Vehicle Control Systems

Abstract

A vehicle control system is provided that can achieve optimization of preventive safety control of a vehicle in automatic driving. The vehicle control system includes a first control device that generates a target trajectory for automatic driving, and a second control device that performs vehicle driving control in a manner that causes the vehicle to follow the target trajectory. During the automatic driving process, the second control device controls the control amount of the vehicle driving control, i.e., the driving control amount, obtains driving environment information, and performs preventive safety control that intervenes in the driving control amount based on the driving environment information. The first control device includes a storage device that stores information on an intervention suppression area, and during the automatic driving process, when the vehicle is traveling in the intervention suppression area, an inhibition instruction for the preventive safety control is output to the second control device. And, when the second control device receives the inhibition instruction, it inhibits the intervention of the preventive safety control in the driving control amount.

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 related to a vehicle control device that automatically controls at least the steering of a vehicle so that the vehicle travels along a path to a destination. Patent document 2 discloses a technology related to a pre-collision safety system (PCS). In the pre-collision safety system of this technology, a vehicle condition that a collision cannot be avoided is determined in advance, and safety equipment is activated in advance, thereby achieving a function of reducing collision damage.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: International Publication No. 2017 / 141396

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

[0007] Problems to be solved by the invention

[0008] Consider the case where a preventive safety control that determines the driving environment around the vehicle in advance and intervenes in the control amount of the vehicle driving control, such as the pre-collision safety system of Patent Document 2, is applied to a vehicle that performs automatic driving control, such as Patent Document 1. In the automatic driving process based on automatic driving control, the steering, acceleration, and deceleration of the vehicle are controlled in a manner that follows the generated target trajectory.

[0009] For example, at a place where people get on and off a commercial vehicle, waiting passengers sometimes stand on the side of the road (road shoulder). Unlike people standing next to a crosswalk, passengers in such a waiting place are people who are unlikely to go onto the road later. However, in automatic driving control, when the vehicle is traveling along a trajectory that brings the vehicle close to the side of the road at such a place where people get on and off, it is possible that the waiting passengers will be identified as avoidance objects in preventive safety control and intervention in the control amount will be performed. Therefore, if intervention in preventive safety control is allowed in a specific area where substantial safety is predicted based on the same criteria as in other areas, smooth driving of the vehicle may be hindered. As such, there is room for flexible response to preventive safety control in automatic driving in accordance with its driving area.

[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 for a vehicle during automatic 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 includes a first control device and a second control device, wherein the first control device generates a target trajectory for automatic driving based on a vehicle driving plan, and the second control device performs vehicle driving control for controlling the steering, acceleration, and deceleration of the vehicle in a manner that the vehicle follows the target trajectory. The second control device is configured to control the control amount of vehicle driving control, that is, the driving control amount, during the automatic driving process, obtain driving environment information indicating the driving environment around the vehicle, and perform preventive safety control for intervening in the driving control amount based on the driving environment information to prevent or avoid a collision between the vehicle and an obstacle. In addition, the first control device includes a storage device storing information of an intervention suppression area indicating a geographical area where the intervention of the preventive safety control in the driving control amount is suppressed. The first control device is configured to output a suppression instruction for the preventive safety control to the second control device when the vehicle is traveling in the intervention suppression area during the automatic driving process. And the second control device is configured to suppress the intervention of the preventive safety control in the driving control amount when the suppression instruction is received.

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

[0014] The second control device is configured to prohibit the operation of the preventive safety control when receiving a suppression instruction during the preventive safety control.

[0015] The third invention has the following features in addition to the first invention.

[0016] The second control device is configured to delay the activation timing of the preventive safety control when a suppression instruction is received during the preventive safety control, compared to a case where no suppression instruction is received.

[0017] In the 4th invention, in addition to any one of the 1st to 3rd inventions, the following features are further provided.

[0018] The vehicle includes a commercial vehicle that is parked at the parking lot. The target trajectory includes a trajectory that is parked at the parking lot. The intervention suppression area includes a specific area around the parking lot.

[0019] In the fifth invention, in addition to any one of the first to fourth inventions, the following features are further provided.

[0020] The target trajectory includes a trajectory facing a blind spot area formed by a specific obstacle. The intervention inhibition area includes a specific area around the blind spot area.

