WO2022123727A1 - 車両制御装置、車両制御方法、およびプログラム - Google Patents

車両制御装置、車両制御方法、およびプログラム Download PDF

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Publication number
WO2022123727A1
WO2022123727A1 PCT/JP2020/046051 JP2020046051W WO2022123727A1 WO 2022123727 A1 WO2022123727 A1 WO 2022123727A1 JP 2020046051 W JP2020046051 W JP 2020046051W WO 2022123727 A1 WO2022123727 A1 WO 2022123727A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
mode
driving mode
driving
driver
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/JP2020/046051
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English (en)
French (fr)
Japanese (ja)
Inventor
智晃 山辺
大智 加藤
望 廣澤
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.)
Honda Motor Co Ltd
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Honda Motor Co Ltd
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 Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to DE112020006785.8T priority Critical patent/DE112020006785B4/de
Priority to PCT/JP2020/046051 priority patent/WO2022123727A1/ja
Priority to US17/912,874 priority patent/US20230399028A1/en
Priority to CN202080098515.3A priority patent/CN115279642B/zh
Priority to JP2021576850A priority patent/JP7075550B1/ja
Publication of WO2022123727A1 publication Critical patent/WO2022123727A1/ja
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
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/005—Handover processes
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • 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
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • 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
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • 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
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • 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
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00

Definitions

  • the present invention relates to a vehicle control device, a vehicle control method, and a program.
  • Patent Document 1 An in-vehicle system including an automatic driving possibility notification unit for notifying the information is disclosed (Patent Document 1).
  • the information stored in the map is used to mechanically notify the possibility of automatic driving, but the actual traffic situation is more complicated and it is not possible to perform appropriate control according to the road structure. There was a case.
  • the present invention has been made in consideration of such circumstances, and one of the objects of the present invention is to provide a vehicle control device, a vehicle control method, and a program capable of performing appropriate control according to a road structure. do.
  • the vehicle control device has the following configuration. (1):
  • the vehicle control device has a recognition unit that recognizes the surrounding conditions of the vehicle and an operation control that controls steering and acceleration / deceleration of the vehicle without depending on the operation of the driver of the vehicle.
  • the unit and the driving mode of the vehicle are determined to be one of a plurality of driving modes including a first driving mode and a second driving mode, and the second driving mode is imposed on the driver.
  • the task is a light operation mode as compared with the first operation mode, and at least a part of the plurality of operation modes including the second operation mode is controlled by the operation control unit.
  • the recognition unit includes a mode determining unit that changes the driving mode of the vehicle to a driving mode in which the task is more severe when the task related to the determined driving mode is not executed by the driver, and the recognition unit is the traveling direction of the vehicle. Recognizing that there is an end point on the side where the second driving mode should be terminated due to the road structure, the mode determination unit makes the distance between the vehicle and the end point equal to or less than the reference distance. At that time, the operation mode of the vehicle is changed from the second operation mode to the first operation mode.
  • the second operation mode is an operation mode in which the driver is not tasked with grasping an operator that accepts a steering operation.
  • the first operation mode is an operation mode that requires a driving operation by the driver for at least one of steering and acceleration / deceleration of the vehicle.
  • the second operation mode is an operation mode in which the driver is not tasked with grasping an operator that accepts a steering operation
  • the first operation mode is. This is an operation mode in which the driver is tasked with at least a task of grasping the operator that accepts the steering operation by the driver.
  • the mode determining unit changes the reference distance based on the speed of the vehicle.
  • the end point is a point where the vehicle enters the branch road from the main line, and the mode determination unit reaches the lane where the vehicle is closest to the branch road.
  • the reference distance is changed based on the number of lane changes required by the time.
  • the end point is a point where the vehicle enters the branch road from the main line, and the mode determination unit determines the speed of the vehicle and the vehicle at the branch road.
  • the reference distance is changed based on the number of lane changes required to reach the nearest lane.
  • the end point is a point where the vehicle enters a branch road from the main line in order to travel along a route to a destination set on the system. Is.
  • the end point is at least one end of a prohibited section set as a section in which the second operation mode is prohibited
  • the mode determination unit is the second operation mode. After changing the driving mode of the vehicle from the driving mode to the first driving mode, the driving mode of the vehicle is changed to the second driving mode on condition that the vehicle has passed the prohibited section. be.
  • the mode determining unit changes the driving mode of the vehicle from the second driving mode to the first driving mode, and then the vehicle passes through the prohibited section. Then, after traveling a predetermined distance or after a predetermined time has elapsed, the operation mode of the vehicle is changed to the second operation mode.
