Travel plan making device and travel plan making method

Abstract

Provided is a travel plan creation device capable of creating a travel plan for smoothly traveling at a connection point of a lane. The travel plan creation device determines, for a travel lane in which a vehicle is traveling, a connection point in front of the vehicle at which the travel lane connects with another lane different from the travel lane, an entry time range indicating a time range in which the vehicle is recommended to enter the connection point from the travel lane, and creates a travel plan including a change in travel speed of the vehicle from a current position of the vehicle to the connection point in such a manner that the connection point is reached within the entry time range.

Description

Technical Field

[0001] This disclosure relates to a driving plan generating apparatus and a driving plan generating method for generating driving plans for vehicles. Background Technology

[0002] At a junction where one lane connects to another (e.g., an intersection), to prevent collisions between vehicles entering from different lanes, it is preferable to control traffic flow in a manner that prevents vehicles from entering from all lanes simultaneously. As an example of traffic flow control at junctions, traffic light-based control is used.

[0003] Patent Document 1 describes a driving assistance device that can improve the accuracy of the predicted arrival time at an intersection and appropriately perform driving assistance using the signal cycle of traffic lights. Existing technical documents Patent documents

[0004] Patent Document 1: Japanese Patent Application Publication No. 2009-048458 Summary of the Invention The problem that the invention aims to solve

[0005] Depending on the junction location, sometimes there are no traffic lights, requiring road users to drive autonomously. When vehicles traveling under automatic driving control devices arrive at such junction locations simultaneously from different directions, it is possible for both vehicles to want the other to enter first, resulting in a continuous stop without entering the junction themselves.

[0006] The purpose of this disclosure is to provide a driving plan generation device capable of generating driving plans for smoother driving at connection points in a lane. Technical means for solving the problem

[0007] The main purpose of this disclosure is as follows.

[0008] (1) A driving plan generation device, comprising: The determining unit, for a connection point where the vehicle's current driving lane connects to another lane different from the vehicle ahead of the vehicle, determines an entry time range indicating a recommended time range for the vehicle to enter the connection point from the driving lane; and The production department creates a travel plan that includes the vehicle's speed from its current position to the connection point, in order to reach the connection point within the entry time range.

[0009] (2) The driving plan generating device according to (1) above, wherein, The entry time range is a time range defined by the elapsed time from the beginning of a predetermined period repeated from a predetermined time.

[0010] (3) The driving plan generating device according to (1) or (2) above, wherein, The determining unit, for the connection point, also determines an avoidance time range indicating a recommended time range to avoid the vehicle from entering the connection point from the driving lane. The production department creates the travel plan in a manner that ensures the destination will not be reached within the avoidance timeframe.

[0011] (4) The driving plan generating device according to any one of (1) to (3) above, wherein, The determining unit identifies the connection point where no traffic light is installed to control the entry of the vehicle, and determines the entry time range for that connection point.

[0012] (5) The driving plan generating device according to any one of (1) to (4) above, wherein, The determining unit refers to a storage device mounted on the vehicle that pre-stores the entry time range for each lane connected to the connection point, and determines the lane connected to the connection point based on the vehicle's current position and direction of travel, thereby determining the entry time range.

[0013] (6) The driving plan generating device according to any one of (1) to (5) above, It also includes a driving control unit that performs driving control, including at least acceleration and deceleration control of the vehicle, according to the driving plan.

[0014] (7) The driving plan generating device according to (6) above, It also includes a rear vehicle detection unit, which detects whether there are any vehicles traveling behind the vehicle based on rear data indicating the situation behind the vehicle. The driving control unit does not perform driving control according to the driving plan when there is no vehicle behind it.

[0015] (8) The driving plan generating device according to (6) or (7) above, It also includes an occupant detection unit that detects, based on passenger compartment data indicating the condition inside the vehicle, whether there are occupants different from the driver capable of performing the driving operations of the vehicle. The driving control unit does not perform driving control according to the driving plan when there are no passengers other than the driver.

[0016] (9) The driving plan generating device according to any one of (6) to (8) above, wherein, The determining unit also determines whether the connection point is a temporary stop connection point that requires a temporary stop before entering from the driving lane. The driving control unit does not perform driving control according to the driving plan if the connection point is the temporary stop connection point.

[0017] (10) A method for creating a driving plan, performed by a driving plan creation device for creating a driving plan for a vehicle: For the connection point where the driving lane in which the vehicle is currently traveling connects to another lane in front of the vehicle, a range of entry time is determined, which represents the recommended time range for the vehicle to enter the connection point from the driving lane. The travel plan is created in such a way that the vehicle's travel speed from its current position to the connection point is reached within the entry time range.

[0018] (11) A non-transitory computer-readable medium storing a computer program for driving plan creation, the program causing a computer mounted in a vehicle to execute: For the connection point where the driving lane in which the vehicle is currently traveling connects to another lane in front of the vehicle, a range of entry time is determined, which represents the recommended time range for the vehicle to enter the connection point from the driving lane. A travel plan is created, including the vehicle's speed from its current position to the connection point, in order to reach the connection point within the stated entry time range.

