanism in accordance with a given instruction value.
  • the various functions of the automatic operation control unit 210 can be realized by artificial intelligence using a learning algorithm such as deep learning.
  • the driver warning unit 500 includes a driver state detection unit 510 and a warning device 520.
  • the driver state detection unit 510 includes a detector (not shown) such as a camera, and detects the state of the driver by detecting the face and head state of the driver of the host vehicle 50. It has the function to do.
  • the warning device 520 is a device that issues a warning to the driver according to the situation of the vehicle 50 and the detection result of the driver state detection unit 510.
  • the warning device 520 may be configured using one or more devices such as a sound generation device (speaker), an image display device, and a vibration generation device that generates vibrations in an object (for example, a steering wheel) in a vehicle interior. Is possible.
  • the driver warning unit 500 may be omitted.
  • the power supply unit 600 is a part that supplies power to each part in the vehicle 50, and includes a power supply control ECU 610 as a power supply control device and a power supply circuit 620.
  • the power supply circuit 620 includes a plurality of power supplies 621 and 622.
  • As the plurality of power sources 621 and 622 for example, a secondary battery or a fuel cell can be used.
  • the situation recognition unit 220 realized by the automatic driving ECU 200 includes a driving situation recognition unit 222, a front recognition unit 224, and a rear recognition unit 226.
  • the traveling state recognition unit 222 has a function of recognizing the traveling state of the host vehicle 50 using various information and detection values provided from the support information acquisition unit 400 and the general sensors 340.
  • the front recognition unit 224 recognizes the state of an object in front of the host vehicle 50 and road facilities (lanes, intersections, traffic lights, etc.) using information provided from the front detection device 410.
  • the rear recognition unit 226 recognizes a situation related to an object behind the host vehicle 50 and road equipment. For example, the front recognition unit 224 and the rear recognition unit 226 can recognize the proximity situation in which another object is close to the host vehicle 50. Note that part or all of the functions of the situation recognition unit 220 may be realized by one or more ECUs separate from the automatic driving ECU 200.
  • the automatic operation control system 100 has a large number of electronic devices including an automatic operation ECU 200.
  • the plurality of electronic devices are connected to each other via an in-vehicle network such as a CAN (Controller Area Network).
  • CAN Controller Area Network
  • the configuration of the automatic operation control system 100 shown in FIG. 1 can be used in other embodiments described later.
  • the power supply circuit 620 includes a plurality of power supplies 621 and 622, a relay device 630 including a plurality of relays 631 and 632, and a power supply wiring 625.
  • the first power supply 621 is connected to the power supply wiring 625 via the first relay 631
  • the second power supply 622 is connected to the power supply wiring 625 via the second relay 632.
  • the power supply wiring 625 supplies power to a plurality of specific auxiliary machines.
  • a front detection device 410, a rear detection device 420, an automatic operation ECU 200, a power supply control ECU 610, a drive unit control device 310, a brake control device 320, a steering angle control device 330, General sensors 340 are depicted.
  • the specific auxiliary machine is a particularly important device among the devices necessary for controlling the automatic operation, for example.
  • the “auxiliary machine” means devices necessary for running the vehicle 50 using a wheel drive unit (an internal combustion engine or an electric motor).
  • Auxiliary machines other than the specific auxiliary machine may be connected to the power supply system of FIG. 2 or may be connected to another power supply system. In the normal connection state of the power supply circuit 620, as shown in FIG.
  • a plurality of power supplies 621 and 622 are connected in parallel to a plurality of specific auxiliary machines.
  • the power supply control ECU 610 has a function as a relay control device that switches the connection state of the relay device 630.
  • the relay device 630 has a simple configuration including the two relays 631 and 632, but a relay device 630 having a more complicated configuration can be arbitrarily employed.
  • relay device 630 can be configured as a circuit including a plurality of relays whose connection state of power supply circuit 620 is changed.
  • the first power source 621 is installed near the front end of the vehicle 50, and the second power source 622 is installed near the rear end of the vehicle 50.
  • the plurality of power sources 621 and 622 are arranged in different parts of the vehicle 50.
  • the plurality of power sources 621 and 622 are dispersed in two or more different parts selected from the front end, the rear end, the right end, the left end, and the center of the vehicle 50. It is preferable that they are arranged.
  • the number of power supplies is two, but three or more power supplies may be provided.
  • an overcurrent protection circuit such as a fuse or an overvoltage protection circuit may be provided.
  • a DC-DC converter may be provided for adjusting the power supply voltage.
  • the plurality of power supplies 621 and 622 are both lead storage batteries.
  • the plurality of power supplies 621 and 622 are both lithium ion secondary batteries.
  • both of the plurality of power sources 621 and 622 are nickel metal hydride storage batteries.
  • the plurality of power sources 621 and 622 can use a combination of various types of power sources.
  • the plurality of power sources 621 and 622 are a combination of a lead storage battery and a lithium ion battery
  • a layout in which the lithium ion battery is disposed so as to be located inside the vehicle from the lead storage battery is preferable. According to this, it is possible to arrange a lithium ion battery that is generally high output and has a high power supply capability to a specific auxiliary machine at a position that is less likely to be damaged by collision than a lead storage battery. As another preferred layout, it is preferable to arrange the lithium ion battery in front of the vehicle with respect to the lead storage battery. According to this, a lithium ion battery can be arrange
  • the automatic driving control unit 210 recognizes that the collision probability that the own vehicle 50 collides with another object during the automatic driving is equal to or higher than a predetermined threshold.
  • the power supply control ECU 610 changes the relay device 630 from the normal connection state to the emergency connection state. The flow of this power connection switching process is shown in FIG.
  • step S10 it is determined whether or not automatic driving is in progress. If the automatic operation is not being performed, the process of FIG. 3 is terminated, and if the automatic operation is being performed, the process proceeds to step S20 and thereafter.