  • the computer mounted on the vehicle recognizes the surrounding situation of the vehicle, and steers and applies the vehicle without depending on the operation of the driver of the vehicle.
  • the deceleration is controlled, the driving mode of the vehicle is determined to be one of a plurality of driving modes including a first driving mode and a second driving mode, and the second driving mode is imposed on the driver.
  • the task to be performed is a light operation mode as compared with the first operation mode, and at least a part of the plurality of operation modes including the second operation mode does not depend on the operation of the driver of the vehicle.
  • the driving mode of the vehicle is changed to a driving mode in which the task is more severe.
  • the driving mode of the vehicle is changed from the second driving mode to the first driving mode.
  • the program according to another aspect of the present invention causes a computer mounted on the vehicle to recognize the surrounding conditions of the vehicle, and steers and accelerates / decelerates the vehicle without depending on the operation of the driver of the vehicle.
  • Controlled to determine the driving mode of the vehicle to be one of a plurality of driving modes including a first driving mode and a second driving mode the second driving mode is imposed on the driver.
  • the task is a light driving mode as compared with the first driving mode, and at least a part of the plurality of driving modes including the second driving mode does not depend on the operation of the driver of the vehicle.
  • the driving mode of the vehicle is changed to a driving mode in which the task is more severe.
  • the driving mode of the vehicle is changed to a driving mode in which the task is more severe.
  • FIG. 1 is a configuration diagram of a vehicle system 1 using the vehicle control device according to the embodiment.
  • the vehicle on which the vehicle system 1 is mounted is, for example, a vehicle such as a two-wheeled vehicle, a three-wheeled vehicle, or a four-wheeled vehicle, and the drive source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof.
  • the electric motor operates by using the electric power generated by the generator connected to the internal combustion engine or the electric power generated by the secondary battery or the fuel cell.
  • the vehicle system 1 includes, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ringing) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, and a vehicle sensor 40. , A navigation device 50, an MPU (Map Positioning Unit) 60, a driving controller 80, an automatic driving control device 100, a traveling driving force output device 200, a braking device 210, and a steering device 220. These devices and devices are connected to each other by multiple communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, and the like.
  • CAN Controller Area Network
  • the camera 10 is a digital camera that uses a solid-state image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor).
  • the camera 10 is attached to an arbitrary position on the vehicle on which the vehicle system 1 is mounted (hereinafter referred to as the own vehicle M).
  • the own vehicle M When photographing the front, the camera 10 is attached to the upper part of the front windshield, the back surface of the rear-view mirror, and the like.
  • the camera 10 periodically and repeatedly images the periphery of the own vehicle M, for example.
  • the camera 10 may be a stereo camera.
  • the radar device 12 radiates radio waves such as millimeter waves around the own vehicle M, and also detects radio waves (reflected waves) reflected by the object to detect at least the position (distance and direction) of the object.
  • the radar device 12 is attached to an arbitrary position of the own vehicle M.
  • the radar device 12 may detect the position and velocity of the object by the FM-CW (Frequency Modified Continuous Wave) method.
  • FM-CW Frequency Modified Continuous Wave
  • the LIDAR14 irradiates the periphery of the own vehicle M with light (or an electromagnetic wave having a wavelength close to that of light) and measures scattered light.
  • the LIDAR 14 detects the distance to the target based on the time from light emission to light reception.
  • the emitted light is, for example, a pulsed laser beam.
  • the LIDAR 14 is attached to any position on the own vehicle M.
  • the object recognition device 16 performs sensor fusion processing on the detection results of a part or all of the camera 10, the radar device 12, and the LIDAR 14, and recognizes the position, type, speed, and the like of the object.
  • the object recognition device 16 outputs the recognition result to the automatic operation control device 100.
  • the object recognition device 16 may output the detection results of the camera 10, the radar device 12, and the LIDAR 14 to the automatic operation control device 100 as they are.
  • the object recognition device 16 may be omitted from the vehicle system 1.
  • the communication device 20 communicates with another vehicle existing in the vicinity of the own vehicle M by using, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or wirelessly. Communicates with various server devices via the base station.
  • a cellular network for example, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or wirelessly.
  • the HMI 30 presents various information to the occupants of the own vehicle M and accepts input operations by the occupants.
  • the HMI 30 includes various display devices, speakers, buzzers, touch panels, switches, keys and the like.
  • the vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the own vehicle M, an acceleration sensor that detects the acceleration, a yaw rate sensor that detects the angular velocity around the vertical axis, an orientation sensor that detects the direction of the own vehicle M, and the like.
  • the navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53.