[0021] The sixth invention is applied to a vehicle control system for controlling a vehicle capable of performing automatic driving. The vehicle control system includes a first control device and a second control device, wherein the first control device generates a target trajectory for automatic driving based on a vehicle driving plan, and the second control device performs vehicle driving control for controlling the steering, acceleration, and deceleration of the vehicle in a manner that the vehicle follows the target trajectory. The second control device is configured to control the driving control amount, which is a control amount of vehicle driving control, during the automatic driving process, obtain driving environment information indicating the driving environment around the vehicle, and perform preventive safety control for intervening in the driving control amount based on the driving environment information to prevent or avoid a collision between the vehicle and an obstacle. The target trajectory includes a trajectory passing through a signaled intersection where a signal is provided. The first control device includes a storage device storing information on a geographical area, i.e., an intervention suppression area, in which the intervention of the preventive safety control in the driving control amount is suppressed. The first control device is configured to output a suppression instruction to the second control device when the vehicle is traveling in the intervention suppression area and the signal is in a display indicating priority driving when passing through an intersection with a signal during the automatic driving process. The second control device is configured to suppress the intervention of the preventive safety control in the driving control amount when the suppression instruction is received.

[0022] Effects of the Invention

[0023] According to the vehicle control system of the present invention, the first control device stores information of the intervention suppression area. Furthermore, when the vehicle is traveling in the intervention suppression area, the first control device outputs a suppression instruction to the second control device. As a result, the second control device suppresses the intervention of the preventive safety control on the driving control amount, so that the preventive safety control based on the driving area can be optimized. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a block diagram showing a configuration example for explaining an outline of the vehicle control system according to the first embodiment.

[0025] Figure 2 An example of a region where the operating condition is satisfied is schematically shown.

[0026] Figure 3 A situation in which a vehicle M1, which is a commercial bus, approaches a parking place and stops is shown.

[0027] Figure 4 : is a diagram showing an example of the intervention suppression area.

[0028] Figure 5An example of the operation timing of the preventive safety control when the vehicle M1, which is a commercial bus, approaches a parking place and stops is shown.

[0029] Figure 6 This is a block diagram showing a configuration example of the first unit according to the first embodiment.

[0030] Figure 7 This 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 first embodiment.

[0031] Figure 8 This is a flowchart showing a control routine of the intervention suppression determination process executed by the first control device according to the first embodiment.

[0032] Fig. 9 This is a block diagram showing a configuration example of the second unit according to the first embodiment.

[0033] Fig.10 is a flowchart showing a routine of processing related to the collision avoidance control executed by the second control device.

[0034] Fig.11 : is a flowchart showing a control routine of intervention suppression control executed by the second control device.

[0035] Fig.12 This is a diagram showing a modified example of the configuration of the vehicle control system according to the first embodiment.

[0036] Fig.13 : is a diagram showing an example of the intervention suppression area.

[0037] Fig.14 1 is a diagram showing an example of a curve road including an intervention suppression area.

[0038] Fig.15 1 is a diagram showing an example of an intersection including an intervention suppression area.

[0039] Fig.16 This is a flowchart showing a control routine of the intervention suppression determination process executed by the first control device according to the second embodiment.

[0040] Description of Reference Numerals

[0041] 10: Unit 1;

[0042] 12: first control device;

[0043] 14: first information acquisition device;

[0044] 20: Unit 2;

[0045] 22: second control device;

[0046] 24: second information acquisition device;

[0047] 26: Traveling device;

[0048] 30: Motion control function unit;

[0049] 40: Preventive safety function department;

[0050] 100: Vehicle control system;

[0051] 122: first processor;

[0052] 124: a first storage device;

[0053] 126: first input and output interface;

[0054] 130: driving environment information;

[0055] 132: map information;

[0056] 134: Intervention inhibition area information;

[0057] 140: driving environment information;

[0058] 141: surrounding condition sensor;

[0059] 142: Vehicle status sensor;

[0060] 143: Vehicle position sensor;

[0061] 144: Communication device;

[0062] 222: second processor;

[0063] 224: a second storage device;

[0064] 226: second input and output interface;

[0065] 240: driving environment information;

[0066] 241: Peripheral condition sensor;

[0067] 242: Vehicle status sensor;

[0068] 300: control device;

[0069] 302: processor;

[0070] 304: storage device;

[0071] 310: information acquisition device;

[0072] 320: Travel device. DETAILED DESCRIPTION

[0073] Hereinafter, the embodiments of the present invention will be described with reference to the accompanying drawings. However, in the embodiments shown below, when the number, quantity, amount, range, and other numerical values ​​of each element are mentioned, the present invention is not limited to the numerical values ​​mentioned above, except for the cases where it is specifically stated or clearly determined as the above numerical values ​​in principle. In addition, regarding the structures, steps, etc. described in the embodiments shown below, except for the cases where it is specifically stated or clearly determined as the above structures, steps, etc. in principle, the above structures, steps, etc. are not necessarily required for the present invention.

