Mobile body control device, mobile body control method, and storage medium

Abstract

The invention provides a mobile body control apparatus, a mobile body control method, and a storage medium. The moving body control apparatus includes: a first recognition unit that recognizes a surrounding situation including an object surrounding the moving body and a first dividing line that divides a movement path along which the moving body moves, on the basis of an output of a detection device that detects the surrounding situation of the moving body; a second recognition unit that recognizes, from map information, a second division line that divides a movement path around the moving body on the basis of the position information of the moving body; a determination unit that determines a deviation between the first division line and the second division line; and a movement control unit that controls the movement of the moving body on the basis of at least one of the first and second division lines, the movement of the moving body being controlled on the basis of the first and second division lines when viewed from the moving body, the first and second division lines being present on one of the left and right sides, and the moving body changing the forward path toward one side. When the first dividing line and the second dividing line on one side of the forward road change deviate from each other, movement control of the moving body is performed according to the object.

Description

Technical Field

[0001] The present invention relates to a mobile body control device, a mobile body control method and a storage medium. Background Art

[0002] In recent years, efforts to provide access to sustainable transportation systems that are particularly responsive to vulnerable traffic participants have intensified. To achieve this, research and development related to autonomous driving technologies is focusing on further improving traffic safety and convenience. In this regard, a technology is known that detects the road surface pattern formed by uneven surfaces at the lane change destination and corrects the lane change path to prevent the vehicle from interfering with the road surface pattern (e.g., Japanese Patent No. 6294928). Summary of the Invention

[0003] However, in previous autonomous driving technologies, it cannot be said that sufficient research has been conducted on the movement control of a mobile object when changing lanes based on the comparison results of road dividing lines recognized by cameras, etc. and road dividing lines shown in map information, and there is still room for research.

[0004] To address the aforementioned issues, one of the objectives of the present application is to provide a mobile control device, a mobile control method, and a storage medium that can perform more appropriate movement control based on the surrounding conditions of the mobile when the forward path changes, and further contribute to the development of sustainable transportation systems.

[0005] The mobile object control device, mobile object control method, and storage medium of the present invention employ the following configurations.

[0006] (1): A mobile body control device according to one embodiment of the present invention comprises: a first identification unit that identifies the surrounding conditions of the mobile body, including objects around the mobile body and a first dividing line that divides the moving path of the mobile body, based on the output of a detection device that detects the surrounding conditions of the mobile body; a second identification unit that identifies the second dividing line that divides the moving path around the mobile body according to map information based on the position information of the mobile body; a determination unit that determines the deviation between the first dividing line and the second dividing line; and a movement control unit that controls the movement of the mobile body based on at least one of the first dividing line and the second dividing line, and when the first dividing line and the second dividing line exist on one side of the left and right when viewed from the mobile body, and the mobile body changes its forward path to the one side, and when the first dividing line and the second dividing line on the one side deviate during the forward path change, the movement control unit controls the movement of the mobile body according to the object.

[0007] (2): Based on the scheme of (1) above, when the surrounding conditions of the mobile body satisfy a first condition, the movement control unit controls the movement of the mobile body according to the physical boundary existing on the one side, and the first condition is that the deviation angle between the first dividing line and the second dividing line on the one side is greater than a threshold value, and the first dividing line on the one side deviates from the second dividing line in a direction opposite to the direction of change of the forward path of the mobile body.

[0008] (3): Based on the solution of (2) above, in addition to the first condition, when the moving path is not a branch path or a merging path, is not an interval where the moving path increases or decreases, the curvature of the moving path is less than a threshold value, and the speed of the moving body is greater than a specified speed, the movement control unit also controls the movement of the moving body based on a physical boundary existing on the one side.

[0009] (4): Based on the scheme of (1) above, when the surrounding conditions of the mobile body satisfy the second condition, the movement control unit performs movement control based on at least one of a first preceding mobile body that exists in front of the mobile body on the moving path before the mobile body changes its forward path and a second preceding mobile body that exists in front of the moving path of the destination where the mobile body changes its forward path, wherein the second condition refers to that the movement speed when the position is adjusted in a manner such that the position of one of the first dividing line and the second dividing line overlaps with the position of the other from a state where the first dividing line and the second dividing line on the one side have different positions in the moving path width direction is greater than a prescribed speed, and the deviation distance between the positions of the first dividing line and the second dividing line on the one side in the moving path width direction is greater than a threshold value.

[0010] (5): Based on the solution of (4) above, in addition to the second condition, when the moving path is not a branch path or a merging path, is not an interval where the moving path increases or decreases, the curvature of the moving path is less than a threshold value, and the speed of the moving body is greater than a specified speed, the movement control unit also performs movement control based on at least one of the first leading moving body and the second leading moving body.

[0011] (6): Another embodiment of the present invention relates to a method for controlling a mobile body, wherein a computer performs the following processing: based on the output of a detection device that detects the surrounding conditions of the mobile body, identifying the surrounding conditions including objects around the mobile body and a first dividing line that divides the moving path of the mobile body; based on the position information of the mobile body, identifying the second dividing line that divides the moving path around the mobile body according to map information; determining the deviation between the first dividing line and the second dividing line; controlling the movement of the mobile body based on at least one of the first dividing line and the second dividing line; and in a case where the first dividing line and the second dividing line exist on one side of the left and right when viewed from the mobile body, and the mobile body changes its forward path to the one side, and in a case where the first dividing line and the second dividing line on the one side deviate during the forward path change, controlling the movement of the mobile body according to the object.

[0012] (7): Another embodiment of the present invention relates to a storage medium storing a program, wherein the program causes a computer to perform the following processing: based on the output of a detection device that detects the surrounding conditions of a moving body, identifying the surrounding conditions including objects around the moving body and a first dividing line that divides the moving path of the moving body; based on the position information of the moving body, identifying a second dividing line that divides the moving path around the moving body according to map information; determining the deviation between the first dividing line and the second dividing line; controlling the movement of the moving body based on at least one of the first dividing line and the second dividing line; and when the first dividing line and the second dividing line exist on one side of the left and right when viewed from the moving body, and the moving body changes its forward path to the one side, and when the first dividing line and the second dividing line on the one side deviate during the forward path change, controlling the movement of the moving body according to the object.

[0013] According to the above-mentioned aspects (1) to (7), more appropriate movement control can be performed according to the surrounding conditions of the moving object when the course is changed. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a configuration diagram of a vehicle system including the mobile object control device according to the embodiment.

[0015] Figure 2 This is a functional structure diagram of the first control unit and the second control unit.

[0016] Figure 3 This is a diagram for explaining driving control of the host vehicle in the first scenario.

[0017] Figure 4This is a diagram for explaining driving control of the host vehicle in the second scenario.

[0018] Figure 5 This is a diagram for explaining driving control of the host vehicle in the third scenario.

[0019] Figure 6 This is a diagram for explaining driving control of the host vehicle in the fourth scenario.

[0020] Figure 7 This is a flowchart showing an example of the flow of the driving control process in the embodiment.

[0021] Figure 8 1 is a flowchart showing a first embodiment of the travel control process.

[0022] Figure 9 1 is a flowchart showing a second embodiment of the travel control process. DETAILED DESCRIPTION

[0023] Embodiments of the mobile object control device, mobile object control method, and storage medium of the present invention are described below with reference to the accompanying drawings. Using a vehicle as an example of a mobile object, the following describes an embodiment of the mobile object control device applied to an autonomous vehicle. Autonomous driving, for example, involves automatically controlling one or both of a vehicle's steering and speed to perform driving control. Examples of such driving control include ALC (Automated Lane Change), LKAS (LaneKeeping Assistance System), ACC (Adaptive Cruise Control System), TJP (Traffic Jam Pilot), and CMBS (Collision Mitigation Brake System). Autonomous vehicles can also perform driving control manually by the vehicle user (e.g., passenger) (so-called manual driving). In addition to vehicles, mobile objects may include, for example, ships that can move on land, such as hovercrafts, flying vehicles that can travel on roads, and vehicles equipped with power units for standing passengers.

[0024] [Overall structure]

[0025] Figure 1This is a structural diagram of a vehicle system 1 including a mobile object control device according to an embodiment. The vehicle equipped with the vehicle system 1 (hereinafter referred to as the host vehicle M) is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle or a micro-mobile object. Its driving source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using power generated by a generator connected to the internal combustion engine or power discharged from a battery (storage battery) such as a secondary battery or a fuel cell.

[0026] Vehicle system 1 includes, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) device 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, vehicle sensors 40, a navigation device 50, an MPU (Map Positioning Unit) 60, a driving control element 80, an automatic driving control device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are interconnected via multiplexed communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, and wireless communication networks. Figure 1 The illustrated configuration is merely an example; portions of the configuration may be omitted, or additional configurations may be added. The combination of camera 10, radar device 12, LIDAR 14, and object recognition device 16 is an example of a "detection device DD." HMI 30 is an example of an "output device." Autonomous driving control device 100 is an example of a "mobile object control device."