  • the navigation device 50 holds the first map information 54 in a storage device such as an HDD (Hard Disk Drive) or a flash memory.
  • the GNSS receiver 51 identifies the position of the own vehicle M based on the signal received from the GNSS satellite.
  • the position of the own vehicle M may be specified or complemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 40.
  • the navigation HMI 52 includes a display device, a speaker, a touch panel, keys, and the like.
  • the navigation HMI 52 may be partially or wholly shared with the above-mentioned HMI 30.
  • the route determination unit 53 has a route from the position of the own vehicle M (or an arbitrary position input) specified by the GNSS receiver 51 to the destination input by the occupant using the navigation HMI 52 (hereinafter,).
  • the route on the map) is determined with reference to the first map information 54.
  • the first map information 54 is, for example, information in which a road shape is expressed by a link indicating a road and a node connected by the link.
  • the first map information 54 may include road curvature, POI (Point Of Interest) information, and the like.
  • the route on the map is output to MPU60.
  • the navigation device 50 may provide route guidance using the navigation HMI 52 based on the route on the map.
  • the navigation device 50 may be realized by, for example, the function of a terminal device such as a smartphone or a tablet terminal owned by an occupant.
  • the navigation device 50 may transmit the current position and the destination to the navigation server via the communication device 20 and acquire a route equivalent to the route on the map from the navigation server.
  • the MPU 60 includes, for example, a recommended lane determination unit 61, and holds the second map information 62 in a storage device such as an HDD or a flash memory.
  • the recommended lane determination unit 61 divides the route on the map provided by the navigation device 50 into a plurality of blocks (for example, divides the route into 100 [m] units with respect to the vehicle traveling direction), and refers to the second map information 62. Determine the recommended lane for each block.
  • the recommended lane determination unit 61 determines which lane to drive from the left. When a branch point exists on the route on the map, the recommended lane determination unit 61 determines the recommended lane so that the own vehicle M can travel on a reasonable route to proceed to the branch destination.
  • the second map information 62 is map information with higher accuracy than the first map information 54.
  • the second map information 62 includes, for example, information on the center of the lane, information on the boundary of the lane, and the like. Further, the second map information 62 includes road information, traffic regulation information, address information (address / zip code), facility information, telephone number information, information on prohibited sections in which mode A or mode B, which will be described later, is prohibited. May be included.
  • the second map information 62 may be updated at any time by the communication device 20 communicating with another device.
  • the driver monitor camera 70 is, for example, a digital camera that uses a solid-state image sensor such as a CCD or CMOS.
  • the driver monitor camera 70 is a position and orientation in which the head of an occupant (hereinafter referred to as a driver) seated in the driver's seat of the own vehicle M can be imaged from the front (in the direction in which the face is imaged), and is arbitrary in the own vehicle M. It can be attached to a place.
  • the driver monitor camera 70 is attached to the upper part of the display device provided in the central portion of the instrument panel of the own vehicle M.
  • the driving controller 80 includes, for example, an accelerator pedal, a brake pedal, a shift lever, and other controls in addition to the steering wheel 82.
  • a sensor for detecting the amount of operation or the presence or absence of operation is attached to the operation controller 80, and the detection result is the automatic operation control device 100, or the traveling driving force output device 200, the brake device 210, and the steering device. It is output to a part or all of 220.
  • the steering wheel 82 is an example of an “operator that accepts a steering operation by the driver”. The operator does not necessarily have to be annular, and may be in the form of a deformed steer, a joystick, a button, or the like.
  • a steering grip sensor 84 is attached to the steering wheel 82.
  • the steering grip sensor 84 is realized by a capacitance sensor or the like, and automatically outputs a signal capable of detecting whether or not the driver is gripping the steering wheel 82 (meaning that the steering wheel 82 is in contact with the steering wheel 82). It is output to the operation control device 100.
  • the automatic operation control device 100 includes, for example, a first control unit 120 and a second control unit 160.
  • the first control unit 120 and the second control unit 160 are realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software), respectively.
  • a hardware processor such as a CPU (Central Processing Unit) executing a program (software), respectively.
  • some or all of these components are hardware (circuits) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), and GPU (Graphics Processing Unit). It may be realized by the part; including circuitry), or it may be realized by the cooperation of software and hardware.
  • the program may be stored in advance in a storage device (a storage device including a non-transient storage medium) such as an HDD or a flash memory of the automatic operation control device 100, or may be detachable such as a DVD or a CD-ROM. It is stored in a storage medium, and may be installed in the HDD or flash memory of the automatic operation control device 100 by mounting the storage medium (non-transient storage medium) in the drive device.