[0074] 1. Implementation Method 1.

[0075] 1-1. Overall Configuration of Vehicle Control System According to Embodiment 1

[0076] 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 an outline of the vehicle control system according to the first embodiment. Figure 1 The vehicle control system 100 shown is mounted on, for example, a commercial vehicle. Hereinafter, the vehicle on which the vehicle control system 100 is mounted is also referred to as "vehicle M1". Examples of the vehicle M1 include trucks and vans for transporting goods, and buses and taxis for transporting passengers.

[0077] The vehicle M1 is a vehicle with an automatic driving function capable of executing automatic driving by the vehicle control system 100. The automatic driving here is defined as level 3 or higher in the level definition of SAE (Society of Automotive Engineers). The power source of the vehicle M1 is not limited.

[0078] 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 control the vehicle remotely. In other words, the vehicle control system 100 may be dispersedly disposed in the vehicle M1 and the external device.

[0079] like Figure 1As 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 device for managing the automatic driving of the vehicle M1. The second unit 20 is a vehicle driving device for controlling the vehicle driving of the vehicle M1. The first unit 10 and the second unit 20 can be physically independent devices or the same device. In the case where the first unit 10 and the second unit 20 are physically independent devices, they exchange necessary information via communication. The functions of these devices are described below.

[0080] 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 130". The driving environment information 130 includes vehicle position information indicating the position of the vehicle M1, vehicle state information indicating the state of the vehicle M1, surrounding condition information indicating the condition around the vehicle M1, traffic environment information indicated by the traffic light, and the like.

[0081] The first unit 10 has a function for performing a target trajectory generation process. The map information 132 is used in the target trajectory generation process. The map information 132 includes various information associated with the location. In addition, the map information 132 may not be limited to a general road map or a navigation map, but may also include map information of various aspects. For example, the map information 132 may also include the location of stationary objects on the road exemplified by guardrails, walls, etc., road surfaces, white lines, telephone poles, or signs, etc.

[0082] The first unit 10 generates a driving plan for the vehicle M1 in automatic driving based on the map information 132 and the driving environment information 130. The driving plan includes maintaining the current driving lane, changing lanes, avoiding obstacles, overtaking the preceding vehicle, parking on the roadside, etc. Then, the first unit 10 generates a target trajectory required for the vehicle M1 to drive according to the driving plan.

[0083] 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] of each target position [Xi, Yi]. The first unit 10 outputs the generated target trajectory to the second unit 20.

[0084] 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. Hereinafter, these control quantities are referred to as "driving control quantities". During the automatic driving process of the vehicle M1, the motion control function unit 30 of the second unit 20 obtains the target trajectory from the first unit 10. Basically, the motion control function unit 30 controls the driving control quantity of the vehicle M1 in such a way that the vehicle M1 follows the target trajectory. Typically, the motion control function unit 30 calculates the deviations of various state quantities of the vehicle M1 from the target trajectory (e.g., lateral deviation, yaw angle deviation, speed deviation, etc.), and calculates the driving control quantity in such a way that the deviation is reduced.

[0085] 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.

[0086] The second unit 20 also includes a preventive safety function unit 40 that performs preventive safety control on 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 an obstacle. As such preventive safety control, for example, collision avoidance control (PCS), lane departure suppression control, vehicle stability control, etc. can be exemplified. The collision avoidance control assists the vehicle M1 in avoiding collisions with surrounding objects that are avoidance targets. The lane departure suppression control suppresses the vehicle M1 from deviating from the driving lane. The vehicle stability control suppresses unstable behaviors such as vehicle spins. In addition, the preventive safety control also includes risk avoidance control that prepares for possible risks in the future and controls the vehicle control amount of the vehicle M1 at an earlier timing than the collision avoidance control (PCS).

[0087] In the collision avoidance control, the preventive safety function unit 40 determines whether the operating 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 smaller than a predetermined threshold value" is set as the operating condition. Figure 2 FIG. 4 schematically shows an example of an area where the operating condition is satisfied. In the example shown in the figure, when the vehicle M1 enters the area where the operating condition is satisfied at position P1, the preventive safety function unit 40 calculates a driving control amount for avoiding a collision with an avoidance object. The driving control amount calculated by the preventive safety function unit 40 is hereinafter referred to as an "intervention driving control amount". The calculated intervention driving control amount is output to the motion control function unit 30.

[0088] 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 .