[0027] The camera 10 is, for example, a digital camera that utilizes a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is installed at any location of the vehicle M equipped with the vehicle system 1. When photographing the front, the camera 10 is installed at the top of the front windshield, the back of the rearview mirror inside the vehicle, the front head of the vehicle body, etc. When photographing the rear, the camera 10 is installed at the top of the rear windshield, the tailgate, etc. When photographing the side, the camera 10 is installed at the rearview mirror on the door, etc. The camera 10, for example, periodically and repeatedly photographs the surroundings of the vehicle M. The camera 10 may also be a stereo camera.

[0028] The radar device 12 radiates radio waves, such as millimeter waves, around the vehicle M and detects the radio waves (reflected waves) reflected by surrounding objects to detect at least the object's position (range and direction). The radar device 12 can be mounted anywhere on the vehicle M. The radar device 12 can also detect the position and velocity of objects using the FM-CW (Frequency Modulated Continuous Wave) method.

[0029] The LIDAR 14 irradiates light around the vehicle M and measures the scattered light. The LIDAR 14 detects the distance to an object based on the time between light emission and light reception. The irradiated light is, for example, pulsed laser light. The LIDAR 14 is mounted at any location on the vehicle M.

[0030] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, radar device 12, and LIDAR 14 to identify the position, type, speed, and other aspects of the object. The object recognition device 16 outputs the recognition results to the autonomous driving control device 100. The object recognition device 16 can also output the detection results from the camera 10, radar device 12, and LIDAR 14 directly to the autonomous driving control device 100. In this case, the object recognition device 16 can be omitted from the configuration of the vehicle system 1 (detection device DD).

[0031] The communication device 20 communicates with, for example, other vehicles around the vehicle M, terminal devices of users of the vehicle M, or various server devices using a network such as a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), a LAN (Local Area Network), a WAN (Wide Area Network), or the Internet.

[0032] The HMI 30 outputs various information to the occupants of the vehicle M and receives input operations from the occupants. The HMI 30 includes, for example, various display devices, speakers, buzzers, touch panels, switches, buttons, microphones, and the like.

[0033] The vehicle sensors 40 include a speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting yaw rate (for example, the angular velocity of rotation about a vertical axis passing through the center of gravity of the vehicle M), and an orientation sensor for detecting the orientation of the vehicle M. The vehicle sensors 40 may also include a position sensor for detecting the position of the vehicle M. A position sensor is an example of a "position measurement unit." For example, a position sensor acquires position information (longitude and latitude) from a GPS (Global Positioning System) device. Alternatively, the position sensor may acquire position information using the GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50. The vehicle sensors 40 may also derive the speed of the vehicle M based on the difference (i.e., distance) in position information at a predetermined time interval between the position sensors. The detection results of the vehicle sensors 40 are output to the automatic driving control device 100.

[0034] The navigation device 50 includes, for example, a GNSS receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as a hard disk drive (HDD) or flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M can also be determined or supplemented by an INS (Inertial Navigation System) utilizing the output of the vehicle sensors 40. The navigation HMI 52 includes a display, speakers, a touch panel, keys, etc. The GNSS receiver 51 can also be provided with the vehicle sensors 40. The navigation HMI 52 can also partially or entirely be shared with the HMI 30 described above. The route determination unit 53, for example, refers to the first map information 54 to determine a route (hereinafter referred to as a mapped route) from the position of the vehicle M determined by the GNSS receiver 51 (or an input arbitrary position) to a destination input by the occupant using the navigation HMI 52. The first map information 54 is, for example, information representing the shape of a road (an example of a travel path) by representing links and nodes connected by the links. The first map information 54 may also include POI (Point of Interest) information and the like. The route on the map is output to the MPU 60. The navigation device 50 may also provide route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may also transmit the current location and destination to the navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server. The navigation device 50 outputs the determined route on the map to the MPU 60.

[0035] The MPU 60 includes, for example, a recommended lane determination unit 61, which stores second map information 62 in a storage device such as a HDD or flash memory. The recommended lane determination unit 61 divides the route on the map provided by the navigation device 50 into multiple blocks (for example, blocks of 100 meters in the vehicle's direction of travel) and determines a recommended lane for each block by referring to the second map information 62. The recommended lane determination unit 61 determines the lane to travel in from the left. If the route on the map branches, the recommended lane determination unit 61 determines a recommended lane so that the vehicle M can travel along a reasonable route to the branch destination.

[0036] The second map information 62 is map information with higher accuracy than the first map information 54. For example, the second map information 62 includes information such as the number of lanes (movable routes), the type and shape of road dividing lines (hereinafter referred to as dividing lines), lane center information, or road boundary information. The second map information 62 may also include information on whether road boundaries are physical boundaries, including structures that vehicles cannot pass through (including crossing over or contacting). Physical boundaries include, for example, guardrails, curbs, medians, and fences. Impassable boundaries also include low steps that are passable as long as vehicle vibrations that do not normally occur are tolerated. The second map information 62 may include road shape information, traffic restriction information, address information (address, postal code), facility information, parking information, and telephone number information. Road shape information includes, for example, road curvature (also referred to as curvature radius, hereinafter referred to as such), width, and slope. The second map information 62 can be updated at any time by communicating with an external device via the communication device 20. The first map information 54 and the second map information 62 may also be provided as a single piece of map information. The map information may also be stored in the storage unit 190 .

[0037] The driving operating components 80 include, for example, a steering wheel, an accelerator pedal, and a brake pedal. The driving operating components 80 may also include a shift lever, a special-shaped steering gear, a joystick, and other operating components. Each operating component of the driving operating components 80 is equipped with, for example, an operation detection unit that detects the amount of operation of the operating component by the occupant or the presence or absence of operation. The operation detection unit detects, for example, the steering angle of the steering wheel, the steering torque, the amount of depression of the accelerator pedal and the brake pedal. Furthermore, the operation detection unit outputs the detection results to the automatic driving control device 100, and one or both of the driving force output device 200, the braking device 210, and the steering device 220.

[0038] The automatic driving control device 100 performs various driving controls related to automatic driving on the host vehicle M. The automatic driving control device 100 includes, for example, a first control unit 120, a second control unit 160, an HMI control unit 180, and a storage unit 190. The first control unit 120, the second control unit 160, and the HMI control unit 180 are each implemented by a hardware processor, such as a CPU (Central Processing Unit), executing a program (software). Some or all of these components may also be implemented using hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), a GPU (Graphics Processing Unit), or a System on Chip (SOC), or through the coordinated operation of software and hardware. The above-mentioned program can be pre-stored in a storage device such as an HDD, a flash memory, or the like of the automatic driving control device 100 (a storage device having a non-temporary storage medium), or can be stored in a removable storage medium such as a DVD, a CD-ROM, or a memory card, and installed in the storage device of the automatic driving control device 100 by assembling the storage medium (non-temporary storage medium) in a drive device, a card slot, or the like.

[0039] The storage unit 190 may be implemented by any of the aforementioned storage devices, or by an EEPROM (Electrically Erasable Programmable Read Only Memory), a ROM (Read Only Memory), or a RAM (Random Access Memory). For example, the storage unit 190 stores various information and programs according to the embodiments. The storage unit 190 may also store map information (e.g., the first map information 54 and the second map information 62).

[0040] Figure 2It is a functional structure diagram of the first control unit 120 and the second control unit 160. The first control unit 120 includes, for example, an identification unit 130 and an action plan generation unit 140. The first control unit 120 implements, for example, functions based on AI (Artificial Intelligence) and functions based on a pre-given model in parallel. For example, the function of "identifying intersections" can be achieved by "parallel execution of intersection identification based on deep learning, etc. and identification based on pre-given conditions (presence of signals that can be pattern matched, road signs, etc.), and scoring both sides and comprehensively evaluating them." In this way, the reliability of autonomous driving is ensured. The first control unit 120 performs control related to autonomous driving of the vehicle M, for example, based on instructions from the MPU60, the HMI control unit 180, etc.

[0041] The recognition unit 130 identifies the surrounding conditions of the host vehicle M based on the recognition results of the detection device DD (information input from the camera 10, radar device 12, and LIDAR 14 via the object recognition device 16). For example, the recognition unit 130 identifies the position, velocity, acceleration, and other states of objects surrounding the host vehicle M (within a predetermined distance). Objects include other vehicles, pedestrians, bicycles, and other traffic participants, as well as physical boundaries dividing roads (traffic paths). The position of an object is, for example, identified as an absolute coordinate position with a representative point (such as the center of gravity or the center of the drive shaft) of the host vehicle M as the origin, and used for control. The position of an object can also be represented by a representative point such as the center of gravity or a corner, or by a displayed area. For example, in the case of a mobile object such as another vehicle, the "state" of the object can also include the acceleration, jerk, or "behavior" of the mobile object (for example, whether the other vehicle is currently changing or about to change lanes).

