Vehicle Control Systems

Abstract

The present invention provides a vehicle control system that can seek optimization of preventive safety control corresponding to the degree of participation of the occupants in driving. The vehicle control system comprises: a first unit that generates a target trajectory for automatic driving; and a second unit that performs vehicle driving control so that the vehicle follows the target trajectory. The second unit is configured to control a driving control amount as a control amount of vehicle driving control during automatic driving, obtain driving environment information representing the driving environment around the vehicle, and based on the driving environment information, perform preventive safety control that intervenes in the driving control amount so as to prevent or avoid a collision between the vehicle and an obstacle. Moreover, the second unit is configured to obtain a driving participation degree representing the degree of participation of a person in driving the vehicle in the preventive safety control, and change the degree of intervention in the driving control amount in the preventive safety control based on the driving participation degree.

Description

Technical Field

[0001] The present invention relates to a vehicle control system for controlling a vehicle that performs automatic driving. Background Art

[0002] Patent document 1 discloses a technology for an automatic driving control device for performing automatic driving of a vehicle. In this technology, whether the conditions for performing automatic driving are satisfied is determined based on the detection accuracy of a detection unit, wherein the detection unit obtains at least one of the driving state of the vehicle, the surrounding conditions of the vehicle, and the state of the driver. Furthermore, if it is determined that the conditions for performing automatic driving are not satisfied, the following control is performed: a notification is given to the driver to urge the automatic driving to be cancelled.

[0003] In addition, Patent Document 2 discloses a technology related to a pre-crash safety system (PCS). In the pre-crash safety system of this technology, the following functions are realized: by determining in advance the condition of the own vehicle that cannot avoid a collision, the safety equipment is started (activated) at an early stage, thereby reducing the collision damage.

[0004] Prior art literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2014-106854

[0006] Patent Document 2: Japanese Patent Application Publication No. 2006-1369 Summary of the invention

[0007] Problems to be solved by the invention

[0008] During the automatic driving of the vehicle, a target trajectory is generated by an automatic driving system that manages the automatic driving, and the vehicle performs vehicle travel control that controls steering, acceleration, and deceleration so as to follow the generated target trajectory.

[0009] Here, as in the above-mentioned pre-collision safety system, the following situation is considered: preventive safety control is performed during the automatic driving of the vehicle. Preventive safety control is a control that intervenes (intervenes) in the control amount of the vehicle's driving control by judging the driving environment around the vehicle in advance. Preventive safety control is a control that contributes to safety, but excessive intervention may make the occupant (driver) feel uncomfortable and / or uneasy. Such occupant feelings vary depending on the extent to which the occupant is involved in the current vehicle driving. Therefore, from the perspective of the occupant's degree of participation in driving, there is still room for further optimization of preventive safety control in automatic driving.

[0010] The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to provide a vehicle control system capable of optimizing preventive safety control according to the degree of participation of an occupant in driving.

[0011] Technical solutions to solve problems

[0012] In order to solve the above-mentioned problems, the first invention is applied to a vehicle control system for controlling a vehicle capable of performing automatic driving. The vehicle control system comprises: a first unit, which generates a target trajectory for automatic driving based on a driving plan of the vehicle; and a second unit, which performs vehicle driving control for controlling the steering, acceleration and deceleration of the vehicle so that the vehicle follows the target trajectory. The second unit is configured to control a driving control amount as a control amount of vehicle driving control during automatic driving, obtain driving environment information representing the driving environment around the vehicle, and perform preventive safety control for intervening in the driving control amount based on the driving environment information so as to prevent or avoid a collision between the vehicle and an obstacle. Moreover, the second unit is configured to obtain a driving participation degree representing the degree of human participation in driving the vehicle in the preventive safety control, and change the degree of intervention in the driving control amount in the preventive safety control based on the driving participation degree.

[0013] The second invention further has the following features in the first invention.

[0014] The second means is configured to change the intervention degree so that the activation (operation) timing of the preventive safety control is earlier than the activation timing when the driving participation degree is high during the preventive safety control when the driving participation degree is low.

[0015] The third invention further has the following features in the first or second invention.

[0016] The first unit may be configured to calculate the driving engagement level based on the autonomous driving information associated with the autonomous driving, and to send the driving engagement level to the second unit.

[0017] The fourth invention has the following features in addition to the third invention.

[0018] The automatic driving information is whether a target trajectory is generated. The first unit is configured to calculate the driving participation as a lower value when the target trajectory is generated than when the target trajectory is not generated.

[0019] The fifth invention further has the following features in the third invention.

[0020] The automatic driving information is the amount of operation of a driving device of a vehicle by a person. The first unit is configured to calculate the driving participation degree based on the amount of operation.

[0021] The sixth invention further has the following features in the first or second invention.

[0022] The first unit is configured to transmit autonomous driving information related to autonomous driving to the second unit. The second unit is configured to calculate a driving engagement level based on the autonomous driving information obtained from the first unit.

[0023] The seventh invention further has the following features in the sixth invention.

[0024] The automatic driving information is a target trajectory. The second unit is configured to calculate the driving participation degree as a higher value when the received target trajectory is an invalid value than when the received target trajectory is a valid value.

