Automatic driving device and vehicle control method

Abstract

The invention relates to an automatic driving apparatus and a vehicle control method. An automatic driving device (20) is configured to download partial map data corresponding to a current position from a map server (3) and create a control plan. When map data of a next area, which is partial map data relating to entry into a predetermined area within a predetermined time, cannot be acquired due to a communication failure or the like, the automatic driving device (20) calculates a map acquisition remaining time. The remaining time for map acquisition corresponds to the remaining time until the timing at which the map data of the next area is actually required when automatic driving is continued. The automatic driving device (20) plans and executes notification to the occupant, speed suppression processing, and the like as abnormal actions on the basis of the map acquisition that the remaining time is less than the predetermined threshold value.

Description

[0001] This application is a divisional application of the patent application for which the application number is 202180047732.4, the application date is July 6, 2021, the applicant is Kabushiki Kaisha Dengeki, and the invention name is "Autonomous driving device, vehicle control method".

[0002] Cross Reference of Related Applications

[0003] This application is based on Japanese Patent Application No. 2020-117903 filed in Japan on July 8, 2020, the content of the base application is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0004] The present disclosure relates to a technology of generating a control plan of an autonomous driving vehicle using map data. BACKGROUND

[0005] In Patent Literature 1, a structure is disclosed in which, in autonomous driving, a travel plan, in other words, a control plan of a vehicle is generated using a mathematical formula model called an RSS (Responsibility Sensitive Safety) model and map data.

[0006] In the RSS model, a potential accident liability value in each of a plurality of control plans is calculated by a planner that is a functional module for formulating a control plan using map data, and a control plan in which the potential accident liability value is within an allowable range is adopted. The potential accident liability value is a parameter that indicates the degree of responsibility of the host vehicle in the case where an accident occurs between a host vehicle and a surrounding vehicle existing around the host vehicle. The potential accident liability value is a value that takes into account whether or not the inter-vehicle distance between the host vehicle and the surrounding vehicle is shorter than a safety distance determined based on the road structure and the like.

[0007] Patent Literature 1: International Publication No. 2018 / 115963

[0008] The RSS model is premised on that the vehicle holds map data. It is assumed that, in the case where the vehicle holds map data of all regions in the latest state, it is difficult to produce an adverse situation in which the potential accident liability value cannot be calculated due to the incompleteness of the map such as the absence or deterioration of the map data. However, from the viewpoint of data capacity and the like, the frequency of communication, it is difficult for the vehicle to continuously hold map data of all regions in the latest state all the time.

[0009] For such a concern, it is assumed that the vehicle downloads a structure of a map, that is, a partial map, concerning a local range corresponding to the current position or the like each time from a map server and uses it. However, in a structure in which a partial map is downloaded and used, a case in which partial map data of an area required for calculation of a potential accident liability value cannot be acquired due to a communication error, a download error, a processing error of a system, or the like can occur.

[0010] In addition, there can also be a case in which map data distributed by a map server does not match the real world accompanying a change in the environment in the real world. In a case in which map data cannot be acquired, a case in which map data does not match the real world, a planner cannot calculate a proper potential accident liability value. Moreover, since a planner using an RSS model cannot quantitatively evaluate the safety of each control plan in a case in which a potential accident liability value cannot be calculated, there is a concern that automatic driving cannot be continued.

[0011] On the other hand, it is assumed that a general user does not grasp the acquisition status of a map used for automatic driving in a vehicle. Therefore, interruption of automatic driving based on incomplete map data can be undesirable for the user, in other words, can be an unexpected behavior. As a result, there is a possibility that the user feels confused. SUMMARY

[0012] The present disclosure is completed based on this situation, and aims to provide an automatic driving device, a vehicle control method, which can reduce a concern that the user feels confused.

[0013] As one example, an automatic driving device for achieving the object is an automatic driving device that creates a control plan for causing a vehicle to autonomously travel using map data, and includes a map management section that determines an acquisition status of the map data, and a control plan section that creates the control plan using the map data, the control plan section being configured to change a content of the control plan in accordance with the acquisition status of the map data determined by the map management section.

[0014] According to the above structure, the control plan, in other words, the behavior of the vehicle, changes in accordance with the acquisition status of the map. Therefore, the user can perceive a premonition that automatic driving is interrupted based on whether the behavior of the vehicle is the same as that at a normal time. As a result, it is possible to reduce a concern that the user feels confused.

[0015] In addition, a vehicle control method for achieving the above object is a vehicle control method for causing a vehicle to autonomously travel using map data, which is executed by at least one processor, and includes:

[0016] a map management step of determining an acquisition status of the map data; and a control plan step of creating a control plan of the vehicle using the map data, the control plan step being configured to change a content of the control plan in accordance with the acquisition status of the map data determined in the map management step.

[0017] According to the above-described method, by the same effect as the disclosure regarding the automatic driving device, it is possible to reduce the concern that the user feels confused.

[0018] Further, the reference numerals in parentheses recited in the claims indicate a correspondence relationship with the specific units recited in the embodiments described later as one mode, and do not limit the technical scope of the present disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0019] Figure 1 is a diagram schematically showing the overall structure of the automatic driving system 100.

[0020] Figure 2 is a diagram for explaining the structure of the in-vehicle system 1.

[0021] Figure 3 is a diagram showing one example of an icon image showing the acquisition status of the map data.

[0022] Figure 4 is a diagram for explaining the structure of the automatic driving device 20.

[0023] Figure 5 is a diagram for explaining the operation of the map management section F5.

[0024] Figure 6 is a diagram for explaining the operation of the matching determination section F51.

[0025] Figure 7 is a flowchart for explaining the operation of the matching determination section F51.

[0026] Figure 8 is a flowchart for explaining the map non-acquisition coping process.

[0027] Figure 9 is a flowchart for explaining the non-matching coping process.

[0028] Figure 10 is a diagram for explaining the operation of the control plan section F7 in the case where the concept of urgency is applied.

[0029] Figure 11 is a diagram showing a modification example of the content of the extraordinary action for each urgency.

[0030] Figure 12is a flowchart for explaining a very action end processing.

[0031] Figure 13 is a diagram showing one example of a processing flow of saving map data.

[0032] Figure 14 is a diagram showing one example of a processing flow of redownloading map data on condition that the saved map data is in contradiction with the real world.

[0033] Figure 15 is a diagram showing another example of a processing flow of saving map data.

[0034] Figure 16 is a diagram showing one example of a processing flow of changing a set value of an upper limit speed for a control plan depending on whether map data for the control plan is saved map data.

[0035] Figure 17 is a diagram showing one example of a processing flow of notifying a determination result of matching of map data and the real world.

[0036] Figure 18 is a diagram showing one example of a processing flow of changing control depending on a distance at which an instant map can be created.

[0037] Figure 19 is a diagram showing one example of a processing flow of executing a handover request based on approaching a photographing prohibited area or a distribution prohibited area. DETAILED DESCRIPTION

[0038] Embodiments of an automatic driving device of the present disclosure are described with reference to the drawings. Further, the following description is given taking an example of a region where left-side passing is regulated. In a region where right-side passing is regulated, the left and right in the following description can be reversed and the like, and the description can be appropriately changed and implemented. The content of the present disclosure can be appropriately changed and implemented so as to conform to laws, customs of a region where the automatic driving system 100 is used.

[0039] Embodiments of the present disclosure are described below using the drawings. Figure 1 is a diagram showing one example of a schematic structure of the automatic driving system 100 of the present disclosure. As shown in Figure 1 , the automatic driving system 100 is provided with the in-vehicle system 1 built in the vehicle Ma and the map server 3. The in-vehicle system 1 downloads partial high-precision map data, that is, partial map data, from the map server 3 by performing wireless communication with the map server 3, and is used for automatic driving, navigation.

[0040] The in-vehicle system 1 can be mounted on a vehicle that can travel on a road. The vehicle Ma can be a two-wheeled vehicle, a three-wheeled vehicle, or the like in addition to a four-wheeled vehicle. A bicycle with an engine can also be included in the two-wheeled vehicle. The vehicle Ma can be a self-owned vehicle owned by an individual or a shared vehicle, a service vehicle. The service vehicle includes a taxi, a route bus, a carpool bus, and the like. The vehicle Ma can also be a robot taxi without a driver, a self-driving bus, or the like. The vehicle Ma can also be configured to be remotely operated by an operator present outside in a situation where automatic driving is difficult. The operator herein refers to a person who has the authority to control the vehicle from outside of a prescribed center or the like by remote operation. The operator can also be included in the concept of a driver / seat occupant. Furthermore, the operator can also be a server or software configured to be able to decide a driving operation corresponding to a scenario based on artificial intelligence.

