Vehicle Control Systems

Abstract

The present invention provides a vehicle control system that suppresses the discomfort and uneasiness of the vehicle's occupants when the vehicle is controlled to follow a target track in automatic driving. The vehicle driving control device performs vehicle driving control in a manner that causes the vehicle to follow a target track. The automatic driving control device generates a target track for automatic driving of the vehicle, namely a first target track. The vehicle driving control device is also configured to be able to perform driving assist control that controls at least one of steering, acceleration, and deceleration for the purpose of improving the safety of vehicle driving, reducing the discomfort of the occupants, stabilizing the behavior of the vehicle, etc. When the working conditions of the driving assist control are met, the vehicle driving control device generates a target track for the driving assist control, namely a second target track. The vehicle driving control device assigns more weight to the second target track than to the first target track to perform vehicle driving control.

Description

Technical Field

[0001] The present invention relates to a vehicle control system for controlling an autonomously driven vehicle, and more particularly to a vehicle control system for controlling the vehicle so as to follow a target track. Background Art

[0002] Patent document 1 discloses a vehicle control device. The vehicle control device performs a first control (collision avoidance control) to avoid a collision between a vehicle and an obstacle. In addition, the vehicle control device performs a second control such as cruise control and lane keeping control. The vehicle control device identifies obstacles around the vehicle and determines whether a predetermined collision avoidance condition is satisfied based on the identification result. When it is determined that the collision avoidance condition is satisfied during the execution of the second control, the vehicle control device stops the second control and executes the first control.

[0003] Patent Document 1: Japanese Patent Application Publication No. 2017-114195

[0004] Consideration is given to vehicle driving control that controls steering, acceleration, and deceleration of the vehicle. In particular, consideration is given to the case where vehicle driving control is performed in such a manner that the vehicle follows a target track. During the process of autonomous driving, a target track is generated by an autonomous driving system that manages autonomous driving. Furthermore, vehicle driving control is performed in such a manner that the vehicle follows the target track for the autonomous driving.

[0005] However, from the perspective of vehicle driving and vehicle behavior, there are cases where the target trajectory for autonomous driving generated by the autonomous driving system is not necessarily appropriate. For example, there is a possibility that a target trajectory that requests a sharp vehicle movement is generated. When the vehicle driving control is performed in a manner that follows such an inappropriate target trajectory, there is a concern that the vehicle occupants and people around them may feel uncomfortable or uneasy. Summary of the invention

[0006] One object of the present invention is to provide a technology that can suppress the discomfort and anxiety of vehicle occupants and surrounding people when the vehicle is controlled to follow a target trajectory during automatic driving.

[0007] According to one aspect of the present invention, a vehicle control system for controlling an autonomously driven vehicle is provided.

[0008] The vehicle control system has:

[0009] a vehicle travel control device that performs vehicle travel control for controlling steering, acceleration, and deceleration of the vehicle so that the vehicle follows a target track; and

[0010] The automatic driving control device generates a first target trajectory which is a target trajectory for automatic driving of the vehicle.

[0011] The vehicle driving control device is further configured as follows:

[0012] determining whether an operating condition of a driving assist control for controlling at least one of steering, acceleration and deceleration is satisfied for at least one of improving the driving safety or comfort of the vehicle, reducing the discomfort or uneasiness of the vehicle occupants, and stabilizing the behavior of the vehicle;

[0013] When the operation condition is satisfied, a second target trajectory which is a target trajectory for driving assist control is generated.

[0014] When the second target trajectory is generated during automatic driving, or when the second target trajectory is generated during automatic driving and a priority condition for giving priority to the second target trajectory is satisfied, the vehicle travel control device assigns more weight to the second target trajectory than to the first target trajectory to perform vehicle travel control.

[0015] The automatic driving control device generates a first target trajectory for automatic driving of the vehicle. When the working conditions of the driving assist control are met, the vehicle driving control device generates a second target trajectory for the driving assist control. When the second target trajectory is generated during the automatic driving process, the vehicle driving control device assigns more weight to the second target trajectory than to the first target trajectory to perform vehicle driving control. The driving assist control aims to improve at least one of the safety or comfort of the vehicle's driving, reduce the discomfort or uneasiness of the vehicle's occupants, and stabilize the behavior of the vehicle. The second target trajectory generated from such a viewpoint serves to compensate for the first target trajectory, which is not necessarily appropriate from this viewpoint. By assigning more weight to the second target trajectory than to the first target trajectory to perform vehicle driving control, the discomfort and uneasiness of the vehicle's occupants and the people around can be suppressed.

[0016] When a second target trajectory is generated during the automatic driving process and a priority condition for giving priority to the second target trajectory is satisfied, the vehicle driving control device may give a higher weight to the second target trajectory than to the first target trajectory to perform vehicle driving control. In this way, the driving assist control can be appropriately utilized while ensuring the continuity of the automatic driving as much as possible. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram for explaining the outline of the vehicle control system according to the embodiment of the present invention.

[0018] Figure 2 This is a block diagram schematically showing the configuration of a vehicle control system according to an embodiment of the present invention.

[0019] Figure 3 It is a schematic diagram for explaining the outline of the vehicle control system according to the embodiment of the present invention.

[0020] Figure 4 It is a schematic diagram for explaining the outline of the vehicle control system according to the embodiment of the present invention.

[0021] Figure 5 It is a block diagram showing a configuration example of an automatic driving control device according to an embodiment of the present invention.

[0022] Figure 6 This is a block diagram showing an example of a first information acquisition device and first driving environment information in an automatic driving control device according to an embodiment of the present invention.

[0023] Figure 7 It is a flowchart showing the processing of the automatic driving control device involved in the embodiment of the present invention.

[0024] Figure 8 It is a block diagram showing a configuration example of a vehicle travel control device according to an embodiment of the present invention.

[0025] Fig. 9 It is a block diagram showing an example of the second information acquisition device and the second driving environment information in the vehicle travel control device according to the embodiment of the present invention.

[0026] Fig.10 This is a flowchart showing an example of processing related to driving assist control of the vehicle driving control device according to the embodiment of the present invention.

[0027] Fig.11 Yes means Fig.10 A schematic diagram of an example of the processing in step S240 in FIG.

[0028] Fig.12 Yes means Fig.10 Schematic diagram of another example of the processing in step S240 in .

[0029] Fig.13 Yes means Fig.10 Schematic diagram of the processing of step S250 in .

[0030] Fig.14 This is a flowchart showing another example of the process related to the driving assist control of the vehicle driving control device according to the embodiment of the present invention.

[0031] Fig.15This is a block diagram showing the configuration of a vehicle travel control device according to a third modified example of the embodiment of the present invention.

[0032] Fig.16 This is a block diagram showing the configuration of a vehicle control system according to a fourth modified example of the embodiment of the present invention.

[0033] Description of reference numerals:

[0034] 1… vehicle; 10… vehicle control system; 100… automatic driving control device; 110… first information acquisition device; 120… first control device; 121… first processor; 122… first storage device; 130… first input / output interface; 150… first driving environment information; 200… vehicle driving control device; 210… second information acquisition device; 220… second control device; 221… second processor; 222… second storage device; 230… second input / output interface; 240…driving device; 250…second driving environment information; 260…log information; 310…information acquisition device; 320…control device; 321…processor; 322…storage device; 340…driving device; 350…driving environment information; CON…requested control amount; CON1…first requested control amount; CON2…second requested control amount; GD…driving assist control function; TR…target trajectory; TR1…first target trajectory; TR2…second target trajectory. DETAILED DESCRIPTION

[0035] Embodiments of the present invention will be described with reference to the drawings.

[0036] 1. Summary

[0037] Figure 1 1 is a schematic diagram for explaining the outline of the vehicle control system 10 involved in the present embodiment. The vehicle control system 10 controls the vehicle 1. Typically, the vehicle control system 10 is mounted on the vehicle 1. Alternatively, at least a portion of the vehicle control system 10 may be configured in an external device outside the vehicle 1 to remotely control the vehicle 1. That is, the vehicle control system 10 may be configured in a dispersed manner in the vehicle 1 and the external device.

[0038] The vehicle 1 is an autonomous driving vehicle capable of autonomous driving. The autonomous driving here assumes that the driver does not need to concentrate 100% on driving (for example, so-called level 3 or higher autonomous driving).