  • a storage device a storage device including a non-transient storage medium
  • a storage device such as an HDD or a flash memory of the automatic operation control device 100
  • It is stored in a storage medium, and may be installed in the HDD or flash memory of the automatic operation control device 100 by mounting the storage medium (non-transient storage medium) in the drive device.
  • the automatic driving control device 100 is an example of a "vehicle control device"
  • a combination of an action plan generation unit 140 and a second control unit 160 is an example of a "driving control unit”.
  • FIG. 2 is a functional configuration diagram of the first control unit 120 and the second control unit 160.
  • the first control unit 120 includes, for example, a recognition unit 130, an action plan generation unit 140, and a mode determination unit 150.
  • the first control unit 120 realizes a function by AI (Artificial Intelligence) and a function by a model given in advance in parallel. For example, the function of "recognizing an intersection” is executed in parallel with the recognition of an intersection by deep learning or the like and the recognition based on predetermined conditions (there are signals that can be matched with patterns, road markings, etc.). It may be realized by scoring and comprehensively evaluating. This ensures the reliability of autonomous driving.
  • AI Artificial Intelligence
  • the recognition unit 130 recognizes the position, speed, acceleration, and other states of objects around the own vehicle M based on the information input from the camera 10, the radar device 12, and the LIDAR 14 via the object recognition device 16. do.
  • the position of the object is recognized as, for example, a position on absolute coordinates with the representative point (center of gravity, center of drive axis, etc.) of the own vehicle M as the origin, and is used for control.
  • the position of the object may be represented by a representative point such as the center of gravity or a corner of the object, or may be represented by a region.
  • the "state" of an object may include the object's acceleration, jerk, or "behavioral state” (eg, whether it is changing lanes or is about to change lanes).
  • the recognition unit 130 recognizes, for example, the lane (traveling lane) in which the own vehicle M is traveling.
  • the recognition unit 130 has a road lane marking pattern (for example, an arrangement of a solid line and a broken line) obtained from the second map information 62 and a road lane marking around the own vehicle M recognized from the image captured by the camera 10. By comparing with the pattern of, the driving lane is recognized.
  • the recognition unit 130 may recognize the traveling lane by recognizing not only the road marking line but also the running road boundary (road boundary) including the road marking line, the shoulder, the median strip, the guardrail, and the like. .. In this recognition, the position of the own vehicle M acquired from the navigation device 50 and the processing result by the INS may be added.
  • the recognition unit 130 also recognizes stop lines, obstacles, red lights, tollhouses, and other road events.
  • the recognition unit 130 When recognizing the traveling lane, the recognition unit 130 recognizes the position and posture of the own vehicle M with respect to the traveling lane.
  • the recognition unit 130 determines, for example, the deviation of the reference point of the own vehicle M from the center of the lane and the angle formed with respect to the line connecting the center of the lane in the traveling direction of the own vehicle M with respect to the relative position of the own vehicle M with respect to the traveling lane. And may be recognized as a posture. Instead, the recognition unit 130 recognizes the position of the reference point of the own vehicle M with respect to any side end portion (road division line or road boundary) of the traveling lane as the relative position of the own vehicle M with respect to the traveling lane. You may.
  • the action plan generation unit 140 travels in the recommended lane determined by the recommended lane determination unit 61, and the own vehicle M automatically (driver) so as to be able to respond to the surrounding conditions of the own vehicle M.
  • Generate a target track to run in the future (regardless of the operation of).
  • the target trajectory contains, for example, a velocity element.
  • the target track is expressed as an arrangement of points (track points) to be reached by the own vehicle M in order.
  • the track point is a point to be reached by the own vehicle M for each predetermined mileage (for example, about several [m]) along the road, and separately, for a predetermined sampling time (for example, about 0 comma number [sec]).
  • Target velocity and target acceleration are generated as part of the target trajectory.
  • the track point may be a position to be reached by the own vehicle M at the sampling time for each predetermined sampling time. In this case, the information of the target velocity and the target acceleration is expressed by the interval of the orbital points.
  • the action plan generation unit 140 may set an event for automatic driving when generating a target trajectory.
  • Autonomous driving events include constant speed driving events, low speed following driving events, lane change events, branching events, merging events, takeover events, and the like.
  • the action plan generation unit 140 generates a target trajectory according to the activated event.
  • the mode determination unit 150 determines the operation mode of the own vehicle M to be one of a plurality of operation modes in which the task imposed on the driver is different.
  • the mode determination unit 150 includes, for example, a driver state determination unit 152 and a mode change processing unit 154. These individual functions will be described later.