[0041] <About Map Data>

[0042] Here, first, the map data held by the map server 3 will be described. The map data corresponds to map data indicating a road structure with a precision that can be used for automatic driving, and position coordinates and the like with respect to above-ground objects arranged along the road.

[0043] The map data includes node data, link data, above-ground object data, and the like. The node data is constituted by each data of a node ID in which an inherent number is marked for each node on a map, a node coordinate, a node name, a node category, a connection link ID that describes a link ID of a link connected to the node, and the like.

[0044] The link data is data about a road section, that is, a link, connecting nodes to each other. The link data is constituted by each data of a link ID that is an identifier inherent to each link, a link length that indicates a length of the link, a link orientation, a link travel time, shape information of the link (hereinafter, link shape), node coordinates of a start end and a terminal end of the link, and road attributes and the like. The link shape can also be expressed by a coordinate column showing both ends of the link and coordinate positions of shape interpolation points indicating a shape between the both ends. The link shape corresponds to a road shape. The link shape can also be expressed by a cubic spline curve. As the road attributes, there are a road name, a road category, a road width, lane number information indicating a number of lanes, a speed limit value, and the like. The link data can also be described in detail for each lane. The map data can also have road link data corresponding to link data under a road unit that aggregates lanes having the same traveling direction and lane link data as a lower layer corresponding to the link data about each lane. The link data can also be subdivided by lane (that is, lane) in addition to a road section.

[0045] The aboveground object data has boundary line data and landmark data. The boundary line data has a boundary line ID of each boundary line and a coordinate point group indicating a set portion. The boundary line data contains pattern information such as a broken line, a solid line, a stud, and the like. The boundary line data is associated with lane information such as a lane ID, a lane rank, a link ID, and the like, for example. The landmark is an aboveground object that can be used as a marker for determining the position of the host vehicle on the map. Among the landmarks are prescribed three-dimensional structures arranged along the road. The three-dimensional structures arranged along the road are, for example, a guardrail, a curb, a tree, a utility pole, a road sign, a traffic signal, and the like. Among the road signs are guide signs such as a direction sign, a road name sign, and the like. Also, road ends and boundary lines can be included in the landmarks. The landmark data indicates the position and the kind of each landmark. The shape and the position of each aboveground object are indicated by a coordinate point group. The POI data is data indicating the position and the kind of an aboveground object that has an influence on the travel plan of the vehicle, such as a branch point from the main line of an expressway, a merging point, a speed limit change point, a lane change point, a traffic congestion section, a construction section, an intersection, a tunnel, a toll gate, and the like. The POI data contains the kind and the position information.

[0046] The map data can also be three-dimensional map data containing point groups of road shapes and feature points of structures. The three-dimensional map data corresponds to map data indicating the positions of aboveground objects such as road ends, lane boundary lines, road signs, and the like, using three-dimensional coordinates. Further, the three-dimensional map can also be generated based on captured images by REM (Road Experience Management). In addition, the map data can contain a travel track model. The travel track model is track data generated by statistically integrating the travel trajectories of a plurality of vehicles. The travel track model is, for example, an average of the travel trajectories of each lane. The travel track model corresponds to data indicating a travel track that serves as a reference when automatic driving.

[0047] The map data can contain static map information and quasi-static map information. The static map information here refers to information about aboveground objects that are difficult to change, such as a road network, a road shape, a road surface display, structures such as a guardrail, a building, and the like. The static map information can also be understood as information about aboveground objects that require updating within one week to one month, for example. The static map information is also referred to as a base map. The quasi-static map information is information that requires updating within one hour to several hours, for example. Road construction information, traffic regulation information, traffic congestion information, and wide-area weather information correspond to quasi-static map information. For example, the map data processed by the map server 3 contains static map information and quasi-static map information. Of course, the map information processed by the map server 3 can also be only static map information.

[0048] The map server 3 has all map data corresponding to the entire map-covered area. However, the all map data is divided into a plurality of pieces. Each piece corresponds to map data of a different area. For example, as shown in FIG. 2, the map data is stored in units of map blocks that divide the map-covered area into rectangular shapes of 2 km square. Further, the dashed lines conceptually show the boundaries of the map blocks. The map blocks correspond to a lower concept of the pieces described above. Figure 1 Figure 1 Each map block is given information indicating the area of the real world to which the map block corresponds. The information indicating the area of the real world is indicated by, for example, latitude, longitude, and altitude. In addition, each map block is given an inherent ID (hereinafter, block ID). The map block is associated with the block IDs of adjacent areas, that is, adjacent block IDs. The adjacent block IDs can be used to determine the next area map data and the like. The map data of each piece or each map block is a part of the entire map-covered area, in other words, partial map data. The map blocks correspond to partial map data. The map server 3 distributes partial map data corresponding to the position of the vehicle-mounted system 1 based on a request from the vehicle-mounted system 1.

[0049] The shape of the map blocks is not limited to the rectangular shape of 2 km square. It can also be a rectangular shape of 1 km square or 4 km square. In addition, the map blocks can be hexagonal, circular, or the like. Each map block can be set to partially overlap with adjacent map blocks. The map-covered area can be the entire country where vehicles are used, or only a part of the area. For example, the map-covered area can be only an area where automatic driving of general vehicles is permitted, or an area where automatic driving movement service is provided.

[0050] In addition, the sizes and shapes of the plurality of map blocks can not be uniform. For example, it is possible to set the map block of a rural area where the density of map elements such as landmarks is relatively sparse to be larger than the map block of a city area where map elements such as landmarks are densely present. For example, the map block of the rural area can be a rectangular shape of 4 km square, and the map block of the city area can be a rectangular shape of 1 km or 0.5 km square. The city area here refers to, for example, an area where the population density is a predetermined value or more, an area where offices and business facilities are concentrated. The rural area can be an area other than the city area. The rural area can be replaced with a countryside area.

[0051] Further, the division method of the all map data can be determined according to the data size. In other words, it is possible to divide and manage the map-covered area in a range determined by the data size. In this case, each piece is set to have a data size less than a predetermined value. According to such a method, it is possible to make the data size in one distribution a value or less.

[0052] Further, the division method of the all map data can be determined according to the data size. In other words, it is possible to divide and manage the map-covered area in a range determined by the data size. In this case, each piece is set to have a data size less than a predetermined value. According to such a method, it is possible to make the data size in one distribution a value or less.​

[0053] <Configuration of in-vehicle system 1>

[0054] Here, the use of the term "vehicle" is not limited to a car, but also includes a motorcycle, a bus, a truck, a train, a ship, and the like. Figure 2 The configuration of the in-vehicle system 1 will be described. Figure 2 The in-vehicle system 1 illustrated is for a vehicle capable of automatic driving (hereinafter, an automatic driving vehicle). As illustrated, the in-vehicle system 1 is equipped with a surrounding monitoring sensor 11, a vehicle state sensor 12, a localizer 13, a V2X in-vehicle device 14, an HMI system 15, a travel actuator 16, a running record device 17, and an automatic driving device 20. In addition, HMI in the component name is an abbreviation of Human Machine Interface. V2X is an abbreviation of Vehicle to X (Everything), and refers to a communication technology that connects a vehicle with various things. Figure 2

[0055] The above-described various devices or sensors that constitute the in-vehicle system 1 are connected as nodes to a communication network, that is, an in-vehicle network Nw, constructed in the vehicle. The nodes connected to the in-vehicle network Nw are able to communicate with each other. In addition, specific devices can also be configured to be able to directly communicate without passing through the in-vehicle network Nw. For example, the automatic driving device 20 and the running record device 17 can also be directly electrically connected by a dedicated line. In addition, in the example illustrated in FIG. 1, the in-vehicle network Nw is configured as a bus type, but is not limited thereto. The network topology can also be mesh type, star type, ring type, or the like. The network shape can be appropriately changed. As a standard for the in-vehicle network Nw, various standards such as Controller Area Network (CAN: registered trademark), Ethernet (Ethernet is a registered trademark), FlexRay (registered trademark), or the like can be adopted. Figure 2

[0056] Hereinafter, the vehicle on which the in-vehicle system 1 is mounted is also described as the host vehicle Ma, and the occupant (that is, the driver seat occupant) who sits on the driver seat of the host vehicle Ma is also described as the user. In addition, the front-rear, left-right, and up-down directions in the following description are defined with the host vehicle Ma as a reference. Specifically, the front-rear direction corresponds to the longitudinal direction of the host vehicle Ma. The left-right direction corresponds to the width direction of the host vehicle Ma. The up-down direction corresponds to the vehicle height direction. From another viewpoint, the up-down direction corresponds to the direction perpendicular to the plane parallel to the front-rear direction and the left-right direction.