[0025] The eighth invention further has the following features in the sixth invention.

[0026] The automatic driving information is a target trajectory. The second unit is configured to calculate the driving participation degree based on the degree of consistency between the received target trajectory and the current behavior of the vehicle.

[0027] Effects of the Invention

[0028] According to the vehicle control system of the present invention, the second unit can grasp the driving participation indicating the degree of driver's participation in vehicle driving. As the driving participation changes, the performance required of the preventive safety control also changes. Therefore, according to the present invention, the second unit can determine the degree of intervention of the preventive safety control after taking into account the driving participation. Thereby, the discomfort and / or uneasiness of the occupants can be suppressed, and high safety can be ensured. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a block diagram showing a configuration example for explaining the outline of the vehicle control system according to the first embodiment.

[0030] Figure 2 FIG. 1 is a diagram schematically showing an example of a region where the activation condition is satisfied.

[0031] Figure 3 The diagram shows a situation in which a preceding vehicle (front vehicle) V1 of a vehicle M1 turns left.

[0032] Figure 4 This is a diagram showing an example of the activation timing of the preventive safety control when the preceding vehicle turns left.

[0033] Figure 5 This is a block diagram showing a configuration example of the first unit involved in the first embodiment.

[0034] Figure 6This is a flowchart showing a control routine of a target trajectory generation process executed by a first control device of a first unit according to the first embodiment.

[0035] Figure 7 This is a block diagram showing a configuration example of the second unit involved in the first embodiment.

[0036] Figure 8 This is a flowchart showing a routine of processing related to the collision avoidance control executed by the second control device according to the first embodiment.

[0037] Fig. 9 This is a flowchart showing a control routine of the intervention degree change control executed by the second control device according to the first embodiment.

[0038] Fig.10 This is a diagram showing a modified example of the configuration of the vehicle control system according to the first embodiment.

[0039] Description of symbols

[0040] 10 first unit; 12 first control device; 14 first information acquisition device; 20 second unit; 22 second control device; 24 second information acquisition device; 26 traveling device; 30 motion control function unit; 40 preventive safety function unit; 100 vehicle control system; 122 first processor; 124 first storage device; 126 first input-output interface; 140 driving environment information; 141 peripheral condition sensor; 142 vehicle status sensor; 143 vehicle position sensor; 144 communication device; 145 driver status sensor; 222 second processor; 224 second storage device; 226 second input-output interface; 240 driving environment information; 241 peripheral condition sensor; 242 vehicle status sensor; 300 control device; 302 processor; 304 storage device; 310 information acquisition device; 320 traveling device. DETAILED DESCRIPTION

[0041] Hereinafter, the embodiments of the present invention will be described with reference to the accompanying drawings. However, in the embodiments shown below, when the numerical values ​​of the number, quantity, amount, range, etc. of each element are mentioned, the present invention is not limited to the numerical values ​​mentioned, except for the cases where they are particularly clearly stated and / or the cases where they are clearly specified as the numerical values ​​in principle. In addition, the structures and / or steps described in the embodiments shown below are not necessarily necessary for the present invention, except for the cases where they are particularly clearly stated and / or the cases where they are clearly specified as the structures and / or steps in principle.

[0042] 1. Implementation Method 1.

[0043] 1-1. Overall Configuration of Vehicle Control System According to Embodiment 1

[0044] First, a schematic configuration of a vehicle control system according to the present embodiment will be described. Figure 1 This is a block diagram showing a configuration example for explaining the outline of the vehicle control system according to the first embodiment. Figure 1 The vehicle control system 100 shown is installed in a vehicle. Hereinafter, the vehicle equipped with the vehicle control system 100 will also be referred to as "vehicle M1". Vehicle M1 is a vehicle with an automatic driving function, and in addition to manual driving by an occupant (driver), automatic driving by the vehicle control system 100 is also possible. As the automatic driving here, automatic driving of level 3 or above in the level definition of SAE (Society of Automotive Engineers) is envisioned. In addition, the power source of vehicle M1 is not limited.

[0045] The vehicle control system 100 controls the vehicle M1. Alternatively, at least a portion of the vehicle control system 100 may be disposed in an external device outside the vehicle to remotely control the vehicle. In other words, the vehicle control system 100 may be disposed in a distributed manner in the vehicle M1 and the external device.

[0046] like Figure 1 As shown, the vehicle control system 100 is configured to include a first unit 10 and a second unit 20. The first unit 10 is an automatic driving system for managing the automatic driving of the vehicle M1. The second unit 20 is a vehicle driving system for controlling the vehicle driving of the vehicle M1. The first unit 10 and the second unit 20 can be either physically separate devices or the same devices. In the case where the first unit 10 and the second unit 20 are physically separate devices, they exchange required information through communication. The following describes their system functions.

[0047] The first unit 10 includes a first information acquisition device 14. The first information acquisition device 14 acquires various information using sensors mounted on the vehicle M1. The information acquired by the sensors mounted on the vehicle M1 is information indicating the driving environment of the vehicle M1. In the following description, this information is referred to as "driving environment information 140". The driving environment information 140 includes vehicle position information indicating the position of the vehicle M1, vehicle state information indicating the state of the vehicle M1, surrounding state information indicating the state around the vehicle M1, driver information indicating the state of the driver of the vehicle M1, and the like.