[0019] According to the driving plan generation apparatus disclosed herein, it is possible to generate driving plans for smoother travel at connection points in a lane. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of a vehicle equipped with a driving plan generation device. Figure 2 This is a hardware schematic diagram of the driving plan generation device. Figure 3 This is a functional block diagram of the processor in the driving plan generation device. Figure 4In the diagram, (a) is a schematic diagram illustrating the first example of a connecting location, (b) is a diagram illustrating the entry time range in the first example of a connecting location, and (c) is a time diagram illustrating the entry time range in the first example of a connecting location. Figure 5 In the diagram, (a) is a schematic diagram illustrating the second example of the connection point, (b) is a diagram illustrating the entry time range and avoidance time range in the second example of the connection point, and (c) is a time diagram illustrating the entry time range and avoidance time range in the second example of the connection point. Figure 6 In the diagram, (a) is a schematic diagram illustrating the third example of the connecting location, (b) is a diagram illustrating the entry time range in the third example of the connecting location, and (c) is a time diagram of the entry time range in the third example of the connecting location. Figure 7 This diagram illustrates the setting of the scheduled arrival time to the connection point. Figure 8 It is a graph showing the progression of vehicle speeds up to the point of connection. Figure 9 This is a flowchart for the creation and processing of driving plans. Detailed Implementation

[0021] Hereinafter, with reference to the accompanying drawings, a driving plan generating apparatus capable of creating a driving plan for smooth travel at lane connection points will be described in detail. The driving plan generating apparatus determines an entry time range, representing the time range for a recommended vehicle to enter the connection point from its driving lane. A connection point is a location where the driving lane in which the vehicle is currently traveling connects to another lane, different from that driving lane, ahead of the vehicle. Furthermore, the driving plan generating apparatus generates a driving plan that includes the vehicle's speed progression from its current position to the connection point, ensuring that the vehicle reaches the connection point within the entry time range.

[0022] Figure 1 This is a schematic diagram of a vehicle equipped with a driving plan generation device.

[0023] Vehicle 1 has a peripheral camera 2, an in-cabin camera 3, an instrument display 4, a GNSS receiver 5, a storage device 6, and a driving plan creation device 7. The peripheral camera 2, the in-cabin camera 3, the instrument display 4, the GNSS (Global Navigation Satellite System) receiver 5, the storage device 6, and the driving plan creation device 7 are communicatively connected via a standard in-vehicle network based on a controller area network.

[0024] The peripheral camera 2 is an example of a peripheral sensor used to generate peripheral data representing the conditions around the vehicle 1. The peripheral camera 2 has a two-dimensional detector, such as a CCD or C-MOS array of photoelectric conversion elements sensitive to visible light, and an imaging optical system that images the area to be photographed onto the two-dimensional detector. The peripheral camera 2 has a front peripheral camera 2-1 and a rear peripheral camera 2-2. The front peripheral camera 2-1 is positioned, for example, facing forward in the upper front part of the vehicle compartment, and the rear peripheral camera 2-2 is positioned, for example, facing rearward in the upper rear part of the vehicle compartment. The front peripheral camera 2-1 and the rear peripheral camera 2-2 photograph the conditions around the vehicle 1 through the front and rear windows respectively at each predetermined shooting cycle (e.g., 1 / 30 second to 1 / 10 second). The front peripheral camera 2-1 and the rear peripheral camera 2-2 output front and rear data representing the conditions in front and behind as peripheral data. In addition, the vehicle 1 may also have a sensor other than the peripheral camera 2, such as a LiDAR (Light Detection and Ranging) sensor that generates distance images based on the surrounding conditions of the vehicle 1, where each pixel has a value corresponding to the distance from the object represented by that pixel, as peripheral data, and serve as a peripheral sensor.

[0025] The in-car camera 3 is an example of an in-car sensor used to generate images representing the conditions inside the car compartment of vehicle 1. The in-car camera 3 has a two-dimensional detector composed of an array of photoelectric conversion elements sensitive to infrared light, such as a CCD or C-MOS, and an imaging optical system that images the area to be photographed onto the two-dimensional detector. Additionally, the in-car camera 3 has a light source that emits infrared light. The in-car camera 3 is mounted, for example, at the front of the car compartment facing the rear. The in-car camera 3 illuminates the car compartment with infrared light at each predetermined shooting cycle (e.g., 1 / 30 to 1 / 10 of a second), and outputs images representing the conditions inside the car compartment in a time sequence. Vehicle 1 may also have sensors other than the in-car camera 3, such as seating sensors that measure the weight applied to the seat surfaces of each seat and output sensor signals corresponding to the weight, as in-car sensors.

[0026] The instrument display 4 is an example of an output device, such as an LCD display. Based on signals received from the driving plan creation device 7 via the in-vehicle network, the instrument display 4 displays information related to the created driving plan in a manner that allows the driver to visually confirm it.

[0027] GNSS receiver 5 receives GNSS signals from GNSS satellites at predetermined intervals and determines the vehicle 1's own position based on the received GNSS signals. At predetermined intervals, GNSS receiver 5 outputs a positioning signal, representing the vehicle 1's own position based on the GNSS signals, to the driving plan generation device 7 via the in-vehicle network. Additionally, GNSS receiver 5 detects the current time based on the time information contained in the GNSS signals.