[0057] ​​The host vehicle Ma can be a vehicle capable of automatic driving. As the degree of automatic driving (hereinafter, automation level), there can be a plurality of levels, for example, as defined by the Society of Automotive Engineers (SAE International). For example, in the definition by SAE, the automation level is divided into levels 0 to 5 as follows.

[0058] Level 0 is a level in which the driver performs all driving tasks without intervention of the system. In the driving tasks, for example, steering operation and acceleration / deceleration are included. Level 0 corresponds to a so-called full manual driving level. Level 1 is a level in which the system assists either of steering operation and acceleration / deceleration. Level 2 is a level in which the system assists a plurality of steering operation and acceleration / deceleration. Levels 1 to 2 correspond to a so-called driving assistance level.

[0059] Level 3 is a level in which the system performs all driving operations within an operational design domain (ODD), and on the other hand, the operation authority is transferred from the system to the driver in an emergency. The ODD is, for example, a region in which the conditions capable of performing automatic driving such as a travel position within an expressway are defined. Under level 3, it is required that the driver's seat occupant can promptly respond in the case where a request for driving alternation is issued from the system. In addition, instead of the driver's seat occupant, an operator present outside the vehicle can take over the driving operation. Level 3 corresponds to a so-called conditional automatic driving. Level 4 is a level in which the system can perform all driving tasks except for specific situations such as a road that cannot be responded to, an extreme environment, and the like. Level 4 corresponds to a level in which the system performs all driving tasks within the ODD. Level 4 corresponds to a so-called high-level automatic driving. Level 5 is a level in which the system can perform all driving tasks in all environments. Level 5 corresponds to a so-called full automatic driving. Levels 3 to 5 correspond to a so-called automatic driving. Levels 3 to 5 can also be referred to as an autonomous driving level in which all controls related to travel of the vehicle are automatically performed.

[0060] The level referred to by "automatic driving" of the present disclosure can correspond to level 3, for example, and can be level 4 or more. Hereinafter, a case where the host vehicle Ma performs automatic driving of at least level 3 or more will be described as an example. In addition, the automation level as the driving mode of the host vehicle Ma can be switched. For example, an automatic driving mode of level 3 or more, a driving assistance mode of levels 1 to 2, and a manual driving mode of level 0 can be switched.

[0061] The surrounding monitoring sensor 11 is a sensor that monitors the surroundings of the host vehicle. The surrounding monitoring sensor 11 is configured to detect the presence and position of a predetermined detection object. The detection object includes, for example, a pedestrian, another vehicle, and the like. Another vehicle also includes a bicycle, a motorized bicycle, and a motorcycle. In addition, the surrounding monitoring sensor 11 is configured to be able to detect a predetermined ground object and an obstacle as well. Among the ground objects detected by the surrounding monitoring sensor 11 are a road end, a road marking, and a three-dimensional structure provided along a road. The road marking refers to a paint drawn on a road for traffic control and traffic regulation. For example, a lane boundary line, a pedestrian crossing, a stop line, a guide strip, a safety zone, a regulation arrow, and the like are included in the road marking. The lane boundary line is also referred to as a lane marker or a lane marker object. Among the lane boundary lines are also included boundary lines implemented by studs, bos points, and the like. As described above, the three-dimensional structure provided along the road is, for example, a guardrail, a road sign, a traffic signal, and the like. That is, the surrounding monitoring sensor 11 is preferably configured to be able to detect a landmark. The obstacle here refers to a three-dimensional object present on a road that obstructs the passage of a vehicle. Among the obstacles are an accident vehicle, debris of an accident vehicle, and the like. In addition, a restriction material device such as an arrow board, a road cone, and a guide board for lane restriction, a construction site, a parked vehicle, the end of a traffic jam, and the like can also be included in the obstacle. The surrounding monitoring sensor 11 can also be configured to be able to detect a road drop such as a tire that has fallen from the vehicle body.

[0062] As the surrounding monitoring sensor 11, for example, a surrounding monitoring camera, a millimeter wave radar, a LiDAR, a sonar, and the like can be employed. The LiDAR is an abbreviation for Light Detection and Ranging or Laser Imaging Detection and Ranging. In addition, the millimeter wave radar is a device that detects the relative position and relative speed of an object with respect to the host vehicle Ma by transmitting a millimeter wave or a quasi-millimeter wave in a predetermined direction and analyzing reception data of a reflected wave returned by reflection of the transmitted wave by the object. The millimeter wave radar, for example, generates data indicating the reception intensity and relative speed for each detection direction and each distance or data indicating the relative position and reception intensity of a detected object as a detection result. The LiDAR is a device that generates three-dimensional point group data indicating the position of a reflection point for each detection direction by irradiating a laser.

[0063] The surrounding monitoring camera is a vehicle-mounted camera configured to take an image of a prescribed direction outside the host vehicle. The surrounding monitoring camera includes a front camera configured to be disposed at an upper end portion of the inner side of the front windshield, a front grille, or the like so as to take an image of the front of the host vehicle Ma. The front camera detects the above-described detection target object using, for example, an identifier using a CNN (Convolutional Neural Network), a DNN (Deep Neural Network), or the like.

[0064] The object recognition processing based on the observation data generated by the surrounding monitoring sensor 11 can also be performed by an ECU (Electronic Control Unit) outside the automatic driving device 20 and the like. The automatic driving device 20 can be provided with part or all of the object recognition function possessed by the surrounding monitoring sensor 11 such as the front camera and the millimeter wave radar. In this case, the various surrounding monitoring sensors 11 can provide the observation data such as image data and ranging data to the automatic driving device 20 as detection result data.

[0065] The vehicle state sensor 12 is a group of sensors that detect state quantities related to the travel control of the host vehicle Ma. The vehicle state sensor 12 includes a vehicle speed sensor, a steering manipulation sensor, an acceleration sensor, a yaw rate sensor, and the like. The vehicle speed sensor detects the vehicle speed of the host vehicle. The steering manipulation sensor detects the steering manipulation angle of the host vehicle. The acceleration sensor detects the acceleration of the host vehicle such as the front-rear acceleration and the lateral acceleration. The acceleration sensor can also be a sensor that detects deceleration as negative acceleration. The yaw rate sensor detects the angular velocity of the host vehicle. Furthermore, the types of sensors used by the vehicle-mounted system 1 as the vehicle state sensor 12 can be appropriately designed, and it is not necessary to be provided with all of the above-described sensors.

[0066] The positioner 13 is a device that generates high-precision position information and the like of the host vehicle Ma by composite positioning that combines a plurality of types of information. The positioner 13 is configured using, for example, a GNSS receiver. The GNSS receiver is a device that sequentially detects the current position of the GNSS receiver by receiving a navigation signal transmitted from a positioning satellite that constitutes a GNSS (Global Navigation Satellite System). For example, the GNSS receiver outputs a positioning result every 100 milliseconds in a case where it is possible to receive a navigation signal from four or more positioning satellites. As the GNSS, it is possible to employ GPS, GLONASS, Galileo, IRNSS, QZSS, Beidou, and the like.

[0067] The positioner 13 successively positions the position of the host vehicle Ma by combining the positioning result of the GNSS receiver and the output of the inertial sensor. For example, the positioner 13 performs dead reckoning (i.e., autonomous navigation) using the yaw rate and the vehicle speed in a case where the GNSS receiver cannot receive the GNSS signal, such as inside a tunnel. The yaw rate for dead reckoning can also be calculated by the front camera using the SfM technique, or can be detected by a yaw rate sensor. The positioner 13 can also perform dead reckoning using the output of an acceleration sensor, a gyro sensor. The vehicle position is expressed, for example, by three-dimensional coordinates of latitude, longitude, and altitude. The positioned vehicle position information is output to the in-vehicle network Nw and utilized by the automated driving device 20 and the like.

[0068] Further, the positioner 13 can also be configured to be capable of implementing positioning processing. The positioning processing refers to processing of determining the detailed position of the host vehicle Ma by collating the coordinates of landmarks determined based on images captured by the surrounding monitoring cameras such as the front camera and the coordinates of landmarks registered in the map data. The so-called landmarks are, for example, traffic signs, traffic signal lights, utility poles, commercial signs, and the like, which are three-dimensional structures provided along a road. In addition, the positioner 13 can also be configured to determine a travel lane ID, which is an identifier of a lane in which the host vehicle Ma travels, based on the distance from the road end detected by the front camera, the millimeter wave radar. The travel lane ID indicates, for example, the lane in which the host vehicle Ma travels, from the left end or the right end of the road end. The automated driving device 20 can also be provided with part or all of the functions of the positioner 13. The lane in which the host vehicle Ma travels can be referred to as the host vehicle lane.