  • FIG. 3 is a diagram showing an example of the correspondence between the operation mode, the control state of the own vehicle M, and the task.
  • the operation mode of the own vehicle M includes, for example, five modes from mode A to mode E.
  • the degree of automation of the control state that is, the operation control of the own vehicle M, is highest in mode A, then in the order of mode B, mode C, and mode D, and is lowest in mode E.
  • the task imposed on the driver is the mildest in mode A, followed by mode B, mode C, and mode D in that order, and mode E is the most severe.
  • the modes D and E are in a control state that is not automatic driving, the automatic driving control device 100 is responsible for ending the control related to automatic driving and shifting to driving support or manual driving.
  • the mode A and / or the mode B is an example of the "first operation mode”
  • the mode D and / or the mode E is an example of the "second operation mode".
  • mode A the vehicle is in an automatic driving state, and neither forward monitoring nor gripping of the steering wheel 82 (steering gripping in the figure) is imposed on the driver.
  • the driver is required to be in a position to quickly shift to manual operation in response to a request from the system centered on the automatic operation control device 100.
  • automated driving as used herein means that both steering and acceleration / deceleration are controlled without depending on the driver's operation.
  • the front means the space in the traveling direction of the own vehicle M that is visually recognized through the front windshield.
  • Mode A is a condition that the own vehicle M is traveling at a predetermined speed (for example, about 50 [km / h]) or less on a motorway such as an expressway, and there is a vehicle in front to be followed. It is an operation mode that can be executed when is satisfied, and may be referred to as TJP (Traffic Jam Pilot). When this condition is no longer satisfied, the mode determination unit 150 changes the operation mode of the own vehicle M to the mode B.
  • TJP Traffic Jam Pilot
  • Mode B the driver is in a driving support state, and the driver is tasked with monitoring the front of the own vehicle M (hereinafter referred to as forward monitoring), but is not tasked with gripping the steering wheel 82.
  • mode C the driving support state is set, and the driver is tasked with the task of forward monitoring and the task of gripping the steering wheel 82.
  • Mode D is an operation mode that requires a certain degree of driving operation by the driver with respect to at least one of steering and acceleration / deceleration of the own vehicle M.
  • driving support such as ACC (Adaptive Cruise Control) or LKAS (Lane Keeping Assist System) is provided.
  • mode E both steering and acceleration / deceleration are in a state of manual operation that requires a driving operation by the driver.
  • mode D and mode E the driver is naturally tasked with monitoring the front of the own vehicle M.
  • the automatic driving control device 100 executes the lane change according to the driving mode.
  • the lane change includes a lane change (1) according to a system request and a lane change (2) according to a driver request.
  • the lane change (1) is to change the lane for overtaking and to proceed toward the destination, which is performed when the speed of the vehicle in front is smaller than the standard with respect to the speed of the own vehicle.
  • There is a lane change (a lane change due to a change in the recommended lane).
  • the lane change (2) when the conditions related to the speed and the positional relationship with the surrounding vehicles are satisfied and the direction indicator is operated by the driver, the own vehicle M is changed to the lane in the operation direction. It is something that makes you.
  • the automatic driving control device 100 does not execute either the lane change (1) or (2) in the mode A.
  • the automatic driving control device 100 executes both the lane change (1) and (2) in modes B and C.
  • the driving support device (not shown) does not execute the lane change (1) but executes the lane change (2) in the mode D. In mode E, neither lane change (1) nor (2) is executed.
  • the mode determination unit 150 changes the operation mode of the own vehicle M to an operation mode in which the task is more severe when the task related to the determined operation mode (hereinafter referred to as the current operation mode) is not executed by the driver.
  • the mode determination unit 150 uses the HMI 30 to promote a shift to manual driving, and if the driver does not respond, controls such that the own vehicle M is brought closer to the shoulder and gradually stopped to stop automatic driving. After the automatic driving is stopped, the own vehicle is in the mode D or E, and the own vehicle M can be started by the manual operation of the driver.
  • stop automatic operation when the driver is in a position where he / she cannot shift to manual driving in response to a request from the system (for example, when he / she continues to look outside the permissible area or when a sign that driving becomes difficult is detected. ).
  • the mode determination unit 150 uses the HMI 30 to promote a shift to manual driving, and if the driver does not respond, controls such that the own vehicle M is brought closer to the shoulder and gradually stopped to stop automatic driving. After the automatic driving is stopped, the own vehicle is in the mode D or E, and the own vehicle M can be started by the manual operation of the driver.
  • stop automatic operation the same applies to "stop automatic operation”.