  • step S20 the situation recognition unit 220 determines whether or not the host vehicle 50 may collide with another object. This determination is performed by the situation recognition unit 220 based on various types of information acquired by the support information acquisition unit 400. As other objects, various vehicles such as other vehicles that are running or stopped around the host vehicle 50, pedestrians, and road facilities can be assumed. The collision probability can be calculated based on one or more parameters such as the relative distance between the host vehicle 50 and another object, the relative speed, and the traveling direction of both.
  • the horizontal axis of this graph is the relative distance Xr between the host vehicle 50 and another object, and the vertical axis is the relative speed Vr.
  • the relative distance Xr is positive when another object is in front of the host vehicle 50 and negative when another object is behind the host vehicle 50.
  • the relative speed Vr is positive when the other object is faster than the host vehicle 50 and negative when the other object is lower than the host vehicle 50.
  • the first region RCR is a rear collision region in which the host vehicle 50 is highly likely to collide with another object (for example, another vehicle) from behind.
  • the second area FCR is a front collision area where the host vehicle 50 is highly likely to collide with another object ahead.
  • the collision probability tends to increase as the absolute value of the relative distance Xr decreases, and increase as the absolute value of the relative speed Vr increases.
  • the collision probability can be calculated based on a plurality of parameters including at least the relative distance Xr and the relative speed Vr.
  • the situation recognition unit 220 determines that there is no possibility of collision when the collision probability that the own vehicle 50 collides with another object is less than a predetermined threshold (predetermined collision threshold). In this case, the process of FIG. 3 is also terminated. On the other hand, if the collision probability is equal to or higher than the predetermined threshold, it is determined that there is a possibility of collision, and the process proceeds to step S30.
  • predetermined collision threshold a predetermined threshold
  • step S30 the situation recognition unit 220 recognizes a part of the host vehicle 50 that is expected to be damaged due to a collision with another object, and any one of the power sources 621 and 622 is included in the part. It is determined whether or not is installed. For example, in the example of FIG. 2, when the host vehicle 50 is collided from the rear, it is recognized that the site near the rear end of the host vehicle 50 is damaged, and the second power source 622 is connected to the site. Since it is installed, the determination in step S30 is affirmed.
  • a power source 622 that is installed at a site where damage is expected to occur due to a collision and is expected to be damaged due to a collision with another object is referred to as a “damage expected power source”.
  • the location where damage is caused by a collision is determined based on a plurality of parameters such as the mechanical structure of the host vehicle 50, the relative speed with other objects, the direction of collision, and the size and weight of other objects. It can be estimated in consideration.
  • parameters related to other objects are acquired by the support information acquisition unit 400.
  • Information about the mechanical structure of the host vehicle 50 can be acquired from a nonvolatile memory (not shown) of the automatic driving control system 100. If the determination in step S30 is negative, the process in FIG. 3 ends. That is, in this case, the power supply circuit 620 is maintained in the normal connection state. On the other hand, if the determination in step S30 is affirmative, the process proceeds to step S40.
  • the automatic operation control unit 210 causes the power supply control ECU 610 to instruct the relay device 630 to change from the normal connection state to the emergency connection state.
  • the emergency connection state is a state in which a predicted failure power source installed at a site where damage is expected to occur due to a collision is disconnected from the specified auxiliary device, and a power source other than the predicted failure power source is connected to the specified auxiliary device.
  • this emergency connection state is a state in which the first relay 631 is on and the second relay 632 is off. Therefore, even if a collision occurs and the own vehicle 50 is damaged, it is possible to continuously supply power to the specified auxiliary machine, and secondary damage may occur due to loss of the power supply of the specified auxiliary machine. Can be reduced. Further, it is possible to reduce the possibility of causing an overcurrent or an overvoltage due to the failure of the expected power supply and causing the other power supply system to be damaged. As a result, the host vehicle 50 can be operated safely.
  • the specific accessory that receives power from the power source in the emergency connection state includes at least one of an automatic operation control unit 210, a situation recognition unit 220, a brake control device 320, and a steering angle control device 330. It can be constituted as follows. From the viewpoint of safely stopping the host vehicle 50 after the collision, the brake control device 320 has the highest importance among various auxiliary machines, and the automatic driving control unit 210, the situation recognition unit 220, and the steering angle control device 330 are the most important. It is thought that the importance of will follow. Therefore, it is preferable that the specific auxiliary machine that receives power supply from the power source in the emergency connection state includes at least the brake control device 320. In addition to the brake control device 320, the automatic operation control unit 210, the situation recognition unit 220, More preferably, a steering angle control device 330 is included.
  • the damage expected power supply installed at the site of the host vehicle 50 that is expected to collide with another object is disconnected from the specified auxiliary machine and damaged.
  • One or more power supplies other than the expected power supply can be connected to the specific auxiliary machine.
  • secondary damage may occur due to the damage of the expected damaged power supply or the power loss of the specified auxiliary machine. Therefore, the vehicle 50 can be operated more safely.
  • step S50 After changing to the emergency connection state in step S40, it is determined in step S50 whether or not a collision has been avoided. This determination is a determination as to whether or not the possibility of the collision determined in step S20 has been resolved. Step S50 is repeatedly executed until a collision is avoided. If the collision is avoided, the process proceeds to the next step S60. In step S60, the automatic operation control unit 210 causes the power supply control ECU 610 to return the power supply circuit 620 to the normal connection state.
  • the automatic operation control unit 210 instructs the power supply control ECU 610 to connect one or more power supplies other than the expected damage power supply to the specific auxiliary machine.
  • the host vehicle 50 can be operated safely.
  • step S120 and S130 are added between step S40 and step S50 in FIG. 3, and steps S150 and S160 are added after step S60. It is added.
  • step S30 determines whether the power connection change process in the second embodiment.
  • the automatic driving control unit 210 travels when the situation recognition unit 220 recognizes a predetermined steering angle change situation when the host vehicle 50 is temporarily stopped or slowing down near the center of the intersection.