[0048] The first unit 10 has a function for executing a target trajectory generation process. Map information is used in the target trajectory generation process. The map information includes various information associated with a location. In addition, the map information is not limited to general road maps and navigation maps, and may also include map information of various viewpoints. For example, the map information may also include the location of a stationary object on the road illustrated as a guardrail, a wall, etc., a road surface, a white line, a pillar, or a road sign.

[0049] The first unit 10 generates a driving plan for the vehicle M1 in automatic driving based on the map information and the driving environment information 140. The driving plan includes maintaining the current driving lane, changing lanes, avoiding obstacles, overtaking the vehicle in front, parking by the roadside, etc. In addition, the first unit 10 generates a target trajectory required for the vehicle M1 to drive according to the driving plan.

[0050] Here, the target trajectory includes at least a set of target positions [Xi, Yi] of the vehicle M1 on the road on which the vehicle M1 is traveling. In addition, the X direction here is the front direction of the vehicle M1, and the Y direction is the plane direction orthogonal to the X direction. In addition, the target trajectory may also include a target speed [VXi, VYi] for each target position [Xi, Yi]. The first unit 10 outputs the generated target trajectory to the second unit 20.

[0051] The second unit 20 includes a motion control function unit 30 that performs vehicle driving control of the vehicle M1. In the vehicle driving control, the motion control function unit 30 controls the control quantities related to the steering, acceleration and deceleration of the vehicle M1. These control quantities are referred to as "driving control quantities" hereinafter. During the automatic driving of the vehicle M1, the motion control function unit 30 of the second unit 20 receives the target trajectory from the first unit 10. Basically, the motion control function unit 30 controls the driving control quantity of the vehicle M1 so that the vehicle M1 follows the target trajectory. Typically, the motion control function unit 30 calculates the deviation of various state quantities of the vehicle M1 from the target trajectory (such as lateral deviation, yaw angle deviation, speed deviation, etc.), and calculates the driving control quantity so that the deviation is reduced.

[0052] The calculated running control amount is output to the running device 26. The running device 26 includes devices for driving, braking, and steering the vehicle M1. The running device 26 controls the running of the vehicle M1 based on the input running control amount.

[0053] The second unit 20 also includes a preventive safety function unit 40 that performs preventive safety control of the vehicle M1. In the preventive safety control, the preventive safety function unit 40 intervenes in the vehicle control amount of the vehicle M1 for the purpose of preventing, avoiding or reducing the collision between the vehicle M1 and the obstacle. As such a preventive safety control, for example, a collision avoidance control (PCS) can be exemplified. The collision avoidance control assists in the collision avoidance between the vehicle M1 and the surrounding avoidance objects. In addition, the preventive safety control also includes risk avoidance control, which is a control that controls the vehicle control amount of the vehicle M1 at an earlier timing than the collision avoidance control (PCS) in order to prevent possible risks in the future.

[0054] In the collision avoidance control, the preventive safety function unit 40 determines whether the start condition of the collision avoidance control is satisfied based on the driving environment information indicating the driving environment of the vehicle M1. Here, for example, "the collision margin time (TTC: Time To Collision) from the vehicle M1 to the avoidance object is less than a predetermined threshold value" is used as the start condition. Figure 2 , an example of an area where the activation condition is satisfied is schematically shown. In the example shown in the figure, when the vehicle M1 rushes into the activation condition satisfied area at the position P1, the preventive safety function unit 40 calculates the driving control amount for avoiding a collision with the avoidance object. Hereinafter, the driving control amount calculated by the preventive safety function unit 40 is referred to as the "intervention driving control amount". The calculated intervention driving control amount is output to the motion control function unit 30.

[0055] Basically, the motion control function unit 30 calculates the travel control amount of the vehicle M1 so that the vehicle M1 follows the target trajectory. However, when the intervention travel control amount is input from the preventive safety function unit 40 , the motion control function unit 30 outputs the input intervention travel control amount to the travel device 26 .

[0056] 1-2. Features of the vehicle control system according to Embodiment 1

[0057] Next, the features of the vehicle control system of this embodiment are described. As an example, Figure 3 The situation in which the vehicle V1 preceding the vehicle M1 makes a left turn is shown. When the vehicle M1 is traveling based on manual driving, for example, the driver can recognize the display of the direction indicator of the vehicle V1 preceding the vehicle and understand that the vehicle V1 intends to turn left. In this situation, there is the following situation: the driver estimates that the vehicle V1 preceding the vehicle is going to turn left, and approaches the vehicle V1 by decelerating to a lesser extent than necessary. However, when the vehicle M1 approaches the vehicle V1 preceding the vehicle, for example, the start condition of the preventive safety control is met at the position P2, and intervention in the driving control amount (for example, deceleration) may be performed. If a deceleration that the driver deems unnecessary is performed, the driver may feel uncomfortable and / or uneasy.