[0069] The V2X onboard device 14 is a device for performing wireless communication with other devices by the host vehicle Ma. Furthermore, "V" of V2X refers to a car as the host vehicle Ma, and "X" can refer to a pedestrian, another vehicle, a road device, a network, a server, and the like, which are various existences other than the host vehicle Ma. The V2X onboard device 14 has a wide-area communication section and a narrow-area communication section as communication modules. The wide-area communication section is a communication module for performing wireless communication in conformity with a prescribed wide-area wireless communication standard. As the wide-area wireless communication standard here, various standards such as LTE (Long Term Evolution), 4G, 5G, and the like can be employed. Furthermore, the wide-area communication section can be configured to be capable of performing wireless communication directly with other devices, in other words, without passing through a base station, by a method conforming to the wide-area wireless communication standard, in addition to communication via a wireless base station. That is, the wide-area communication section can also be configured to perform cellular V2X. The host vehicle Ma becomes a connected car capable of connecting to the Internet by mounting the V2X onboard device 14. For example, the automatic driving device 20 downloads the latest partial map data corresponding to the current position of the host vehicle Ma from the map server 3 by cooperation with the V2X onboard device 14. The V2X onboard device 14 corresponds to a wireless communication machine.

[0070] The narrow-area communication section possessed by the V2X onboard device 14 is a communication module for performing wireless communication directly with other moving bodies existing in the vicinity of the host vehicle Ma and road side devices in accordance with a communication standard, that is, a narrow-area communication standard, which limits the communication distance to within several hundred m. As the other moving bodies, not only vehicles but also pedestrians, bicycles, and the like can be included. As the narrow-area communication standard, various standards such as WAVE (Wireless Access in Vehicular Environment), DSRC (Dedicated Short Range Communications), and the like can be employed. The narrow-area communication section, for example, broadcasts vehicle information about the host vehicle Ma toward surrounding vehicles at a prescribed transmission cycle, and receives vehicle information transmitted from other vehicles. The vehicle information includes a vehicle ID, a current position, a travel direction, a moving speed, an operating state of a direction indicator, a time stamp, and the like.

[0071] The HMI system 15 is a system that provides an input interface function of accepting a user operation and an output interface function of prompting information to a user. The HMI system 15 has a display 151 and an HCU (HMI Control Unit) 152. Furthermore, as a mechanism of prompting information to a user, in addition to the display 151, a speaker, a vibrator, an illuminating device (for example, an LED), and the like can be employed.

[0072] The display 151 is a device that displays an image. The display 151 is, for example, a center display provided in the center of the instrument panel in the vehicle width direction. The display 151 is capable of full-color display, and can be implemented using a liquid crystal display, an OLED (Organic Light Emitting Diode) display, a plasma display, or the like. Further, the HMI system 15 can also have a head-up display (HUD) that projects a virtual image in a portion in front of the driver's seat in the front windshield as the display 151. The display 151 can also be an instrument display.

[0073] The HCU 152 is a structure that integrally controls the presentation of information to the user. The HCU 152 is implemented using, for example, a processor such as a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), a RAM, and a flash memory, or the like. The HCU 152 controls the display screen of the display 151 based on a control signal input from the autonomous driving device 20, a signal from an input device not shown. For example, the HCU 152 displays, on the display 151, a map icon 80 that indicates the acquisition status of the partial map data based on a request from the autonomous driving device 20. Figure 3 The map icon 80 that indicates the acquisition status of the partial map data. Figure 3 (A) of FIG. 8A shows one example of a map unacquired icon 80A that indicates a state in which the partial map data cannot be downloaded. Figure 3 (B) of FIG. 8B shows one example of a map acquired icon 80B that indicates a state in which the download of the partial map data is successful. Figure 3 (C) of FIG. 8C shows one example of a map acquiring icon 80C that indicates a state in which the download of the partial map data is in progress. The display destination of the map icon 80 can be, for example, the upper end corner of the display 151.

[0074] The travel actuators 16 are actuators for travel. The travel actuators 16 include, for example, a brake actuator that is a brake device, an electronic throttle valve, a steering actuator, and the like. The steering actuator also includes an EPS (Electric Power Steering) motor. The travel actuators 16 are controlled by the autonomous driving device 20. Further, a steering control ECU that performs steering control, a power unit control ECU that performs acceleration / deceleration control, a brake ECU, and the like can be interposed between the autonomous driving device 20 and the travel actuators.

[0075] The operation recording device 17 is a device that records data indicating at least either of a situation in the vehicle at the time of vehicle travel and a situation outside the vehicle cabin. The situation in the vehicle at the time of vehicle travel can include a working state of the automatic driving device 20, a state of the driver's seat occupant. The data indicating the working state of the automatic driving device 20 also includes a recognition result of the surrounding environment in the automatic driving device 20, a calculation result of a travel plan, a target control amount of each travel actuator, and the like. In addition, a so-called screen shot that captures a display screen of the display 151 can also be included in the recording target. The data as the recording target is acquired from the automatic driving device 20, an ECU mounted on the vehicle from the surrounding monitoring sensor 11, and the like via the in-vehicle network Nw or the like. In the case where a prescribed recording event occurs, the operation recording device 17 records various data in a prescribed time before and after the time of occurrence of the event. As the recording event, for example, a transfer of authority of driving operation, an exit of the ODD, implementation of an extraordinary action described later, a change in the automation level, execution of an MRM (Minimum Risk Maneuver), and the like can be adopted. For example, in the case where the automatic driving device 20 executes an extraordinary action, the operation recording device 17 saves data that can determine the partially acquired map data at the time. The data that can determine the partially acquired map data is, for example, a block ID, version information, an acquisition time, and the like. The recording destination of the data can be a non-volatile storage medium mounted on the host vehicle Ma, or an external server.

[0076] The automatic driving device 20 is an ECU (Electronic Control Unit) that replaces a part or all of the driving operation performed by the driver's seat occupant by controlling the travel actuator 16 on the basis of the detection result of the surrounding monitoring sensor 11 or the like. Here, as one example, the automatic driving device 20 is configured to be able to perform up to automation level 5, and is configured to be able to switch the action mode corresponding to each automation level. Hereinafter, for convenience, the action mode corresponding to the automation level N (N = 0 to 5) will also be referred to as the level N mode. For example, the level 3 mode refers to an action mode in which control corresponding to the automation level 3 is implemented.

[0077] Hereinafter, the case where the action is performed in the mode of the automation level 3 or more will be further described. In the travel mode of the level 3 or more, the automatic driving device 20 automatically implements steering control, acceleration, deceleration (in other words, braking), and the like of the vehicle, so that the host vehicle Ma travels along the road to the destination set by the driver's seat occupant or the operator. In addition, the switching of the action mode is automatically performed due to a system limit, an exit of the ODD, and the like in addition to the user operation.

[0078] The automatic driving device 20 is configured with a computer as the main body having a processing section 21, a RAM 22, a storage 23, a communication interface 24, and a bus or the like connecting them. The processing section 21 is hardware for arithmetic processing in combination with the RAM 22. The processing section 21 is a structure including at least one arithmetic core such as a CPU. The processing section 21 performs various processes for realizing the functions of the functional sections described later by accessing the RAM 22. The storage 23 is a structure including a nonvolatile storage medium such as a flash memory. The automatic driving program as a program executed by the processing section 21 is stored in the storage 23. The processing section 21 executing the automatic driving program corresponds to executing a method corresponding to the automatic driving program as a vehicle control method. The communication interface 24 is a circuit for communicating with other devices via the in-vehicle network Nw. The communication interface 24 can be implemented using analog circuit elements, ICs, or the like. Details of the automatic driving device 20 will be described later.

[0079] <Structure of the automatic driving device 20>

[0080] Here, the functions of the automatic driving device 20 and the operations thereof will be described using the functional blocks shown in FIG. 1. Figure 4 The functions of the automatic driving device 20 and the operations thereof will be described using the functional blocks shown in FIG. 1. Figure 4 The functions of the automatic driving device 20 and the operations thereof will be described using the functional blocks shown in FIG. 1. That is, the automatic driving device 20 has the own vehicle position acquisition section Fl, the sensing information acquisition section F2, the vehicle state acquisition section F3, the map acquisition section F4, the map management section F5, the travel environment recognition section F6, the control plan section F7, and the control signal output section F8 as functional blocks. The map management section F5 has the matching property determination section F51 as a sub-function, and the control plan section F7 has the responsibility value calculation section F71, the safety distance setting section F72, and the action decision section F73 as sub-functions. In addition, the automatic driving device 20 has the map holding section Ml.