  • the vehicle 50 can be moved from the rear to the other vehicle. Mitigates the impact of a rear-end collision.
  • the actual steering angle is changed by the automatic driving control unit 210 causing the steering angle control device 330 to change the steering angle.
  • step S120 After the power supply circuit 620 is changed from the normal connection state to the emergency connection state in step S40, it is determined in step S120 whether or not the situation recognition unit 220 has recognized a predetermined steering angle change situation.
  • the situation recognition unit 220 recognizes the steering angle change situation
  • step S130 the steering angle of the vehicle 50 is changed from the first steering angle along the planned travel route to the second steering angle, and the steering angle change situation.
  • the first steering angle is maintained as it is, and the process proceeds to step S50.
  • An example of the detailed procedure of step S120 in the second embodiment is shown in FIG.
  • steps S200, S210, and S220 of the steering angle change status determination process it is determined whether or not all of the following three conditions are satisfied.
  • ⁇ Condition 1> The vehicle speed of the host vehicle 50 is a predetermined value or less.
  • ⁇ Condition 2> The own vehicle 50 exists within a predetermined range from the center of the intersection.
  • ⁇ Condition 3> The direction of the front wheels of the host vehicle 50 is not parallel to the straight lane direction at the intersection.
  • the “predetermined value” of the vehicle speed in the condition 1 is a vehicle speed that can be evaluated that the host vehicle 50 is almost stopped, and is set to a value of 2 km / hour or less, for example.
  • the “predetermined value” may be zero, and the condition 1 may be satisfied only when the host vehicle 50 is stopped.
  • Condition 2 “predetermined range from the center of the intersection” is appropriately set in advance according to the size of the intersection, the road width, and the like.
  • the condition 3 “lane straight line direction at the intersection” means the straight line direction of the lane in which the host vehicle 50 was traveling before entering the intersection.
  • step S230 the situation recognition unit 220 recognizes the steering angle change situation.
  • step S240 the steering angle change status is not recognized.
  • the conditions 1 to 3 are all conditions related to the traveling state of the host vehicle 50, and are also referred to as “traveling condition”.
  • the conditions 2 and 3 may be omitted, and it is preferable to adopt a condition including at least the condition 1 as the traveling condition.
  • the conditions 2 and 3 for example, when the host vehicle 50 exists at another position that is not near the intersection, it is changed as appropriate according to the position. Such an example will be described in another embodiment.
  • a condition for recognizing the steering angle change situation it is possible to add a condition relating to the situation behind the host vehicle 50 and a condition relating to the situation ahead of the host vehicle 50 in addition to the running condition condition of the host vehicle 50. This point will also be described in another embodiment.
  • FIG. 7 shows a state where the steering angle change situation is recognized according to the processing flow of FIG.
  • the upper part of FIG. 7 shows a state where the host vehicle 50 stops near the central CCS of the intersection CS in order to turn right at the intersection CS according to the planned travel route PR1.
  • another vehicle referred to as “rear vehicle 61”
  • the rear vehicle 61 is a vehicle that travels in the same lane as the host vehicle 50 in the present embodiment.
  • the host vehicle 50 when the host vehicle 50 is temporarily stopped or slowed down because it bends at the intersection CS, the host vehicle 50 jumps out to the opposite lane when the rear vehicle 61 collides with the other vehicle (vehicle or vehicle). People). Therefore, it is preferable to change the steering angle so as not to jump out according to the planned travel route PR1 even if it is assumed that the rear-end collision has occurred.
  • the first steering angle ⁇ 1 of the front wheel 52 of the host vehicle 50 is an angle designated by the steering angle command value for automatic driving in order to travel along the planned travel route PR1.
  • the direction of the front wheel 52 at the first steering angle ⁇ 1 is different from the lane straight direction DRs at the intersection CS.
  • the direction of the front wheel 52 by the first steering angle ⁇ 1 is often different from the neutral direction (direction parallel to the front-rear direction of the host vehicle 50) where the steering angle is zero.
  • the method of turning at the intersection CS includes a right turn, a left turn, and a U-turn. In the example of FIG.
  • the first steering angle ⁇ ⁇ b> 1 is an angle in which the front wheel 52 is directed rightward for a right turn.
  • the planned travel route PR1 with the first steering angle ⁇ 1 is a right turn route as indicated by a solid arrow.
  • the first steering angle ⁇ 1 is changed to the second steering angle ⁇ 2 as shown in the lower part of FIG.
  • the second steering angle ⁇ 2 is an angle that directs the front wheels 52 in a direction parallel to the lane rectilinear direction DRs.
  • step S200 to S220 when the steering angle change situation (steps S200 to S220) is recognized, if the first steering angle ⁇ 1 along the planned travel route is changed to a different second steering angle ⁇ 2, it is assumed that Even when the rear vehicle 61 collides with the rear vehicle 61 when the vehicle is temporarily stopped or slowed down near the center CCS of the intersection CS, the steering angle of the front wheel 52 is the second steering angle ⁇ 2, so the first steering angle ⁇ 1. In other words, the host vehicle 50 is pushed out along the second steering angle ⁇ 2. As a result, the host vehicle 50 is not pushed out into the oncoming lane. That is, a frontal collision with an oncoming vehicle can be avoided.
  • the front wheel 52 when the rear vehicle 61 collides violently, it is assumed that the front wheel 52 is pushed out to the oncoming lane without turning. Even in such a case, according to the configuration of the present embodiment, the front wheel 52 has the second steering angle ⁇ 2, so the front wheel 52 rubs against the ground and functions as a stopper, and the jump distance of the host vehicle 50 is shortened. can do. As a result, it is possible to reduce the influence of being pushed out to the oncoming lane.