[0039] The vehicle control system 10 manages the automatic driving of the vehicle 1. In addition, the vehicle control system 10 performs "vehicle travel control" for controlling the steering, acceleration, and deceleration of the vehicle 1. In particular, in automatic driving, the vehicle control system 10 performs vehicle travel control so that the vehicle 1 follows the target track TR.

[0040] The target trajectory TR includes at least a set of target positions [Xi, Yi] of the vehicle 1 on the road where the vehicle 1 is traveling. Figure 1 In the example shown, the X direction is the front direction of the vehicle 1, and the Y direction is the plane direction orthogonal to the X direction. Figure 1 The example shown. The target trajectory TR may also include a target speed [VXi, VYi] for each target position [Xi, Yi]. The target trajectory TR may include control range information such as upper and lower limits of the target position [Xi, Yi] and the target speed [VXi, VYi], and desired driving position range information. In order to make the vehicle 1 follow such a target trajectory TR, the vehicle control system 10 calculates the deviation (lateral deviation, yaw angle deviation, speed deviation, etc.) between the vehicle 1 and the target trajectory TR, and performs vehicle driving control in a manner that reduces the deviation.

[0041] Figure 2 1 is a block diagram briefly showing the structure of the vehicle control system 10 involved in the present embodiment. The vehicle control system 10 includes an automatic driving control device 100 and a vehicle driving control device 200. The automatic driving control device 100 and the vehicle driving control device 200 may be physically different devices or the same device. When the automatic driving control device 100 and the vehicle driving control device 200 are physically different devices, they exchange necessary information through communication.

[0042] The automatic driving control device 100 is responsible for the management of the automatic driving of the vehicle 1 among the functions of the vehicle control system 10. In particular, the automatic driving control device 100 generates a target trajectory TR for the automatic driving of the vehicle 1. For example, the automatic driving control device 100 uses a sensor to detect (identify) the surrounding conditions of the vehicle 1. Moreover, the automatic driving control device 100 generates a driving plan for the vehicle 1 in automatic driving based on the destination and the surrounding conditions of the vehicle 1. The driving plan includes maintaining the current driving lane, making lane changes, avoiding obstacles, etc. Moreover, the automatic driving control device 100 generates a target trajectory TR required for the vehicle 1 to travel according to the driving plan.

[0043] Hereinafter, the target trajectory TR for automatic driving generated by the automatic driving control device 100 is referred to as a “first target trajectory TR1 .” The automatic driving control device 100 outputs the generated first target trajectory TR1 to the vehicle travel control device 200 .

[0044] On the other hand, the vehicle driving control device 200 is responsible for the vehicle driving control among the functions of the vehicle control system 10. That is, the vehicle driving control device 200 controls the steering, acceleration, and deceleration of the vehicle 1. In particular, the vehicle driving control device 200 controls the steering, acceleration, and deceleration of the vehicle 1 in such a manner that the vehicle 1 follows the target track TR. In order to make the vehicle 1 follow the target track TR, the vehicle driving control device 200 calculates the deviation (lateral deviation, yaw angle deviation, speed deviation, etc.) between the vehicle 1 and the target track TR, and performs vehicle driving control in such a manner that the deviation is reduced.

[0045] In the automatic driving of the vehicle 1, the vehicle driving control device 200 receives the first target trajectory TR1 from the automatic driving control device 100. Basically, the vehicle driving control device 200 performs vehicle driving control so that the vehicle 1 follows the first target trajectory TR1.

[0046] The vehicle driving control device 200 involved in this embodiment also has a function of "driving assist control" (driving assist control function GD) to assist the driving of the vehicle 1. In more detail, the driving assist control controls at least one of the steering, acceleration and deceleration of the vehicle 1 for the purpose of improving the driving safety or comfort of the vehicle 1, reducing the discomfort or uneasiness of the occupants of the vehicle 1, and stabilizing the behavior of the vehicle 1. As such driving assist control, collision avoidance control, lane departure suppression control, vibration reduction control, vehicle stability control, etc. can be exemplified. The collision avoidance control assists the vehicle 1 in avoiding a collision with surrounding objects (avoidance objects). The lane departure suppression control suppresses the vehicle 1 from leaving the driving lane. The vibration reduction control suppresses the longitudinal swing and lateral swing of the vehicle 1. The vehicle stability control suppresses unstable behaviors such as vehicle spin.

[0047] The vehicle driving control device 200 uses sensors to detect the surrounding conditions of the vehicle 1 and the state of the vehicle 1. Moreover, the vehicle driving control device 200 (driving assist control function GD) determines whether it is necessary to operate the driving assist control based on the detection result. In other words, the vehicle driving control device 200 determines whether the "operating conditions" for operating the driving assist control are met. When the operating conditions are met, the vehicle driving control device 200 (driving assist control function GD) generates a target trajectory TR for driving assist control. Hereinafter, the target trajectory TR for driving assist control generated by the vehicle driving control device 200 is referred to as the "second target trajectory TR2".

[0048] When the operating conditions of the driving assist control are met and the second target trajectory TR2 is generated during the automatic driving process, both the first target trajectory TR1 for the automatic driving and the second target trajectory TR2 for the driving assist control are generated at the same time. These first target trajectory TR1 and the second target trajectory TR2 are not necessarily consistent. Therefore, it is necessary to mediate between the first target trajectory TR1 and the second target trajectory TR2 to determine the final target trajectory TR.

[0049] The vehicle driving control device 200 according to this embodiment further has a function of mediating between the first target trajectory TR1 and the second target trajectory TR2 to determine the final target trajectory TR. In particular, in this embodiment, the second target trajectory TR2 for driving assist control is prioritized over the first target trajectory TR1 for automatic driving from the following viewpoint.

[0050] As an example, Figure 3 It shows the situation that there are avoidance objects such as pedestrians and obstacles in front of the vehicle 1. The vehicle driving control device 200 with the driving assist control function GD is likely to accurately identify the avoidance object and generate the second target track TR2 that can safely avoid the avoidance object. On the other hand, from the perspective of collision avoidance, the first target track TR1 generated by the automatic driving control device 100 is not necessarily appropriate. For example, when the function and performance of the automatic driving control device 100 are limited, the avoidance object cannot be identified, or even if the avoidance object is identified, the recognition position accuracy is low. Therefore, there is a possibility that the first target track TR1 intersects with the avoidance object. In such a case, it is preferred to give priority to the second target track TR2 over the first target track TR1.

[0051] Figure 4 Other examples are shown. Figure 4 In the example shown, the automatic driving control device 100 identifies the avoidance object and generates the first target trajectory TR1 that avoids the avoidance object. It is also assumed that the software for the automatic driving control device 100 that does not take charge of vehicle driving control is designed and developed by a developer who is not proficient in mechanics and vehicle motion characteristics. In this case, there is a possibility that the first target trajectory TR1 generated by the automatic driving control device 100 requests a sharp vehicle movement or an unrealistic vehicle movement. On the other hand, since the vehicle driving control device 200 that takes charge of vehicle driving control is designed and developed in consideration of mechanics and vehicle motion characteristics, a second target trajectory TR2 that can be achieved by the vehicle 1 is generated. Therefore, it is preferred that the second target trajectory TR2 be prioritized over the first target trajectory TR1.

[0052] Thus, from the perspective of vehicle driving and vehicle behavior, the first target trajectory TR1 for automatic driving generated by the automatic driving control device 100 is not necessarily appropriate. If the vehicle driving control is performed in a manner that follows the inappropriate first target trajectory TR1, there is a concern that the occupants of the vehicle 1 and the surrounding people may feel uncomfortable or uneasy.

[0053] In view of this, according to the present embodiment, when the second target trajectory TR2 is generated during the automatic driving process, the vehicle driving control device 200 performs vehicle driving control by assigning more "weight" to the second target trajectory TR2 than to the first target trajectory TR1. As described above, the driving assist control aims at at least one of improving the driving safety or comfort of the vehicle 1, reducing the discomfort or uneasiness of the occupants of the vehicle 1, and stabilizing the behavior of the vehicle 1. The second target trajectory TR2 generated from such a viewpoint plays a role in compensating for the first target trajectory TR1 which is not necessarily appropriate from this viewpoint. By assigning more weight to the second target trajectory TR2 than to the first target trajectory TR1 to perform vehicle driving control, the discomfort and uneasiness of the occupants of the vehicle 1 and the surrounding people can be suppressed.