[0028] Storage device 6 is an example of a storage unit, such as a hard disk drive or a non-volatile semiconductor memory. Storage device 6 stores map data including information related to the lanes traveled by vehicle 1 and connection points. The information related to connection points includes the entry time range for each lane connected to that connection point.

[0029] The driving plan generation device 7 generates a driving plan based on the map data stored in the storage device 6 containing information related to the connection point, including the progression of the vehicle 1's driving speed up to the connection point.

[0030] Figure 2 This is a hardware schematic diagram of the driving plan generation device 7. The driving plan generation device 7 includes a communication interface 71, a memory 72, and a processor 73.

[0031] Communication interface 71 is an example of the communication unit, and has a communication interface circuit for connecting the driving plan generation device 7 to the in-vehicle network. Communication interface 71 provides received data to processor 73. Additionally, communication interface 71 outputs data from processor 73 to external devices.

[0032] The memory 72 includes both volatile and non-volatile semiconductor memory. The memory 72 stores various data used in the processing performed by the processor 73, such as acceleration / deceleration conditions that set the range of speed changes (acceleration / deceleration). Additionally, the memory 72 stores various application programs, such as a driving plan creation program that performs driving plan creation processing.

[0033] Processor 73 is an example of a control unit, having one or more processors and their peripheral circuitry. Processor 73 may also have other arithmetic circuitry such as logic operation units, numerical operation units, or graphics processing units.

[0034] Figure 3 This is a functional block diagram of the processor 73 in the driving plan making device 7.

[0035] The processor 73 of the driving plan generation device 7 has a determination unit 731, a generation unit 732, a rear vehicle detection unit 733, an occupant detection unit 734, and a driving control unit 735 as functional blocks. These units of the processor 73 are functional modules implemented by a program executed on the processor 73. The computer program implementing the functions of each unit of the processor 73 can be provided in the form of a computer-readable removable recording medium such as a semiconductor memory, magnetic recording medium, or optical recording medium. Alternatively, these units of the processor 73 can also be implemented as independent integrated circuits, microprocessors, or firmware within the driving plan generation device 7.

[0036] The determination unit 731 determines an entry time range for a connection point where the driving lane in which the vehicle 1 is traveling connects to another lane in front of the vehicle 1, which is different from the driving lane. This entry time range represents the recommended time range for the vehicle 1 to enter the connection point from the driving lane.

[0037] The determining unit 731 determines the connection point ahead of the driving lane by referring to map data stored in the storage device 6 near its own position indicated by the positioning signal received from the GNSS receiver 5, and determines the entry time range of the driving lane at that connection point.

[0038] Information related to the connection point can also be stored in a map server (not shown). In this case, the determination unit 731 sends the positioning signal obtained from the GNSS receiver 5 to the map server via a data communication module (not shown) connected to the communication interface 71 and the in-vehicle network. The map server sends map data showing the conditions near the location indicated by the sent positioning signal to the driving plan generation device 7. Based on the map data obtained from the map server, the determination unit 731 determines the connection point ahead of the driving lane and determines the entry time range for that connection point.

[0039] Figures 4-6 This diagram illustrates the first to third examples of connection points and the time range for entering the connection points. In the first to third examples of connection points, no traffic lights are installed at any of the connection points to control vehicle entry. However, the driving plan generation device 7 can also generate driving plans for connection points where traffic lights are installed.

[0040] Figure 4 The connection point CP1 shown in (a) is the first example of a connection point. Connection point CP1 is an intersection where a road with lanes L11 and L12 connects to a road with lanes L13 and L14, a road with lanes L15 and L16, and a road with lanes L17 and L18.

[0041] The storage device 6 contains map data including information about the various lanes L11, L13, L15, and L17 that can access the connection point CP1, and the recommended entry time range for vehicles to enter the connection point CP1 from that lane.

[0042] The entry time range is defined by the elapsed time from the beginning of a predetermined period (e.g., 30 seconds) that repeats from a specified moment (e.g., January 1, 2000, 00:00:00). Figure 4 In the examples shown in (b) and (c), the entry time range for lanes L11 and L13 to enter connector CP1 is set to 15 seconds (0:00-0:15) from the start of each cycle. Additionally, the entry time range for lanes L15 and L17 to enter connector CP1 is set to 5 seconds (0:20-0:25) after 20 seconds have elapsed from the start of each cycle.

[0043] At connection point CP1, where entry time ranges are set, it is recommended that vehicles enter from lanes L11 and L13 within 15 seconds of the start of each cycle, and from lanes L15 and L17 within 5 seconds after 20 seconds have elapsed. With vehicles traveling at connection point CP1 according to their entry time ranges, it can be expected that vehicles arriving at connection point CP1 within the entry time range will not need to wait for vehicles entering from other lanes to pass before entering CP1.

[0044] In the first example of a connection point, regardless of the lane from which the vehicle exits from connection point CP1, the same entry time range is set for vehicles entering from a particular lane. However, different entry time ranges can be set depending on the lane from which the vehicle exits. For example, at connection point CP1, the entry time range for exiting from lane L11 for vehicles exiting from lane L18 can be set to 19 seconds (0:00-0:19) from the beginning of each cycle. By setting it in this way, vehicles entering from lane L11 can reliably exit from lane L18 at least within the time range (0:15-0:19) when it is not recommended to enter from other lanes connected to connection point CP1. Furthermore, even within the time range (0:00-0:15) when it is recommended to enter from lane L13, vehicles entering from lane L11 can exit from lane L18 if it is confirmed that no vehicles have entered from lane L13.