[0089] 1-2. Features of the vehicle control system according to Embodiment 1

[0090] Next, the features of the vehicle control system of this embodiment are described. As an example, Figure 3 FIG. 2 shows a situation where a commercial bus M1 approaches a parking lot and stops. Unlike a person who wants to cross the road, the passengers waiting in line at the parking lot are unlikely to move toward the road. Figure 3 When the target trajectory is generated in which the vehicle M1 parks in the parking lot while approaching the passengers waiting in line at the parking lot, the passengers waiting in line at the parking lot may be determined as avoidance targets, and the operating conditions of the preventive safety control may be satisfied at the position P2. In this way, there is an area in the driving area of ​​the vehicle M1 where the operating conditions of the preventive safety control are likely to be satisfied even though the necessity for intervention of the preventive safety control is low.

[0091] Therefore, in the vehicle control system 100 of the present embodiment, optimization of preventive safety control is achieved with the driving area of ​​the vehicle M1 as an indicator. More specifically, the first unit 10 has a function for executing an intervention suppression determination process for determining whether it is necessary to suppress the intervention of the preventive safety control. The intervention suppression area information 134 is used in the intervention suppression determination process. The intervention suppression area information 134 is information that associates a geographical area (hereinafter referred to as an "intervention suppression area") where the intervention of the preventive safety control should be suppressed with map information (position information). Typically, a specific area that is predicted to be substantially safe, such as a parking lot for a passenger vehicle, a boarding and alighting area, a cargo vehicle unloading area, a roadside retreat area, etc., corresponds to the intervention suppression area.

[0092] Figure 4 1 is a diagram showing an example of an intervention suppression area. The first unit 10 predetermines such an intervention suppression area and stores (holds) it as intervention suppression area information 134 associated with the map information. In the intervention suppression determination process, it is determined whether the vehicle M1 traveling along the target trajectory enters the intervention suppression area. If the determination is established, the first unit 10 outputs a suppression instruction to the second unit 20.

[0093] The preventive safety function unit 40 of the second unit 20 changes in the direction of reducing the degree of intervention of the preventive safety control (i.e., the direction of suppressing intervention) based on the suppression instruction received from the first unit 10. In the following description, this control is referred to as "intervention suppression control". The degree of intervention here refers to the degree of intervention of the preventive safety control on the driving control amount calculated based on the target trajectory. The change of the degree of intervention can be controlled by changing the working conditions (e.g., working threshold, working timing) and workload of the preventive safety control.

[0094] Figure 5 FIG. 2 shows an example of the operation timing of the preventive safety control when the vehicle M1, which is a commercial bus, approaches a parking place and stops. Figure 5 As shown, when the periphery of the parking lot is set as the intervention suppression area, the second unit 20 changes the working condition satisfaction area for the avoidance object (here, a person) in accordance with the suppression instruction in a direction that reduces the working condition satisfaction area compared to the case where no suppression instruction is received.

[0095] In this way, the preventive safety function unit 40 changes the operating conditions so that the operating timing of the preventive safety control is delayed in the intervention suppression area compared to outside the intervention suppression area. Thus, the preventive safety control can be suppressed in the area where safety is substantially guaranteed, and safety can be guaranteed by the preventive safety control in other areas.

[0096] Hereinafter, the detailed structure and operation of the vehicle control system 100 according to the present embodiment will be described in further detail.

[0097] 1-3. Specific Configuration Example of First Unit 10

[0098] Figure 6 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.

[0099] 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 , and a communication device 144 .

[0100] The surrounding condition sensor 141 identifies the surrounding information of the vehicle M1. For example, the surrounding condition sensor 141 may exemplify a camera (photographing device), a laser radar (LIDAR: Laser Imaging Detection and Ranging), and a radar. The surrounding information includes object target information identified by the surrounding condition sensor 141. Examples of object targets include surrounding vehicles, pedestrians, roadside objects, obstacles, white lines, traffic lights, etc. The object target information includes the relative position and relative speed of the object target 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.

[0101] 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 sent to the first control device 12 at any time.

[0102] 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.

[0103] The communication device 144 communicates with the vehicle and the outside. For example, the communication device 144 communicates with an external device of the vehicle M1 via a communication network. Examples of the external device here include roadside equipment, surrounding vehicles, surrounding public infrastructure, etc. Roadside equipment is, for example, a beacon that sends congestion information, traffic information for each lane, restriction information such as temporary 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) between it and the surrounding vehicles. Moreover, when the external device is a surrounding public infrastructure, the communication device 144 performs road-to-vehicle communication (V2I communication) between it and the surrounding public infrastructure.

[0104] The first control device 12 is an information processing device that performs various processes of 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).