[0054] Giving more weight to the second target trajectory TR2 than to the first target trajectory TR1 includes selecting the second target trajectory TR2 as the final target trajectory TR. In this case, the vehicle travel control device 200 performs vehicle travel control using the second target trajectory TR2 as the target trajectory TR. Thus, the effect of the travel assist control can be fully obtained.

[0055] In addition, giving a higher weight to the second target track TR2 than to the first target track TR1 also includes combining the first target track TR1 and the second target track TR2 to determine the final target track TR. Here, the weight (second weight W2) of the second target track TR2 relative to the target track TR is greater than the weight (first weight W1) of the first target track TR1 relative to the target track TR. In this case, the effect of the driving assist control can also be obtained.

[0056] In addition, it is not necessary to always give priority to the second target track TR2. In order to achieve more flexible operation, the second target track TR2 may be given priority conditionally. Hereinafter, the condition for giving priority to the second target track TR2 is referred to as the "priority condition". When the second target track TR2 is generated during the automatic driving process and the priority condition is satisfied, the vehicle driving control device 200 may give more weight to the second target track TR2 than to the first target track TR1 to perform vehicle driving control. In this way, it is possible to appropriately utilize driving assist control while ensuring the continuity of automatic driving as much as possible. Various examples of priority conditions will be described later.

[0057] The automatic driving control device 100 and the vehicle driving control device 200 can be designed and developed separately. For example, the vehicle driving control device 200 that is responsible for vehicle driving control is designed and developed by a developer (typically an automobile manufacturer) who is proficient in mechanics and vehicle motion characteristics. In this case, the reliability of the driving assistance control function GD of the vehicle driving control device 200 is extremely high. On the premise of using such a highly reliable driving assistance control function GD, the automatic driving service provider can design and develop software for the automatic driving control device 100. In this sense, it can be said that the vehicle driving control device 200 is a platform for automatic driving services.

[0058] Hereinafter, the vehicle control system 10 according to the present embodiment will be described in more detail.

[0059] 2. Automatic driving control device 100

[0060] 2-1. Example of configuration

[0061] Figure 5 1 is a block diagram showing a configuration example of the automatic driving control device 100 according to the present embodiment. The automatic driving control device 100 includes a first information acquisition device 110 , a first control device 120 , and a first input / output interface 130 .

[0062] The first information acquisition device 110 acquires the first driving environment information 150. The first driving environment information 150 is information indicating the driving environment of the vehicle 1 and is information necessary for the automatic driving of the vehicle 1.

[0063] Figure 6 1 is a block diagram showing an example of a first information acquisition device 110 and first driving environment information 150. The first information acquisition device 110 includes a first map information acquisition device 111, a first position information acquisition device 112, a first vehicle state sensor 113, a first surrounding condition sensor 114, and a first communication device 115. The first driving environment information 150 includes first map information 151, first position information 152, first vehicle state information 153, first surrounding condition information 154, and first release information 155.

[0064] The first map information acquisition device 111 acquires the first map information 151. The first map information 151 indicates the lane configuration and the road shape. The first map information acquisition device 111 acquires the first map information 151 of the required area from the map database. The map database may be stored in a predetermined storage device mounted on the vehicle 1, or may be stored in a management server outside the vehicle 1. In the latter case, the first map information acquisition device 111 communicates with the management server to acquire the required first map information 151.

[0065] The first position information acquisition device 112 acquires the first position information 152 indicating the position and orientation of the vehicle 1. For example, the first position information acquisition device 112 includes a GPS (Global Positioning System) device that measures the position and orientation of the vehicle 1. The first position information acquisition device 112 can perform a known self-position estimation process (localization) to improve the accuracy of the first position information 152.

[0066] The first vehicle state sensor 113 obtains the first vehicle state information 153 indicating the state of the vehicle 1. For example, the first vehicle state sensor 113 includes a vehicle speed sensor, a yaw rate sensor, an acceleration sensor, and a steering angle sensor. The vehicle speed sensor detects the vehicle speed (the speed of the vehicle 1). The yaw rate sensor detects the yaw rate of the vehicle 1. The acceleration sensor detects the acceleration (lateral acceleration, front-to-back acceleration, up-and-down acceleration) of the vehicle 1. The steering angle sensor detects the steering control angle (steering angle) of the vehicle 1.

[0067] The first surrounding condition sensor 114 identifies (detects) the surrounding conditions of the vehicle 1. For example, the first surrounding condition sensor 114 includes at least one of a camera, a laser radar (LIDAR: Laser Imaging Detection and Ranging), and a radar. The first surrounding condition information 154 indicates the recognition result of the first surrounding condition sensor 114. For example, the first surrounding condition information 154 includes object information related to the object recognized by the first surrounding condition sensor 114. As the object, surrounding vehicles, pedestrians, roadside objects, obstacles, white lines (dividing lines), etc. can be exemplified. The object information includes information on the relative position and relative speed of the object relative to the vehicle 1.

[0068] The first communication device 115 communicates with the outside of the vehicle 1. For example, the first communication device 115 communicates with an external device outside the vehicle 1 via a communication network. The first communication device 115 can perform V2I communication (road-to-vehicle communication) with surrounding public infrastructure. The first communication device 115 can also perform V2V communication (vehicle-to-vehicle communication) with surrounding vehicles. The first published information 155 is information obtained by the first communication device 115. For example, the first published information 155 includes information about surrounding vehicles and road traffic information (construction section information, accident information, traffic control information, and traffic congestion information, etc.).

[0069] In addition, a part of the first information acquisition device 110 may be included in the vehicle driving control device 200. That is, the automatic driving control device 100 and the vehicle driving control device 200 may share a part of the first information acquisition device 110. In this case, the automatic driving control device 100 and the vehicle driving control device 200 exchange necessary information with each other.

[0070] Refer again Figure 5 The first input / output interface 130 is connected to the vehicle driving control device 200 so as to be communicable.

[0071] The first control device 120 (first controller) is an information processing device that performs various processes. For example, the first control device 120 is a microcomputer. The first control device 120 is also called an ECU (Electronic Control Unit). More specifically, the first control device 120 includes a first processor 121 and a first storage device 122.

[0072] Various information is stored in the first storage device 122. For example, the first driving environment information 150 acquired by the first information acquisition device 110 is stored in the first storage device 122. Examples of the first storage device 122 include a volatile memory, a nonvolatile memory, and a HDD (Hard Disk Drive).

[0073] The first processor 121 executes the autonomous driving software as a computer program. The autonomous driving software is stored in the first storage device 122 or recorded in a computer-readable recording medium. The first processor 121 implements the functions of the first control device 120 (first processor 121) by executing the autonomous driving software.

[0074] According to the present embodiment, the first control device 120 (first processor 121) manages the automatic driving of the vehicle 1. In particular, the first control device 120 generates a first target trajectory TR1 for automatic driving of the vehicle 1. The generation of the first target trajectory TR1 will be described in further detail below.

[0075] 2-2. Generation of the first target trajectory

[0076] Figure 7 1 is a flowchart showing the processing of the first control device 120 (first processor 121) of the automatic driving control device 100 according to the present embodiment. Figure 7 The processing flow is shown.

[0077] In step S110 , the first control device 120 acquires the first driving environment information 150 from the first information acquisition device 110 . The first driving environment information 150 is stored in the first storage device 122 .

[0078] In step S120, the first control device 120 generates a first target trajectory TR1 for automatic driving of the vehicle 1 based on the first driving environment information 150. More specifically, the first control device 120 generates a driving plan for the vehicle 1 in automatic driving based on the first driving environment information 150. The driving plan includes driving in the current driving lane, changing lanes, avoiding obstacles, etc. Moreover, the first control device 120 generates the first target trajectory TR1 required for the vehicle 1 to drive according to the driving plan based on the first driving environment information 150.

[0079] For example, the first control device 120 generates a first target trajectory TR1 for traveling while maintaining the current driving lane. More specifically, the first control device 120 identifies the driving lane in which the vehicle 1 is traveling based on the first map information 151 (lane configuration) and the first position information 152, and obtains the configuration shape of the driving lane in front of the vehicle 1. Alternatively, the first control device 120 may identify the dividing line (white line) of the driving lane based on the first surrounding condition information 154, and identify the configuration shape of the driving lane in front of the vehicle 1. Furthermore, the first control device 120 generates the first target trajectory TR1 for traveling while maintaining the driving lane based on the configuration shape of the driving lane in front of the vehicle 1.