[0045] Figure 5Connection point CP2 shown in (a) is the second example of a connection point. Connection point CP2 is an intersection where a road with lanes L21 and L22 connects to a road with lanes L23 and L24, a road with lanes L25 and L26, and a road with lanes L27 and L28. Stop lines are set near connection point CP2 in lanes L25 and L27, requiring temporary stopping before entering connection point CP2. Connection point CP2 is equivalent to a temporary stopping connection point where temporary stopping is required before entering from lanes L25 and L27.

[0046] The storage device 6 contains map data, including not only the entry time ranges for each lane L21, L23, L25, and L27 that can enter the connection point CP2, but also information indicating the avoidance time ranges for vehicles to avoid entering the connection point CP2 from that lane.

[0047] The avoidance time range, like the entry time range, is defined by the elapsed time from the beginning of a predetermined cycle that repeats from a specified moment. Figure 5 In the examples shown in (b) and (c), the entry time range is set in the same way as that for connection point CP1. No avoidance time range is set for entry from lanes L21 and L23 to connection point CP2. The avoidance time range for entry from lanes L25 and L27 to connection point CP2 is set to 16 seconds (0:02-0:18) after 2 seconds have elapsed from the start of each cycle.

[0048] At connection point CP2, where entry and avoidance time ranges are defined, it is recommended to prevent vehicles from entering from lanes L25 and L27 for 16 seconds after 2 seconds have elapsed from the start of each cycle. Therefore, vehicles traveling in lanes L21 and L23 can more safely enter connection point CP2 within this time range.

[0049] Furthermore, when an avoidance time range is set as described above, the time range for entering connector CP2 from lanes L25 and L27 is restricted. Since a temporary stop is required when entering connector CP2 from lanes L25 and L27, it is easier to align with the avoidance time range.

[0050] Figure 6 The connection point CP3 shown in (a) is the third example of a connection point. Connection point CP3 is a location within lanes L31 and L32 traveling in the same direction of travel, designated as a point where vehicles can perform lane changes. In this example, lanes L31 and L32 after passing through connection point CP3 are designated as lanes L33 and L34, respectively. Connection point CP3 may also be indicated visually without being visible on the road via road signs, pavement markings, or other means.

[0051] The storage device 6 contains map data including information on the entry time range of each lane L31, L32 that can enter the connection point CP3 and exit from the connection point CP3 according to the exit target.

[0052] exist Figure 6 In the examples shown in (b) and (c), a vehicle traveling in lane L31 can always proceed straight into lane L33 throughout each cycle, and can change lanes into lane L34 within 2 seconds (0:03-0:05) after 3 seconds from the start. Additionally, a vehicle traveling in lane L32 can proceed straight into lane L34 within 2 seconds (0:00-0:02) from the start of each cycle, and can always change lanes into lane L33.

[0053] At connection point CP3, where entry time ranges are defined, the entry time range for traveling from lane L31 to lane L34 does not overlap with the entry time range for traveling from lane L32 to lane L34. Therefore, vehicles traveling in lanes L31 and L32 can more safely enter connection point CP3 towards lane L34.

[0054] return Figure 3 Production unit 732 creates a travel plan for vehicle 1 to arrive at the connection point within the entry time range. Production unit 732 estimates a standard arrival time at the connection point based on the distance from vehicle 1's current position to the connection point and the shift in vehicle 1's speed up to the connection point as included in the current travel plan. Production unit 732 sets a predetermined arrival time based on the relationship between the estimated standard arrival time and the entry time range of the connection point. Production unit 732 can set the predetermined arrival time between the earliest and latest arrival times set before and after the standard arrival time. The earliest and latest arrival times are limit values ​​for arrival times that ensure vehicle 1 travels safely and without causing discomfort to the occupants of vehicle 1. Production unit 732 can, for example, set the earliest and latest arrival times by adding a maximum reduction time (e.g., -2 seconds) and a maximum extension time (e.g., 5 seconds) based on the distance from vehicle 1's current position to the connection point and the speed of vehicle 1 to the standard arrival time. Production unit 732 creates a travel plan to arrive at the connection point at the predetermined arrival time.

[0055] Figure 7 This diagram illustrates the settings for the scheduled arrival time at the connection point. Figure 7 In the period P1, the entry time range of the connection point is set from time t. 1s At time t 1e During this period, the same settings are made for other cycles such as P2.

[0056] exist Figure 7 In (1), the production unit 732 can set a standard arrival time SAT1 between the earliest arrival time EAT1 and the latest arrival time LAT1. The standard arrival time SAT1 is included in the entry time range of the cycle P1. At this time, the production unit 732 sets the standard arrival time SAT1 as the predetermined arrival time.

[0057] exist Figure 7 In (2), the production unit 732 can set a standard arrival time SAT2 between the earliest arrival time EAT2 and the latest arrival time LAT2. The earliest arrival time EAT2 and the standard arrival time SAT2 are included in the time range outside the entry time range in period P1. The latest arrival time LAT2 is included in the entry time range in period P2. At this time, the production unit 732 sets the latest arrival time LAT2 as the predetermined arrival time.