[0105] Various information is stored in the first storage device 124. For example, the driving environment information 130 acquired by the first information acquisition device 14 is stored in the first storage device 124. Examples of the first storage device 124 include a volatile memory, a nonvolatile memory, and a HDD (Hard Disk Drive).

[0106] The first storage device 124 stores map information 132 including detailed road information. The map information 132 includes information such as the shape of the road, the number of lanes, and the width of the lanes. Alternatively, the map information 132 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 132. The obtained map information 132 is recorded in the first storage device 124.

[0107] In addition, the first storage device 124 stores the intervention inhibition zone information 134. The intervention inhibition zone information 134 includes the location information (map information) of the intervention inhibition zone. The intervention inhibition zone information 134 may also include information related to the object in the zone. In addition, the intervention inhibition zone information 134 may also be stored in an external management server. In this case, the first control device 12 communicates with the management server to obtain the required intervention inhibition zone information 134. The obtained intervention inhibition zone information 134 is recorded in the first storage device 124.

[0108] 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 first processor 122 executes the autonomous driving software, thereby realizing the function of the first control device 12.

[0109] 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.

[0110] 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.

[0111] 1-4. Target trajectory generation process

[0112] Figure 7 : 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 7 The control routine shown is repeatedly executed at a predetermined control cycle during the automatic driving of the vehicle M1.

[0113] exist Figure 7 In the control routine shown, first, the first control device 12 acquires the driving environment information 130 from the first information acquisition device 14 (step S100 ). The driving environment information 130 is stored in the first storage device 124 .

[0114] Next, the first control device 12 generates a target trajectory for the automatic driving of the vehicle M1 based on the map information 132 and the driving environment information 130 (step S102). More specifically, the first control device 12 generates a driving plan for the vehicle M1 in the automatic driving based on the map information 132 and the driving environment information 130. 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 130. The generated target trajectory is stored in the first storage device 124.

[0115] For example, the first control device 12 generates a target trajectory for parking the vehicle M1 at a parking lot. More specifically, the first control device 12 identifies the parking lot as the destination and the people and structures around it based on the map information 132, the vehicle position information, and the surrounding condition information. Then, the first control device 12 generates a target trajectory for parking the vehicle M1 at the parking lot avoiding the people and structures around it based on this information.

[0116] The first control device 12 outputs the generated target trajectory to the second unit 20 via the first input / output interface 126 (step S104 ). The latest target trajectory is output to the second unit 20 every time the target trajectory is updated.

[0117] 1-5. Intervention suppression determination process

[0118] Figure 8 : is a flowchart showing a control routine of the intervention suppression determination process executed in the first control device according to the present embodiment. Figure 8 The control routine shown is repeatedly executed at a predetermined control cycle during the automatic driving of the vehicle M1.

[0119] exist Figure 8In the control routine shown, first, the first control device 12 acquires the driving environment information 130 from the first information acquisition device 14 (step S120 ). The driving environment information 130 is stored in the first storage device 124 .

[0120] Next, the first control device 12 determines whether the vehicle M1 has entered the intervention suppression area based on the vehicle position information included in the driving environment information 130 and the intervention suppression area information stored in the first storage device 124 (step S122). As a result, if the vehicle M1 has not entered the intervention suppression area, the present routine is terminated. On the other hand, if the vehicle M1 has entered the intervention suppression area, the first control device 12 outputs a suppression instruction to the second unit 20 via the first input / output interface 126 (step S124).

[0121] 1-6. Specific Configuration Example of Second Unit 20

[0122] Fig. 9 is a block diagram showing a configuration example of the second unit involved in this embodiment. Fig. 9 As shown, the second unit 20 includes a second control device 22 , a second information acquisition device 24 , and a travel device 26 .

[0123] The second information acquisition device 24 is configured to include a surrounding situation sensor 241 and a vehicle state sensor 242 .

[0124] The surrounding condition sensor 241 identifies the surrounding information of the vehicle M1. For example, the surrounding condition sensor 241 may exemplify a camera (photographing device), a laser radar (LIDAR: Laser Imaging Detection and Ranging), and a radar. The surrounding information includes object target information identified by the surrounding condition sensor 241. Examples of object targets include surrounding vehicles, pedestrians, roadside objects, obstacles, white lines, traffic lights, etc. The object target information includes the relative position and relative speed of the object target 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.

[0125] 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 obtained by the second information acquisition device 24 are referred to as "driving environment information 240".

[0126] 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 sensor. The vehicle state sensor 142 and the vehicle state sensor 242 may also be the same sensor. 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.

[0127] In addition, the second information acquisition device 24 may include the same device as the vehicle position sensor 143 or the communication device 144 in addition to the surrounding situation sensor 241 and the vehicle state sensor 242 .