[0080] As another example, the first control device 120 may generate a first target trajectory TR1 for lane change. More specifically, the first control device 120 plans to change lanes to reach the destination based on the first map information 151 (lane configuration), the first position information 152, and the destination. Furthermore, the first control device 120 generates the first target trajectory TR1 for lane change based on the first map information 151 (lane configuration), the first position information 152, the first vehicle state information 153, and the first surrounding condition information 154 (configuration of other vehicles).

[0081] As another example, the first control device 120 may generate a first target trajectory TR1 for avoiding collision between the vehicle 1 and surrounding objects. In more detail, the first control device 120 identifies the avoidance object (e.g., surrounding vehicles, pedestrians) in front of the vehicle 1 based on the first surrounding condition information 154 (object marker information). Furthermore, the first control device 120 predicts the future positions of the vehicle 1 and the avoidance object based on the first vehicle state information 153 and the first surrounding condition information 154 (object marker information), and calculates the possibility of collision between the vehicle 1 and the avoidance object. When the possibility of collision between the vehicle 1 and the avoidance object is greater than a threshold value, the first control device 120 generates the first target trajectory TR1 for avoiding collision based on the first vehicle state information 153 (object marker information) and the first surrounding condition information 154. Typically, the first target trajectory TR1 for avoiding collision requests at least one of steering and deceleration.

[0082] In step S130, the first control device 120 outputs the generated first target trajectory TR1 to the vehicle travel control device 200 via the first input / output interface 130. Every time the first target trajectory TR1 is updated, the latest first target trajectory TR1 is output to the vehicle travel control device 200.

[0083] 3. Vehicle driving control device 200

[0084] 3-1. Example of configuration

[0085] Figure 8 2 is a block diagram showing a configuration example of a vehicle driving control device 200 according to the present embodiment. The vehicle driving control device 200 includes a second information acquisition device 210 , a second control device 220 , a second input / output interface 230 , and a driving device 240 .

[0086] The second information acquisition device 210 acquires the second driving environment information 250. The second driving environment information 250 is information indicating the driving environment of the vehicle 1, and is information necessary for the vehicle driving control and driving assist control of the vehicle driving control device 200.

[0087] Fig. 9 2 is a block diagram showing an example of a second information acquisition device 210 and second driving environment information 250. The second information acquisition device 210 includes a second map information acquisition device 211, a second position information acquisition device 212, a second vehicle state sensor 213, a second surrounding condition sensor 214, and a second communication device 215. The second driving environment information 250 includes second map information 251, second position information 252, second vehicle state information 253, second surrounding condition information 254, and second release information 255.

[0088] The second map information acquisition device 211 acquires the second map information 251. The second map information 251 indicates the lane configuration and the road shape. The second map information acquisition device 211 acquires the second map information 251 of the required area from the map database. The map database may be stored in a predetermined storage device mounted on the vehicle 1, or may be stored in a management server outside the vehicle 1. In the latter case, the second map information acquisition device 211 communicates with the management server to acquire the required second map information 251.

[0089] The second position information acquisition device 212 acquires the second position information 252 indicating the position and orientation of the vehicle 1. For example, the second position information acquisition device 212 includes a GPS device that measures the position and orientation of the vehicle 1. The second position information acquisition device 212 can perform a known self-position estimation process to improve the accuracy of the second position information 252.

[0090] The second vehicle state sensor 213 obtains the second vehicle state information 253 indicating the state of the vehicle 1. For example, the second vehicle state sensor 213 includes a vehicle speed sensor, a yaw rate sensor, an acceleration sensor, and a steering angle sensor. The vehicle speed sensor detects the vehicle speed (the speed of the vehicle 1). The yaw rate sensor detects the yaw rate of the vehicle 1. The acceleration sensor detects the acceleration (lateral acceleration, front-to-back acceleration, and up-and-down acceleration) of the vehicle 1. The steering angle sensor detects the steering control angle (steering angle) of the vehicle 1.

[0091] The second surrounding condition sensor 214 identifies (detects) the surrounding conditions of the vehicle 1. For example, the second surrounding condition sensor 214 includes at least one of a camera, a laser radar, and a radar. The second surrounding condition information 254 indicates the recognition result of the second surrounding condition sensor 214. For example, the second surrounding condition information 254 includes object information related to the object recognized by the second surrounding condition sensor 214. Examples of the object include surrounding vehicles, pedestrians, roadside objects, obstacles, white lines (dividing lines), etc. The object information includes information on the relative position and relative speed of the object relative to the vehicle 1.

[0092] The second communication device 215 communicates with the outside of the vehicle 1. For example, the second communication device 215 communicates with an external device outside the vehicle 1 via a communication network. The second communication device 215 can perform V2I communication (road-to-vehicle communication) with surrounding public infrastructure. The second communication device 215 can perform V2V communication (vehicle-to-vehicle communication) with surrounding vehicles. The second published information 255 is information obtained by the second communication device 215. For example, the second published information 255 includes information about surrounding vehicles and road traffic information (construction section information, accident information, traffic control information, traffic congestion information, etc.).

[0093] In addition, the first information acquisition device 110 and the second information acquisition device 210 may be partially shared. For example, the first map information acquisition device 111 and the second map information acquisition device 211 may be the same. The first position information acquisition device 112 and the second position information acquisition device 212 may be the same. The first vehicle state sensor 113 and the second vehicle state sensor 213 may be the same. That is, the automatic driving control device 100 and the vehicle driving control device 200 may share a part of the second information acquisition device 210. In this case, the automatic driving control device 100 and the vehicle driving control device 200 exchange the required information with each other.

[0094] Refer again Figure 8 The second input-output interface 230 is connected to the automatic driving control device 100 so as to be able to communicate.

[0095] The travel device 240 includes a steering device 241, a drive device 242, and a brake device 243. The steering device 241 steers the wheels of the vehicle 1. For example, the steering device 241 includes an electric power steering (EPS: Electric Power Steering) device. The drive device 242 is a power source that generates a driving force. As examples of the drive device 242, an engine, an electric motor, an in-wheel motor, etc. can be exemplified. The brake device 243 generates a braking force.

[0096] The second control device 220 (second controller) is an information processing device that performs various processes. For example, the second control device 220 is a microcomputer. The second control device 220 is also called an ECU. More specifically, the second control device 220 includes a second processor 221 and a second storage device 222.

[0097] Various information is stored in the second storage device 222. For example, the second driving environment information 250 acquired by the second information acquisition device 210 is stored in the second storage device 222. Examples of the second storage device 222 include a volatile memory, a nonvolatile memory, and a HDD.

[0098] The second processor 221 executes the vehicle driving control software as a computer program. The vehicle driving control software is stored in the second storage device 222 or recorded in a computer-readable recording medium. The second processor 221 implements the function of the second control device 220 (second processor 221) by executing the vehicle driving control software.

[0099] 3-2. Vehicle driving control

[0100] The second control device 220 (second processor 221) performs "vehicle driving control" for controlling the steering, acceleration, and deceleration of the vehicle 1. The second control device 220 performs vehicle driving control by controlling the operation of the driving device 240. Specifically, the second control device 220 controls the steering (steering) of the vehicle 1 by controlling the operation of the steering device 241. In addition, the second control device 220 controls the acceleration of the vehicle 1 by controlling the operation of the driving device 242. In addition, the second control device 220 controls the deceleration of the vehicle 1 by controlling the operation of the braking device 243.

[0101] In particular, the second control device 220 performs vehicle travel control in a manner that the vehicle 1 follows the target track TR. In this case, the second control device 220 calculates the deviation between the vehicle 1 and the target track TR based on the target track TR, the second position information 252, and the second vehicle state information 253. As the deviation, a lateral deviation (Y-direction deviation), a yaw angle deviation (azimuth deviation), and a speed deviation can be cited. In addition, the second control device 220 performs vehicle travel control in a manner that the deviation between the vehicle 1 and the target track TR is reduced.

[0102] In the vehicle driving control, the second control device 220 calculates the control amount for controlling the travel device 240, that is, at least one of the control amount of steering, acceleration, and deceleration. Hereinafter, the control amount requested for the vehicle 1 to follow the target track TR, that is, the control amount requested to reduce the deviation between the vehicle 1 and the target track TR, is referred to as the "request control amount CON". The requested control amount CON can include a target steering angle, a target yaw rate, a target speed, a target acceleration, a target deceleration, a target torque, and a target current. The second control device 220 controls the operation of the travel device 240 according to the requested control amount CON, that is, controls at least one of steering, acceleration, and deceleration.