[0081] The own vehicle position acquisition section Fl acquires the current position coordinates of the host vehicle Ma from the positioner 13. In addition, the own vehicle position acquisition section Fl can also be configured to read out the latest own vehicle position information saved in a nonvolatile memory as the current position information after the power source for travel of the vehicle is turned on. The latest position calculation result saved in the memory corresponds to the end point of the last trip, that is, to the parking position. The trip refers to a series of travels from the turning on to the turning off of the power source for travel. In addition, in order to perform the above-described processing, it is preferable that the automatic driving device 20 can also be configured to save the own vehicle position information observed at the parking time in the nonvolatile memory as the shutdown processing after parking. The power source for travel here is a power source for travel of the vehicle, and in the case of a gasoline vehicle, it refers to the ignition power source. In addition, in the case of an electric vehicle or a hybrid vehicle, the system main relay corresponds to the power source for travel.

[0082] The sensing information acquisition section F2 acquires the detection result of the surrounding monitoring sensor 11, that is, sensing information. The sensing information includes the position, moving speed of other moving bodies, ground objects, obstacles, and the like existing in the periphery of the host vehicle Ma. For example, the distance of a vehicle traveling in front of the host vehicle Ma, that is, a preceding vehicle, from the host vehicle Ma, and the moving speed of the preceding vehicle are included. The preceding vehicle here can include a vehicle traveling in an adjacent lane in addition to a so-called front vehicle traveling in the same lane as the host vehicle. That is, the front here is not limited to the direction of the front of the host vehicle Ma, and can include an oblique front. In addition, the sensing information includes the lateral distance to the end of the road, the travel lane ID, the offset amount from the center line in the travel lane, and the like. The vehicle state acquisition section F3 acquires the travel speed, acceleration, yaw rate, and the like of the host vehicle Ma from the vehicle state sensor 12.

[0083] The map acquisition section F4 acquires partial map data corresponding to the current position of the host vehicle Ma by performing wireless communication with the map server 3 via the V2X onboard device 14. For example, the map acquisition section F4 requests and acquires partial map data related to a road on which the host vehicle Ma is scheduled to travel within a prescribed time from the map server 3. The partial map data acquired from the map server 3 is stored in the map holding section Ml, for example. The map holding section Ml is configured to hold data even when the travel power supply is set to be turned off, using a non-volatile memory or the like. The map holding section Ml is realized using a part of the storage area of the storage 23, for example.

[0084] In addition, the map holding section Ml can also be realized using a part of the storage area of the RAM 22. Even in the case where it is assumed that the map holding section Ml is realized using the RAM 22, data can be held during the period when the travel power supply is turned off by supplying power from the onboard battery to the RAM 22. In addition, as another way, the map holding section Ml can be configured such that the saved data disappears if the travel power supply is set to be turned off. The map holding section Ml is a non-transitory storage medium.

[0085] For the sake of convenience, the partial map data including the current position is referred to as current area map data, and the coverage range of the current area map data is described as the current map range or the current area. Also, the partial map data to be used next is referred to as next area map data. The next area map data corresponds to the partial map data adjacent to the travel direction side of the host vehicle Ma of the current area map data. The next area map data corresponds to the partial map data about the area scheduled to be entered within a prescribed time. The next area map data can also be decided based on the travel scheduled path. The coverage range of the next area map data is also described as the next map range or the next area. Further, in the case where the partial map data is configured to overlap adjacent, the current map range (current area) and the next map range (next area) can partially overlap.

[0086] The map management section F5 manages the acquisition and retention status of the partial map data corresponding to the travel direction of the host vehicle or the travel scheduled path. For example, the map management section F5 manages the partial map data acquired by the map acquisition section F4 and the map data saved in the map retention section Ml. Here, as one example, the map management section F5 is configured to delete all the map data in the map retention section Ml at least at the timing when the travel power source is turned off.

[0087] Further, in view of the capacity of the map retention section Ml and the like, the saving rule of the map data downloaded by the map acquisition section F4 can apply various rules. For example, in the case where the capacity of the map retention section Ml is relatively small, for the area where the host vehicle Ma has already departed, the map management section F5 can also delete the partial map data at the timing after the departure or the departure by a prescribed distance or more. According to such a structure, the automatic driving device 20 can be implemented using the map retention section Ml with a small capacity. That is, the introduction cost of the automatic driving device 20 can be reduced.

[0088] In addition, the map management section F5 can also be configured to delete the map data downloaded to the map retention section Ml at the timing when a prescribed time (for example, 1 day) elapses from the time of the download. It can also be configured to cache the map data about the roads used daily such as the commuting road, the school road, and the like to the map retention section Ml as much as possible. For example, it can also be configured to retain the map data about the roads used daily as long as the free capacity is not below a prescribed value. The saving period of the downloaded map data can also be changed according to the attribute of the data. For example, for the static map data, the saving to the map retention section Ml is performed until a certain amount. On the other hand, for example, it can also be configured to delete the dynamic map data such as the construction information at the timing when the area corresponding to the dynamic map data is passed through.

[0089] Further, the map management section F5 calculates, for example, a remaining time until the start of use of the next area map data by the control planning section F7 or the like as the next map use start time Tmx. The timing of the start of use of the next area map data can be, for example, a case where the host vehicle Ma exits the current map range. In a case where the use of the next area map data is started when the host vehicle Ma exits the current map range, the map management section F5 calculates a remaining time until the exit from the current map range based on the current position and the travel speed of the host vehicle Ma as the next map use start time Tmx. Figure 5 is a conceptual diagram showing the operation of the map management section F5 that indicates the next map use start time. Figure 5 "L" shown in (b) in FIG. 23 indicates a distance from the current position to the exit point of the current map range. The next map use start time Tmx is determined, for example, based on a value obtained by dividing the distance L by the vehicle speed V.

[0090] Further, the timing of the start of use of the next area map data can also be, for example, a case where the host vehicle Ma enters the next map range. In a case where the use of the next area map data is started when the host vehicle Ma enters the next map range, the map management section F5 can calculate the next map use start time Tmx based on the current position of the host vehicle Ma, the next map range information, and the travel speed of the host vehicle. Further, a point located a map reference distance ahead of the host vehicle Ma by a prescribed distance from the host vehicle Ma can be set as a case where the host vehicle Ma is outside the current map range or a case where the host vehicle Ma belongs to the next map range. The map reference distance is preferably set to be sufficiently longer than the safety distance described later. For example, the map reference distance can be set to be 1.5 times the safety distance. Further, the map reference distance can be a fixed value such as 200 m or the like. The map reference distance can also be set to be longer as the travel speed is higher. Further, the map reference distance can be changed depending on the road type. For example, the map reference distance for an automobile-only road can be set to be longer than the map reference distance for a general road.

[0091] The map management section F5 notifies the control planning section F7 of the acquisition status of the map data such as whether or not the next area map data has been acquired. For example, in a case where the next area map data cannot be acquired in a state where the next map use start time Tmx is less than a prescribed preparation period time, the map management section F5 outputs the next map use start time Tmx as a map acquisition remaining time Tmg to the control planning section F7. The map acquisition remaining time Tmg corresponds to a remaining time until the next area map data is required when the control plan is made. The state where the next area map data is required includes a case where the next area map data is used when the potential accident liability value described later is calculated. The state where the next area map data is required also includes a case where the current map range is exited or a case where the next map range is entered.

[0092] Further, the map acquisition remaining time Tmg can also be set to a value obtained by subtracting a prescribed margin time from the next map use start time Tmx. The margin time is, for example, a time that takes into account communication delay, post-reception processing delay, and the like, and can be set to 5 seconds or the like, for example. The map acquisition remaining time Tmg can be a time shorter than the next map use start time Tmx. Further, the map acquisition remaining time Tmg can also be left as the next map use start time Tmx. The structure of the present disclosure can be implemented by replacing the map acquisition remaining time Tmg with the next map use start time Tmx. In addition, in a case where the next map use start time Tmx is equal to or greater than a prescribed preparation period time, or in a case where the next regional map data has already been acquired, the map acquisition remaining time Tmg can also be set to a sufficiently large value and output.

[0093] In addition, the map management section F5 can also request the V2X onboard device 14 to give priority to performing communication for acquiring the next regional map data in a case where the next map use start time Tmx is less than the preparation period and the next regional map data cannot be acquired yet. This request can also be implemented via the map acquisition section F4. The preparation period time is, for example, 2 minutes or the like, and is preferably set to be longer than the first time Th1 described later.