[0128] 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 an electric motor. The brake device generates a braking force on the vehicle M1.

[0129] The second control device 22 is an information processing device that performs various processes of 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).

[0130] Various information is stored in the second storage device 224. For example, the surrounding information and vehicle information (driving environment information 240) acquired by the second information acquisition device 24 are stored in the second storage device 224. Examples of the second storage device 224 include a volatile memory, a nonvolatile memory, and a HDD (Hard Disk Drive).

[0131] 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 second processor 222 executes the vehicle driving control software, thereby realizing the function of the second control device 22.

[0132] Specifically, the second processor 222 executes the vehicle driving control software related to the vehicle driving control, thereby realizing the function of the motion control function unit 30. In addition, the second processor 222 executes the vehicle driving control software related to the preventive safety control, thereby realizing the function of the preventive safety function unit 40. That is, the motion control function unit 30 and the preventive safety function unit 40 are installed in the second control device 22 as functions for performing vehicle driving control and preventive safety control.

[0133] Furthermore, the motion control function unit 30 and the preventive safety function unit 40 may be built into physically different control devices. In this case, the second unit 20 may 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.

[0134] 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.

[0135] 1-7. Vehicle driving control

[0136] 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.

[0137] In the vehicle driving control, the second control device 22 obtains the target trajectory from the first unit 10 during the automatic driving process of the vehicle M1. Basically, the second control device 22 controls the driving control amount of the vehicle M1 in such a way that the vehicle M1 follows the target trajectory. Typically, the motion control function unit 30 calculates the deviations (such as lateral deviation, yaw angle deviation, speed deviation, etc.) between various state quantities of the vehicle M1 and the target trajectory, and performs vehicle driving control in such a way that the deviations are reduced.

[0138] 1-8. Preventive safety control

[0139] The second control device 22 performs preventive safety control for intervening in the travel control amount of the vehicle travel control in order to improve the safety of the vehicle M1. Typically, the second control device 22 performs collision avoidance control for avoiding a collision between the vehicle M1 and a collision object during automatic driving of the vehicle M1. Fig.10The second control device 22 repeatedly executes the following processing in a predetermined control cycle during the automatic driving of the vehicle M1: Fig.10 The routine shown.

[0140] When to start Fig.10 In the illustrated routine, the second control device 22 acquires the driving environment information 240 from the second information acquisition device 24 (step S140 ). The acquired information is stored in the second storage device 224 .

[0141] Next, the second control device 22 detects the object to be avoided based on the driving environment information 240 (step S142). Next, the second control device 22 determines whether the working condition for the preventive safety control for the avoidance object is met (step S144). Here, for example, "the collision margin time (TTC: Time ToCollision) from the vehicle M1 to the avoidance object is smaller than a predetermined threshold value" is set as the working condition. As a result, when the working condition is not met, the processing of this routine is terminated. On the other hand, when the working condition is met, the second control device 22 calculates the intervention driving control amount for avoiding the collision with the avoidance object (step S146). The calculated intervention driving control amount is output to the motion control function unit 30.

[0142] 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, when the intervention travel control amount is input from the preventive safety function unit 40, the motion control function unit 30 outputs the intervention travel control amount as the final travel control amount.

[0143] 1-8. Interventional Inhibition Control

[0144] The second control device 22 of the present embodiment changes the degree of intervention based on the suppression instruction in the preventive safety control during automatic driving.

[0145] Fig.11 2 is a flowchart showing a control routine of the intervention suppression control executed by the second control device 22. The second control device 22 repeatedly executes the intervention suppression control in a predetermined control cycle during the automatic driving of the vehicle M1. Fig.11 The routine shown.

[0146] When to start Fig.11In the illustrated routine, the second control device 22 acquires the driving environment information 240 (vehicle information and surrounding information) from the second information acquisition device 24 (step S160 ). The acquired information is stored in the second storage device 224 .

[0147] Next, the second control device 22 determines whether a suppression instruction has been received from the first unit 10 via the second input / output interface 226 (step S162). If the suppression instruction has not been received, this routine ends.

[0148] On the other hand, in the above-mentioned step S162, when a suppression instruction is received, the second control device 22 changes the working condition of the preventive safety control based on the suppression instruction (step S164). Here, the working condition of the preventive safety control for the avoidance object identified based on the driving environment information 240 is changed in the suppression direction. Typically, the second control device 22 changes the threshold value of the collision prediction time (TTC) for the avoidance object in a manner that delays the working timing of the preventive safety control. Alternatively, the second control device 22 prohibits the operation of the preventive safety control for the avoidance object.