[0058] exist Figure 7 In step (3), the production unit 732 can set a standard arrival time SAT3 between the earliest arrival time EAT3 and the latest arrival time LAT3. The standard arrival time SAT3 and the latest arrival time LAT3 are both included in the time range outside the entry time range of the period P1. The earliest arrival time EAT3 is included in the entry time range of the period P1. At this time, the production unit 732 sets the earliest arrival time EAT3 as the predetermined arrival time.

[0059] exist Figure 7 In (4), the production unit 732 can set a standard arrival time SAT4 between the earliest arrival time EAT4 and the latest arrival time LAT4. The standard arrival time SAT4 is included within the time range outside the entry time range in cycle P1. The earliest arrival time EAT4 is included within the entry time range in cycle P1. The latest arrival time LAT4 is included within the entry time range in cycle P2. The production unit 732 can set either the earliest arrival time EAT4 or the latest arrival time LAT4 as the predetermined arrival time. In this case, by setting the latest arrival time LAT4 as the predetermined arrival time, the production unit 732 is able to create a safer travel plan.

[0060] Figure 8 This is a graph showing the progression of vehicle 1's speed up to the connection point. Figure 8In the diagram G shown, the vertical axis represents the speed of vehicle 1, and the horizontal axis represents the distance from vehicle 1 to the connection point (the closer to the right). Vehicle 1 travels at a first speed (e.g., 6 m / s) to a point at a distance D0 (e.g., 80 m) from the connection point (hereinafter referred to as "point D0"). The production unit 732 creates a travel plan in a manner that makes the speed of vehicle 1 when it reaches the connection point a second speed (e.g., 0 m / s).

[0061] Figure 8 The series [1] represents an example of the progression of the speed of vehicle 1 in a standard driving plan. [1] The plan is that vehicle 1 travels to a designated location at a first speed, and from the designated location, it accelerates at a first acceleration (e.g., -0.36 m / s). 2 The speed is changed from the first speed (deceleration) and travels to the connection point at the second speed.

[0062] The manufacturing department 732 calculates the time required for the first speed to change to the second speed with the first acceleration (e.g., 16.7 seconds), and calculates the distance D2 (e.g., 50m) traveled by vehicle 1 during that time. The location (location D2) at a distance D2 from the connecting point corresponds to the location specified in the travel plan corresponding to series [1]. In the travel plan corresponding to series [1], the predetermined arrival time at the connecting point is the time when vehicle 1 passes through location D0 plus the total travel time from location D0 to location D2 (e.g., 5.0 seconds) and the travel time from location D2 to the connecting point (e.g., 21.7 seconds). Later, in Figure 8 The description uses the travel time instead of the scheduled arrival time.

[0063] Figure 8 Series [2] represents an example of a shift in the speed of vehicle 1 in a travel plan where the scheduled arrival time is changed to an earlier time than the scheduled arrival time in the standard travel plan. In the travel plan corresponding to series [2], the plan is for vehicle 1 to travel to a designated location at a first speed, and from the designated location, to travel at a second acceleration with an absolute value greater than the absolute value of the first acceleration (e.g., -0.5 m / s). 2 The speed is changed from the first speed (deceleration) and travels to the connection point at the second speed.

[0064] Production unit 732 calculates the time required to change the first speed to the second speed with the second acceleration (e.g., 12.0 seconds), and calculates the distance D3 (e.g., 36m) traveled by vehicle 1 during that time. The location (location D3) at a distance D3 from the connecting location corresponds to the location specified in the travel plan corresponding to series [2]. In the travel plan corresponding to series [2], the travel time from location D0 to the connecting location is the sum of the travel time from location D0 to location D3 (e.g., 7.3 seconds) and the travel time from location D3 to the connecting location (e.g., 19.3 seconds).

[0065] Figure 8 Series [3] represents the first example of a shift in the speed of vehicle 1 in a travel plan where the scheduled arrival time is changed to a time later than the scheduled arrival time in the standard travel plan. In the travel plan corresponding to series [3], the plan is for vehicle 1 to travel to a designated location at a first speed, and from the designated location, to travel at a third acceleration with an absolute value smaller than the absolute value of the first acceleration (e.g., -0.3 m / s). 2 The speed is changed from the first speed (deceleration) and travels to the connection point at the second speed.

[0066] Production department 732 calculates the time required to change the first speed to the second speed with the third acceleration (e.g., 20.0 seconds), and calculates the distance D1 (e.g., 60m) traveled by vehicle 1 during that time. The location (location D1) at a distance D1 from the connecting point corresponds to the location specified in the travel plan corresponding to series [3]. In the travel plan corresponding to series [3], the travel time from location D0 to the connecting point is the sum of the travel time from location D0 to location D1 (e.g., 3.3 seconds) and the travel time from location D1 to the connecting point (e.g., 23.3 seconds).