[0103] For example, the steering control using the steering device 241 is as follows. The second control device 220 calculates the target yaw rate required to reduce the deviation between the vehicle 1 and the target track TR. And the second control device 220 calculates the target steering angle based on the difference between the target yaw rate and the actual yaw rate, that is, the yaw rate deviation. The actual yaw rate is detected by the second vehicle state sensor 213 and included in the second vehicle state information 253. The larger the yaw rate deviation, the larger the target steering angle. And the second control device 220 performs feedback control of the steering device 241 in such a way that the actual steering angle follows the target steering angle. The actual steering angle is detected by the second vehicle state sensor 213 and included in the second vehicle state information 253.

[0104] 3-3. Processing related to driving assistance control

[0105] The second control device 220 (second processor 221) also performs "driving assist control" to assist the driving of the vehicle 1. Driving assist control controls at least one of the steering, acceleration, and deceleration of the vehicle 1 for the purpose of improving the driving safety or comfort of the vehicle 1, reducing the discomfort or uneasiness of the occupants of the vehicle 1, and stabilizing the behavior of the vehicle 1. As driving assist control, collision avoidance control, lane departure suppression control, vibration reduction control, and vehicle stability control can be exemplified. Collision avoidance control assists the vehicle 1 in avoiding a collision with surrounding objects (avoidance objects). Lane departure suppression control suppresses the vehicle 1 from deviating from the driving lane. Vibration reduction control suppresses the longitudinal and lateral swings of the vehicle 1. Vehicle stability control suppresses unstable behaviors such as vehicle rotation.

[0106] Fig.10 2 is a flowchart showing an example of processing related to the driving assist control of the second control device 220 (second processor 221). Fig.10 The processing flow shown is as follows. Assume that vehicle 1 is in automatic driving.

[0107] 3-3-1. Step S210

[0108] In step S210, the second control device 220 acquires the second driving environment information 250 from the second information acquisition device 210. The second driving environment information 250 is stored in the second storage device 222. In addition, the second control device 220 receives information indicating the first target trajectory TR1 from the automatic driving control device 100 via the second input / output interface 230. The information indicating the first target trajectory TR1 is stored in the second storage device 222.

[0109] 3-3-2. Step S220

[0110] In step S220, the second control device 220 determines whether the driving assist control needs to be activated based on the second driving environment information 250. In other words, the second control device 220 determines whether the "activation condition" for activating the driving assist control is satisfied based on the second driving environment information 250.

[0111] As an example of driving assist control, collision avoidance control is considered. The second control device 220 identifies the avoidance object (e.g., surrounding vehicles, pedestrians) in front of the vehicle 1 based on the second surrounding condition information 254 (object information). In addition, the second control device 220 predicts the future positions of the vehicle 1 and the avoidance object based on the second vehicle state information 253 and the second surrounding condition information 254 (object information), and calculates the possibility of collision between the vehicle 1 and the avoidance object. The working condition of the collision avoidance control is that the possibility of collision between the vehicle 1 and the avoidance object is above the threshold.

[0112] As another example of driving assist control, lane departure suppression control is considered. For example, when the vehicle 1 shakes in the driving lane and approaches the dividing line (white line) of the driving lane, the lane departure suppression control performs a steering operation to return the vehicle 1 to the center of the driving lane. To this end, the second control device 220 identifies the dividing line of the driving lane in which the vehicle 1 is traveling based on the second surrounding condition information 254, and monitors the distance between the vehicle 1 and the dividing line. The first operating condition of the lane departure suppression control is the condition that the distance between the vehicle 1 and the dividing line of the driving lane becomes less than a predetermined distance threshold.

[0113] In addition, when it is predicted that the vehicle 1 cannot turn completely on the curve ahead, the lane departure suppression control decelerates the vehicle 1. To this end, the second control device 220 obtains the road shape ahead of the vehicle 1 based on the second map information 251 and the second position information 252. Moreover, the second control device 220 determines whether the vehicle 1 can turn on the curve ahead without leaving the driving lane based on the road shape and the second vehicle state information 253 (vehicle speed, etc.). At this time, the second control device 220 can make a determination considering the road surface state (road surface friction coefficient). The road surface state can be inferred by a known technique using the second vehicle state information 253 or the second surrounding condition information 254. The second operating condition of the lane departure suppression control is the condition that it is determined that the vehicle 1 cannot turn completely on the curve ahead without leaving the driving lane.

[0114] If the driving assist control activation condition is satisfied (step S220; Yes), the process proceeds to step S230. On the other hand, if the driving assist control activation condition is not satisfied (step S220; No), the process proceeds to step S250.

[0115] 3-3-3. Step S230

[0116] The second control device 220 generates a second target trajectory TR2 for the driving assist control. For example, the second target trajectory TR2 for the collision avoidance control requests at least one of steering and deceleration of the vehicle 1 in order to avoid a collision with an avoidance object.

[0117] As another example, when the first operating condition of the lane departure suppression control is satisfied, the second target trajectory TR2 requests a steering operation to return the vehicle 1 to the center of the driving lane. When the second operating condition of the lane departure suppression control is satisfied, the second target trajectory TR2 requests a deceleration of the vehicle 1 in order to suppress the lane departure at the curve ahead.

[0118] The second control device 220 stores the information of the second target trajectory TR2 in the second storage device 222. Then, the process proceeds to step S240.

[0119] 3-3-4. Step S240

[0120] The first target trajectory TR1 for automatic driving and the second target trajectory TR2 for driving assist control are both generated simultaneously. Therefore, the second control device 220 mediates between the first target trajectory TR1 and the second target trajectory TR2. In particular, according to the present embodiment, the second control device 220 performs vehicle driving control by giving priority to the second target trajectory TR2 over the first target trajectory TR1. In other words, the second control device 220 performs vehicle driving control by giving more "weight" to the second target trajectory TR2 than to the first target trajectory TR1.

[0121] Fig.11 : is a schematic diagram showing an example of the process in step S240. The second control device 220 performs a mediation process to determine the final target trajectory TR from the first target trajectory TR1 and the second target trajectory TR2. The target trajectory TR is expressed by the following equation (1).

[0122] Formula (1): TR = W1 × TR1 + W2 × TR2

[0123] The first weight W1 is the weight of the first target track TR1 relative to the target track TR. The second weight W2 is the weight of the second target track TR2 relative to the target track TR. The second weight W2 is greater than the first weight W1 (W2>W1). That is, the first weight W1 is greater than 0 and less than 0.5, and the second weight W2 is greater than 0.5 and less than 1. The case where the first weight W1 is 0 and the second weight W2 is 1 is equivalent to the case where the second target track TR2 is selected as the target track TR.

[0124] The second control device 220 calculates the requested control amount CON requested for the vehicle 1 to follow the target trajectory TR. The second control device 220 controls the operation of the travel device 240, that is, controls at least one of steering, acceleration, and deceleration, based on the requested control amount CON.

[0125] Fig.12It is a schematic diagram showing another example of the process in step S240. Fig.12 The processing shown is also included in “giving a higher weight to the second target trajectory TR2 than to the first target trajectory TR1 to execute the vehicle travel control”.

[0126] More specifically, the second control device 220 calculates the requested control amount CON requested in order for the vehicle 1 to follow the first target track TR1 as the "first requested control amount CON1". In addition, the second control device 220 calculates the requested control amount CON requested in order for the vehicle 1 to follow the second target track TR2 as the "second requested control amount CON2". Furthermore, the second control device 220 performs a mediation process of combining the first requested control amount CON1 and the second requested control amount CON2 to determine the final requested control amount CON. The requested control amount CON is expressed by the following formula (2).

[0127] Formula (2): CON = W1 × CON1 + W2 × CON2

[0128] The first weight W1 is the weight of the first requested control amount CON1 relative to the requested control amount CON. The second weight W2 is the weight of the second requested control amount CON2 relative to the requested control amount CON. The second weight W2 is greater than the first weight W1 (W2>W1). That is, the first weight W1 is greater than 0 and less than 0.5, and the second weight W2 is greater than 0.5 and less than 1. The case where the first weight W1 is 0 and the second weight W2 is 1 is equivalent to the case where the second requested control amount CON2 is selected as the requested control amount CON.