  • the second steering angle ⁇ 2 employed when the steering angle change situation is recognized is an angle for changing the direction of the front wheel 52 to a direction closer to the lane rectilinear direction DRs than the first steering angle ⁇ 1. It is preferable that Note that when the host vehicle 50 is temporarily stopped or slowed down because it bends at the intersection CS, the front-rear direction of the host vehicle 50 is often inclined from the lane straight direction DRs as in the example of FIG. Considering such a case, the changed second steering angle ⁇ 2 is an angle in which the direction of the front wheels 52 is a direction parallel to the front-rear direction of the host vehicle 50 (referred to as “neutral direction Dn”), or neutral.
  • the angle is a direction D2 opposite to the direction D1 indicated by the first steering angle ⁇ 1 across the direction Dn.
  • the first steering angle ⁇ 1 is a steering angle that bends the traveling direction to the right
  • the second steering angle ⁇ 2 is a steering angle that directs the direction of the front wheels 52 toward the lane straight direction DRs.
  • the direction of the front wheel 52 by the second steering angle ⁇ 2 is preferably close to the lane straight direction DRs, and for example, it is preferable that the angle formed with the lane straight direction DRs is in a range of about ⁇ 10 degrees.
  • the value of the second steering angle ⁇ 2 can be appropriately determined according to one or more parameters such as the size of the intersection, the road width, the vehicle speed of the host vehicle 50, and the vehicle speed of the rear vehicle 61.
  • step S50 it is determined whether or not a collision has been avoided. This determination is affirmed, for example, when there is no possibility that the rear vehicle 61 will collide with the rear vehicle 61 at the intersection CS and the progress of the host vehicle 50 can be started in accordance with changes in surrounding traffic conditions.
  • the vehicle 50 starts to travel means that the value of the vehicle speed in step S200 in FIG. 5 is exceeded.
  • starting progress means that the vehicle speed is set to a non-zero value.
  • starting progress means that the vehicle speed exceeds the slowing speed. Step S50 is repeated every predetermined time until the determination is affirmed.
  • step S60 the automatic operation control unit 210 causes the power supply control ECU 610 to return the power supply circuit 620 to the normal connection state. This process is the same as step S60 (FIG. 3) of the first embodiment.
  • step S150 the automatic driving control unit 210 transmits an instruction to the driving unit control device 310 so as to apply driving force to the wheels of the host vehicle 50.
  • step S160 the automatic driving control unit 210 transmits an instruction to the steering angle control device 330 so as to return the second steering angle ⁇ 2 to the original first steering angle ⁇ 1.
  • step S150 2nd steering angle (theta) 2 is hold
  • the steering angle is changed after the wheel starts to move, so that damage to the wheel can be suppressed, and power consumption of the steering angle control device 330 can also be suppressed.
  • the execution order of step S150 and step S160 may be reversed. If it carries out like this, the own vehicle 50 can be made to drive
  • the damage expected power supply is separated from the specific auxiliary machine. Because one or more power supplies other than the expected damage power supply are connected to the specified auxiliary machine, it is possible to continue supplying power to the specified auxiliary machine even if a collision occurs. It is possible to reduce the possibility of secondary damage due to loss of auxiliary equipment power. Further, in the second embodiment, when a predetermined steering angle change situation including the condition 1 that the speed of the host vehicle 50 is equal to or less than a predetermined value is recognized by the situation recognition unit 220, the planned travel route is displayed.
  • the vehicle Since the first steering angle ⁇ 1 is changed to the second steering angle ⁇ 2, the vehicle is pushed to the opposite lane according to the first steering angle ⁇ 1 even when the vehicle 50 is collided with another vehicle from behind while the vehicle 50 is stopped or slowing down. The possibility of being lost can be reduced. As a result, it is possible to mitigate the effects of rear-end collisions.
  • step S300 is added between step S220 and step S230.
  • step S300 it is determined whether or not a predetermined rear collision condition is satisfied.
  • the process proceeds to step S230, where the situation recognition unit 220 recognizes the steering angle change situation.
  • the process proceeds to step S240, and the steering angle change status is not recognized.
  • An example of the determination procedure of the rear collision condition is shown in FIG.
  • step S310 there is a condition that the vehicle speed of the rear vehicle 61 is equal to or greater than a predetermined threshold value and the distance between the host vehicle 50 and the rear vehicle 61 is equal to or less than a predetermined value. It is determined whether or not it is established.
  • the rear situation including whether or not the rear vehicle 61 exists and the vehicle speed and distance of the rear vehicle 61 is recognized by the rear recognition unit 226 according to the information provided from the rear detection device 420 (FIG. 1). If the determination in step S310 is affirmative, there is a possibility of a rear-end collision from the rear vehicle 61, so it is determined in step S320 that the rear collision condition is satisfied. On the other hand, if the determination in step S310 is negative, it is determined in step S330 that the rear collision condition is not satisfied.
  • step S230 the situation recognition unit 220 recognizes the steering angle change situation.
  • step S240 the steering angle change status is not recognized.
  • the subsequent processing procedure is the same as that after step S130 of FIG. 5 in the second embodiment.
  • the steering angle change situation in addition to the establishment of the traveling condition condition relating to the traveling condition of the host vehicle 50, the steering including the establishment of the rear collision condition relating to the situation of the rear vehicle is established. Since the angle change situation is employed, the first steering angle ⁇ 1 is changed to the second steering angle ⁇ 2 only when there is a possibility of a rear collision. As a result, since unnecessary steering angle change is not performed, it is possible to suppress the driver from feeling uneasy.
  • step S120 (FIG. 5) is different from that of the second embodiment (FIG. 6) or the third embodiment (FIG. 9).
  • the overall procedure of the power connection change process shown in FIG. 5 is the same as that of the second embodiment.
  • the detailed procedure of the rear collision condition of step S300 is the same as FIG. 10 of 3rd Embodiment. That is, in the fourth embodiment, the entire power connection change process is executed according to the procedure of FIG. 5, and the determination at step S120 of FIG. 5 is executed according to the detailed procedure of FIG. Further, the determination in step S300 in FIG. 11 is executed by the same detailed procedure in FIG. 10 as in the third embodiment.
  • step S400 it is determined whether or not a predetermined forward collision condition is satisfied.