[0058] On the other hand, when the vehicle M1 is driving based on automatic driving, even if the preventive safety control intervenes in the driving control amount, the driver riding in the vehicle M1 will not feel uncomfortable and / or uneasy as when driving manually under his / her own initiative. This is because it is not an intervention in the driver's driving behavior. Therefore, when the vehicle M1 is driving automatically, for example, it is possible to control the behavior change of the vehicle M1 and improve safety by advancing the activation timing of the preventive safety control.

[0059] In this way, different performances are required of preventive safety control under different conditions of the driver's participation in driving. Therefore, in the vehicle control system 100 of this embodiment, the degree of driver participation in driving the vehicle M1 is used as an indicator to seek optimization of preventive safety control. In the following description, the driver's participation in automatic driving is referred to as "driving participation". Driving participation is determined, for example, based on the following indicators.

[0060] In the case where the vehicle M1 is driven manually, the driving participation is higher than the driving participation in the case where the vehicle M1 is driven automatically. In addition, in the case of automatic driving of the vehicle M1, the higher the automatic driving level (for example, the automatic driving level of SAE) achieved, the lower the driving participation. When the driver temporarily overrides the operation of steering, accelerating or decelerating from the driving device 26 during the automatic driving of the vehicle M1, the driving participation is higher than that of the automatic driving without the override. In addition, in the override of the automatic driving, the longer the time of the override, the higher the driving participation. In addition, in the case of high frequency of the override of the automatic driving, the driving participation is higher than that of the case of low frequency. In the case where there is no passenger in the driver's seat in the automatic driving, the driving participation is lower than that of the case where there is a passenger in the driver's seat. In the case where the driver's awareness of driving is low, that is, when the driver is distracted or dozing off, the driving participation is lower than that of the case where it is not the case. In addition, the driving participation can be a numerical value or a level.

[0061] The driving engagement is calculated, for example, by the first unit 10 using information including the above-mentioned index. Hereinafter, such information is referred to as "autonomous driving information". In addition, the details of the driving engagement calculation process performed in the first unit 10 will be described later. The driving engagement calculated in the first unit 10 is output to the second unit 20.

[0062] The preventive safety function unit 40 of the second unit 20 changes the intervention degree of the preventive safety control based on the driving participation degree. In the following description, this control is referred to as "intervention degree change control". The intervention degree here is the degree of intervention of the preventive safety control relative to the driving control amount calculated based on the target trajectory. The intervention degree can be controlled by changing the activation conditions (e.g., activation threshold, activation timing) and / or the action amount of the preventive safety control.

[0063] Figure 4 This is a diagram showing an example of the activation timing of the preventive safety control when the preceding vehicle turns left. For example, when the driving participation is low, the preventive safety function unit 40 changes the activation condition so that the activation timing of the preventive safety control is earlier than when the driving participation is high.

[0064] In this way, the preventive safety function unit 40 changes the activation condition based on the driving participation level so that the activation timing of the preventive safety control is earlier than the activation timing under the condition of high participation level when the driver of the vehicle M1 is in a low level of participation. In this way, the activation of the preventive safety control can be suppressed under the condition that the driver is likely to feel that it is unnecessary, and under the condition that the driver is unlikely to feel that it is unnecessary, the change of vehicle behavior can be suppressed by activating the preventive safety control early to ensure safety.

[0065] Hereinafter, the detailed configuration and operation of the vehicle control system 100 according to the present embodiment will be described in more detail.

[0066] 1-3. Specific Configuration Example of First Unit 10

[0067] Figure 5 1 is a block diagram showing a configuration example of the first unit according to the present embodiment. As shown in the figure, the first unit 10 includes a first control device 12 for managing the automatic driving of the vehicle M1. In addition, the first unit 10 includes a first information acquisition device 14 connected to the input side of the first control device 12.

[0068] The first information acquiring device 14 is configured to include a surrounding situation sensor 141 , a vehicle state sensor 142 , a vehicle position sensor 143 , a communication device 144 , and a driver state sensor 145 .

[0069] The surrounding condition sensor 141 identifies the surrounding information of the vehicle M1. For example, as the surrounding condition sensor 141, a camera (photographing device), a laser radar (LIDAR: Laser Imaging Detection and Ranging), and a radar are exemplified. The surrounding information includes target object information identified by the surrounding condition sensor 141. As the target object, surrounding vehicles, pedestrians, roadside objects, obstacles, white lines, signals, etc. are exemplified. The target object information includes the relative position and relative speed of the target object relative to the vehicle M1. The surrounding information identified in the surrounding condition sensor 141 is sent to the first control device 12 at any time.

[0070] The vehicle state sensor 142 detects vehicle information indicating the state of the vehicle M1. Examples of the vehicle state sensor 142 include a vehicle speed sensor, a lateral acceleration sensor, and a yaw rate sensor. The vehicle information detected by the vehicle state sensor 142 is transmitted to the first control device 12 at any time.

[0071] The vehicle position sensor 143 detects the position and orientation of the vehicle M1. For example, the vehicle position sensor 143 includes a GPS (Global Positioning System) sensor. The GPS sensor receives signals sent from multiple GPS satellites and calculates the position and orientation of the vehicle M1 based on the received signals. The vehicle position sensor 143 can also perform a well-known self-position estimation process (localization) to improve the accuracy of the current position of the vehicle M1. The vehicle information detected by the vehicle position sensor 143 is sent to the first control device 12 at any time.