[0042] Recognition unit 130 recognizes, for example, stop signs, obstacles, red lights, toll booths, other road features, road signs (such as speed limits), and road signs indicating speed limits. Recognition unit 130 includes, for example, a first recognition unit 132 and a second recognition unit 134. Details of their functions will be described later.

[0043] The action plan generation unit 140 generates an action plan for autonomously driving the host vehicle M based on, for example, the identification results from the identification unit 130. For example, the action plan generation unit 140 generates a target trajectory for the host vehicle M to automatically travel in the future (independent of driver control), in a manner that allows the host vehicle M to travel in the recommended lane determined by the recommended lane determination unit 61 and, based on the surrounding road shape determined from the identification results from the identification unit 130 or the current position of the host vehicle M obtained from map information, to adapt to the surrounding conditions of the host vehicle M. The target trajectory includes, for example, a speed element. For example, the target trajectory is represented by a sequence of locations (track points) that the host vehicle M should reach. Track points are locations that the host vehicle M should reach at predetermined travel distances (e.g., several meters) along the route. Separately, target speeds and target accelerations are generated as part of the target trajectory at predetermined sampling times (e.g., a few tenths of a second). Alternatively, track points may be locations that the host vehicle M should reach at the specified sampling times. In this case, information on the target speed and target acceleration is expressed by the intervals between track points.

[0044] When generating the target trajectory, the action plan generation unit 140 may set events for autonomous driving. These events include, for example, a constant speed driving event that causes the host vehicle M to travel in the same lane at a constant speed; a following driving event that causes the host vehicle M to follow another vehicle that is within a predetermined distance (e.g., within 100 meters) ahead of the host vehicle M and is closest to the host vehicle M; a lane change event that causes the host vehicle M to change lanes from its own lane to an adjacent lane; a diverging event that causes the host vehicle M to diverge from a lane closer to the destination at a road divergence point; a merging event that causes the host vehicle M to merge onto a main road at a merging point; and a takeover event that terminates autonomous driving and switches to manual driving. Examples of these events include an overtaking event that causes the host vehicle M to temporarily change lanes to an adjacent lane, overtake a preceding vehicle in the adjacent lane, and then change lanes back to its original lane; and an avoidance event that causes the host vehicle M to at least brake or steer to avoid an obstacle ahead of the host vehicle M.

[0045] For example, the action plan generation unit 140 can change a previously determined event for the current section to another event or set a new event for the current section based on the surrounding conditions of the vehicle M detected while the vehicle M is traveling. The action plan generation unit 140 can also change a previously determined event for the current section to another event or set a new event for the current section based on an occupant's operation of the HMI 30. The action plan generation unit 140 generates a target trajectory corresponding to the set event.

[0046] The action plan generating unit 140 includes, for example, a determining unit 142 and a travel control unit 144. Details of their functions will be described later. The travel control unit 144 and the second control unit 160 are examples of a "movement control unit."

[0047] The second control unit 160 controls the driving force output device 200 , the braking device 210 , and the steering device 220 so that the host vehicle M passes through the target trajectory generated by the action plan generation unit 140 at a predetermined timing.

[0048] The second control unit 160 includes, for example, a target trajectory acquisition unit 162, a speed control unit 164, and a steering control unit 166. The target trajectory acquisition unit 162 acquires information on the target trajectory (trajectory point) generated by the action plan generation unit 140 and stores the information in a memory (not shown). The speed control unit 164 controls the driving force output device 200 or the braking device 210 based on the speed factor associated with the target trajectory stored in the memory. The steering control unit 166 controls the steering device 220 based on the curvature of the target trajectory stored in the memory. The processing of the speed control unit 164 and the steering control unit 166 is implemented, for example, through a combination of feedforward control and feedback control. As an example, the steering control unit 166 performs a combination of feedforward control corresponding to the curvature of the road ahead of the vehicle M and feedback control based on deviation from the target trajectory.

[0049] return Figure 1 The HMI control unit 180 uses the HMI 30 to notify the occupants of specified information. Examples of the specified information include information related to the status of the vehicle M, information related to driving control, and other information related to the driving of the vehicle M. Examples of information related to the status of the vehicle M include the speed, engine speed, and gear position of the vehicle M. Examples of information related to driving control include information regarding the presence or absence of driving control based on autonomous driving, information inquiring whether to start autonomous driving, information regarding the status of driving control based on autonomous driving, information regarding the automation level, and information urging the occupants to drive when switching from autonomous driving to manual driving. The specified information may include information related to surrounding conditions identified by the detection device DD. The specified information may also include information unrelated to the driving of the vehicle M, such as television programs and items (e.g., movies) stored on storage media such as DVDs. Examples of the specified information include information related to the current location, destination, and fuel level of the vehicle M during autonomous driving. The HMI control unit 180 may also output information received via the HMI 30 to the communication device 20, the navigation device 50, the first control unit 120, and other devices.

[0050] The HMI control unit 180 may also cause the HMI 30 to output inquiry information to the occupant, processing results performed by the first control unit 120 and the second control unit 160, etc. The HMI control unit 180 may also transmit various information caused to be output by the HMI 30 to a terminal device used by an occupant of the vehicle M via the communication device 20 .

[0051] The driving force output device 200 outputs driving force (torque) for vehicle propulsion to the drive wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, as well as an ECU (Electronic Control Unit) that controls these components. The ECU controls the aforementioned components based on information input from the second control unit 160 or from the accelerator pedal of the driving control element 80.

[0052] Braking device 210 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a brake ECU. The brake ECU controls the electric motor based on information input from the second control unit 160 or information input from the brake pedal of the driver's operating element 80, thereby outputting a braking torque corresponding to the braking operation to each wheel. Braking device 210 may include a mechanism that transmits the hydraulic pressure generated by operating the brake pedal to the hydraulic cylinder via a master hydraulic cylinder as a backup. Braking device 210 is not limited to the structure described above and may also be an electronically controlled hydraulic braking device that controls an actuator based on information input from the second control unit 160 to transmit the hydraulic pressure from the master hydraulic cylinder to the hydraulic cylinder.

[0053] The steering system 220 includes, for example, a steering ECU and an electric motor. The electric motor applies force to, for example, a rack-and-pinion mechanism to change the direction of the steering wheel. The steering ECU drives the electric motor based on information input from the second control unit 160 or information input from the steering wheel of the driving control unit 80 to change the direction of the steering wheel.

[0054] [Identification Department and Action Plan Generation Department]

[0055] Next, the functions of the identification unit 130 (primarily the first identification unit 132 and the second identification unit 134) and the action plan generation unit 140 (primarily the determination unit 142 and the travel control unit 144) will be described in detail. The following describes the driving control (travel control) of the host vehicle M using the functions of the identification unit 130 and the action plan generation unit, divided into several scenarios.

[0056] [Scene 1]

[0057] Figure 3 is a diagram for explaining the driving control of the host vehicle M in the first scenario. Figure 3In the example shown, dividing lines CL1 to CL3 identified by the detection device DD and dividing lines ML1 to ML3 obtained from map information (e.g., second map information 62) based on the position information of the vehicle M are shown. In the map information, lane L1 is divided by dividing lines ML1 and ML2, and lane L2 is divided by dividing lines ML2 and ML3. Lanes L1 and L2 are lanes that can travel in the same direction (X-axis direction in the figure). Figure 3 In the example, dividing lines CL1-CL3 are examples of "first dividing lines," and dividing lines ML1-ML3 are examples of "second dividing lines." Hereinafter, dividing lines CL1-CL3 may be referred to as "camera dividing lines CL1-CL3," and dividing lines ML1-ML3 may be referred to as "map dividing lines ML1-ML3." Furthermore, when the individual camera dividing lines CL1-CL3 are not distinguished, they may be simply referred to as "camera dividing lines CL," and when the individual map dividing lines ML1-ML3 are not distinguished, they may be simply referred to as "map dividing lines ML."

[0058] exist Figure 3 In the example, when looking at the direction (X-axis direction in the figure) that can be traveled from lane L1, there is a physical boundary (e.g., fence) OB1 on the left side of lane L1, and when looking at the direction that can be traveled from lane L2, there is a physical boundary (e.g., fence) OB2 on the right side of lane L2. Figure 3 In the example, physical boundaries OB1 and OB2 exist along the extending directions of lanes L1 and L2 (more specifically, physical boundary OB1 is along dividing line CL1 and physical boundary OB2 is along dividing line CL3). Figure 3 In the first scenario shown, the vehicle M traveling in lane L1 at speed VM changes lanes to lane L2 via ALC. Figure 3 In the example of , it is assumed that time progresses in the order of time T1 and time T2. The host vehicle M (T*) and speed VM (T*) represent the position and speed of the host vehicle M at time T*. The same applies to the description of the subsequent figures.