  • the process proceeds to step S230, where the situation recognition unit 220 recognizes the steering angle change situation.
  • the process proceeds to step S240, and the steering angle change status is not recognized.
  • An example of the determination procedure of the forward collision condition is shown in FIG.
  • step S410 when it is assumed that the host vehicle 50 has undergone a rear-end collision in the state of the first steering angle ⁇ 1, an area through which the host vehicle 50 that has jumped forward by the rear-end collision (hereinafter referred to as “jump-out”). Area FA)) is calculated.
  • the pop-out area FA can be calculated as an area drawn by the vehicle width of the host vehicle 50 along a circle RC centered on the turning center CC when the host vehicle 50 receives a rear-end collision.
  • L is a wheel base of the host vehicle 50.
  • the width Wfa of the pop-out area FA is a width of an area drawn by the vehicle width of the host vehicle 50 along the radius R.
  • the length Lfa of the pop-out area FA is the length of the curve followed by the center of the pop-out area FA, and is the distance until the host vehicle 50 advances and stops due to a rear-end collision.
  • the radius R of the pop-out area FA takes into account the first steering angle ⁇ 1 and other parameters (for example, the vehicle speed and weight of the rear vehicle 61, the weight of the host vehicle 50) with reference to the value obtained by the above equation (1). Alternatively, it may be set to a value corrected experimentally and empirically. The same applies to the width Wfa of the pop-out area FA and the length Lfa of the pop-out area FA. Note that the length Lfa of the pop-out area FA is preferably set to increase as the vehicle speed of the rear vehicle 61 increases. The length Lfa of the pop-out area FA may be up to the position reaching the end of the sidewalk at the intersection CS.
  • the radius R, width Wfa, and length Lfa of the pop-out area FA are input with one or more parameters such as the vehicle speed and weight of the rear vehicle 61 and the weight of the host vehicle 50 and the first steering angle ⁇ 1, and the pop-out area FA.
  • a map or a lookup table that outputs the radius R, the width Wfa, and the length Lfa may be created in advance and stored in a nonvolatile memory (not shown).
  • Various parameters used for calculating the pop-out area FA can be acquired using the function of the support information acquisition unit 400. For example, the vehicle speed and weight of the rear vehicle 61 can be directly acquired from the rear vehicle 61 by inter-vehicle communication.
  • step S420 in FIG. 12 it is determined whether or not the own vehicle 50 may collide with another object in the pop-out area FA. If there is a possibility of a collision, it is determined in step S430 that the forward collision condition is satisfied. On the other hand, if there is no possibility of collision, it is determined in step S440 that the forward collision condition is not satisfied.
  • An example of a forward collision situation is shown in FIG.
  • FIG. 14 consider a state in which another vehicle (referred to as “front vehicle 62”) is approaching the intersection CS from the front while the host vehicle 50 is temporarily stopped.
  • V1 is the vehicle speed of the rear vehicle 61
  • V2 is the vehicle speed of the forward vehicle 62
  • X3 is an estimated movement distance of the host vehicle 50 from the collision to the collision with the forward vehicle 62.
  • T2 is the time until the forward vehicle 62 jumps out and reaches the area FA
  • the coefficient k used for calculating the time T3 is a coefficient less than 1.
  • the coefficient k may be determined according to one or more parameters of the weight of the host vehicle 50 and the vehicle speed and weight of the rear vehicle 61, or may be set to a predetermined constant value. May be.
  • FIG. 15 shows the meaning of the above equation (2).
  • This point PP is, for example, an intersection position between a turning circle RC passing through the center of the pop-out area FA and a straight path of the forward vehicle 62.
  • the time margins ⁇ and ⁇ are both positive values, and can be set, for example, in the range of 2 to 3 seconds or in the range of 5 to 10 seconds. When it is desired to estimate the possibility of a forward collision to the safe side, the time margins ⁇ and ⁇ are set to large values (for example, a range of 5 to 10 seconds).
  • step S420 The various parameters used in step S420 are acquired by the support information acquisition unit 400 as necessary.
  • other objects vehicles, pedestrians, road equipment (traffic lights, road signs), and the like are considered.
  • the object with a collision possibility is a pedestrian or a vehicle, since it is more necessary to avoid the collision, only the pedestrian or the vehicle may be considered as “another object” in step S420. .
  • step S420 determines whether the front collision condition is satisfied. If the determination in step S420 is negative, it is determined in step S440 that the forward collision condition is not satisfied.
  • step S230 the situation recognition unit 220 recognizes the steering angle change situation.
  • step S240 the steering angle change status is not recognized.
  • the subsequent processing procedure is the same as that after step S130 of FIG. 5 in the second embodiment.
  • step S300 may be omitted, and it may be determined immediately after step S220 whether the forward collision condition in step S400 is satisfied.
  • the execution order of step S300 and step S400 may be switched, and step S400 may be executed before step S300.
  • step S400 may be executed after step S300, the parameters (vehicle speed, etc.) relating to the rear vehicle 61 can be used for the determination in step S400, so that the pop-out area FA is calculated more accurately. There is an advantage that you can.
  • the steering angle change situation in addition to satisfying the traveling condition condition regarding the traveling condition of the host vehicle 50, the rear collision condition regarding the rear vehicle is satisfied, and the front object Since the steering angle change situation including that the forward collision condition is satisfied is adopted, the first steering angle ⁇ 1 is changed to the second steering angle ⁇ 2 only when there is a possibility of a forward collision due to the rear collision. To do. As a result, the possibility of performing an unnecessary change in the steering angle is lower than in the second embodiment, and it is possible to further suppress the driver from feeling uneasy.
  • the fifth embodiment is obtained by changing the detailed procedure of the rear collision condition shown in FIG. 10 of the third embodiment.