[0067] Figure 8 Series [4] represents a second example of the shift in the speed of vehicle 1 in a travel plan where the scheduled arrival time is changed to a time later than the scheduled arrival time in the standard travel plan. In the travel plan corresponding to series [4], vehicle 1 starts from point D2 where the speed change begins in the standard travel plan, while traveling at a fourth acceleration (e.g., -0.4 m / s) with an absolute value greater than the absolute value of the first acceleration. 2 The vehicle 1 changes speed (decelerates) from the first speed and travels to a designated first location at a third speed (e.g., 2 m / s) that is slower than the first speed but faster than the second speed. Then, the vehicle 1 travels from the designated first location to a designated second location at the third speed, and from the designated location to the connecting location, changes speed (decelerates) with a fourth acceleration.

[0068] The manufacturing unit 732 calculates the time (e.g., 10.0 seconds) required to change the first speed to the third speed with the fourth acceleration, and calculates the distance traveled by vehicle 1 during that time (e.g., 40m). The manufacturing unit 732 calculates the distance D4 (e.g., 10m) from the connecting point to the point where the speed of vehicle 1 becomes the third speed by subtracting the distance traveled by vehicle 1 during the speed change (e.g., 40m) from the distance from the point D2 where the speed change begins to the connecting point (e.g., 50m). The point at a distance D4 from the connecting point (point D4) corresponds to the first point specified in the driving plan corresponding to series [4].

[0069] Production department 732 calculates the time required to change the third speed to the second speed with the fourth acceleration (e.g., 5.0 seconds), and calculates the distance D5 (e.g., 5m) traveled by vehicle 1 during that time. The location (location D5) at a distance D5 from the connecting location corresponds to the second location specified in the driving plan corresponding to series [4]. In the driving plan corresponding to series [4], the driving time from location D0 to the connecting location is the total of the driving time from location D0 to location D2 (e.g., 5.0 seconds), the driving time from location D2 to location D4, the driving time from location D4 to location D5 (e.g., 2.5 seconds), and the driving time from location D5 to the connecting location (e.g., 22.5 seconds).

[0070] The production department 732 determines the movement of the vehicle 1's speed in such a way that the vehicle 1 arrives at the connection point in a time that corresponds to the difference between the set predetermined arrival time and the current time, and creates a travel plan.

[0071] Production unit 732 can calculate a driving plan for changing the current state (time t, distance d, speed v, acceleration a) of vehicle 1 to any state (time t′, distance d′, speed v′, acceleration a′) that satisfies specified constraints, according to the following formula. If it is assumed that jerk (acceleration), snap (jerk-acceleration), and crackle (degree of change of snap) are finite, then based on the following formula, jerk, snap, and crackle can be calculated according to the current state, the state upon reaching the connection point, and the time required for that state transition (t′-t). Production unit 732 then creates a driving plan based on the calculated jerk, snap, and crackle.

[0072] [Formula 1]

[0073] [Formula 2]

[0074] [Formula 3]

[0075] Having determined a timeframe for avoiding the connection point, Production Department 732 also creates a travel plan in a way that ensures the destination will not be reached within the avoidance timeframe. For example, in Figure 5 In the second example of the connection point shown, it is assumed that the standard arrival time and the earliest arrival time of a vehicle traveling from lane L25 to connection point CP2 are included within the avoidance time range, while the latest arrival time is included within a time range that is neither the entry time range nor the avoidance time range. In this case, the manufacturing unit 732 sets the predetermined arrival time to a time earlier than the latest arrival time that is included within a time range that is neither the entry time range nor the avoidance time range.

[0076] Production unit 732 can also pre-obtain a driving path created based on the current position of vehicle 1 indicated by the positioning signal output from GNSS receiver 5, leading to a designated destination. Alternatively, production unit 732 can pre-create a driving path using a prescribed path exploration method such as Dijkstra's algorithm, referring to map information stored in storage device 6. By referring to the driving path, production unit 732 can determine the lane exiting from the connection point and create a suitable driving plan to reach the connection point, which has different entry time ranges depending on the lane exiting the target lane.

[0077] The production unit 732 can also output the produced driving plan via an output device. For example, the production unit 732 enables the instrument display 4 to display information related to the driving plan in a manner that the driver can visually confirm. Information related to the driving plan includes, for example, the difference between the vehicle speed under the standard driving plan (reaching the connection point at the standard arrival time) and the vehicle speed under the current driving plan. By outputting such information, the driver can understand the reasons for actions different from those under the standard driving plan. Additionally, the production unit 732 can also output driving plan-related information such as the distance to the connection point, the entry time range set for the connection point, and the avoidance time range.

[0078] When the vehicle 1 is driven manually, the driver can control the speed of the vehicle 1 based on the information related to the driving plan output by the manufacturing department 732.

[0079] return Figure 3The rear vehicle detection unit 733 detects whether there is a vehicle traveling behind vehicle 1 from a peripheral image showing the situation behind vehicle 1. The rear vehicle detection unit 733 receives rear data from the rear peripheral camera 2-2 via the communication interface 71. The rear vehicle detection unit 733 detects the vehicle traveling behind vehicle 1 by inputting the received rear data into a recognizer that has been pre-learned in a way that detects rear vehicles.