[0059] The first scenario illustrates, for example, a situation in which a vehicle M, while performing an ALC-based lane change (an example of a forward route change) in a construction zone (before the lane change is complete), experiences a misalignment between the forward camera dividing line CL and the map dividing line ML, particularly as at least a portion of the vehicle M passes (crosses) over the dividing line. In this case, the camera dividing line CL, corresponding to a dividing line temporarily drawn on the road surface to avoid the construction site, is correct. Therefore, if the vehicle M were to determine its route based on an inaccurate map dividing line ML, it could potentially leave its lane or enter the construction site. Therefore, in this embodiment, driving control (movement control) corresponding to the first scenario is executed.

[0060] The first recognition unit 132 recognizes the surrounding conditions of the host vehicle M based on the output of the detection device DD, which detects the surrounding conditions (external environment) of the host vehicle M. For example, the first recognition unit 132 recognizes the left and right camera dividing lines CL1 and CL2 that demarcate the lane (lane L1) in which the host vehicle M is traveling based on an image captured by the camera 10 (hereinafter referred to as a camera image). The first recognition unit 132 may also recognize the camera dividing line CL3 that demarcates an adjacent lane (lane L2) adjacent to the driving lane.

[0061] For example, the first recognition unit 132 analyzes the camera image, extracts edge points with large brightness differences from adjacent pixels in the image, and connects the edge points to recognize the camera dividing lines CL1 to CL3 in the image plane. The first recognition unit 132 converts the positions of the camera dividing lines CL1 to CL3 based on the position of the representative point of the host vehicle M into the vehicle coordinate system (for example, Figure 3 XY plane coordinates).

[0062] For example, the first recognition unit 132 may also recognize the curvature of camera dividing lines CL1-CL3. Camera dividing lines CL1-CL3 may be recognized or corrected based on the output of a detection device other than the camera 10 (e.g., the radar device 12 or the LIDAR 14). The first recognition unit 132 may also recognize the curvature change of camera dividing lines CL1-CL3. The curvature change refers to, for example, the temporal rate of change of the curvature of camera dividing lines CL1-CL3 recognized by the camera 10 at a distance x [m] ahead, as viewed from the vehicle M. The first recognition unit 132 may also average the curvature or curvature change of each camera dividing line CL1-CL3 to recognize the curvature or curvature change of the lane defined by camera dividing lines CL1-CL3. Camera dividing lines CL1-CL3 may also be recognized or corrected based on the output of a detection device other than the camera 10 (e.g., the radar device 12 or the LIDAR 14).

[0063] In the first scenario, the first recognition unit 132 recognizes the physical boundaries OB1 and OB2 that exist around the host vehicle M. In the first scenario, if there are other vehicles around the host vehicle M, the first recognition unit 132 may also recognize the other vehicles.

[0064] The second recognition unit 134 recognizes lane dividing lines around the vehicle M based on the position of the vehicle M detected by the vehicle sensor 40 and the GNSS receiver 51, for example, and using map information. For example, the second recognition unit 134 references the map information based on the position information of the vehicle M and recognizes map dividing lines ML1 to ML3 that exist in the direction in which the vehicle M is traveling or in the direction in which the vehicle M can travel.

[0065] The second recognition unit 134 may also identify, from the identified map dividing lines ML1-ML3, map dividing lines ML1 and ML2 as dividing lines that demarcate the lane of the vehicle M, and map dividing lines ML2 and ML3 as dividing lines that demarcate adjacent lanes. The second recognition unit 134 may identify the curvature or curvature change of each of the map dividing lines ML1-ML3 from the second map information 62. The second recognition unit 134 may also average the curvature or curvature change of each of the map dividing lines ML1-ML3 to identify the curvature or curvature change of the lanes demarcated by the map dividing lines.

[0066] The determination unit 142 determines whether the camera dividing lines CL1-CL3 identified by the first recognition unit 132 deviate from the map dividing lines ML1-ML3 identified by the second recognition unit 134. For example, the determination unit 142 derives the degree of deviation between the dividing lines CL1 and ML1, which are located closest to the left side when viewed from the vehicle M; the degree of deviation between the dividing lines CL2 and ML2, which are located closest to the right side when viewed from the vehicle M; and the degree of deviation between the dividing lines CL3 and ML3 on the adjacent lane side. The determination unit 142 determines that the camera dividing lines and the map dividing lines have deviated if the derived degree of deviation is greater than a threshold value; and determines that there has been no deviation if the degree of deviation is less than the threshold value. The determination of whether there has been any deviation can be repeated at a predetermined timing or period.

[0067] For example, the determination unit 142 overlaps the camera dividing lines CL1, CL2, and CL3, and overlaps the map dividing lines ML1, ML2, and ML3, based on the position of the representative point of the vehicle M in the plane of the vehicle coordinate system (XY plane). Furthermore, when determining the dividing lines of the comparison object (dividing lines CL1 and ML1, dividing lines CL2 and ML2, dividing lines CL3 and ML3), the determination unit 142 determines that the dividing lines are deviated if the degree of deviation of at least one dividing line is greater than the threshold, and determines that there is no deviation if all the dividing lines are less than the threshold. The degree of deviation is, for example, the degree of offset in the road width direction (moving road width direction, lateral direction, Y-axis direction in the figure) (deviation distance, moving road width direction deviation). Figure 3 In the example, the deviation can be determined by using the average value of the horizontal position offset D1 between the dividing line CL1 and ML1, the horizontal position offset D2 between the dividing line CL2 and ML2, and the horizontal position offset D3 between the dividing line CL3 and ML3, or by using the maximum or minimum value of the offsets D1, D2, and D3.

[0068] The degree of deviation may also be, for example, the degree of the angle formed by the two dividing lines of the comparison object (deviation angle) instead of (or based on) the offset of the lateral position. Figure 3In the example, the average value of the angle θ1 formed by the dividing lines CL1 and ML1, the angle θ2 formed by the dividing lines CL2 and ML2, and the angle θ3 formed by the dividing lines CL3 and ML3 can be used, or the maximum or minimum value of the angles θ1, θ2, and θ3 can be used.

[0069] The degree of deviation may also be determined by the degree (magnitude) of the difference in curvature variation between the dividing lines, instead of (or in addition to) the aforementioned lateral position offset or the angle formed by the dividing lines. The curvature variation is primarily used when the lane is curved. For example, the determination unit 142 may use the average of the differences in curvature variation between dividing lines CL1 and ML1, the difference between dividing lines CL2 and ML2, and the difference between dividing lines CL3 and ML3, or the maximum or minimum of these differences. The determination unit 142 may also use the difference between the average of the curvature variations between dividing lines CL1-CL3 and the average of the curvature variations between dividing lines ML1-ML3. Alternatively, the difference between the curvature variation of the lanes (lanes L1 and L2) identified from the camera image and the curvature variation of the lanes identified from map information may be used.

[0070] For example, when determining whether a camera dividing line deviates from a map dividing line, the determination unit 142 may determine whether the camera dividing line is misidentified based on one or both of the curvature change of the camera dividing line detected by the recognition unit 130 and the angle formed between the camera dividing line and the map dividing line. In this case, the determination unit 142 determines whether the camera dividing line is misidentified if, for example, the direction of change in the curvature change and the direction of change in the angle are the same, and both the curvature change and the angle increase with distance from the host vehicle M. Thus, by determining misidentification when both the curvature change and the angle increase, it is possible to more accurately determine whether the camera dividing line is misidentified when traveling in a lane change section, such as a curve.

[0071] Based on the identification results of the first identification unit 132 and the second identification unit 134 and the determination result of the determination unit 142, the driving control unit 144 determines the driving control for the host vehicle M and generates a target trajectory based on the determined driving control. "Determining driving control" may, for example, include determining the content (type) of driving control and determining whether to execute (or suppress) driving control. "Executing driving control" may include, for example, not only switching the content of driving control to be executed but also continuing driving control that is already being executed. Suppressing driving control may include not only not executing driving control but also reducing the automation level of driving control.

[0072] Here, the driving control executed by the driving control unit 144 includes at least a first driving control and a second driving control. The first driving control, for example, controls at least the steering or speed of the host vehicle M based on at least one of the camera dividing line CL and the map dividing line ML. For example, in the case of ALC control, the first driving control generates a driving trajectory for causing the host vehicle M to change lanes from the driving lane (e.g., lane L1) to the lane of the lane change destination (forward route change destination) (e.g., lane L2), and causes the host vehicle M to travel such that the representative point of the host vehicle M travels along the generated driving trajectory. In the case of LKAS control, the first driving control causes the host vehicle M to travel such that the representative point of the host vehicle M passes through the center of the lane divided by the dividing line. In the first driving control, for example, when camera recognition accuracy is less than a threshold, driving control may be prioritized over the map dividing line ML, and when the map information is outdated (e.g., map information updated before a predetermined date and time), driving control may be prioritized over the camera dividing line CL.