  • the mode determination unit 150 When the driver is not monitoring the front in mode B, the mode determination unit 150 prompts the driver to monitor the front using the HMI 30, and if the driver does not respond, the vehicle M is brought to the shoulder and gradually stopped. , Stop automatic operation, and so on. If the driver is not monitoring the front in mode C, or is not gripping the steering wheel 82, the mode determination unit 150 uses the HMI 30 to give the driver forward monitoring and / or grip the steering wheel 82. If the driver does not respond, the vehicle M is brought closer to the road shoulder and gradually stopped, and the automatic driving is stopped.
  • the driver state determination unit 152 monitors the driver's state for the above mode change, and determines whether or not the driver's state is in a state corresponding to the task. For example, the driver state determination unit 152 analyzes the image captured by the driver monitor camera 70 and performs posture estimation processing, and whether or not the driver is in a position where he / she cannot shift to manual operation in response to a request from the system. To judge. Further, the driver state determination unit 152 analyzes the image captured by the driver monitor camera 70 and performs line-of-sight estimation processing to determine whether or not the driver is monitoring the front.
  • the mode change processing unit 154 performs various processes for changing the mode. For example, the mode change processing unit 154 instructs the action plan generation unit 140 to generate a target trajectory for stopping the shoulder, gives an operation instruction to a driving support device (not shown), or gives an action to the driver. Control the HMI 30 to encourage.
  • the second control unit 160 sets the traveling driving force output device 200, the brake device 210, and the steering device 220 so that the own vehicle M passes the target trajectory generated by the action plan generation unit 140 at the scheduled time. Control.
  • the second control unit 160 includes, for example, an acquisition unit 162, a speed control unit 164, and a steering control unit 166.
  • the acquisition unit 162 acquires the information of the target trajectory (orbit point) generated by the action plan generation unit 140 and stores it in a memory (not shown).
  • the speed control unit 164 controls the traveling driving force output device 200 or the brake device 210 based on the speed element associated with the target trajectory stored in the memory.
  • the steering control unit 166 controls the steering device 220 according to the degree of bending of the target trajectory stored in the memory.
  • the processing of the speed control unit 164 and the steering control unit 166 is realized by, for example, a combination of feedforward control and feedback control.
  • the steering control unit 166 executes a combination of feedforward control according to the curvature of the road in front of the own vehicle M and feedback control based on the deviation from the target track.
  • the traveling driving force output device 200 outputs the traveling driving force (torque) for the vehicle to travel to the drive wheels.
  • the traveling driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an ECU (Electronic Control Unit) that controls them.
  • the ECU controls the above configuration according to the information input from the second control unit 160 or the information input from the operation controller 80.
  • the brake device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU.
  • the brake ECU controls the electric motor according to the information input from the second control unit 160 or the information input from the operation controller 80 so that the brake torque corresponding to the braking operation is output to each wheel.
  • the brake device 210 may include a mechanism for transmitting the hydraulic pressure generated by the operation of the brake pedal included in the operation operator 80 to the cylinder via the master cylinder as a backup.
  • the brake device 210 is not limited to the configuration described above, and is an electronically controlled hydraulic brake device that controls the actuator according to the information input from the second control unit 160 to transmit the hydraulic pressure of the master cylinder to the cylinder. May be good.
  • the steering device 220 includes, for example, a steering ECU and an electric motor.
  • the electric motor for example, exerts a force on the rack and pinion mechanism to change the direction of the steering wheel.
  • the steering ECU drives the electric motor according to the information input from the second control unit 160 or the information input from the operation controller 80, and changes the direction of the steering wheel.
  • the recognition unit 130 recognizes that there is an end point at which the mode A or B should be ended due to the road structure on the traveling direction side of the own vehicle.
  • the end point is, for example, the end of the prohibited section through which the own vehicle M first passes when the own vehicle M passes through the prohibited section in which the execution of the mode A or B is prohibited.
  • the recognition unit 130 recognizes that, for example, when the recommended lane determined by the MPU 60 is set in the prohibited section, the own vehicle M passes through the prohibited section.
  • FIG. 4 is a diagram for explaining control when passing through a prohibited section.
  • the own vehicle M is traveling on the main line ML, and a route on the map is determined to proceed to another main line via the branch road SL in order to reach the destination.
  • the MPU 60 sets recommended lanes based on the route on the map.
  • the arrow RL indicates a guidance route in which the recommended lanes are connected.
  • EP is the end point
  • BS is the prohibited section
  • RP is the restartable point.
  • the prohibited section BS existing on the guidance route RL is acquired from the second map information 62, both ends thereof are specified as the end point EP and the restartable point RP, respectively, and the prohibited section BS is specified.