[0072] The communication device 144 communicates with the outside of the vehicle. For example, the communication device 144 communicates with an external device of the vehicle M1 via a communication network. The external device here is exemplified as a roadside unit, surrounding vehicles, surrounding infrastructure, etc. The roadside unit is, for example, a beacon device that sends congestion information, traffic information by lane, control information such as stops, information on traffic conditions at blind spots, etc. In addition, when the external device is a surrounding vehicle, the communication device 144 performs vehicle-to-vehicle communication (V2V communication) with the surrounding vehicles. Furthermore, when the external device is surrounding infrastructure, the communication device 144 performs road-to-vehicle communication (V2I communication) with the surrounding infrastructure.

[0073] The driver state sensor 145 is a sensor that detects an indicator of the driver's level of consciousness for driving the vehicle M1. The indicators of the driver's level of consciousness detected here are, for example, line of sight, heartbeat state, breathing state, etc. The driver's line of sight is grasped, for example, by observing the driver's line of sight using a camera installed in the car. The driver's heartbeat state is grasped, for example, by detecting the heart rate of the driver holding the steering wheel using electrodes built into the steering wheel. In addition, the driver's breathing state is grasped by observing the changes in the detection value of the load sensor built into the seat where the driver sits. In addition, the method of detecting the driver's level of consciousness is not particularly limited, as long as it is an item that can be an indicator of driving participation in the driving participation calculation process described later.

[0074] The first control device 12 is an information processing device that performs various processes in the vehicle control system 100. Typically, the first control device 12 is a microcomputer including a first processor 122, a first storage device 124, and a first input / output interface 126. The first control device 12 is also called an ECU (Electronic Control Unit).

[0075] Various information is stored in the first storage device 124. For example, the first storage device 124 stores the driving environment information 140 acquired by the first information acquisition device 14. Examples of the first storage device 124 include a volatile memory, a nonvolatile memory, and a HDD (Hard Disk Drive).

[0076] The first storage device 124 stores map information including detailed road information. The map information includes, for example, information on the shape of the road, the number of lanes, and the width of the lanes. Alternatively, the map information may be stored in an external management server. In this case, the first control device 12 communicates with the management server to obtain the required map information. The obtained map information is recorded in the first storage device 124.

[0077] The first processor 122 executes the autonomous driving software as a computer program. The autonomous driving software is stored in the first storage device 124. Alternatively, the autonomous driving software is recorded in a computer-readable recording medium. The functions of the first control device 12 are realized by executing the autonomous driving software by the first processor 122.

[0078] The first control device 12 manages the automatic driving of the vehicle M1. Typically, the first control device 12 performs a target trajectory generation process for generating a target trajectory for the automatic driving of the vehicle M1.

[0079] The first input / output interface 126 is an interface for exchanging information with the second unit 20. The target trajectory and the automatic driving information generated in the first control device 12 are output to the second unit 20 via the first input / output interface 126.

[0080] 1-4. Target trajectory generation process

[0081] Figure 6 : is a flowchart showing a control routine of a target trajectory generation process executed in the first control device of the first unit according to the present embodiment. Figure 6 The control routine shown is repeatedly executed at a predetermined control cycle during the automatic driving of the vehicle M1.

[0082] exist Figure 6 In the control routine shown, first, the first control device 12 acquires the driving environment information 140 from the first information acquisition device 14 (step S100 ). The driving environment information 140 is stored in the first storage device 124 .

[0083] Next, the first control device 12 generates a target trajectory for the automatic driving of the vehicle M1 based on the map information and the driving environment information 140 (step S102). More specifically, the first control device 12 generates a driving plan for the vehicle M1 during the automatic driving based on the map information and the driving environment information 140. The first control device 12 generates a target trajectory required for the vehicle M1 to drive according to the generated driving plan based on the driving environment information 140.

[0084] For example, the first control device 12 generates a target trajectory for overtaking the preceding vehicle. More specifically, the first control device 12 identifies the preceding vehicle based on the surrounding condition information. Furthermore, the first control device 12 predicts the future positions of the vehicle M1 and the preceding vehicle based on the vehicle state information and the surrounding condition information, and generates a target trajectory for the vehicle M1 to avoid and overtake the preceding vehicle.

[0085] In another example, the first control device 12 generates a target trajectory for parking the vehicle M1 close to the roadside. More specifically, the first control device 12 identifies the roadside as the destination and the people and structures around it based on the map information, the vehicle position information, and the surrounding condition information. Moreover, the first control device 12 generates a target trajectory for the vehicle M1 to park close to the roadside while avoiding the people and structures around it based on this information.

[0086] The first control device 12 outputs the generated target trajectory to the second unit 20 via the first input / output interface 126 (step S104 ). Every time the target trajectory is updated, the latest target trajectory is output to the second unit 20 .

[0087] 1-5. Specific Configuration Example of Second Unit 20

[0088] Figure 7 2 is a block diagram showing a configuration example of the second unit according to the present embodiment. As shown in the figure, the second unit 20 includes a second control device 22 , a second information acquisition device 24 , and a travel device 26 .