[0073] The second driving control, for example, is driving control that performs at least steering control of the steering or speed of the host vehicle M based on objects (e.g., physical boundaries, other vehicles) recognized by the first recognition unit 132. For example, the second driving control determines the position of a lane based on the physical boundaries and the positions of other vehicles, and causes the host vehicle M to travel so that the representative point of the host vehicle M travels in the center of the determined lane. The second driving control causes the host vehicle M to travel so that the representative point of the host vehicle M travels on a track that follows the travel trajectory of other vehicles.

[0074] Driving control may include driving control with multiple different automation levels (an example of the degree of automation). Automation levels include, for example, a first level, a second level (lower than the first level) in terms of driving control automation, and a third level (lower than the second level) in terms of driving control automation. Automation levels may also include a fourth level (lower than the third level) in terms of driving control automation. Here, the automation level may be defined by standardized information, regulations, or other standards, or may be an independently established indicator value. Therefore, the type, content, and number of automation levels are not limited to the following examples. A low degree of driving control automation means, for example, a low degree of automation in driving control and a high level of driver workload (heavy workload). A low level of driving control automation means a low degree of control over steering or acceleration / deceleration by the automatic driving control device 100 (high degree of driver intervention in steering or acceleration / deceleration operations). Driver workloads include, for example, monitoring the surroundings of the vehicle M and operating driving control elements. Operations of driving control elements include, for example, a state where the driver is gripping the steering wheel (hereinafter referred to as a hands-on state). The tasks assigned to the driver are, for example, tasks that must be assigned to the occupants in order to maintain automated driving of the vehicle M (driver tasks). Therefore, if the occupants are unable to perform the assigned tasks, the automation level is reduced. For example, the first level of driving control may include, for example, ALC, LKAS, ACC, TJP, CMBS, and other driving controls. The second or third level of driving control may include, for example, ALC, LKAS, ACC, CMBS, and other driving controls. The fourth level of driving control may include manual driving. The fourth level of driving control may include, for example, ACC, CMBS, and other driving controls. Of the first to fourth levels, the first level of driving control has the highest degree of automation, and the fourth level of driving control has the lowest degree of automation.

[0075] In the first level, there are no tasks assigned to the occupants (the tasks assigned to the driver are the lightest). Therefore, for example, driving control is permitted when the driver of the host vehicle M is not gripping the steering wheel (hereinafter referred to as a hands-off state). In the second level, for example, the driver's task is to monitor the surroundings of the host vehicle M (particularly the front). In the third level, for example, the driver's task is to maintain hands-on control in addition to monitoring the surroundings of the host vehicle M. In the fourth level, for example, the driver's tasks require not only monitoring the surroundings of the host vehicle M and maintaining hands-on control, but also to control the steering and speed of the host vehicle M by controlling the driving operating elements 80. In other words, in the fourth level, driving can be immediately handed over to the occupants, and the tasks assigned to the driver are the heaviest. The content of driving control and the tasks assigned to the occupants in each automation level are not limited to the examples described above. The automatic driving control device 100 performs driving control at any of the first to fourth levels based on the surrounding conditions of the host vehicle M and the tasks currently being performed by the occupants.

[0076] For example, the driving control unit 144 executes the first driving control if the determination unit 142 determines that the camera dividing line and the map dividing line are not deviating, and executes the second driving control if the determination unit 142 determines that the camera dividing line and the map dividing line are deviating. For example, if a predetermined condition is satisfied, the driving control unit 144 may switch from the first driving control to the second driving control, or may terminate driving control of the host vehicle M and switch to manual driving by the occupant. The driving control unit 144 may also switch the automation level based on the surrounding conditions or the type of driving control.

[0077] exist Figure 3 In the first scenario shown, the automatic driving control device 100 executes a lane change from lane L1 to lane L2 at time T1 using ALC control based on the first driving control. In this scenario, the driver is in a hands-off state. For example, at time T1, the determination unit 142 determines whether the camera dividing line CL3, at least the dividing line in the lane change direction of the host vehicle M (in other words, the dividing line that is farther away when viewed from the host vehicle M before the lane change), and the map dividing line ML3, are deviating from each other. The determination unit 142 may also determine whether the dividing lines on the other side of the lane L2 (camera dividing line CL2 and map dividing line ML2) are deviating from each other, whether the camera dividing line CL1 is deviating from the map dividing line ML1, and whether the camera dividing line CL and the map dividing line ML are deviating from each other as a whole.

[0078] Here, at time T1, the surrounding area of ​​the host vehicle M (within a predetermined distance from the host vehicle M) does not include Figure 3The camera dividing line CL shown in FIG. 1 deviates from the map dividing line ML at location P1. Therefore, the determination unit 142 determines that at least the camera dividing line CL3 and the map dividing line ML3 have not deviated. Based on this determination result, the driving control unit 144 executes ALC using the first driving control. Based on at least one of the camera dividing line CL3 and the map dividing line ML3, the driving control unit 144 generates a target trajectory K1 for changing lanes from lane L1 to lane L2, and controls the steering and speed of the host vehicle M so that the host vehicle M travels along the generated target trajectory K1.

[0079] The determination unit 142 continues to determine whether the camera dividing line CL3 and the map dividing line ML3 are misaligned even during a lane change. In this case, due to the lateral movement of the host vehicle M (movement in the road width direction (Y-axis direction in the figure)) caused by the lane change, the lateral positions of the camera dividing line CL3 and the map dividing line ML3 also deviate. In this case, based on the determination result that the camera dividing line CL3 and the map dividing line ML3 are aligned at time T1, if the misalignment distance is not greater than a predetermined distance, a matching process is performed to move the position of one of the camera dividing line CL3 and the map dividing line ML3 (e.g., the camera dividing line CL3) so that it overlaps with the position of the other (e.g., the map dividing line ML3). This process controls the lateral movement of the host vehicle M while continuously adjusting the position of the dividing line as viewed from the host vehicle M. During matching, since driving control is in progress, the moving speed of the moving dividing line increases (the amount of lateral movement within the predetermined time) as the distance between the camera dividing line CL and the map dividing line ML increases, in order to complete the matching quickly (within the predetermined time).

[0080] Furthermore, in the first scenario, at time T2 while the host vehicle is changing lanes, the determination unit 142 determines that at least the camera dividing line CL3 and the map dividing line ML3 have deviated (more specifically, determines that there has been a deviation based on the deviation angle). In this case, the driving control unit 144 controls the driving of the host vehicle M based on the presence of surrounding objects (objects other than the dividing lines). The term "based on objects" can mean based on the type or location of the object, or based on the presence or absence of the object.

[0081] For example, when the first condition is satisfied at time T2, the driving control unit 144 performs driving control of the host vehicle M based on the second driving control according to the physical boundary OB2 existing on the right side when viewed from the host vehicle M. The first condition is, for example, that the degree of deviation between the camera dividing line CL3 and the map dividing line ML3 is greater than a threshold value, and that the camera dividing line CL3 is in the lane change direction (forward road change direction) of the host vehicle M relative to the map dividing line ML3. Figure 3 in the case of right direction) in the opposite direction (in the case of Figure 3In the case of deviation, it deviates to the left. Figure 3 In the example, since the first condition described above is satisfied, the host vehicle M is caused to travel along a target trajectory generated by traveling along physical boundary OB2, at a predetermined distance from physical boundary OB2. Thus, even if the camera dividing line CL3 and the map dividing line ML3 deviate, driving control based on the hands-free state can be continued using physical boundary OB2. The driving control unit 144 may also use physical boundary OB1 in addition to (or instead of) physical boundary OB2. When the host vehicle M is positioned at a predetermined position in lane L2 (e.g., the center of the lane), the driving control unit 144 terminates ALC control.

[0082] As described above, in the first scenario, for example, if construction is temporarily occurring at the lane change destination and the number of lanes remains unchanged but the lanes are temporarily detoured to avoid the construction site, the detour demarcation lines actually drawn on the road surface are recognized as camera demarcation lines CL, causing them to deviate from map demarcation lines ML. Consequently, if lane change is performed near the start of such a deviation, continuing lane change control using map demarcation lines could result in approaching the construction site. Therefore, in the embodiment, when such a deviated demarcation line occurs, the host vehicle M is guided by estimating the driving lane based on a physical boundary (assuming a structure separate from the construction site). This allows for continued driving control while preventing vehicle behavior from becoming unstable.

[0083] In addition to the first condition, the driving control unit 144 may also include as a condition that the road on which the host vehicle M is traveling (a road within a predetermined distance in the direction of travel as viewed from the host vehicle M) is not a branch road or a merging road, is not a section where lanes are added or removed, the curvature of the road is less than a threshold, and the speed of the host vehicle M is above a predetermined speed. In this way, in addition to the first condition, by limiting the situation to the point where lanes are added or removed, false detections due to curves are not present, and the speed is appropriate for lane changes, the continuation of ALC control at the point where a temporary detour due to construction, etc., occurs while the number of lanes remains the same, thereby preventing excessive continuation of driving control.