  • the information specifying the position or region of the end point EP and the resumable point RP is output to the recognition unit 130.
  • the recognition unit 130 recognizes information on these points and sections based on the information acquired from the MPU 60.
  • the recognition unit 130 first recognizes that the own vehicle M should enter the branch road based on the recommended route acquired from the MPU 60. Further, when the recognition unit 130 recognizes that the distance between the own vehicle M and the end point EP is equal to or less than the event start distance D1 based on the position of the own vehicle M and the position of the end point EP, to that effect. Is notified to the action plan generation unit 140.
  • the event start distance D1 is, for example, a distance of about several [km].
  • the action plan generation unit 140 activates the branch event in response to the notification from the recognition unit 130.
  • the action plan generation unit 140 generates a target track so that the lane has been changed to the lane closest to the branch road SL by the end point EP.
  • the recognition unit 130 determines the mode to that effect. Notify unit 150.
  • the mode determination unit 150 changes the operation mode to the mode D or E when the operation mode at that time is the mode A or B in response to the notification from the recognition unit 130.
  • the driver can prepare to enter the branch road SL (change lane) by the driving support state of mode D or manual driving until the own vehicle M reaches the end point EP.
  • the operation can be started with a margin as compared with the case where the mode A or B suddenly ends at the end point EP.
  • Mode C may be sandwiched between modes A or B and the operation mode being changed to modes D or E.
  • the action plan generation unit 140 temporarily stops the own vehicle on the shoulder or the like, and then sets the operation mode to mode D or E. You may change it. Further, the operation mode may be changed from mode A or B to mode C instead of changing the operation mode from mode A or B to mode D or E.
  • the reference distance D2 may be a fixed value, but the mode determination unit 150 is based on one or both of the speed VM of the own vehicle M and the number of lane changes Nc required to reach the end point EP.
  • the reference distance D2 may be dynamically determined.
  • the recognition unit 130 may have a function of determining the reference distance.
  • FIG. 5 is a diagram showing an example of the relationship between the speed VM and the number of times Nc when the mode determination unit 150 determines the reference distance D2.
  • (0) exemplifies the relationship when the number of lane changes Nc required until the end point EP is zero
  • (1) exemplifies the relationship when the number Nc is one.
  • (2) exemplifies the relationship when the number of times Nc is 2 times
  • (3) exemplifies the relationship when the number of times Nc is 3 times or more.
  • the mode determination unit 150 increases the reference distance D2 as the speed VM increases. Further, the mode determination unit 150 increases the reference distance D2 as the number of times Nc increases.
  • the mode determination unit 150 may determine the reference distance D2 based only on either the speed VM or the number of times Nc .
  • the action plan generation unit 140 generates a target track so that the lane is changed to the lane closest to the branch road SL by the end point EP, so that the situation where the number of times Nc is 1 or more is usually If so, it is unlikely to occur, but due to traffic conditions such as traffic jams, the lane change by the action plan generation unit 140 may not proceed smoothly, and a situation may occur in which the lane change is necessary even though the end point EP is approaching. .. In such a case, it is often smoother to change lanes to the side of the branch road SL by manual operation, so the automatic operation is terminated earlier by increasing the reference distance D2.
  • the mode determination unit 150 changes the operation mode from mode A or B to mode D or E because the distance between the own vehicle M and the end point EP becomes the reference distance D2 or less, and then the own vehicle M sets the prohibited section.
  • the operation mode may be changed to mode A or B on condition that the vehicle has passed. This can improve convenience.
  • the mode determination unit 150 may request the driver's operation on the HMI 30 as a condition for changing the operation mode to the mode A or B. More specifically, the mode determination unit 150 may change the operation mode to mode A or B after the own vehicle has traveled a predetermined distance after passing through the prohibited section BS or after a predetermined time has elapsed. By doing so, since the operation mode is changed after the traffic phase becomes stable, it is possible to suppress the disturbance of control due to the switching of the operation mode.
  • the mode determination unit 150 controls not only the "scene of entering the branch road from the main line to proceed to the destination" described above, but also the control of changing the operation mode based on the end point EP in other scenes as well. You may go.
  • the end point EP may be a point where the road lane marking (white line) disappears in front of the tollhouse provided at the end of the expressway.
  • FIG. 6 is a diagram showing an example of another scene in which the operation mode is changed.
  • the own vehicle M is heading toward a tollhouse provided with a plurality of gates, and since the number of gates is larger than the number of lanes, the road division line disappears at the end point EP which is the start point of the widening section. ..