[0089] The second information acquisition device 24 is configured to include a surrounding situation sensor 241 and a vehicle state sensor 242 .

[0090] The surrounding condition sensor 241 identifies the surrounding information of the vehicle M1. For example, as the surrounding condition sensor 241, a camera (photographing device), a laser radar (LIDAR: Laser Imaging Detection and Ranging), and a radar are exemplified. The surrounding information includes target object information identified by the surrounding condition sensor 241. As the target object, surrounding vehicles, pedestrians, roadside objects, obstacles, white lines, signals, etc. are exemplified. The target object information includes the relative position and relative speed of the target object relative to the vehicle M1. The surrounding information identified in the surrounding condition sensor 241 is sent to the second control device 22 at any time.

[0091] The vehicle state sensor 242 detects vehicle information indicating the state of the vehicle M1. Examples of the vehicle state sensor 242 include a vehicle speed sensor, a lateral acceleration sensor, and a yaw rate sensor. The vehicle information detected by the vehicle state sensor 242 is sent to the second control device 22 at any time. In the following description, the surrounding information and vehicle information acquired by the second information acquisition device 24 are referred to as "driving environment information 240".

[0092] In addition, the first information acquisition device 14 and the second information acquisition device 24 may also be partially common. For example, the surrounding condition sensor 141 and the surrounding condition sensor 241 may also be the same. The vehicle state sensor 142 and the vehicle state sensor 242 may also be the same. In other words, the first unit 10 and the second unit 20 may also share a part of the first information acquisition device 14 or the second information acquisition device 24. In this case, the first unit 10 and the second unit 20 exchange the required information with each other.

[0093] In addition, the second information acquisition device 24 may include a device similar to the vehicle position sensor 143 , the communication device 144 , or the driver state sensor 145 in addition to the surrounding situation sensor 241 and the vehicle state sensor 242 .

[0094] The travel device 26 includes a steering device, a drive device, and a brake device. The steering device steers the wheels of the vehicle M1. The drive device is a drive source that generates a driving force for the vehicle M1. Examples of the drive device include an engine and / or an electric motor. The brake device generates a braking force on the vehicle M1.

[0095] The second control device 22 is an information processing device that performs various processes in the vehicle control system 100. Typically, the second control device 22 is a microcomputer including a second processor 222, a second storage device 224, and a second input / output interface 226. The second control device 22 is also called an ECU (Electronic Control Unit).

[0096] Various information is stored in the second storage device 224. For example, the second storage device 224 stores surrounding information and vehicle information (driving environment information 240) acquired by the second information acquisition device 24. Examples of the second storage device 224 include a volatile memory, a nonvolatile memory, and a HDD (Hard Disk Drive).

[0097] The second processor 222 executes the vehicle driving control software as a computer program. The vehicle driving control software is stored in the second storage device 224. Alternatively, the vehicle driving control software is recorded in a computer-readable recording medium. The function of the second control device 22 is realized by executing the vehicle driving control software by the second processor 222.

[0098] Specifically, the function of the motion control function unit 30 is realized by executing the vehicle driving control software related to the vehicle driving control by the second processor 222. In addition, the function of the preventive safety function unit 40 is realized by executing the vehicle driving control software related to the preventive safety control by the second processor 222. That is, the motion control function unit 30 and the preventive safety function unit 40 are combined with the second control device 22 as functions of performing vehicle driving control and preventive safety control.

[0099] Furthermore, the motion control function unit 30 and the preventive safety function unit 40 may be combined in physically different control devices. In this case, the second unit 20 only needs to include a control device for the motion control function unit 30 for vehicle travel control and a control device for the preventive safety function unit 40 for preventive safety control.

[0100] The second input / output interface 226 is an interface for exchanging information with the first unit 10. The target trajectory and the automatic driving information output from the first control device 12 are input to the second unit 20 via the second input / output interface 226.

[0101] 1-6. Vehicle driving control

[0102] The second control device 22 performs vehicle driving control for controlling the steering, acceleration, and deceleration of the vehicle M1. Typically, the second control device 22 performs vehicle driving control by controlling the operation of the driving device 26. Specifically, the second control device 22 controls the steering of the vehicle M1 by controlling the steering device. In addition, the second control device 22 controls the acceleration of the vehicle M1 by controlling the driving device. The second control device 22 controls the deceleration of the vehicle M1 by controlling the braking device.

[0103] In the vehicle driving control, the second control device 22 receives the target trajectory from the first unit 10 during the automatic driving of the vehicle M1. Basically, the second control device 22 controls the driving control amount of the vehicle M1 so that the vehicle M1 follows the target trajectory. Typically, the motion control function unit 30 calculates the deviation of various state quantities of the vehicle M1 from the target trajectory (such as lateral deviation, yaw angle sensor, speed deviation, etc.), and performs vehicle driving control so that the deviation is reduced.