[0080] The recognizer can be, for example, a convolutional neural network (CNN) with multiple convolutional layers connected in series from the input to the output, such as YOLO (You Only Look Once) or SSD (Single Shot MultiBox Detector). By pre-training multiple images containing vehicles behind as training data and feeding them into the CNN, the CNN acts as a recognizer that detects vehicles behind from the images. Alternatively, machine learning algorithms such as Support Vector Machines (SVM) or AdaBoost can also be used in the recognizer. When the recognizer is set to an SVM, the SVM learns by setting support vectors for identifying whether vehicles behind are present in various regions of the rear data; the SVM then acts as a recognizer for detecting vehicles behind.

[0081] The occupant detection unit 734 detects whether there is an occupant different from the driver capable of performing driving operations on vehicle 1, based on interior data indicating the conditions inside the carriage. The occupant detection unit 734 receives interior images from the interior camera 3 via the communication interface 71. The occupant detection unit 734 detects whether there is an occupant different from the driver by inputting the received interior images into a recognizer that has been pre-learned for occupant detection. The recognizer may use a CNN or other machine learning algorithms.

[0082] When the vehicle 1 has a seating sensor as a sensor inside the passenger compartment, the occupant detection unit 734 can also detect whether there are occupants based on the sensor signal received from the seating sensor via the communication interface 71.

[0083] The driving control unit 735 executes driving control, including at least acceleration and deceleration control of vehicle 1, according to the driving plan. The driving control unit 735 outputs control signals to the driving mechanism (not shown) of vehicle 1 via communication interface 71, so that vehicle 1 travels at a speed corresponding to the shift in driving speed included in the driving plan. The driving mechanism includes, for example, a drive source such as an engine or motor that provides power to vehicle 1 and brakes that reduce the driving speed of vehicle 1.

[0084] After arriving at the connection point, the driving control unit 735 confirms that there are no vehicles entering from other lanes and controls the driving of vehicle 1 to enter the connection point.

[0085] The driving control unit 735 detects whether other vehicles are approaching the connection point based on forward data indicating the situation ahead of vehicle 1. The driving control unit 735 receives forward data from the forward peripheral camera 2-1 via the communication interface 71. The driving control unit 735 detects other vehicles approaching the connection point by inputting the received forward data into a recognizer that has been pre-learned to detect other vehicles. The recognizer may use CNN or other machine learning algorithms.

[0086] The driving control unit 735 performs driving control of vehicle 1 so that it enters the connection point when there are no other vehicles entering the connection point, and stops instead of entering the connection point when there are other vehicles entering the connection point. The driving control unit 735 may also control the steering mechanism that steers vehicle 1, in addition to controlling the drive source and brakes.

[0087] If no vehicle is detected by the rear vehicle detection unit 733, the driving control unit 735 may not execute driving control according to the driving plan prepared by the manufacturing unit 732. In this case, the manufacturing unit 732 may execute driving control according to a standard driving plan based on the vehicle 1 arriving at the connection point at a standard arrival time.

[0088] The entry time range set for the connecting point indicates the recommended time range for vehicles to enter the connecting point, not that entry is prohibited outside of this time. For vehicles arriving at the connecting point, entry is permitted if no vehicles are entering from other lanes at that time. When arriving at the connecting point at the standard arrival time without implementing planned driving control, it is possible to enter the connecting point during the period from the arrival time to the immediately following entry time range, but there is also a possibility of making unnatural movements such as unnecessary stops near the connecting point. Such vehicle behavior may create a suspicious impression on following vehicles, so it is preferable to set the case of not implementing planned driving control as the case where no following vehicles are detected.

[0089] If the occupant detection unit 734 does not detect an occupant different from the driver, the driving control unit 735 may not execute the driving control according to the driving plan prepared by the manufacturing unit 732.

[0090] Unnatural vehicle behavior that may occur if the vehicle arrives at the connection point at the standard arrival time without performing driving control according to the driving plan could give occupants other than the driver a suspicious impression. Therefore, it is preferable to assume that the situation of not performing driving control according to the driving plan is that no occupant other than the driver is detected.

[0091] If the driving control unit 735 determines, according to the determination unit 731, that the connection point is a temporary stop connection point, it may also choose not to perform driving control according to the driving plan produced by the production unit 732.

[0092] At a temporary stopping point, even if one arrives within the entry time frame, it is not possible to enter the stopping point without making a temporary stop. That is, at a temporary stopping point, even with driving control according to the driving plan, smooth travel at the stopping point is not possible. Therefore, arriving at the stopping point at the standard arrival time without implementing driving control according to the driving plan is preferable as it may allow for earlier entry into the stopping point.

[0093] Figure 5 This is a flowchart of the driving plan creation process. When the distance from vehicle 1 to the connection point is less than a predetermined distance threshold, the processor 73 of the driving plan creation device 7 executes the driving plan creation process described below.

[0094] First, the determination unit 731 of the processor 73 of the driving plan making device 7 determines the entry time range for the connection point that connects to a lane different from the driving lane in front of the driving lane in which the vehicle 1 is driving (step S1).

[0095] Next, the production unit 732 of the processor 73 produces a driving plan (step S2) that includes the speed of the vehicle 1 from its current position to the connection point, in order to reach the connection point within the entry time range, and ends the driving plan production process.

[0096] By performing a driving plan creation process like this, a driving plan can be created for smooth driving at lane connection points.