[0084] At time T2 in the first scenario, if the surrounding conditions of the host vehicle M do not meet the first condition, the HMI control unit 180 may cause the HMI 30 to output an alarm or other notification to the occupants. Alternatively, the driving control unit 144 may terminate the ongoing ALC control and switch to manual driving or other control. The driving control unit 144 may also determine whether to immediately terminate or continue lane change control based on the lane change status of the host vehicle M at time T2. For example, if the host vehicle M's position crosses the camera dividing line CL2 (or map dividing line ML2) (at least a portion of the vehicle body passes over the dividing line), ALC control may be continued until the lane change is complete. If not, control may be switched to manual driving or other control. The driving control unit 144 may also control the automation level by lowering the automation level, while continuing driving control until the lane change is complete.

[0085] [Scene 2]

[0086] Figure 4 This figure illustrates the driving control of the host vehicle M in the second scenario. In the second scenario, the location (or timing) of the divergence between the camera dividing line CL and the map dividing line ML during a lane change differs from the first scenario described above. Specifically, the figure shows the divergence between the camera dividing line CL and the map dividing line ML at point P1, which is further forward of point Pa at which the entire body of the host vehicle M passes through camera dividing line CL2 (or map dividing line ML2) (in other words, the entire body of the host vehicle M is within lane L2). In the second scenario, other criteria, such as the passage of a representative point of the host vehicle M, may be used instead of the complete passage of the host vehicle M. The following description focuses on the control procedures that differ from those in the first scenario, and the description of the same control procedures (e.g., the control procedures at time T1) will be omitted.

[0087] At time T2 in the second scenario, the determination unit 142 determines that at least the camera dividing line CL3 has deviated from the map dividing line ML3 at point P1, a distance Da ahead of point Pa where the host vehicle M passed the camera dividing line CL2 (or map dividing line ML2). In this case, the driving control unit 144 determines whether the distance Da from point Pa to point P1 is within a first predetermined distance. If so, as in the first scenario, the driving control unit 144 continues the ALC control of the host vehicle M under the first driving control based on the presence of surrounding objects. As in the first scenario, the object in the second scenario is the physical boundary OB2 located on the right side of the lane L2 as viewed from the host vehicle M. However, the physical boundary OB1 may be used in addition to (or in place of) the physical boundary OB2.

[0088] In addition to the first condition, the driving control unit 144 may also include as a condition the condition that the road on which the host vehicle M is traveling is not a branch road or a merging road, or that the number of lanes on the road increases or decreases, but that the curvature of the road is less than a threshold value and the speed of the host vehicle M is greater than or equal to a predetermined speed. This second scenario achieves the same effects as the first scenario. Therefore, the second scenario enables more appropriate movement control based on the surrounding conditions after the route has changed.

[0089] As described above, in the first and second scenarios, when the host vehicle M is moving laterally along the road width (travel path width) through ALC control and the camera dividing line CL deviates from the map dividing line ML, the host vehicle M does not continue to travel in the lane L2 after the lane change. Therefore, there is no previous driving history in lane L2, and the reliability is lower than that of the lane L1 traveled so far. Therefore, in this embodiment, by using the physical boundaries of the road to estimate the lane of the lane change destination, driving control can be continued while preventing the behavior of the host vehicle M during the lane change from becoming unstable.

[0090] [Scene 3]

[0091] Figure 5 This diagram illustrates driving control of the host vehicle M in the third scenario. The third scenario illustrates ALC control in situations where, for example, a dividing line temporarily drawn on the road due to road repair work is forgotten to be erased after the repair, a residual amount of the line is erased, or a different color is painted over the temporarily drawn dividing line. However, due to a color difference from the surrounding road surface, the line is recognized as a dividing line in a camera image.

[0092] For example, in the third scene, the difference compared to the second scene is that, in addition to the camera dividing lines CL1 to CL3, there are also camera dividing lines CL4 and CL5 that should disappear (or disappear but are recognizable from the camera image) after being repaired in the direction of travel of the vehicle M. Unlike the second scene, in lane L1, the other vehicle m1 in front of the vehicle M is traveling at a speed of Vm1, and in lane L2, the other vehicle m2 in front of the vehicle M is traveling at a speed of Vm2. The other vehicle m1 is an example of a "first preceding moving body", and the other vehicle m2 is an example of a "second preceding moving body". Figure 5 In this example, in addition to times T1 and T2, there is also time T3, and time progresses in the order of times T1, T2, and T3. The other vehicles m1 and m2 move over time, just like the vehicle M, but for ease of explanation, their description is omitted. The following description of the third scenario focuses on the differences from the second scenario, and the description of the parts where the same control is performed is omitted.

[0093] At time T1 in the third scenario, similar to the first and second scenarios, the determination unit 142 determines whether the camera demarcation line CL and the map demarcation line ML surrounding the host vehicle M are deviating from each other, and determines that no deviation has occurred. In this case, the travel control unit 144 enables ALC control in the hands-free state, generates a target trajectory K1 for changing lanes from lane L1 to lane L2, and controls at least one of the steering and speed of the host vehicle M so that the host vehicle M travels along the generated target trajectory K1.

[0094] Time T2 is the time when the host vehicle M passes through location P2, where the camera dividing line CL and the map dividing line ML deviate during a lane change. This is the time when a portion of the host vehicle M passes along camera dividing line CL2 (or map dividing line ML2). At time T2, camera dividing line CL5 deviates from map dividing line ML3. In this situation, the host vehicle M performs lateral movement accompanying the lane change. Therefore, the determination unit 142 performs a matching process to move the position of one of the camera dividing line CL and the map dividing line ML (e.g., camera dividing line CL) so that it overlaps with the position of the other (e.g., map dividing line ML). This lateral movement control is performed while constantly adjusting the positions of the dividing lines as viewed from the host vehicle M.

[0095] exist Figure 5 If the driving control unit 144 continues lane changes based on the camera dividing line CL5 after time T2 shown, at time T3, the lane change may be completed not at the center of lane L2 but to the left of the center (or the entire body of the host vehicle M is no longer in lane L2), resulting in travel at a position offset from the map dividing line ML3. Therefore, if, for example, the surrounding conditions of the host vehicle M satisfy a second condition different from the first condition described above, the driving control unit 144 executes driving control based on the second driving control method appropriate for objects surrounding the host vehicle M. In the third scenario, the object is, for example, at least one of the other vehicle m1 located ahead of the host vehicle M in lane L1 before the lane change and the other vehicle m2 located ahead of the host vehicle M in lane L2, the lane change destination. The second condition refers to, for example, that the moving speed VL of the dividing line when adjusting the position so that the camera dividing line CL5 and the map dividing line ML3 in the lane width direction (moving road width direction, Y-axis direction in the figure, horizontal direction) on at least one side (for example, the right side) of the lane L2 of the lane change destination become an overlapping state is greater than the prescribed speed, and the deviation distance (moving road width direction deviation) W1 between the camera dividing line CL5 and the map dividing line ML3 in the lane width direction (moving road width direction) is greater than the threshold.

[0096] If the second condition is satisfied, the driving control unit 144 estimates that the other vehicles m1 and m2 are traveling in the center of the lane based on the position information (lateral position relative to the lane) of at least one of the other vehicles m1 and m2, and controls the lateral position of the host vehicle M during the lane change. For example, when traveling based on the other vehicle m2, the driving control unit 144 controls at least the steering of the host vehicle M so that the representative point of the host vehicle M follows the trajectory of the representative point of the other vehicle m2. When traveling based on the other vehicle m1, the driving control unit 144 estimates the center position of lane L2 based on the position of the other vehicle m1 and the road widths (lateral widths) of lanes L1 and L2 obtained from map information or camera images, and controls at least the steering of the host vehicle M so that the representative point of the host vehicle M is located at the estimated center position.

[0097] In the third scenario, Figure 5 As shown at time T3, due to residual line removal, the old dividing line may be recognized, causing the vehicle to travel at a position offset from the map dividing line ML. This may lead to instability in the vehicle's position at the lane change destination. However, as described above, if the surrounding conditions of vehicle M satisfy the second condition, the vehicle can generate a driving position (target trajectory K1) based on the other vehicles m1 and m2 ahead and perform a lane change. This allows ALC driving control to be continued based on the surrounding conditions. Consequently, for example, if the system determines that a lane change is being made to overtake a preceding vehicle, driving control can be performed without interfering with the overtaking vehicle or the preceding vehicle at the lane change destination, allowing for safer continuation of driving control.

[0098] In the third scenario, in addition to the second condition, the driving control unit 144 may, similar to the first condition, also include the following conditions: the road on which the host vehicle M is traveling (a road within the processing distance in the direction of travel as viewed from the host vehicle M) is not a branch road or a merging road, is not in a section where lanes are added or removed, the curvature of the road is less than a threshold, and the speed of the host vehicle M is above a predetermined speed. In this way, in addition to the second condition, the system allows ALC control to continue at the remaining points on the old dividing line while the number of lanes remains unchanged, thereby preventing excessive continuation of driving control.