  • the determination procedure of the rear collision condition is different from the procedure of the third embodiment (FIG. 10), but the processing procedure of the steering angle changing process described in FIG. 9 is the same as that of the third embodiment. That is, in the fifth embodiment, the entire power connection change process is executed in the procedure of FIG. 5, the determination in step S120 in FIG. 5 is executed in the detailed procedure in FIG. 9, and the determination in step S300 in FIG. The detailed procedure is executed.
  • the procedure of the fourth embodiment described in FIG. 11 may be used instead of the procedure of the third embodiment described in FIG. .
  • FIG. 16 differs from FIG. 10 in that steps S311 to S315 are added between steps S310 and S320.
  • step S310 whether or not the condition that the vehicle speed of the rear vehicle 61 is equal to or greater than a predetermined threshold and the distance between the host vehicle 50 and the rear vehicle 61 is equal to or smaller than a first predetermined value is satisfied. Is judged.
  • This step S310 is obtained by changing the “predetermined value” in step S310 described in FIG. 10 to a “first predetermined value”, and is substantially the same as step S310 in FIG. If the determination in step S310 is negative, it is determined in step S330 that the rear collision condition is not satisfied. At this time, the process proceeds to step S240 in FIG. 9, and the steering angle change status is not recognized. On the other hand, if the determination in step S310 is affirmative, the process proceeds to step S311.
  • step S311 the automatic driving control unit 210 causes the driver warning unit 500 to warn the driver that the rear vehicle 61 is approaching the host vehicle 50.
  • This warning can be performed, for example, by generating a warning sound or displaying a warning image.
  • other information such as that the vehicle speed of the rear vehicle 61 is equal to or higher than a predetermined vehicle speed and the estimated time until the rear-end collision may be warned.
  • the automatic operation control unit 210 causes the driver state detection unit 510 to determine the state of the driver (driver). Specifically, for example, the face of the driver is photographed using an in-vehicle camera (not shown), and the positions of the eyes, nose, and mouth of the driver are specified by analyzing the photographing screen. Next, the focus direction of the driver is specified based on the positions of the driver's eyes, nose, and mouth.
  • the focus direction of the driver means a direction in which the driver is paying attention.
  • the driver may be identified using face recognition, and the focus direction may be determined using a preset value unique to the driver.
  • the driver state detection unit 510 can determine the driver's attention level (whether it is distraction) using the driver's focus direction. Further, the driver state detection unit 510 may use the blink rate (frequency of opening / closing the eyes) and the movement of the head for determination of the attention depth.
  • step S313 whether or not the condition that the vehicle speed of the rear vehicle 61 is equal to or greater than a predetermined threshold and the distance between the host vehicle 50 and the rear vehicle 61 is equal to or smaller than a second predetermined value is satisfied. Is judged.
  • the second predetermined value of the distance used in step S313 is a value smaller than the first predetermined value used in step S311.
  • the vehicle speed threshold can be the same value as in step S311, but a value different from that in step S311 may be used. If the determination in step S313 is negative, it is determined in step S330 that the rear collision condition is not satisfied. At this time, the process proceeds to step S240 in FIG. 9, and the steering angle change status is not recognized. On the other hand, if the determination in step S313 is affirmed, there is a possibility of a rear-end vehicle 61 colliding, and the process proceeds to step S314.
  • step S313 may be omitted, and step S314 may be executed immediately after step S312. Further, the execution order of step S312 and step S313 may be reversed. However, if step S313 is executed after step S312, it is possible to respond more quickly in preparation for a rear-end collision by the rear vehicle 61. On the other hand, if step S313 is executed before step S312, the processing ends without determining the driver state when the determination in step S313 is denied, so the calculation load on the automatic operation ECU 200 can be reduced. .
  • step S314 whether or not the driver state detected by the driver state detection unit 510 is a state in which the driver can cope with the rear-end collision, specifically, in preparation for a collision with the host vehicle 50 by the rear vehicle 61. It is determined whether or not the driver can perform the operation. This determination can be made comprehensively based on various parameters (the driver's focus direction and attention depth) representing the driver state detected in step S312. If it is determined that the driver is not in a state capable of handling a rear-end collision, it is determined in step S320 that the rear collision condition is satisfied. On the other hand, if it is determined that the driver is ready for the rear-end collision, the process proceeds to step S315.
  • various parameters the driver's focus direction and attention depth
  • step S315 the automatic driving control unit 210 delegates at least a part of the control functions including the steering angle control function among the control functions of the automatic driving to the driver.
  • step S315 it is preferable to delegate at least the steering angle control function to the driver among the control functions for automatic driving.
  • step S315 in addition to the steering angle control function, one or both of the drive unit control function and the brake control function may be delegated to the driver. If the control function is delegated, the process proceeds to step S330, and it is determined that the rear collision condition is not satisfied.
  • step S230 the situation recognition unit 220 recognizes the steering angle change situation.
  • step S240 the steering angle change status is not recognized.
  • the subsequent processing procedure is the same as that after step S130 of FIG. 5 in the second embodiment.
  • the automatic operation control unit 210 causes the driver to perform an operation in which the driver state detected by the driver state detection unit 510 prepares for a collision with the host vehicle 50 by the rear vehicle 61.
  • the driver state detection unit 510 prepares for a collision with the host vehicle 50 by the rear vehicle 61.
  • the control functions including the steering angle control function among the control functions of the automatic driving is transferred to the driver. Therefore, when the driver can cope with the rear-end collision, the damage caused by the rear-end collision can be reduced by operating the driver.
  • the host vehicle 50 that has traveled in the first lane DL1 enters the second lane DL2 that merges with the first lane DL1.
  • the current position of the host vehicle 50 is a position before the merge of the first lane DL1 and the second lane DL2, and the host vehicle 50 is temporarily stopped or slowing down.
  • the rear vehicle 61 approaches the rear of the host vehicle 50.
  • another vehicle 63 is traveling toward the junction.