[0094] The matching determination section F51 determines whether the map data matches the real world by collating the content shown by the current regional map data acquired by the map acquisition section F4 and the sensing information of the surrounding monitoring sensor 11. As shown in FIG. 6, for example, in a case where a preceding vehicle Mb is detected to cross a lane boundary line Ln1, and a stationary object Obt is detected on the lane on which the preceding vehicle Mb is traveling, the matching determination section F51 determines that the map data does not match the real world. The avoidance action of the preceding vehicle Mb and the detection of the stationary object Obt can be detected based on sensing information such as recognition results of a front camera, for example. Further, as a prerequisite, it is assumed that the information of the stationary object Obt on the road shown in FIG. 6 is not registered in the map data. The stationary object Obt is, for example, a parked vehicle on the road, road construction, a lane restriction, a fallen object, or the like. In a case where such quasi-static information is not reflected in the map data, a mismatch between the map data and the real world can occur. Figure 6 Figure 6 As shown in FIG. 7, for example, in a case where the preceding vehicle Mb is detected to change lanes, the matching determination section F51 determines that the map data does not match the real world. The lane change of the preceding vehicle Mb can be detected based on sensing information such as recognition results of a front camera, for example. Further, as a prerequisite, it is assumed that the information of the lane change of the preceding vehicle Mb is not registered in the map data. The lane change of the preceding vehicle Mb is, for example, a behavior in which the preceding vehicle Mb changes lanes in a case where the preceding vehicle Mb is detected to change lanes on the road. In a case where such quasi-static information is not reflected in the map data, a mismatch between the map data and the real world can occur.

[0095] As such, in a case where the preceding vehicle implements an avoidance action such as a lane change in an interval on the map in which straight-ahead travel is possible, the matching determination section F51 determines that the map does not match the real world. Straight-ahead travel here refers to travel along the road on the lane on which the vehicle was previously traveling without changing the travel position such as a lane change. Straight-ahead travel here is not limited to a behavior in which the steering angle is maintained at 0° and the vehicle travels.

[0096] ​In addition, the so-called avoidance action is, for example, a vehicle behavior for avoiding an obstacle, and is, for example, a change in a travel position. The change in the travel position here refers to a change in a lateral position of the vehicle on the road. In the change in the travel position, not only a lane change but also an action of bringing the travel position within the same lane close to either of the right and left corner portions, a manner of traveling across a lane boundary is included. Furthermore, in order to make clear the difference from the usual lane change, the avoidance action is preferably a change in the travel position / acceleration / deceleration operation accompanied by deceleration and subsequent acceleration. For example, a change in the travel position accompanied by a deceleration operation, a change in the travel position accompanied by deceleration to a prescribed speed or less can be regarded as the avoidance action. Furthermore, the description regarding the above avoidance action indicates the concept of the avoidance action assumed in the present disclosure. Whether or not the change in the travel position as the avoidance action is performed can be determined on the basis of the travel trajectory of the preceding vehicle, the operation history of the direction indicator, and the like on the basis of the sensing information.

[0097] In addition, in a case where a plurality of preceding vehicles are detected to continuously perform the avoidance action in a road section in which straight traveling is possible on the map, the matching determination unit F51 determines that the map data does not match the real world. In addition, the map data can be determined not to match the real world on the basis of the feature information indicated by the map data and the feature information indicated by the sensing information not matching each other. Further, in a case where the travel position of the surrounding vehicle becomes outside the road range indicated by the map data, the matching determination unit F51 can determine that the map does not match the real world.

[0098] Figure 7 FIG. 10 is a diagram illustrating one example of a determination method of matching performed by the matching determination unit F51. Figure 7 The matching determination processing illustrated includes a step S101 of determining whether or not the travel position of the preceding vehicle exceeds the lane and a step S102 of determining whether or not a stationary object not registered in the map data is detected. In a case where the travel position of the preceding vehicle is detected to exceed the lane (Yes in S101), and a stationary object not registered in the map is detected (Yes in S102), the matching determination unit F51 determines that the map data does not match the real world (S103). In addition, either one of the step S101 and the step S102 can be omitted. In a case where the step S101 is omitted, the flow can start from the step S102.

[0099] The travel environment recognition unit F6 recognizes the environment around the host vehicle Ma, that is, the surrounding environment, on the basis of the detection result in the surrounding monitoring sensor 11 and the like. The surrounding environment here includes not only static environmental factors such as the current position, the travel lane, the road type, the speed limit, and the relative position of the above-ground object but also the position, the moving speed, the shape, and the size of the other moving body and the like. The other moving body includes a car, a pedestrian, a bicycle, and the like as the other vehicle.

[0100] The travel environment recognition unit F6 preferably distinguishes and recognizes whether the surrounding object detected by the surrounding monitoring sensor 11 is a moving body or a stationary object. In addition, it is preferable to also distinguish and recognize the kind of the surrounding object. As for the kind of the surrounding object, it is possible to distinguish and recognize the kind by, for example, performing pattern matching on the captured image of the surrounding monitoring camera. As for the kind, it is possible to distinguish and recognize, for example, a structure such as a guardrail, a road drop, a pedestrian, a bicycle, a two-wheeled motorcycle, a car, and the like. In the case where the surrounding object is a car, the kind of the surrounding object is a vehicle category, a vehicle model, and the like. As for whether the surrounding object is a moving body or a stationary object, it is possible to recognize it in accordance with the kind of the surrounding object. For example, in the case where the kind of the surrounding object is a structure or a road drop, it is possible to recognize it as a stationary object. In the case where the kind of the surrounding object is a pedestrian, a bicycle, a two-wheeled motorcycle, or a car, it is possible to recognize it as a moving body. In addition, an object that has a low possibility of moving immediately like a parked vehicle can also be recognized as a stationary object. It is possible to determine whether it is a vehicle that is being parked based on the fact that it has stopped and that the brake light is not on and the like according to the image.

[0101] The travel environment recognition unit F6 can also recognize the position and the kind of the object existing in the periphery of the host vehicle by complementarily combining the detection results obtained from each of the plurality of surrounding monitoring sensors 11. The position and the speed of the surrounding object can be a relative position and a relative speed with the host vehicle Ma as a reference, or an absolute position and an absolute speed with the ground as a reference.

[0102] In addition, the travel environment recognition unit F6 can also recognize the position, the kind, and the lighting state of the traffic signal light of the road surface marking, the landmark in the periphery of the host vehicle based on the detection result of the surrounding monitoring sensor 11 and the map data. In addition, the travel environment recognition unit F6 can also determine the relative position and the shape of the demarcation line of the left and right of the lane and the road end portion of the lane in which the host vehicle Ma is currently traveling as the boundary information related to the boundary of the travel road using at least either one of the detection result of the surrounding monitoring sensor 11 and the map data. In addition, the data obtained by the travel environment recognition unit F6 from each of the surrounding monitoring sensors 11 can not be a resolution result but observation data such as image data. In this case, the travel environment recognition unit F6 determines the periphery environment including the position and the shape of the demarcation line of the left and right or the road end portion based on the observation data of each of the surrounding monitoring sensors 11.

[0103] In addition, the travel environment recognition unit F6 can also determine the periphery environment using the other vehicle information received by the V2X onboard device 14 from other vehicles, the traffic information received from the road side device through the road-to-vehicle communication, and the like. The traffic information that can be obtained from the road side device can include road construction information, traffic restriction information, traffic congestion information, weather information, a speed limit, the lighting state of the traffic signal light, the lighting period, and the like.

[0104] The control plan section F7 generates a travel plan for autonomously traveling the host vehicle Ma by automatic driving using the travel environment determined by the travel environment recognition section F6 and the map data. For example, the control plan section F7 performs path search processing and generates a recommended path from the host vehicle position toward the destination as a medium- to long-term travel plan. In addition, the control plan section F7 generates a travel plan for changing lanes, a travel plan for traveling in the center of a lane, a travel plan for following a preceding vehicle, a travel plan for avoiding an obstacle, and the like as a short-term control plan for performing travel along the medium- to long-term travel plan.

[0105] As a short-term control plan, the control plan section F7, for example, generates a path at a certain distance or in the center from a recognized travel demarcation line as a travel plan or generates a path along a recognized behavior or travel trajectory of a preceding vehicle as a travel plan. The control plan section F7 can generate a plan candidate for changing lanes to an adjacent lane in a case where the travel road of the host vehicle corresponds to a one-way multi-lane road. The control plan section F7 can generate a travel plan for passing by the side of an obstacle in a case where it is confirmed on the basis of the sensing information or the map data that there is an obstacle ahead of the host vehicle Ma. The control plan section F7 can generate deceleration to stop in the vicinity of an obstacle as a travel plan in a case where it is determined on the basis of the sensing information or the map data that there is an obstacle ahead of the host vehicle Ma. The control plan section F7 can generate a structure of a travel plan determined to be optimal by machine learning or the like.