[0099] In the third scenario, if the surrounding conditions of the host vehicle M do not meet the second condition, the HMI control unit 180 may cause the HMI 30 to output an alarm or other notification to the occupants, or the driving control unit 144 may terminate the ongoing ALC control and switch to manual driving or other control. The driving control unit 144 may also determine whether to immediately terminate or continue lane change control based on the lane change status of the host vehicle M at time T2. For example, if the host vehicle M's position crosses the camera dividing line CL2 (or map dividing line ML2) (at least a portion of the vehicle body passes over the dividing line), ALC control may continue until the lane change is complete. If not, the vehicle may switch to manual driving or other control. The driving control unit 144 may also perform control such as lowering the automation level while continuing driving control until the lane change is complete.

[0100] [Scene 4]

[0101] Figure 6 This figure illustrates the driving control of the host vehicle M in the fourth scenario. In the fourth scenario, the location (or timing) at which the camera dividing line CL deviates from the map dividing line ML during a lane change differs from the third scenario. Specifically, it shows a situation in which camera dividing lines CL4 and CL5 are recognized at point P2, which is further forward of point Pb where the entire body of the host vehicle M passes through camera dividing line CL2 (or map dividing line ML2) (in other words, the entire body of the host vehicle M is within lane L2), resulting in a deviation from the map dividing line ML. In the fourth scenario, other criteria, such as the passage of a representative point of the host vehicle M, may be used instead of the complete passage of the host vehicle M. The following description focuses on the control procedures that differ from those in the third scenario, and the description of the same control procedures will be omitted.

[0102] In the fourth scenario, the first recognition unit 132 recognizes camera dividing lines CL4 and CL5 at location P2, ahead of the current location Pb, at time T2. The determination unit 142 determines that at least the camera dividing line CL5 deviates from the map dividing line ML3 at location P2. In this case, the driving control unit 144 determines whether the distance Db from location Pb to location P2 is within a second predetermined distance. If so, similar to the third scenario, the driving control unit 144 controls the driving of the host vehicle M based on surrounding objects. The object in the fourth scenario is, for example, at least one of the other vehicles m1 or m2, similar to the third scenario.

[0103] In addition to the second condition, the driving control unit 144 may also include the following conditions: the road on which the host vehicle M is traveling is not a branch road or a merging road, the road is not in a section where the number of lanes included in the road increases or decreases, and the curvature of the road is less than a threshold value and the speed of the host vehicle M is greater than or equal to a predetermined speed. In this way, the fourth scenario can achieve the same effects as the third scenario. Therefore, the fourth scenario allows for more appropriate movement control based on the surrounding conditions after the route has changed.

[0104] In the dividing line matching process for the third and fourth scenarios, instead of moving the camera dividing line CL toward the map dividing line ML, the map dividing line ML can be moved toward the camera dividing line CL. In this case, control is performed based on the movement speed of the map dividing line ML. The second predetermined distance in the third and fourth scenarios can also be longer than the first predetermined distance described above. The camera dividing lines CL4 and CL5 in the third and fourth scenarios are the dividing lines remaining after maintenance, which poses a lower risk than scenarios with the potential for entering a construction area, such as the first and second scenarios. Furthermore, when the camera dividing lines CL4 and CL5 are newly drawn, they are assumed to exist within a longer interval. Therefore, even if the determination is made at a longer distance, it will not significantly affect driving control.

[0105] In the third and fourth scenarios of the embodiment, the lateral position of the host vehicle M during the lane change may be controlled based on position information (lateral position relative to the lane) of at least one of another vehicle m1 (first preceding mobile object) located ahead of the host vehicle M in lane L1 before the lane change (or in addition to) another vehicle m2 (second preceding mobile object) located ahead of the host vehicle M in lane L2, the lane change destination. The first and second preceding mobile objects in the embodiment are originally the leading mobile objects, but even when the host vehicle M becomes the trailing mobile object due to overtaking, they can serve as the leading mobile objects.

[0106] [Processing Flow]

[0107] The following describes the processing performed by the automatic driving control device 100 according to the embodiment. The following description focuses on the driving control processing performed by the automatic driving control device 100, primarily based on the identification of demarcation lines, etc. At the start of the process, the vehicle M is executing a prescribed driving control (e.g., LKAS control in the first driving state (e.g., hands-off state)). The processing described below can be repeatedly executed at a prescribed timing or a prescribed period (e.g., while the automatic driving control device 100 is executing driving control).

[0108] Figure 7 This is a flowchart showing an example of the flow of the operation control process in the embodiment. Figure 7 In the example shown in FIG. 1 , the first recognition unit 132 identifies the surrounding conditions, including the demarcation lines (camera demarcation lines) surrounding the host vehicle M, based on the output of the detection device DD that detects the surrounding conditions of the host vehicle M (step S100 ). During the processing of step S100 , for example, objects (e.g., physical boundaries, other vehicles, etc.) surrounding the host vehicle M may also be recognized. Next, the second recognition unit 134 references map information based on the position information of the host vehicle M and identifies the demarcation lines (map demarcation lines) surrounding the host vehicle M using the map information (step S110 ).

[0109] Next, the driving control unit 144 determines whether a lane change is being made to the lane on the side (e.g., the right side) where the camera dividing line CL and the map dividing line ML are present (recognized) when viewed from the driving lane of the host vehicle M (step S120). If a lane change is determined to be in progress, the driving control unit 144 executes lane change control (ALC control) based on the first driving state (step S130). Next, the determination unit 142 determines whether the camera dividing line CL and the map dividing line ML on at least one side (e.g., the right side) of the lane of the lane change destination are deviated from each other (step S140). If so, the driving control unit 144 determines whether the host vehicle M is in the process of changing lanes (step S150). If so, the driving control unit 144 executes driving control processing appropriate to the surrounding conditions of the host vehicle M (step S160). The specific processing of the driving control processing in step S160 will be described later.

[0110] If it is determined in step S120 that a lane change is not being made to the side where the camera dividing line CL and the map dividing line ML exist, if it is determined in step S140 that the camera dividing line and the map dividing line on at least one side of the lane of the lane change destination are not deviating from each other, or if it is determined in step S150 that a lane change is not in progress, the driving control unit 144 executes control appropriate to the respective situations (step S170). In step S170, for example, if it is determined in step S120 that a lane change is not in progress, the driving control unit 144 continues the current control (e.g., LKAS control). If it is determined in step S140 that the camera dividing line and the map dividing line are not deviating from each other, the driving control unit 144 executes control such as maintaining the first driving state until the lane change is complete. If a lane change is not in progress in step S150 (e.g., if the vehicle M has not passed the dividing line separating the driving lane from the adjacent lane), the driving control unit 144 suspends ALC control and switches to LKAS control for the lane prior to the lane change. In other situations, controls corresponding to the situations are also executed.

[0111] [Driving Control Process: First Embodiment]

[0112] Next, a specific example of the process of step S160 will be described. Figure 8 1 is a flow chart showing a first embodiment of the travel control process. Figure 8 In the example of FIG, an example of the driving control processing in the first and second scenarios is shown. Figure 8 In the example of FIG. 1 , the travel control unit 144 determines whether the deviation angle between the camera dividing line CL and the map dividing line ML determined by the determination unit 142 is equal to or greater than a threshold value (step S161A).

[0113] If the deviation angle is determined to be greater than the threshold, the determination unit 142 determines whether the camera dividing line CL has deviated from the map dividing line ML in a direction opposite to the lane change direction (e.g., left relative to the lane travel direction) in which the host vehicle M is changing lanes (e.g., right relative to the lane travel direction) (step S162A). If the deviation is determined to be in the opposite direction, driving control (ALC control) based on the second driving control is continued based on the physical boundaries surrounding the host vehicle M (step S163A). If the deviation between the camera dividing line CL and the map dividing line ML is not greater than the threshold in step S161A, or if it is determined in step S162A that the camera dividing line CL has not deviated from the map dividing line ML in a direction opposite to the lane change direction, driving control is executed based on, for example, the map dividing line ML (step S164A). The processing of this flowchart then terminates.

[0114] If no physical boundary is recognized in step S163A, the driving control unit 144 may reduce the automation level or terminate driving control and switch to manual driving. In step S164A, the driving control may be continued based on the camera dividing line CL.