  • the traveling situation of the other vehicle 63 is acquired by using the intelligent transportation system 70 or inter-vehicle communication and acquiring information related to the other vehicle 63, and the situation recognition unit 220 recognizes the information using this information. Is possible. Under such circumstances, when the host vehicle 50 collides with the rear vehicle 61, there is a possibility of colliding with another vehicle 63 traveling in the second lane DL2. The determination procedure of the steering angle change situation shown in FIG. 18 is executed to reduce the influence of the collision in such a situation.
  • step S120 the detailed procedure for determining the steering angle change status in step S120 (FIG. 5) is different from that in the second embodiment (FIG. 6), but the power connection change shown in FIG.
  • the overall procedure of the processing is the same as in the second embodiment. That is, in the sixth embodiment, the entire power connection change process is executed in the procedure of FIG. 5, and the determination in step S120 of FIG. 5 is executed in the detailed procedure of FIG.
  • step S215 it is determined whether or not the host vehicle 50 is in a position before the merging of the first lane DL1 and the second lane DL2. This determination is made based on, for example, whether or not the current position of the host vehicle 50 is within a predetermined range from the merging point of the lane. If the determination in step S215 is negative, the process proceeds to step S240, and the steering angle change status is not recognized.
  • step S300 determines whether or not a rear collision condition is satisfied.
  • This step S300 is executed according to the procedure of FIG. 10 described in the third embodiment or the procedure of FIG. 16 described in the fifth embodiment. If the rear collision condition is not satisfied, the process proceeds to step S240, and the steering angle change status is not recognized. On the other hand, if the rear collision condition is satisfied, it is determined in step S500 whether a predetermined merging collision condition is satisfied.
  • the determination of the merging collision condition in step S500 is, for example, when assuming that the host vehicle 50 has undergone a rear-end collision in the state of the first steering angle ⁇ 1, an area through which the own vehicle 50 that has jumped forward by the rear-end collision passes is defined as a jump-out area. It is determined by calculating and determining whether or not the own vehicle 50 may collide with another vehicle 63 traveling in the second lane DL2 within the pop-out area. This determination can be made according to the method described with reference to FIGS. 13 to 15 in the fourth embodiment, and thus detailed description thereof is omitted here.
  • step S230 the situation recognition unit 220 recognizes the steering angle change situation.
  • step S240 the steering angle change status is not recognized.
  • step S300 may be omitted, and it may be determined immediately after step S215 whether or not the merging collision condition in step S500 is satisfied.
  • the second steering angle ⁇ 2 employed when the steering angle change situation is recognized is, as illustrated in FIG. 17, the host vehicle 50 second than the first steering angle ⁇ 1. It is preferably set so as to travel in a direction away from the lane DL2. In this way, the possibility of collision at the time of merging can be further reduced.
  • the host vehicle 50 when the current position of the host vehicle 50 is a position before the merge of the first lane DL1 and the second lane DL2, the host vehicle 50 receives a rear-end collision and receives another vehicle 63.
  • the merging collision condition indicating that there is a possibility of collision with the vehicle is satisfied, the steering angle of the host vehicle 50 is changed from the first steering angle ⁇ 1 along the planned travel route to the second steering angle ⁇ 2. Therefore, even when the host vehicle 50 is collided when it is temporarily stopped or slowing down at a position before the merging of the first lane DL1 and the second lane DL2, it changes to the second lane DL2 according to the first steering angle ⁇ 1. The possibility of being pushed out can be reduced. As a result, it is possible to mitigate the effects of rear-end collisions.
  • the host vehicle 50 that has traveled in the first lane DL1 moves to a space (referred to as a “non-lane space”) that is not a road (lane) for travel of the vehicle. Assume a state to do.
  • the non-lane space is the sidewalk PL in front of the store ST.
  • various spaces such as a parking lot can be assumed in addition to the sidewalk.
  • the current position of the host vehicle 50 is a position before moving from the first lane DL1 to the sidewalk PL as a non-lane space, and the host vehicle 50 is temporarily stopped or slowing down. There is a possibility that the rear vehicle 61 approaches the rear of the host vehicle 50.
  • Another object 64 such as a person or a bicycle exists on the sidewalk PL.
  • the object 64 can travel on a route along which the host vehicle 50 moves from the first lane DL1 to the sidewalk PL as a non-lane space.
  • Such a situation of the other object 64 can be detected using, for example, the front detection device 410, and can be recognized by the front recognition unit 224 using the detection result.
  • the front detection device 410 can detect the host vehicle 50 and can be recognized by the front recognition unit 224 using the detection result.
  • the host vehicle 50 is collided with the rear vehicle 61, there is a possibility of colliding with another object 64 on the sidewalk PL.
  • the determination procedure of the steering angle change situation shown in FIG. 20 is executed to reduce the influence of the collision in such a situation.
  • the determination procedure of the steering angle change situation in the seventh embodiment shown in FIG. 20 corresponds to the step S215 and step S500 in the sixth embodiment shown in FIG. 18 replaced with steps S216 and S600, respectively.
  • the overall procedure of the power connection change process shown in FIG. 5 is the same as that of the second embodiment. That is, in the seventh embodiment, the entire power connection change process is executed in the procedure of FIG. 5, and the determination in step S120 of FIG. 5 is executed in the detailed procedure of FIG.
  • step S216 it is determined whether or not the current position of the host vehicle 50 is a position before moving to the non-lane space. If the determination in step S216 is negative, the process proceeds to step S240, and the steering angle change status is not recognized. On the other hand, if the determination in step S216 is affirmed, it is determined in step S300 whether or not a rear collision condition is satisfied. This step S300 is executed according to the procedure of FIG. 10 described in the third embodiment or the procedure of FIG. 16 described in the fifth embodiment. If the rear collision condition is not satisfied, the process proceeds to step S240, and the steering angle change status is not recognized. On the other hand, if the rear collision condition is satisfied, it is determined in step S600 whether or not a predetermined collision condition is satisfied.