[0149] As described above, according to the vehicle control system 100 of the first embodiment, intervention of the preventive safety control can be suppressed in the preset intervention suppression area. Thus, the vehicle M1 can travel smoothly in the intervention suppression area, and safety can be ensured by the preventive safety control in other areas.

[0150] 1-10. Modifications

[0151] The vehicle control system 100 of the first embodiment may be modified as follows.

[0152] The intervention suppression determination process may also be a configuration for determining whether the vehicle M1 has entered the intervention suppression area based on the target trajectory. In this case, the first control device 12 performs Figure 7 The target trajectory generation process shown in the figure obtains the target trajectory. Then, the first control device 12 determines whether the target trajectory is a path that enters the intervention suppression area. And, if the target trajectory is a path that enters the intervention suppression area, the first control device 12 outputs a suppression instruction including the timing of the vehicle M1 entering the intervention suppression area to the second unit 20 via the first input / output interface 126.

[0153] 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 can calculate the driving control amount based on the intervention target trajectory. In addition, this modification example can also be applied to the vehicle control system 100 of other embodiments described later.

[0154] The first control device 12 and the second control device 22 may be configured as a single common control device. Fig.12 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.

[0155] The control device 300 has both the functions of the first control device 12 of the first unit 10 and the functions of the second control device 22 of 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 recording medium that can be read by a computer. That is, in Fig.12 In the modification of the vehicle control system 100 shown, the functions of the first control device 12 and the second control device 22 are realized by executing these software by the processor 302. In addition, this modification is also applicable to the vehicle control system 100 of other embodiments described later.

[0156] The method of suppressing the preventive safety control in the intervention suppression control is not limited. That is, the second control device 22 is not limited to the change of the operating threshold of the preventive safety control and the change of the operating timing, but can also be a configuration of changing the degree of intervention by changing the workload of the preventive safety control. In addition, the change method can also be appropriately adopted within the scope of the gist of the present invention.

[0157] 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 utilizing such a highly reliable preventive safety function unit 40, the autonomous driving service provider can design and develop the software for the first unit 10. From this point of view, the second unit 20 can be said to be a platform for autonomous driving services.

[0158] The intervention inhibition zone may also include a specific area around the blind spot area. Fig.13 : is a diagram showing an example of an intervention suppression area. As shown in the figure, for example, a specific obstacle on the roadside may form an area that is a blind spot from the perspective of the vehicle M1. When a target trajectory facing such a blind spot area is generated, the second control device 22 may perform preventive safety control to prevent collisions caused by the sudden appearance of people, bicycles, etc. from the blind spot area. However, for example, in the case where the blind spot area is an area that can be predicted to be substantially safe based on environmental conditions, past actual conditions, etc., it may become excessive preventive safety control. Therefore, if it is a blind spot area that meets specific conditions for predicting substantial safety, by setting a specific area around the blind spot area as an intervention suppression area, it is possible to prevent obstruction to traffic flow while ensuring substantial safety.

[0159] In addition, the intervention suppression area may also include a specific area around a specific curve. Fig.14 is a diagram showing an example of a curve including an intervention suppression area. In the target trajectory of the curve generated by the first control device 12 through the target trajectory generation process, a smooth trajectory that effectively utilizes the lane width, such as a trajectory of manual driving by a person, is sometimes generated. In such a case, the second control device 22 may perform preventive safety control in response to the approach of the vehicle M1 to the end of the road. Such intervention of preventive safety control may also become excessive support. Therefore, if a substantially safe curve is predicted, by setting a specific area around the curve as an intervention suppression area, it is possible to travel on a smooth trajectory while ensuring substantial safety.

[0160] 2. Implementation method 2.

[0161] Next, a vehicle control system according to the second embodiment will be described.

[0162] 2-1. Configuration of vehicle control system according to Embodiment 2

[0163] The configuration and the like of the vehicle control system according to the second embodiment Figure 1The vehicle control system 100 of the first embodiment shown is the same. Therefore, the detailed description of the vehicle control system according to the second embodiment is omitted.

[0164] 2-2. Characteristic functions of the vehicle control system according to Embodiment 2

[0165] The vehicle control system 100 according to the second embodiment is characterized in that the intervention suppression determination process takes the traffic environment into consideration. Fig.15 1 is a diagram showing an example of an intersection including an intervention suppression area. Fig.15 The intersection shown is a traffic light intersection where lanes L1 and L2 intersect, and illustrates a situation where a portion of lane L2 overlaps with a blind spot area of ​​an obstacle when viewed from the lane L1 side.