[0115] [Driving Control Process: Second Embodiment]

[0116] Figure 9 : is a flowchart showing a second embodiment of the travel control process. Figure 9 In the example of FIG, an example of the driving control process in the third and fourth scenarios is shown. Figure 9In the example, the driving control unit 144 determines whether the moving speed of one of the camera dividing line CL and the map dividing line ML during the lateral position adjustment is greater than or equal to a predetermined speed (step S161B). If the moving speed of the dividing line is determined to be greater than or equal to the predetermined speed, the driving control unit 144 determines whether the deviation distance between the camera dividing line CL and the map dividing line ML in the road width direction (lateral direction, lane width direction), as determined by the determination unit 142, is greater than or equal to a threshold value (step S162B). If the deviation distance is determined to be greater than or equal to the threshold value, the driving control unit 144 continues the driving control (ALC control) based on at least one of the first preceding vehicle (an example of a first preceding moving object) traveling ahead of the host vehicle M in the lane before the lane change and the second preceding vehicle (an example of a second preceding moving object) traveling ahead of the host vehicle M in the lane of the lane change destination (step S163B). When it is determined in the processing of step S161 B that the moving speed during the position adjustment of the camera dividing line CL and the map dividing line ML is not greater than the predetermined speed, or when it is determined in the processing of step S162 B that the deviation distance between the camera dividing line CL and the map dividing line ML in the lane width direction is not greater than the threshold, the driving control unit 144 continues driving control based on the map dividing line ML, for example (step S164B).

[0117] In the process of step S163B, if both the first and second preceding moving objects are not recognized, the driving control unit 144 may lower the automation level or terminate driving control and switch to manual driving. In the process of step S164B, driving control may also be continued based on the camera dividing line CL.

[0118] [Variation]

[0119] In the above embodiment, the ALC control in the hands-free state is mainly described, but the same control can be performed for the ALC control in the hands-free state. In the embodiment, in addition to the ALC control based on the judgment of the system side, the same control can be performed when the ALC control is executed based on the lane change instruction of the occupant of the host vehicle M (for example, the instruction from the HMI 30). The control during the lane change in the embodiment can also be applied to the case of returning to the original lane after the lane change is performed by overtaking control. In the embodiment, instead of determining whether the camera dividing line CL and the map dividing line ML deviate, it is also possible to determine whether the camera dividing line CL and the map dividing line ML are consistent. In addition to the above-mentioned driving control, in order to avoid contact with an object recognized by the recognition unit 130, at least one of the steering and speed of the host vehicle M can be controlled.

[0120] According to the above-mentioned embodiment, the automatic driving control device 100 (an example of a mobile body control device) is provided with: a first identification unit 132, which identifies the surrounding conditions including objects around the vehicle M and a camera dividing line (a first dividing line) that divides the lane (an example of a moving road) in which the vehicle M moves based on the output of a detection device DD that detects the surrounding conditions of the vehicle M (an example of a moving body); a second identification unit 134, which identifies the map dividing line (a second dividing line) that divides the lane around the vehicle M based on the position information of the vehicle M and according to the map information; a determination unit 142, which determines the deviation between the camera dividing line and the map dividing line; and a driving control unit 144 (an example of a mobile control unit), which controls the movement of the vehicle M based on at least one of the camera dividing line and the map dividing line. When a camera dividing line and a map dividing line are present on either side of the vehicle M as viewed from the vehicle M, and the vehicle M changes course (lane) to one side, and when the camera dividing line and the map dividing line on one side deviate during the course change, the driving control unit 144 controls the movement of the vehicle M based on the object. This allows for more appropriate movement control based on the surrounding conditions of the moving object during the course change. This, in turn, contributes to the development of sustainable transportation systems.

[0121] For example, in the past, when the camera dividing line CL deviated from the map dividing line ML during a lane change, driving control was canceled and an alarm was issued because the host vehicle was in lateral movement due to the lane change or shortly after lateral movement. However, according to the embodiments, when the camera dividing line CL deviated from the map dividing line of the lane after the lane change, the driving lane is estimated based on surrounding objects (physical boundaries, surrounding vehicles) when the driving distance after the lane change is within a specified range. This allows the host vehicle M to continue driving control while preventing its behavior from becoming unstable while performing lane change driving control.

[0122] The above-described embodiment can be expressed as follows.

[0123] The mobile body control device includes:

[0124] a storage medium storing computer-readable instructions; and

[0125] a processor connected to the storage medium,

[0126] The processor executes the computer-readable instructions to:

[0127] identifying, based on an output of a detection device that detects a surrounding condition of the moving body, a surrounding condition including objects surrounding the moving body and a first dividing line that divides a movement path of the moving body;

[0128] identifying, based on the position information of the moving object and according to map information, a second dividing line that divides a movement path around the moving object;

[0129] determining a deviation between the first dividing line and the second dividing line;

[0130] controlling the movement of the moving object based on at least one of the first dividing line and the second dividing line;

[0131] When observed from the moving body, the first dividing line and the second dividing line exist on one side, and when the moving body changes its forward path to the one side, and when the first dividing line on the one side deviates from the second dividing line during the forward path change, the movement of the moving body is controlled according to the object.

[0132] While specific embodiments of the present invention have been described above, the present invention is not limited to these embodiments at all, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A mobile body control device, wherein: The mobile body control device comprises: a first recognition unit for recognizing a surrounding condition of the moving body, including objects around the moving body and a first dividing line dividing a path along which the moving body moves, based on an output of a detection device that detects the surrounding condition of the moving body; a second recognition unit for recognizing a second dividing line that divides a movement path around the moving body according to map information based on the position information of the moving body; a determination unit configured to determine a deviation between the first dividing line and the second dividing line; as well as a movement control unit configured to control movement of the moving body based on at least one of the first dividing line and the second dividing line, When the first dividing line and the second dividing line exist on one side of the left and right when observed from the moving body, and the moving body changes its forward path to the one side, and when the first dividing line on the one side deviates from the second dividing line during the change of the forward path, the movement control unit controls the movement of the moving body according to the object.

2. The mobile body control device according to claim 1, wherein: When the surrounding conditions of the mobile body satisfy a first condition, the movement control unit controls the movement of the mobile body based on the physical boundary existing on the one side. The first condition is that a deviation angle between the first dividing line and the second dividing line on the one side is greater than a threshold value, and the first dividing line on the one side deviates from the second dividing line in a direction opposite to a direction in which the moving body changes its path.

3. The mobile body control device according to claim 2, wherein: In addition to the first condition, when the moving path is not a branch path or a confluence path, is not an interval where the moving path increases or decreases, the curvature of the moving path is less than a threshold value, and the speed of the moving body is above a specified speed, the movement control unit also controls the movement of the moving body based on the physical boundary existing on the one side.

4. The mobile body control device according to claim 1, wherein: When the surrounding conditions of the moving body satisfy the second condition, the movement control unit performs movement control based on at least one of a first preceding moving body that is ahead of the moving body on the moving path before the moving body changes its forward path and a second preceding moving body that is ahead of the moving path of the destination where the moving body changes its forward path. The second condition means that the moving speed when the position of the first dividing line and the second dividing line on the one side is adjusted in a manner such that the position of one side of the first dividing line and the second dividing line overlaps with the position of the other side from a state where the positions of the first dividing line and the second dividing line on the one side in the width direction of the moving path are different is greater than a specified speed, and the deviation distance between the positions of the first dividing line and the second dividing line on the one side in the width direction of the moving path is greater than a threshold.

5. The mobile body control device according to claim 4, wherein: In addition to the second condition, when the moving path is not a branch path or a confluence path, is not an interval where the moving path increases or decreases, the curvature of the moving path is less than a threshold value, and the speed of the moving body is above a specified speed, the movement control unit also performs movement control based on at least one of the first leading moving body and the second leading moving body.

6. A method for controlling a moving object, wherein: The mobile object control method causes the computer to perform the following processing: identifying, based on an output of a detection device that detects a surrounding condition of a moving body, a surrounding condition including objects surrounding the moving body and a first dividing line dividing a movement path of the moving body; identifying, based on the position information of the moving object and according to map information, a second dividing line for dividing a moving path around the moving object; determining a deviation between the first dividing line and the second dividing line; controlling the movement of the moving object based on at least one of the first dividing line and the second dividing line; as well as When the first dividing line and the second dividing line exist on one side of the left and right when observed from the moving body, and the moving body changes its forward path to the one side, and when the first dividing line on the one side deviates from the second dividing line during the change of the forward path, the movement of the moving body is controlled according to the object.

7. A storage medium storing a program, wherein: The program causes the computer to perform the following processing: identifying, based on an output of a detection device that detects a surrounding condition of a moving body, a surrounding condition including objects surrounding the moving body and a first dividing line dividing a movement path of the moving body; identifying, based on the position information of the moving object and according to map information, a second dividing line for dividing a moving path around the moving object; determining a deviation between the first dividing line and the second dividing line; controlling the movement of the moving object based on at least one of the first dividing line and the second dividing line; as well as When the first dividing line and the second dividing line exist on one side of the left and right when observed from the moving body, and the moving body changes its forward path to the one side, and when the first dividing line on the one side deviates from the second dividing line during the change of the forward path, the movement of the moving body is controlled according to the object.

Images