[0106] The control plan section F7, for example, calculates one or more plan candidates as candidates for a short-term travel plan. The acceleration / deceleration amount, jerk, steering amount, timing of performing various controls, and the like are different for each of the plurality of plan candidates. That is, in the short-term travel plan, it is possible to include schedule information of acceleration / deceleration for speed adjustment under the calculated path. The plan candidate can also be a path candidate. The action decision section F73 adopts a plan in which the potential accident liability value calculated by the responsibility value calculation section F71 described later is the smallest or a plan in which the potential accident liability value is at an allowable level among the plurality of control plans as a final execution plan. Furthermore, the map data is used, for example, to determine a region in which the vehicle can travel on the basis of the number of lanes, the road width, or to set the steering amount, the target speed on the basis of the curvature of the road ahead. In addition, the map data is used for calculation processing of a safe distance on the basis of the road structure, the traffic rules, calculation processing of the potential accident liability value.

[0107] The responsibility value calculation section F71 corresponds to a structure that evaluates the safety of the travel plan generated by the control plan section F7. As one example, the responsibility value calculation section F71 evaluates the safety based on whether the distance between the host vehicle and the object (hereinafter, the inter-object distance) is equal to or greater than the set value of the safety distance set by the safety distance setting section F72.

[0108] For example, for the case where the host vehicle Ma travels each planning candidate planned by the control plan section F7, in the case where the host vehicle Ma travels the planning candidate and an accident occurs in the host vehicle Ma, the responsibility value calculation section F71 determines the potential accident responsibility value that indicates the degree of responsibility of the host vehicle Ma. The comparison result of the inter-vehicle distance between the host vehicle Ma and the surrounding vehicles and the safety distance in the case where the host vehicle Ma travels the planning candidate is used as one of the factors to determine the potential accident responsibility value.

[0109] The lower the responsibility, the smaller the potential accident responsibility value. Therefore, the potential accident responsibility value is a value that is smaller the more the host vehicle Ma drives safely. For example, in the case where the inter-vehicle distance is sufficiently ensured, the potential accident responsibility value is a smaller value. In addition, in the case where the host vehicle Ma performs sudden acceleration or sudden deceleration, the potential accident responsibility value can be a larger value.

[0110] In addition, the responsibility value calculation section F71 can set the potential accident responsibility value to a lower value in the case where the host vehicle Ma travels according to the traffic rules. That is, whether or not to become a path that complies with the traffic rules at the current position can also be adopted as a factor that affects the value of the potential accident responsibility value. In order to determine whether or not the host vehicle Ma travels according to the traffic rules, the responsibility value calculation section F71 can have a structure that acquires the traffic rules of the place where the host vehicle Ma travels. The traffic rules of the place where the host vehicle Ma travels can be acquired from a prescribed database, or the traffic rules of the current position can be acquired by analyzing an image captured by a camera that captures the surroundings of the host vehicle Ma and detecting signs, traffic lights, road markings, and the like. The traffic rules can also be included in the map data.

[0111] The safety distance setting section F72 is a structure that dynamically sets a safety distance corresponding to the traveling environment used in the responsibility value operation section F71. The safety distance is a distance that becomes a criterion for evaluating safety between objects. As the safety distance, there are a safety distance between preceding vehicles, that is, a longitudinal safety distance, and a safety distance in the left and right directions, that is, a lateral safety distance. In a mathematical formula model, models for determining these two kinds of safety distances are included. The safety distance setting section F72 calculates the longitudinal and lateral safety distances using a mathematical formula model that formulates the concept of safe driving, and sets the calculated values as the safety distance at that time. The safety distance setting section F72 calculates and sets the safety distance using at least information on the behavior of the host vehicle Ma such as acceleration. As the calculation method of the safety distance, various models can be adopted, and thus a detailed description of the calculation method is omitted here. Furthermore, as the mathematical formula model for calculating the safety distance, for example, an RSS (Responsibility Sensitive Safety) model can be used. In addition, as the mathematical formula model for calculating the safety distance, an SFF (Safety Force Field, registered trademark) can also be adopted. Hereinafter, the safety distance calculated by the safety distance setting section F72 using the above-described mathematical formula model is also referred to as a standard value dmin of the safety distance. The safety distance setting section F72 is configured to be able to set the safety distance longer than the standard value dmin based on the determination result of the matching determination section F51.

[0112] Furthermore, the above-described mathematical formula model does not guarantee that an accident does not occur at all, but guarantees that in a case where the safety distance is less than the standard value dmin, the party that takes appropriate action for collision avoidance does not bear responsibility for the accident. As one example of the appropriate action for collision avoidance described here, a reasonable force braking can be given. The reasonable force braking can be, for example, braking at the maximum deceleration that can be achieved by the host vehicle. The safety distance calculated by the mathematical formula model can be said to be a minimum distance that should be pulled away between the host vehicle and the obstacle in order to avoid the approach of the host vehicle to the obstacle.

[0113] As described above, the action determination section F73 is a structure that determines the final execution plan among the plurality of control plans based on the potential accident responsibility value calculated by the responsibility value operation section F71. In addition, the control plan section F7 of the action determination section F73 determines the final execution plan based on the map acquisition remaining time Tmg input from the map management section F5. The processing for determining the action content based on the map acquisition remaining time Tmg, in other words, the control plan, that is, the map non-acquisition coping processing is described later.

[0114] The control signal output unit F8 is configured to output control signals corresponding to the control plan determined by the action determination unit F73 to the driving actuators 16 and / or HCU 151, which are the controlled devices. For example, when deceleration is planned, control signals are output to the brake actuators and electronic throttle to achieve the planned deceleration. Furthermore, a control signal is output to the HCU 151 to display a map icon corresponding to the status of partial map data acquisition. Furthermore, the output signals of the control signal output unit F8 can be recorded by the operation recording device 17 upon the occurrence of a specified recording event.

[0115] Furthermore, when an emergency action is executed, the automatic driving device 20 outputs data indicating the status of partial map data acquisition to the operation recording device 17. The partial map data acquisition status includes the IDs of the map tiles that can be acquired. Furthermore, whether the consistency determination unit F51 determines that the map data does not match the real world is also output as data indicating the partial map data acquisition status.

[0116] <About the handling of map failure>

[0117] Here, use Figure 8 The flowchart shown explains the map non-acquisition response process executed by the control planning unit F7. Figure 8 The flowchart shown is executed at a predetermined interval (e.g., every 500 milliseconds) while a predetermined application utilizing map data, such as autonomous driving, is being executed. Prescribed applications, in addition to autonomous driving applications, may include ACC (Adaptive Cruise Control), LTC (Lane Trace Control), and navigation applications. This flow can be omitted if the map management unit F5 notifies you that the map data for the next area has been acquired.

[0118] First, the map acquisition remaining time Tmg is acquired from the map management section F5 in step S201, and step S202 is executed. In step S202, it is determined whether the map acquisition remaining time Tmg is less than a prescribed first time Thl. In the case where the map acquisition remaining time Tmg is less than the first time Thl, affirmative determination is made in step S202 and the routine proceeds to step S204. On the other hand, in the case where the map acquisition remaining time Tmg is the first time Thl or more, negative determination is made in step S202 and the routine proceeds to step S203. Further, in the case where the next area map data has already been acquired, negative determination is also made in step S202 and the routine proceeds to S203. The first time Thl used in this determination is a parameter that functions as a threshold value for determining whether or not the first extraordinary action, which will be described later, needs to be implemented. The first time Thl is set to, for example, 60 seconds or the like. Further, the first time Thl can also be, for example, 45 seconds, 90 seconds, 100 seconds, or the like.

[0119] In step S203, control is executed as usual. That is, a control plan decided based on the potential accident liability value among the plurality of planning candidates for autonomously traveling toward the destination is executed.

[0120] In step S204, it is determined whether the map acquisition remaining time Tmg is less than a prescribed second time Th2. The second time Th2 is set to be longer than 0 seconds and shorter than the first time Thl. The second time Th2 used in this determination is a parameter that functions as a threshold value for determining whether or not the second extraordinary action, which will be described later, needs to be implemented. The second time Th2 is set to, for example, 30 seconds or the like. Further, the second time Th2 can also be, for example, 20 seconds, 40 seconds, or the like. In the case where the map acquisition remaining time Tmg is less than the second time Th2, affirmative determination is made in step S204 and the routine proceeds to step S206. On the other hand, in the case where the map acquisition remaining time Tmg is the second time Th2 or more, negative determination is made in step S204 and the routine proceeds to step S205. Further, according to the present configuration, the case where step S205 is executed is the case where the map acquisition remaining time Tmg is less than the first time Thl and is the second time Th2 or more.