  • the second map information 62 stores the information of the end point EP, and the MPU 60 notifies the recognition unit 130 of the existence of the end point EP on the traveling direction side of the own vehicle M.
  • the prohibited section BS in this scene extends toward the other side of the tollhouse, and it is not necessary to control the restart of modes A or B.
  • the recognition unit 130 recognizes that the end point EP exists, and when the distance between the own vehicle M and the end point EP becomes equal to or less than the reference distance D2, the recognition unit 130 notifies the mode determination unit 150 to that effect. Subsequent processing is the same as the scene illustrated in FIG.
  • FIG. 7 is a flowchart showing an example of the flow of processing executed by the recognition unit 130 and the mode determination unit 150. The processing of this flowchart is started, for example, when the automatic operation is started.
  • the mode determination unit 150 determines whether or not the current operation mode of the own vehicle M is mode A or B (step S100). When the current operation mode of the own vehicle M is not the mode A or B, the mode determination unit 150 repeatedly determines the step S100.
  • the recognition unit 130 determines whether or not the end point EP is within the range within the distance D3 on the traveling direction side of the own vehicle M. (Step S102).
  • the distance D3 is, for example, a distance equal to or longer than the event start distance D1. If it is determined that there is no end point EP within the range within the distance D3 on the traveling direction side of the own vehicle M, the process is returned to step S100.
  • the mode determination unit 150 derives the reference distance D2 by the method described above (step S104). Then, the recognition unit 130 determines whether or not the distance from the own vehicle M to the end point is equal to or less than the reference distance D2 (step S106). When it is determined that the distance from the own vehicle M to the end point exceeds the reference distance D2, the recognition unit 130 repeats the determination in step S106. When it is determined that the distance from the own vehicle M to the end point is equal to or less than the reference distance D2, the mode determination unit 150 changes the operation mode of the own vehicle M to the mode D or E (step S108).
  • the recognition unit 130 determines whether or not the prohibited section BS corresponding to the end point EP passing this time is a temporary prohibited section BS (step S110).
  • the temporarily prohibited section BS is a section that can be passed within a few minutes, and a road that can be automatically driven is connected to the section. If it is determined that the section is not a temporary prohibited section BS, the processing of this flowchart ends.
  • the mode determination unit 150 determines whether or not the own vehicle M has passed the prohibited section BS (step S112). When it is determined that the vehicle has passed the prohibited section BS, it is determined whether or not the vehicle has traveled a predetermined distance from the passing point or the predetermined time has elapsed from the passing time (step S114). When a positive determination is made in both steps S112 and S114, the mode determination unit 150 changes the operation mode of the own vehicle M to mode A or B (step S116), and returns the process to step S102.
  • the driver can prepare to shift to manual operation by the time the own vehicle M reaches the end point EP, and the mode A or B suddenly ends at the end point EP.
  • the operation can be started with a margin compared to the case where the operation is performed. Therefore, appropriate control can be performed according to the road structure.
  • the embodiment described above can be expressed as follows.
  • a storage device that stores the program and With a hardware processor, When the hardware processor executes the program, Recognize the surrounding situation of the vehicle, By controlling the steering and acceleration / deceleration of the vehicle without depending on the operation of the driver of the vehicle,
  • the driving mode of the vehicle is determined to be one of a plurality of driving modes including a first driving mode and a second driving mode, and the second driving mode is the task assigned to the driver. It is a light operation mode as compared with the first operation mode, and at least a part of the plurality of operation modes including the second operation mode is controlled by the operation control unit.
  • the driving mode of the vehicle is changed to a driving mode in which the task is more severe.
  • the operation mode of the vehicle is changed from the second operation mode to the first operation mode.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
PCT/JP2020/046051 2020-12-10 2020-12-10 車両制御装置、車両制御方法、およびプログラム Ceased WO2022123727A1 (ja)

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DE112020006785.8T DE112020006785B4 (de) 2020-12-10 2020-12-10 Fahrzeugsteuerungsvorrichtung und fahrzeugsteuerungsverfahren
PCT/JP2020/046051 WO2022123727A1 (ja) 2020-12-10 2020-12-10 車両制御装置、車両制御方法、およびプログラム
US17/912,874 US20230399028A1 (en) 2020-12-10 2020-12-10 Vehicle control device, vehicle control method, and program
CN202080098515.3A CN115279642B (zh) 2020-12-10 2020-12-10 车辆控制装置、车辆控制方法及存储介质
JP2021576850A JP7075550B1 (ja) 2020-12-10 2020-12-10 車両制御装置、車両制御方法、およびプログラム

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DE112020006785T5 (de) 2023-01-12

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