[0104] 1-7. Preventive safety controls

[0105] The second control device 22 performs preventive safety control to intervene in the driving control amount of the vehicle driving control for the purpose of improving the safety of the vehicle M1. Typically, the second control device 22 performs collision avoidance control to avoid a collision between the vehicle M1 and a collision object during automatic driving of the vehicle M1. Figure 8 The second control device 22 repeatedly executes the following processing in a predetermined control cycle during the automatic driving of the vehicle M1: Figure 8 The routine shown.

[0106] exist Figure 8 When the routine shown is started, the second control device 22 acquires the driving environment information 240 from the second information acquisition device 24 (step S110 ). The acquired information is stored in the second storage device 224 .

[0107] Next, the second control device 22 detects the object to be avoided based on the driving environment information 240 (step S112). Next, the second control device 22 determines whether the start condition for the preventive safety control of the avoidance object is met (step S114). Here, for example, "the collision margin time (TTC: Time To Collision) from the vehicle M1 to the avoidance object is less than a predetermined threshold value" is used as the start condition. As a result, when the start condition is not met, the processing of this routine ends. On the other hand, when the start condition is met, the second control device 22 calculates the intervention driving control amount for avoiding the collision with the avoidance object (step S116). The calculated intervention driving control amount is output to the motion control function unit 30.

[0108] Basically, the motion control function unit 30 calculates the travel control amount of the vehicle M1 so that the vehicle M1 follows the target trajectory. However, when the intervention travel control amount is input from the preventive safety function unit 40, the motion control function unit 30 corrects the travel control amount based on the intervention travel control amount input from the preventive safety function unit 40. Typically, the motion control function unit 30 outputs the intervention travel control amount as the final travel control amount when the intervention travel control amount is input from the preventive safety function unit 40.

[0109] 1-8. Driving participation calculation and processing

[0110] The driving engagement is calculated, for example, in the first unit 10. Typically, the first unit 10 calculates the driving engagement based on the autonomous driving information. When the autonomous driving information is whether or not the target trajectory generation process is executed, the first unit 10 calculates the driving engagement when the target trajectory generation process is executed as a value lower than the driving engagement when the target trajectory generation process is not executed.

[0111] Alternatively, when the automatic driving information includes information on override determined based on the amount of operation of the travel device 26, the first unit 10 calculates the driving engagement when the override is executed as a value higher than the driving engagement when the override is not executed.

[0112] Alternatively, the first unit 10 calculates the driving engagement based on the driving environment information 140. The driving environment information 140 here includes an indicator of the level of consciousness detected by the driver state sensor 145. When the first unit 10 determines that the driver's driving consciousness level is reduced due to distraction or drowsiness based on the driving environment information 140, the first unit 10 calculates the driving engagement to be lower than when it is not determined that the driver's driving consciousness level is reduced. The first unit 10 performs this driving engagement calculation process according to a predetermined control cycle. The driving engagement calculated in the first unit 10 is output to the second control device 22 at any time.

[0113] Alternatively, the driving engagement is calculated by the second unit 20 based on the automatic driving information output from the first unit 10, for example. Typically, when the automatic driving information is information indicating the switch (ON / OFF) of the first unit 10, the second unit 20 calculates the driving engagement when the first unit 10 is turned on to be lower than the driving engagement when the first unit 10 is turned off. In addition, when the automatic driving information is information indicating whether the first unit 10 generates a target trajectory, the second unit 20 calculates the driving engagement when the target trajectory is generated (for example, when a valid value is output) to be lower than the driving engagement when the target trajectory is not generated (for example, when an invalid value is output). Alternatively, when the automatic driving information is the target trajectory of the first unit 10, the lower the consistency between the target trajectory and the behavior of the vehicle M1, the higher the driving engagement calculated by the second unit 20.

[0114] In addition, when the driving environment information 240 includes the driver information, the second unit 20 may also calculate the driving engagement based on the driver information. Alternatively, the second unit 20 may also receive the driving environment information 140 from the first unit 10 and calculate the driving engagement based on the driver information included in the driving environment information 140.

[0115] 1-9. Specific handling of intervention degree change control

[0116] The second control device 22 of the present embodiment changes the degree of intervention based on the automatic driving information in the preventive safety control during automatic driving.

[0117] Fig. 9 2 is a flowchart showing a control routine of the intervention degree change control executed by the second control device 22. The second control device 22 repeatedly executes the intervention degree change control at a predetermined control cycle during the automatic driving of the vehicle M1. Fig. 9 The routine shown.

[0118] exist Fig. 9 When the routine shown is started, the second control device 22 acquires the driving environment information 240 (vehicle information and surrounding information) from the second information acquisition device 24 (step S120 ). The acquired information is stored in the second storage device 224 .

[0119] Next, the second control device 22 acquires the driving engagement level from the first unit 10 (step S122 ). The acquired driving engagement level is stored in the second storage device 224 .

[0120] Next, the second control device 22 changes the start condition of the preventive safety control according to the driving participation (step S124). Here, the start condition of the preventive safety control for the avoidance object identified based on the driving environment information 240 is changed. Typically, the lower the driving participation, the second control device 22 changes the threshold value of the collision margin time (TTC) for the avoidance object so that the start timing of the preventive safety control is earlier.