[0129] When the requested control amount CON is determined, the second control device 220 controls the operation of the travel device 240, that is, controls at least one of steering, acceleration, and deceleration, according to the requested control amount CON. Fig.12 The processing shown can also obtain Fig.11 The same effect as the situation.

[0130] 3-3-5. Step S250

[0131] The operating condition of the driving assist control is not satisfied, and the second target trajectory TR2 is not generated. The second control device 220 performs vehicle driving control using the first target trajectory TR1 received from the automatic driving control device 100 as the target trajectory TR. That is, the second control device 220 performs vehicle driving control so that the vehicle 1 follows the first target trajectory TR1.

[0132] Fig.13Schematic diagram showing the processing in step S250. The second control device 220 calculates the requested control amount CON (= CON1) requested in order for the vehicle 1 to follow the target track TR (= TR1). In addition, the second control device 220 controls the operation of the travel device 240, that is, controls at least one of steering, acceleration, and deceleration, based on the requested control amount CON (= CON1).

[0133] 4. Priority conditions

[0134] The second target trajectory TR2 does not necessarily need to be prioritized all the time. In order to realize more flexible operation, the second target trajectory TR2 may be prioritized conditionally. Hereinafter, a case where the "priority condition" for prioritizing the second target trajectory TR2 is considered will be described.

[0135] Fig.14 is a flowchart showing the processing related to the driving assistance control in consideration of the priority condition. Fig.10 The repeated descriptions are omitted appropriately. Fig.10 Compared with the case of FIG. 1 , step S235 and step S260 are added after step S230.

[0136] In step S235, the second control device 220 determines whether a priority condition for giving priority to the second target track TR2 is satisfied. When the priority condition is satisfied (step S235; Yes), the process proceeds to step S240.

[0137] On the other hand, when the priority condition is not satisfied (step S235; No), the process proceeds to step S260. In step S260, the second control device 220 performs vehicle travel control by giving priority to the first target track TR1 over the second target track TR2. In other words, the second control device 220 performs vehicle travel control by assigning a higher weight to the first target track TR1 than to the second target track TR2. For example, the second control device 220 performs vehicle travel control using the first target track TR1 as the target track TR. As a result, the following performance relative to the first target track TR1 for automatic driving is improved. That is, the continuity of automatic driving can be ensured.

[0138] In this way, the second target trajectory TR2 need not necessarily be prioritized, but the second target trajectory TR2 can be prioritized conditionally. Therefore, it is possible to appropriately utilize the driving assist control while ensuring the continuity of the automatic driving as much as possible.

[0139] Various examples of priority conditions are described below. As long as there is no contradiction, the priority condition may include two or more of the various examples described below. When at least one of the priority conditions is satisfied (step S235; yes), the process proceeds to step S240.

[0140] 4-1.Example 1

[0141] In the following description, the “first steering direction” is a steering direction requested for the vehicle 1 to follow the first target track TR1, that is, a steering direction requested by the automatic driving control device 100. On the other hand, the “second steering direction” is a steering direction requested for the vehicle 1 to follow the second target track TR2, that is, a steering direction requested by the driving assist control.

[0142] The first example of the priority condition is the case where "the second steering direction is opposite to the first steering direction". When this priority condition is satisfied, there is a possibility that the first steering direction (first target track TR1) requested by the automatic driving control device 100 is inappropriate. By giving priority to the second target track TR2 requested by the driving assist control, the discomfort and uneasiness of the occupants of the vehicle 1 and the surrounding people can be suppressed.

[0143] The second control device 220 can determine whether the second steering direction is opposite to the first steering direction by comparing the second position information 252 (the position and orientation of the vehicle 1), the first target trajectory TR1, and the second target trajectory TR2. Alternatively, the second control device 220 can calculate the first requested control amount CON1 and the second requested control amount CON2, and determine whether the second steering direction is opposite to the first steering direction by comparing the first requested control amount CON1 with the second requested control amount CON2. In this example, the first requested control amount CON1 includes a first steering control amount for steering in the first steering direction, and the second requested control amount CON2 includes a second steering control amount for steering in the second steering direction.

[0144] 4-2.Example 2

[0145] The second example of the priority condition is the case where "the second steering direction is the same as the first steering direction". When this priority condition is satisfied, it can be said that the second target track TR2 has a high affinity with the first target track TR1. Therefore, even if the second target track TR2 is prioritized, the automatic driving will not be greatly hindered, and the effect of the driving assistance control can be obtained. That is, it is possible to achieve a balance between automatic driving and driving assistance control.

[0146] The second control device 220 can determine whether the second steering direction is the same as the first steering direction by comparing the second position information 252, the first target trajectory TR1, and the second target trajectory TR2. Alternatively, the second control device 220 can determine whether the second steering direction is the same as the first steering direction by comparing the first requested control amount CON1 with the second requested control amount CON2.

[0147] 4-3.Example 3

[0148] Here, consider the case where the target trajectory TR includes not only the target position [Xi, Yi] of the vehicle 1 but also the target speed [VXi, VYi] (see Figure 1 ). The third example of the priority condition is "requesting acceleration to follow the first target track TR1 and requesting deceleration to follow the second target track TR2". When this priority condition is satisfied, there is a possibility that the acceleration (first target track TR1) requested by the automatic driving control device 100 is inappropriate. By giving priority to the second target track TR2 requested by the driving assist control, the discomfort and uneasiness of the occupants of the vehicle 1 and the surrounding people can be suppressed.

[0149] The second control device 220 can determine whether the third example of the priority condition is satisfied by comparing the second vehicle state information 253 (vehicle speed), the first target trajectory TR1, and the second target trajectory TR2. Alternatively, the second control device 220 can also calculate the first request control amount CON1 and the second request control amount CON2, and determine whether the third example of the priority condition is satisfied by comparing the first request control amount CON1 with the second request control amount CON2. In this example, the first request control amount CON1 includes an acceleration control amount for acceleration, and the second request control amount CON2 includes a deceleration control amount for deceleration.

[0150] 4-4.Case 4

[0151] The fourth example of the priority condition is "requesting deceleration in order to follow the first target track TR1 and requesting deceleration in order to follow the second target track TR2". When this priority condition is satisfied, it can be said that the second target track TR2 has a high affinity with the first target track TR1. Therefore, even if the second target track TR2 is prioritized, the automatic driving will not be greatly hindered, and the effect of the driving assistance control can be obtained. That is, it is possible to achieve a balance between automatic driving and driving assistance control.

[0152] The second control device 220 can determine whether the fourth example of the priority condition is satisfied by comparing the second vehicle state information 253 (vehicle speed), the first target trajectory TR1, and the second target trajectory TR2. Alternatively, the second control device 220 can also determine whether the fourth example of the priority condition is satisfied by comparing the first requested control amount CON1 and the second requested control amount CON2.

[0153] 4-5.Example 5

[0154] The fifth example is a variation of the fourth example. In the following description, the “first deceleration” is the deceleration requested for the vehicle 1 to follow the first target track TR1, that is, the deceleration requested by the automatic driving control device 100. On the other hand, the “second deceleration” is the deceleration requested for the vehicle 1 to follow the second target track TR2, that is, the deceleration requested by the driving assist control.

[0155] In the fifth example, the case where the first deceleration is greater than the deceleration threshold is particularly considered. The deceleration threshold is the upper limit of the deceleration range desired from the perspective of stable behavior of the vehicle 1. From the perspective of stable behavior of the vehicle 1, the case where the first deceleration is greater than the deceleration threshold is not appropriate.

[0156] From the above viewpoints, the fifth example of the priority condition is "the first deceleration is greater than the deceleration threshold and the second deceleration is less than the first deceleration." By giving priority to the second deceleration (the second target trajectory TR2) to alleviate the high deceleration state, unstable behavior of the vehicle 1 can be suppressed.

[0157] The second control device 220 calculates a first requested control amount CON1 and a second requested control amount CON2. The first requested control amount CON1 includes a first deceleration control amount for generating a first deceleration. The second requested control amount CON2 includes a second deceleration control amount for generating a second deceleration. The second control device 220 can determine whether the fifth example of the priority condition is satisfied by comparing the first requested control amount CON1 with the second requested control amount CON2.