  • the determination of the collision condition in step S600 is, for example, when assuming that the host vehicle 50 has undergone a rear-end collision in the state of the first steering angle ⁇ 1, the area through which the own vehicle 50 that has jumped forward by the rear-end collision passes is calculated as the jump-out area. Then, it is determined by determining whether or not the own vehicle 50 may collide with another object 64 in the pop-out area. This determination can be made according to the method described with reference to FIGS. 13 to 15 in the fourth embodiment, and thus detailed description thereof is omitted here.
  • step S230 the situation recognition unit 220 recognizes the steering angle change situation.
  • step S240 the steering angle change status is not recognized.
  • step S300 may be omitted, and it may be determined immediately after step S216 whether or not the collision condition in step S600 is satisfied.
  • the second steering angle ⁇ 2 employed when the steering angle change situation is recognized is such that the front wheel direction indicated by the second steering angle ⁇ 2 is the first steering angle ⁇ 2. It is preferable that the first lane DL1 is set to be closer to the lane straight direction DRs than the direction indicated by the one steering angle ⁇ 1. In this way, the possibility of a collision with another object 64 can be further reduced.
  • the current position of the host vehicle 50 is a position before moving from the lane for traveling of the vehicle to the non-lane space, and the host vehicle 50 receives a rear-end collision and the like. Is changed from the first steering angle ⁇ 1 along the scheduled travel route to the second steering angle ⁇ 2. Therefore, even when the host vehicle 50 is collided when it is temporarily stopped or slowing down at a position before moving to the non-lane space, the host vehicle 50 jumps out according to the first steering angle ⁇ 1, and thus other objects The possibility of colliding with 64 can be reduced. As a result, it is possible to mitigate the effects of rear-end collisions.
  • the procedure of the power connection change process in the eighth embodiment is the one in which steps S22 and S24 are added between step S20 and step S30 in FIG. 3, and the other processes are the first implementation.
  • the form is the same. If it is determined in step S20 that there is a possibility of a collision, in step S22, the situation recognition unit 220 calculates the costs related to a plurality of automatic driving operations that can be adopted by the automatic driving control unit 210, and the cost is minimized. Determine automatic operation.
  • the plurality of automatic driving operations various combinations of the drive unit instruction value, the brake instruction value, and the steering angle instruction value can be employed.
  • the cost of each automatic driving operation includes, for example, a relative speed between the host vehicle 50 and another object, a structure, a weight, a collision direction, another object type (whether or not a person is included), a collision part, and the like. It is possible to calculate by performing a simulation using these parameters. Alternatively, the cost may be obtained by using these parameters as input and using a map or look-up table that outputs the cost. “Cost” is an index indicating a value that is so large that the result of the collision is evaluated as being serious. The cost is not limited to economic cost, but is comprehensively determined in consideration of mental cost. For example, when another object includes a human, the mental cost is high, and the cost of the automatic driving operation tends to increase.
  • Various parameters used for cost calculation can be acquired by the support information acquisition unit 400.
  • the automatic driving operation with the lowest cost is determined, the automatic driving operation is adopted and the control of the host vehicle 50 is executed. Further, a part of the host vehicle 50 that is expected to collide with another object in the automatic driving operation is also determined.
  • step S24 it is determined whether or not a collision can be avoided by the automatic driving operation adopted in step S22. If the collision can be avoided, the process of FIG. 21 ends. On the other hand, if the collision cannot be avoided, the process proceeds to step S30, and the power supply circuit 620 is switched to the emergency connection state.
  • the processes after step S30 are the same as those in the first embodiment shown in FIG.
  • the situation recognition unit 220 calculates costs related to a plurality of automatic driving operations that can be adopted by the automatic driving control unit 210. Adopt automatic operation that minimizes costs. Therefore, even when a collision is unavoidable, the automatic operation can be executed so that the cost due to the collision is minimized.
  • the situation recognition unit 220 recognizes a predicted failure power source that is expected to collide with another object, and the automatic driving control unit 210 specifies the expected breakdown power source.
  • the power control ECU 610 is instructed to disconnect from the machine and connect one or more power supplies other than the expected damage power supply to the specific auxiliary machine. Therefore, even if a collision occurs, it is possible to continuously supply power to the specified auxiliary machine, and the possibility of secondary damage due to damage to the expected damage power supply or loss of the specified auxiliary machine power supply can be reduced.
  • the rear vehicle 61 is a vehicle that travels in the same lane as the host vehicle 50.
  • the rear vehicle 61 may be a vehicle that travels in the adjacent lane.
  • 22 to 24 show examples in which the rear vehicle 61 traveling in the lane DLb adjacent to the lane DLa of the host vehicle 50 collides with the host vehicle 50.
  • FIG. 22 is an example in which the rear vehicle 61 that travels straight in the adjacent lane DLb runs out of the lane DLb and collides with the host vehicle 50.
  • FIG. 23 is an example in which the rear vehicle 61 traveling straight on the adjacent lane DLb collides with the own vehicle 50 when the own vehicle 50 is temporarily stopped in a state of protruding from the lane DLa.
  • the own vehicle 50 in the intersection CS may not be inclined.
  • the host vehicle 50 may still be in a state before the steering wheel is turned.
  • the first steering angle ⁇ 1 is a steering angle along the straight direction of the lane DLa and is in a neutral state. Even in this case, in preparation for pushing out to the opposite lane due to a partial collision of the rear vehicle 61 traveling in the adjacent lane DLb, the direction of the wheel is opposite to the direction indicated by the first steering angle ⁇ 1 across the neutral direction. If the second steering angle ⁇ 2 is set so as to be in the direction of, it is possible to suppress the extrusion to the oncoming lane.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Power Engineering (AREA)
  • Multimedia (AREA)
  • Theoretical Computer Science (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Regulating Braking Force (AREA)
PCT/JP2018/006184 2017-05-12 2018-02-21 車両の自動運転制御システム Ceased WO2018207425A1 (ja)

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US16/681,011 US20200079366A1 (en) 2017-05-12 2019-11-12 Automatic driving control system for vehicle

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