[0097] According to a variation, information related to the connection points can also be provided from information providers located around each connection point. The information provider is, for example, a signboard displaying a two-dimensional barcode containing information related to the connection point. The information embedded in the two-dimensional barcode includes, for example, information determining the location of the connection point in front of the designated location (e.g., distance from the designated location, latitude, and longitude) and information indicating the time range for entering the designated connection point from the lane displaying the two-dimensional barcode.

[0098] For example, regarding Figure 4 The entry time range for the case of entering from lane L11 and exiting from lane L14, L16, or L18 is embedded in a two-dimensional barcode placed near the connection point CP1 in lane L11 as shown in (a).

[0099] In addition to information indicating the time range to enter, information indicating the time range to avoid can also be embedded in a two-dimensional barcode.

[0100] In this modified example, the determining unit 731 determines the location of the connection point ahead of the driving lane and determines the entry time range of the connection point by decoding the two-dimensional barcode based on the peripheral data generated by the peripheral camera 2 and representing the two-dimensional barcode.

[0101] It should be understood that those skilled in the art may add various changes, substitutions and modifications thereto without departing from the spirit and scope of this disclosure. Explanation of reference numerals in the attached figures

[0102] 1 vehicle 7. Driving plan creation device 731 Determination Department Production Department 732 733 Rear Vehicle Inspection Department 734 Crew Inspection Department 735 Driving Control Department

Claims

1. A driving plan generation device, comprising: The determining unit determines an entry time range, which represents a recommended time range for the vehicle to enter the connecting point from the driving lane at the point where the driving lane of the vehicle is currently traveling connects to another lane in front of the vehicle. The production department creates a travel plan that includes the vehicle's speed from its current position to the connection point, in order to reach the connection point within the entry time range. The driving control unit executes driving control, including at least acceleration and deceleration control of the vehicle, according to the driving plan; as well as The rear vehicle detection unit detects whether there are any vehicles traveling behind the vehicle, based on rear data indicating the conditions behind the vehicle. The driving control unit does not execute driving control according to the driving plan when there is no vehicle behind it. The determining unit refers to a storage device mounted on the vehicle that pre-stores the entry time range for each lane connected to the connection point, and determines the lane connected to the connection point based on the vehicle's current position and direction of travel, thereby determining the entry time range.

2. The driving plan generation device according to claim 1, wherein, The entry time range is a time range defined by the elapsed time from the beginning of a predetermined period repeated from a predetermined time.

3. The driving plan generation device according to claim 1, wherein, The determining unit, for the connection point, also determines an avoidance time range indicating a recommended time range to avoid the vehicle from entering the connection point from the driving lane. The production department creates the travel plan in a manner that ensures the destination will not be reached within the avoidance timeframe.

4. The driving plan generation device according to claim 1, wherein, The determining unit identifies the connection point where no traffic light is installed to control the entry of the vehicle, and determines the entry time range for that connection point.

5. The driving plan generation device according to claim 1, It also includes an occupant detection unit that detects, based on passenger compartment data indicating the condition inside the vehicle, whether there are occupants different from the driver capable of performing the driving operations of the vehicle. The driving control unit does not perform driving control according to the driving plan when there are no passengers other than the driver.

6. The driving plan generation device according to claim 1, wherein, The determining unit also determines whether the connection point is a temporary stop connection point that requires a temporary stop before entering from the driving lane. The driving control unit does not perform driving control according to the driving plan if the connection point is the temporary stop connection point.

7. A method for creating a driving plan, performed by a driving plan creation device for creating a driving plan for a vehicle: For the connection point where the driving lane in which the vehicle is currently traveling connects to another lane in front of the vehicle, a range of entry time is determined, which represents the recommended time range for the vehicle to enter the connection point from the driving lane. The travel plan is created in such a way that the vehicle's travel speed from its current position to the connection point is reached within the entry time range. Perform driving control, including at least acceleration and deceleration control of the vehicle, according to the driving plan; Based on rear data indicating the situation behind the vehicle, detect whether there is a vehicle traveling behind the vehicle. Driving control according to the driving plan will not be executed if there are no vehicles behind the vehicle. The entry time range is determined by referring to a storage device mounted on the vehicle that pre-stores the entry time range for each lane connected to the connection point, based on the vehicle's current position and direction of travel, thereby determining the lane connected to the connection point.

8. A non-transitory computer-readable medium storing a computer program for driving plan generation, the program causing a computer mounted in a vehicle to execute: For the connection point where the driving lane in which the vehicle is currently traveling connects to another lane in front of the vehicle, a range of entry time is determined, which represents the recommended time range for the vehicle to enter the connection point from the driving lane. A travel plan is created, including the vehicle's speed from its current position to the connection point, in order to reach the connection point within the entry time range. Perform driving control, including at least acceleration and deceleration control of the vehicle, according to the driving plan; Based on rear data indicating the situation behind the vehicle, detect whether there is a vehicle traveling behind the vehicle. Driving control according to the driving plan will not be executed if there are no vehicles behind the vehicle. The entry time range is determined by referring to a storage device mounted on the vehicle that pre-stores the entry time range for each lane connected to the connection point, based on the vehicle's current position and direction of travel, thereby determining the lane connected to the connection point.

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