[0158] 4-6. Example 6

[0159] In the fifth example described above, the deceleration can also be replaced by the lateral acceleration (lateral G). In the following description, the "first lateral acceleration" is the lateral acceleration requested in order for the vehicle 1 to follow the first target track TR1, that is, the lateral acceleration requested by the automatic driving control device 100. On the other hand, the "second lateral acceleration" is the lateral acceleration requested in order for the vehicle 1 to follow the second target track TR2, that is, the lateral acceleration requested by the driving assist control. The lateral acceleration threshold is the upper limit value of the lateral acceleration range desired from the perspective of the stable behavior of the vehicle 1. From the perspective of the stable behavior of the vehicle 1, it is not appropriate for the first lateral acceleration to be above the lateral acceleration threshold.

[0160] The sixth example of the priority condition is “the first lateral acceleration is equal to or greater than the lateral acceleration threshold and the second lateral acceleration is lower than the first lateral acceleration.” By giving priority to the second lateral acceleration (the second target trajectory TR2 ), the high lateral acceleration state can be alleviated and unstable behavior of the vehicle 1 can be suppressed.

[0161] The second control device 220 calculates a first requested control amount CON1 and a second requested control amount CON2. The first requested control amount CON1 includes a first travel control amount that generates a first lateral acceleration. The second requested control amount CON2 includes a second travel control amount that generates a second lateral acceleration. The second control device 220 can determine whether the sixth example of the priority condition is satisfied by comparing the first requested control amount CON1 with the second requested control amount CON2.

[0162] 4-7.Example 7

[0163] The seventh example of the priority condition includes the case where "the second requested control amount CON2 is greater than the first requested control amount CON1". That is, the seventh example of the priority condition includes the case where "the second deceleration is greater than the first deceleration". In addition, the seventh example of the priority condition includes the case where "the second lateral acceleration is greater than the first lateral acceleration". Similarly, the seventh example of the priority condition includes the case where "the second steering angle requested to follow the second target track TR2 is greater than the first steering angle requested to follow the first target track TR1".

[0164] From the perspective of driving assist control, the second requested control amount CON2 being larger than the first requested control amount CON1 means that the first requested control amount CON1 is insufficient. By giving priority to the second requested control amount CON2 (second target trajectory TR2), the insufficiency of the first requested control amount CON1 can be compensated, thereby increasing the effect of driving assist control.

[0165] The second control device 220 calculates the first requested controlled amount CON1 and the second requested controlled amount CON2. The second control device 220 compares the first requested controlled amount CON1 and the second requested controlled amount CON2 to determine whether the seventh example of the priority condition is satisfied.

[0166] 4-8. Case 8

[0167] The eighth example of the priority condition includes the case where "the second requested control amount CON2 is smaller than the first requested control amount CON1". That is, the eighth example of the priority condition includes the case where "the second deceleration is lower than the first deceleration". In addition, the eighth example of the priority condition includes the case where "the second lateral acceleration is lower than the first lateral acceleration". Similarly, the eighth example of the priority condition includes the case where "the second steering angle requested to follow the second target track TR2 is smaller than the first steering angle requested to follow the first target track TR1".

[0168] From the perspective of driving assist control, the fact that the first requested control amount CON1 is greater than the second requested control amount CON2 means that the first requested control amount CON1 is excessive. For example, when the first deceleration is excessive, the behavior of the vehicle 1 becomes unstable, and there is a concern that the vehicle 1 will be rear-ended by a following vehicle. Since the effect of driving assist control can be obtained even with a relatively low second deceleration, the effect of driving assist control can be fully obtained without significantly changing the behavior of the vehicle 1 by giving priority to the second deceleration (second target track TR2).

[0169] The second control device 220 calculates the first requested controlled amount CON1 and the second requested controlled amount CON2. The second control device 220 compares the first requested controlled amount CON1 and the second requested controlled amount CON2 to determine whether the eighth example of the priority condition is satisfied.

[0170] 4-9. Case 9

[0171] In the following description, the first reliability is the reliability of the automatic driving control device 100. The second reliability is the reliability of the driving assist control of the vehicle driving control device 200. The ninth example of the priority condition is "the second reliability is higher than the first reliability". By giving priority to the second target track TR2, the effect of the driving assist control with high reliability can be obtained.

[0172] As a method for calculating the reliability, various examples are conceivable. For example, the reliability can be calculated based on the sensor configuration and sensor performance of each of the automatic driving control device 100 and the vehicle travel control device 200.

[0173] The first information acquisition device 110 of the automatic driving control device 100 includes a first surrounding condition sensor 114 (see Figure 5 , Figure 6 ). As sensors that can be used as the first surrounding condition sensor 114, cameras, laser radars, radars, sonars, etc. can be cited. The more types of sensors included in the first surrounding condition sensor 114, the more the first reliability increases. In addition, the more the number of sensors of the same type included in the first surrounding condition sensor 114 increases, the more the first reliability increases. For example, in the case where the first surrounding condition sensor 114 includes multiple cameras that shoot the front, back, left, and right directions of the vehicle 1, the first reliability becomes higher. In addition, the higher the performance (field of view angle, resolution, effective range, spatial resolution, etc.) of each sensor included in the first surrounding condition sensor 114, the more the first reliability increases. The first reliability can be pre-calculated using a prescribed mapping, etc. Alternatively, the first reliability can be calculated in real time based on the status (valid / invalid) of each sensor included in the first surrounding condition sensor 114. The first reliability can be a numerical value or a hierarchy (level).

[0174] On the other hand, the second information acquisition device 210 of the vehicle travel control device 200 includes a second surrounding condition sensor 214 (see Figure 8 , Fig. 9 ). Similarly to the first reliability of the first surrounding condition sensor 114 , the second reliability of the second surrounding condition sensor 214 can be calculated.

[0175] The second control device 220 obtains the first reliability information indicating the first reliability of the automatic driving control device 100. For example, the first reliability information is provided in advance by the developer of the automatic driving control device 100. As another example, the first control device 120 of the automatic driving control device 100 may calculate the first reliability and send the first reliability information to the vehicle driving control device 200 through the first input-output interface 130. As another example, the first control device 120 of the automatic driving control device 100 may send the information required for calculating the first reliability to the vehicle driving control device 200 through the first input-output interface 130. In this case, the second control device 220 calculates the first reliability based on the information received from the automatic driving control device 100 and generates the first reliability information. The first reliability information is stored in the second storage device 222.

[0176] In addition, the second control device 220 obtains second reliability information indicating a second reliability of the driving assist control. For example, the second reliability information is provided in advance by a developer of the vehicle driving control device 200. As another example, the second control device 220 may calculate the second reliability and generate the second reliability information. The second reliability information is stored in the second storage device 222. Furthermore, the second control device 220 determines whether the second reliability is higher than the first reliability by comparing the first reliability information with the second reliability information.

[0177] 4-10. Case 10

[0178] Here, collision avoidance control for assisting the vehicle 1 in avoiding collision with surrounding objects is considered as the driving assist control. When the operation condition of the collision avoidance control is satisfied, the second control device 220 predicts the severity of damage caused by the collision based on the second driving environment information 250 .

[0179] For example, the greater the relative speed between vehicle 1 and the object (avoidance object), the greater the severity. In addition, the severity when the object is a person is higher than the severity when the object is not a person. This information can also be considered when determining the hardness and size of the object based on the detection result of the object. The collision mode (frontal collision, offset collision, side collision, etc.) can also be considered. The severity can also be calculated using a specified mapping. The severity can be a numerical value or a hierarchy (grade).

[0180] The tenth example of the priority condition is “the severity of damage caused by the collision between the vehicle 1 and the surrounding objects is greater than or equal to a threshold value.” In this case, the collision avoidance control can be appropriately used while ensuring the continuity of the automatic driving as much as possible.

[0181] 5. Modifications

[0182] 5-1. First Modification

[0183] The operating conditions of the driving assist control in step S220 may be set variably according to the driving state of the vehicle 1 .

[0184] As an example, consider a case where the driver manually drives the vehicle 1. In this case, it is expected that the driving assist control covers the driver's driving operation error. However, if the driving assist control works too early, it will hinder the driver's driving operation and destroy the comfort. In view of this, in the case of manual driving, it is difficult to set the working condition to the driving assist control to work compared to the case of automatic driving. In addition, as the level of automatic driving increases, it becomes easier to set the working condition to the driving assist control.