[0166] At an intersection with a traffic light, when the traffic light in lane L1 where vehicle M1 is traveling is green, indicating priority driving, and the traffic light in lane L2 where other vehicle M2 is traveling is red, indicating non-priority driving (stopping), it can be said that lane L1 is in a traffic environment that takes priority over lane L2. However, in the case where the second control device 22 does not have a function of recognizing traffic lights, the second control device 22 cannot grasp the traffic environment based on traffic lights. Therefore, the second control device 22 may assume that a vehicle suddenly appears from the blind spot area of ​​lane L2 and perform preventive safety control. Such intervention of preventive safety control may also become excessive support when the green light is displayed to give priority to driving in lane L1.

[0167] Therefore, in this embodiment, by Fig.15 In the case of a traffic light intersection as shown in the figure, the first control device 12 outputs a suppression instruction when the vehicle M1 enters the intervention suppression area and the lane L1 where the vehicle M1 is traveling is the priority lane (when the traffic light is green). It can be said that the possibility of the vehicle entering the intersection from the lane L2 ignoring the red light is extremely low. Therefore, according to the intervention suppression determination processing of this embodiment, it is possible to achieve smooth traffic while ensuring the safety of the essence of the traffic environment.

[0168] 2-3. Specific Processing of Intervention Suppression Determination Processing

[0169] Fig.16 : is a flowchart showing a control routine of the intervention suppression determination process executed in the first control device according to the second embodiment. Fig.16 The control routine shown is repeatedly executed at a predetermined control cycle during the automatic driving of the vehicle M1.

[0170] exist Fig.16In the control routine shown, first, the first control device 12 acquires the driving environment information 130 from the first information acquisition device 14 (step S200 ). The driving environment information 130 is stored in the first storage device 124 .

[0171] Next, the first control device 12 determines whether the vehicle M1 has entered the interference restriction area based on the vehicle position information included in the driving environment information 130 and the interference restriction area information stored in the first storage device 124 (step S202). If the vehicle M1 has not entered the interference restriction area, this routine ends.

[0172] On the other hand, when the vehicle M1 enters the intervention suppression area, the first control device 12 determines whether the traffic light at the intersection is green (step S204). Here, the first control device 12 determines the display state of the traffic light based on the traffic environment information included in the driving environment information 130. As a result, when the traffic light is not green or there is no traffic light, this routine is terminated. On the other hand, when the traffic light is green, the first control device 12 outputs the suppression instruction to the second unit 20 via the first input / output interface 126 (step S206).

[0173] As described above, according to the vehicle control system of the present embodiment, by executing the above-described intervention suppression determination process, it is possible to perform the intervention suppression determination process that takes changes in the traffic environment into consideration.

Claims

1. A vehicle control system that controls a vehicle capable of performing autonomous driving, The vehicle control system is characterized in that: A first control device and a second control device are provided, The first control device generates a target trajectory for the automatic driving based on a driving plan of the vehicle, The second control device performs vehicle travel control for controlling steering, acceleration, and deceleration of the vehicle so that the vehicle follows the target trajectory. The second control device is configured to control the control amount of the vehicle driving control, i.e., the driving control amount, during the automatic driving process, obtain driving environment information representing the driving environment around the vehicle, and execute preventive safety control of intervening in the driving control amount based on the driving environment information to prevent or avoid a collision between the vehicle and a person. The first control device includes a storage device storing information of an intervention suppression area indicating a geographical area in which intervention of the preventive safety control on the driving control amount is suppressed, the first control device being configured to output a suppression instruction for the preventive safety control to the second control device when the vehicle is traveling in the intervention suppression area during the automatic driving process, and not output a suppression instruction for the preventive safety control to the second control device when the vehicle is not traveling in the intervention suppression area. The second control device is configured to suppress intervention of the preventive safety control in the travel control amount when receiving the suppression instruction. The vehicle includes a commercial vehicle parked in a parking lot. The target trajectory includes a trajectory for parking in the parking lot, The intervention suppression area includes a specific area around the parking lot, The parking lot is a parking lot for passenger vehicles.

2. The vehicle control system according to claim 1, characterized in that: The second control device is configured to prohibit the operation of the preventive safety control when receiving the suppression instruction during the preventive safety control.

3. The vehicle control system according to claim 1, characterized in that: The second control device is configured to delay the activation timing of the preventive safety control when the suppression instruction is received during the preventive safety control, compared to a case where the suppression instruction is not received.

4. The vehicle control system according to any one of claims 1 to 3, characterized in that: The target trajectory includes a trajectory facing a blind spot area formed by a specific obstacle, The intervention suppression area includes a specific area around the blind spot area.

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