[0121] Thus, according to the vehicle control system 100 of Embodiment 1, it is possible to use the driving participation to determine whether the activation condition of the preventive safety control should be changed. Thus, it is possible to suppress the intervention of the preventive safety control when the driver feels uncomfortable and / or uneasy, and improve safety when the driver is unlikely to feel uncomfortable and / or uneasy.

[0122] 1-10. Modifications

[0123] The vehicle control system 100 of the first embodiment may also adopt modified forms as follows.

[0124] The second unit 20 may calculate the driving engagement based on the automatic driving information received from the first unit 10. The second unit 20 may calculate the driving engagement based on the driving environment information received by the second unit 20.

[0125] The preventive safety function unit 40 may also have a function of calculating a target trajectory instead of calculating the function of intervening in the driving control amount. Hereinafter, the target trajectory calculated by the preventive safety function unit 40 is referred to as an "intervention target trajectory". In this case, the calculated intervention target trajectory is output to the motion control function unit 30. When the intervention target trajectory is input from the preventive safety function unit 40, the motion control function unit 30 may calculate the driving control amount based on the intervention target trajectory.

[0126] The first control device 12 and the second control device 22 may also be designed as one common control device. Fig.10 1 is a diagram showing a modified example of the configuration of the vehicle control system of the present embodiment. The vehicle control system 100 includes a control device 300, an information acquisition device 310, and a travel device 320. The information acquisition device 310 has the same functions as the first information acquisition device 14 and the second information acquisition device 24. The travel device 320 has the same functions as the travel device 26.

[0127] The control device 300 has both the functions of the first control device 12 as the first unit 10 and the functions of the second control device 22 as the second unit 20. The control device 300 has a processor 302 and a storage device 304. The processor 302 executes the automatic driving control software and the vehicle driving control software as computer programs. These software are stored in the storage device 304. Alternatively, these software are recorded in a computer-readable recording medium. That is, in Fig.10 In the illustrated modification of the vehicle control system 100 , the functions of the first control device 12 and the second control device 22 are realized by executing these softwares on the processor 302 .

[0128] The method of changing the intervention degree in the intervention degree change control is not limited. That is, the second control device 22 is not limited to the change of the activation threshold value and the change of the activation timing of the preventive safety control, and can also be a configuration of changing the intervention degree by changing the action amount of the preventive safety control. In addition, the change method can also be appropriately adopted within the scope of the purpose of the present invention.

[0129] The first unit 10 and the second unit 20 may also be designed and developed separately. For example, the second unit 20 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 preventive safety function unit 40 of the second unit 20 is extremely high. On the premise of using this highly reliable preventive safety function unit 40, the autonomous driving service provider can design and develop software for the first unit 10. In this sense, the second unit 20 can be said to be a platform for autonomous driving services.

Claims

1. A vehicle control system is a vehicle control system for controlling a vehicle capable of performing automatic driving, characterized in that: The vehicle control system comprises: A first unit that identifies a road shoulder as a destination and people and structures around it based on map information, vehicle position information, and surrounding condition information, and generates a target trajectory for the vehicle to park on the road shoulder while avoiding the people and structures around it; as well as a second unit that performs vehicle travel control that controls steering, acceleration, and deceleration of the vehicle so that the vehicle follows the target trajectory, The second unit is configured to, during the automatic driving process, controlling a travel control amount as a control amount of the vehicle travel control, acquiring driving environment information representing a driving environment around the vehicle, Based on the driving environment information, preventive safety control is performed to intervene in the driving control amount so as to prevent or avoid a collision between the vehicle and an obstacle, and an intervention target trajectory is calculated in the preventive safety control, and the driving control amount is calculated based on the intervention target trajectory, The second unit is configured such that, in the preventive safety control, obtaining a driving participation level indicating a degree of participation of a person in driving the vehicle, Based on the driving participation level, changing the action amount in the preventive safety control, Regarding the driving engagement, The lower the consistency between the target trajectory and the current behavior of the vehicle, the higher the driving participation is calculated. The driver's sight line is observed by using a camera installed in the car to grasp the driver's sight line, the driver's heartbeat state is grasped by using electrodes built into the steering wheel to detect the heartbeat of the driver holding the steering wheel, and the driver's breathing state is grasped by observing changes in the detection value of a load sensor built into the seat where the driver sits. When it is determined based on the driver's sight line, heartbeat state, and breathing state that the driver's driving awareness level is reduced due to distraction or drowsiness, the driving participation is calculated to be lower than when it is not determined that the driver's driving awareness level is reduced. When the driver temporarily performs steering, acceleration or deceleration operations during the vehicle's automatic driving, the driving participation is calculated to be higher than that in automatic driving without override. During the override of automatic driving, the longer the override time is, the higher the driving participation is calculated to be. When the frequency of automatic driving override is high, the driving participation is calculated to be higher than when the frequency is low.

2. The vehicle control system according to claim 1, characterized in that: The first unit is configured to calculate the driving engagement level based on the autonomous driving information associated with the autonomous driving, and send the driving engagement level to the second unit.

3. The vehicle control system according to claim 2, characterized in that: The autonomous driving information is whether the target trajectory is generated, The first unit is configured to calculate the driving participation degree as a lower value when the target trajectory is generated than when the target trajectory is not generated.

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