[0185] As another example, consider a case where an operator at a control center remotely controls vehicle 1. In this case of remote control, the operator identifies an object while checking a camera image or the like sent from vehicle 1, and issues instructions to vehicle 1. However, due to communication delays and limitations on camera performance (angle of view, resolution), there is a possibility that object recognition and instruction timing may be delayed or wrong. In view of this, in the case of remote control, setting the operating condition to driving assist control is easier to operate than in other cases.

[0186] 5-2. Second Modification

[0187] In step S230, the second control device 220 may directly calculate the control amount of the driving device 240 for driving assist control without generating the second target trajectory TR2. Hereinafter, at least one of the control amount of steering, acceleration, and deceleration requested by the driving assist control is referred to as "driving assist control amount". For example, the second control device 220 calculates the driving assist control amount of at least one of the steering and deceleration required to avoid a collision with an avoidance object. This driving assist control amount is equivalent to the second requested control amount CON2 described above.

[0188] The "second target track TR2" in the above embodiment is replaced by the "driving assist control amount". That is, when the driving assist control amount is calculated during the automatic driving process, the second control device 220 assigns a higher weight to the driving assist control amount than the first target track TR1 to perform vehicle driving control (step S240). In other words, the second control device 220 assigns a higher weight to the driving assist control amount than the first requested control amount CON1 to perform vehicle driving control (refer to Fig.12 ).

[0189] Alternatively, when the driving assist control amount is calculated during the automatic driving process, the second control device 220 determines whether the priority condition for giving priority to the driving assist control amount is satisfied (step S235). For example, the second control device 220 determines whether the priority condition is satisfied by comparing the first request control amount CON1 with the driving assist control amount. When the priority condition is satisfied (step S235; yes), the second control device 220 assigns a higher weight to the driving assist control amount than the first target track TR1 to perform vehicle driving control (step S240). On the other hand, when the priority condition is not satisfied (step S235; no), the second control device 220 assigns a higher weight to the first target track TR1 than the driving assist control amount to perform vehicle driving control (step S260).

[0190] According to this modification, the same effects as those of the above-described embodiment can be obtained.

[0191] 5-3. Third Modification

[0192] Fig.15 The second control device 220 (the second processor 221) generates the same information as in step S240 (see step S241). Fig.10 , Fig.14 ) related log information 260, and stores the log information 260 in the second storage device 222.

[0193] The log information 260 includes at least the position where step S240 is executed. The log information 260 may include the first target trajectory TR1 and the second target trajectory TR2. The log information 260 may include the second driving environment information 250 for a certain period including the timing of executing step S240.

[0194] Such log information 260 is useful. For example, the location where step S240 is executed can be removed from the autonomous driving permission area (or ODD (Operational Design Domain)). As another example, the difference between the first target track TR1 and the second target track TR2 can be analyzed. As another example, the reason why the first target track TR1 and the second target track TR2 are inconsistent can be analyzed.

[0195] The second control device 220 can transmit the log information 260 to the automatic driving management server via the second communication device 215. The automatic driving management server performs setting of the automatic driving permission area and various analyses based on the log information 260.

[0196] 5-4. Fourth Modification

[0197] Fig.16 4 is a block diagram showing a configuration of a vehicle control system 10 according to a fourth modification of the present embodiment. The vehicle control system 10 includes an information acquisition device 310 , a control device 320 , and a travel device 340 .

[0198] The information acquisition device 310 acquires driving environment information 350. The information acquisition device 310 is the same as the first information acquisition device 110 or the second information acquisition device 210. The driving environment information 350 is the same as the first driving environment information 150 or the second driving environment information 250. The driving device 340 is the same as the driving device 240.

[0199] The control device 320 includes a processor 321 and a storage device 322. Various information is stored in the storage device 322. For example, the driving environment information 350 acquired by the information acquisition device 310 is stored in the storage device 322. The processor 321 executes a control program. The control program is stored in the storage device 322 or recorded in a computer-readable recording medium. The processor 321 implements various processes of the control device 320 by executing the control program.

[0200] The control device 320 has both the function of the first control device 120 of the automatic driving control device 100 and the function of the second control device 220 of the vehicle driving control device 200. That is, the information acquisition device 310 and the control device 320 are equivalent to the automatic driving control device 100, and the information acquisition device 310, the control device 320 and the driving device 340 are equivalent to the vehicle driving control device 200.

[0201] In general, the vehicle control system 10 according to the present embodiment includes one processor (processor 321) or multiple processors (first processor 121 and second processor 221). One or more processors perform processing as the automatic driving control device 100 and the vehicle driving control device 200 based on driving environment information stored in one or more storage devices.

Claims

1. A vehicle control system for controlling a vehicle that is performing automatic driving, wherein: The vehicle control system comprises: A vehicle driving control device that performs vehicle driving control for controlling steering, acceleration, and deceleration of the vehicle so that the vehicle follows a target track; and The automatic driving control device generates a first target trajectory which is the target trajectory for the automatic driving of the vehicle. The vehicle driving control device is further configured as follows: determining whether an operating condition of a driving assist control for controlling at least one of the steering, the acceleration and the deceleration for the purpose of at least one of improving the driving safety or comfort of the vehicle, reducing the discomfort or uneasiness of the occupants of the vehicle and stabilizing the behavior of the vehicle is satisfied, When the operation condition is satisfied, generating a second target trajectory which is the target trajectory for the driving assist control, During the automatic driving process, the vehicle driving control device obtains the first target track generated by the automatic driving control device. When the working condition is satisfied during the automatic driving process and the second target track is generated in addition to the first target track, the vehicle driving control device compares the first target track obtained from the automatic driving control device with the generated second target track, and determines whether a priority condition for giving priority to the second target track is satisfied based on the relationship between the first target track and the second target track. When the priority condition is satisfied, the vehicle driving control device assigns a higher weight to the second target track than to the first target track to perform the vehicle driving control. In the vehicle travel control, the vehicle travel control device calculates a requested control amount of at least one of the steering, acceleration, and deceleration requested in order for the vehicle to follow the target track, and controls at least one of the steering, acceleration, and deceleration according to the requested control amount. The first requested control amount is the requested control amount requested in order to make the vehicle follow the first target trajectory. The second requested control amount is the requested control amount requested in order to make the vehicle follow the second target trajectory. Assigning the second target trajectory with a higher weight than the first target trajectory includes determining the requested control amount by combining the first requested control amount having a first weight and the second requested control amount having a second weight greater than the first weight.

2. The vehicle control system according to claim 1, wherein: The priority condition includes a condition that a second steering direction requested for the vehicle to follow the second target trajectory is opposite to a first steering direction requested for the vehicle to follow the first target trajectory.

3. The vehicle control system according to claim 1, wherein: The priority condition includes a condition that a second steering direction requested for the vehicle to follow the second target trajectory is the same as a first steering direction requested for the vehicle to follow the first target trajectory.

4. The vehicle control system according to claim 1, wherein: The priority condition includes a condition that the acceleration is requested in order for the vehicle to follow the first target trajectory, and the deceleration is requested in order for the vehicle to follow the second target trajectory.

5. The vehicle control system according to claim 1, wherein: The priority condition includes a condition that the deceleration is requested in order for the vehicle to follow the first target trajectory and the deceleration is requested in order for the vehicle to follow the second target trajectory.

6. The vehicle control system according to claim 1, wherein: The priority condition includes a condition that a first deceleration requested for the vehicle to follow the first target trajectory is equal to or greater than a deceleration threshold and a second deceleration requested for the vehicle to follow the second target trajectory is lower than the first deceleration.

7. The vehicle control system according to claim 1, wherein: The priority condition includes a condition that a first lateral acceleration requested for the vehicle to follow the first target trajectory is equal to or greater than a lateral acceleration threshold value and a second lateral acceleration requested for the vehicle to follow the second target trajectory is lower than the first lateral acceleration.

8. The vehicle control system according to any one of claims 2 to 7, wherein: The vehicle travel control device determines whether the priority condition is satisfied by comparing the first requested controlled amount and the second requested controlled amount.

9. The vehicle control system according to claim 1, wherein: The priority condition includes a condition that the second requested control amount is greater than the first requested control amount.

10. The vehicle control system according to claim 1, wherein: The priority condition includes a condition that the second requested control amount is smaller than the first requested control amount.

11. The vehicle control system according to any one of claims 1 to 7, wherein: The vehicle control system further comprises a storage device, The vehicle driving control device stores the log information in the storage device, The log information includes at least a position where the vehicle travel control device assigns the weight to the second target trajectory more than the first target trajectory and executes the vehicle travel control.

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