[0121] In step S205, execution of a prescribed first extraordinary action is planned and execution is started. The first extraordinary action is, for example, notification to the driver occupant or an operator present outside the vehicle that the map that will be needed if automatic driving or the like is continued cannot be acquired. For convenience, the process of notifying the occupant or the like that the next area map data cannot be acquired is also described as a map non-acquisition notification process. As described above, the notification content in the map non-acquisition notification process can be information indicating that the map needed if automatic driving or the like is continued cannot be acquired. For example, the map non-acquisition notification process can be implemented by, for example, displaying a message such as "Cannot acquire map" on the display 3 or outputting a sound such as "Cannot acquire map" from the speaker 4. Figure 3The map non-acquisition icon 80A shown in (A) is displayed on the display 151 together with a text or a sound message.

[0122] In addition, the notification content in the map non-acquisition notification processing can also be an image or a sound message indicating the possibility that the automated driving will be interrupted soon based on the incompleteness of the map. The above structure corresponds to a structure that notifies the occupant or the operator of the failure of the acquisition of the partial map data. The medium of the above notification can also be an image or a sound message. As a result of the map non-acquisition notification processing, the control signal output section F8 outputs a control signal to the HCU 152, where the control signal instructs the output of an icon image, a message image corresponding to the above content to the display 151. Further, in the case where the map non-acquisition notification processing is executed as the first extraordinary action, the control plan selected from the plurality of plan candidates in the usual step can be implemented in addition in parallel.

[0123] In step S206, it is determined whether the map acquisition remaining time Tmg is less than a prescribed third time Th3. The third time Th3 is set to be longer than 0 seconds and shorter than the second time Th2. The third time Th3 used in the present determination is a parameter that functions as a threshold value for determining whether the third extraordinary action to be described later needs to be implemented. The third time Th3 is set to, for example, 10 seconds or the like. Further, the third time Th3 can also be, for example, 5 seconds, 15 seconds, or the like. In the case where the map acquisition remaining time Tmg is less than the third time Th3, the step S206 is positively determined and proceeds to step S208. On the other hand, in the case where the map acquisition remaining time Tmg is the third time Th3 or more, the step S206 is negatively determined and proceeds to step S207. Further, according to the present structure, the case where the step S207 is executed is the case where the map acquisition remaining time Tmg is less than the second time Th2 and is the third time Th3 or more.

[0124] In step S207, execution of a second extraordinary action prescribed by the plan is scheduled and started. The second extraordinary action can be, for example, a process of reducing the travel speed of the vehicle by a prescribed amount from the target speed prescribed initially. For convenience, the process of suppressing the travel speed is also described as a speed suppression process. By setting the travel speed of the vehicle to a value smaller than the initial planned value, the time to reach the location where the next regional map data is needed can be extended. That is, the map acquisition remaining time Tmg can be extended. Along with this, the probability that the next regional map data can be acquired before reaching the location where the next regional map data is needed can be improved. Further, in a case where execution of the speed suppression process as the second extraordinary action is decided, a plan candidate premised on execution of the speed suppression process can be created, and the manner in which the final deceleration is implemented can be decided based on the potential accident liability value. The deceleration amount as the second extraordinary action can be, for example, a fixed value of 5 km / h, 10 km / h, or the like. Alternatively, the target speed after deceleration can be a value obtained by multiplying the target speed prescribed initially by a prescribed coefficient smaller than 1. For example, the target speed after deceleration can be 0.9 times, 0.8 times, or the like of the target speed prescribed initially. Further, in a case where the current travel lane is an overtaking lane or the like, a lane change to the travel lane can also be scheduled along with the decision of implementation of the second extraordinary action. Here, the travel lane refers to a lane other than the overtaking lane. For example, in Japan, the lanes other than the rightmost lane correspond to travel lanes. Alternatively, in Germany, the rightmost lane corresponds to a travel lane. The assignment of the overtaking lane and the travel lane can be changed to conform to the traffic rules of the travel region.

[0125] In step S208, execution of a third extraordinary action prescribed by the plan is scheduled and started. The third extraordinary action can be, for example, an MRM. The content of the MRM can be, for example, a process of autonomously traveling the vehicle to a safe place while alerting the surroundings and stopping the vehicle there. As the safe place, a shoulder having a width of a prescribed value or more, a place prescribed as an emergency evacuation area, or the like. Further, the content of the MRM can be to stop in the lane currently being traveled with a slow deceleration. As the deceleration at this time, for example, a value of 4 [m / s2] or less, such as 2 [m / s2], 3 [m / s2], or the like, is preferable. Of course, in a case where it is necessary to avoid a collision with a preceding vehicle or the like, a deceleration exceeding 4 [m / s2] can also be used. The deceleration at the time of the MRM can be dynamically decided and sequentially updated within a range in which the vehicle can be stopped within 10 seconds, in view of the travel speed at the time of the start of the MRM and the inter-vehicle distance from a following vehicle, for example. Starting the MRM corresponds to starting deceleration toward emergency stopping.

[0126] <Concerning the Mismatch Response Process>

[0127] Here, the following is used: Figure 9The flowchart shown explains the mismatch coping process performed by the automatic driving device 20. Figure 9 The flowchart shown is executed, for example, during execution of a prescribed application that utilizes map data for automatic driving, navigation, or the like, at a prescribed cycle (for example, every 200 milliseconds). Furthermore, the present flow can be executed in parallel with Figure 8 The map non-acquisition coping process shown is executed sequentially independently, in other words, in parallel. In the present embodiment, as one example, the mismatch coping process is provided with steps S301 to S306.

[0128] First, in step S301, the sensing information of the surrounding monitoring sensor 11 is acquired and moved to step S302. In step S302, the matching determination section F51 implements the matching determination process. This matching determination process can be, for example, a process of using the map data and the sensing information acquired in step S301 to determine whether or not the map data and the real world match. Figure 7 The contents explained by the flowchart shown. In a case where it is determined as a result of step S302 that there is a discrepancy between the map and the real world, move to step S304. On the other hand, in a case where it is not determined as a result of step S302 that there is a discrepancy between the map and the real world, move to step S305.

[0129] Furthermore, the state where there is a discrepancy between the map and the real world, in other words, the state where the map and the real world do not match. In the state where the map and the real world do not match, for example, corresponds to a state where there is an obstacle not registered on the map on the road, a state where an area that can be traveled on the map cannot be traveled in reality. In addition, a case where the road shape shown by the map is different from the road shape detected by the surrounding monitoring sensor 11 also corresponds to one example of a case where the map data and the real world do not match. The road shape here refers to at least any one of the number of lanes, the curvature, the road width, and the like. For example, a case where the road end shape shown by the map is different from the shape actually observed by the front camera, a case where a landmark not registered on the map data is detected also corresponds to one example of a state where there is a discrepancy between the map and the real world. Furthermore, a case where a landmark registered on the map data cannot be detected in a state where there is no other vehicle in front, in other words, in a state where the field of view of the front camera is wide also corresponds to one example of a case where the map data and the real world do not match. A case where the color, shape, position, display content of a signboard registered on the map data is different from the image recognition result also corresponds to one example of a case where the map data and the real world do not match.

[0130] In step S304, the safety distance setting section F72 sets the set value dset of the safety distance longer than the standard value dmin. For example, the set value dset of the safety distance can be set as in the following formula 1.

[0131] dset = dmin + εd... (Formula 1)

[0132] Further, εd in the formula 1 is a parameter corresponding to an amount of extension, and is referred to as an expansion distance for convenience. The expansion distance εd is a value larger than 0, for example. The expansion distance εd can be a fixed value of 20 m, 50 m, or the like. Alternatively, the expansion distance εd can be dynamically determined in accordance with the speed and acceleration of the host vehicle Ma. For example, the expansion distance εd can be set to a larger value as the speed is larger. Alternatively, the expansion distance εd can be set to a larger value as the acceleration of the host vehicle Ma is larger or as the degree of deceleration is smaller. Further, the expansion distance εd can be adjusted in accordance with the type of road on which the host vehicle Ma is traveling. For example, the expansion distance εd can be set to a smaller value in the case where the host vehicle Ma is traveling on a general road than in the case where the host vehicle Ma is traveling on an expressway or the like.

[0133] Alternatively, as another method, the set value dset of the safety distance can be set as in the following formula 2.

[0134] dset = dmin x α... (Formula 2)

[0135] Further, α in the formula 1 is a coefficient for extending the safety distance, and is referred to as an expansion coefficient for convenience. The expansion coefficient α is a real number larger than 1. The expansion coefficient α can be a fixed value of 1.1, 1.2, or the like, for example. Alternatively, the expansion coefficient α can be dynamically determined in accordance with the speed and acceleration of the host vehicle Ma. For example, the expansion coefficient α can be set to a larger value as the speed is larger. Alternatively, the expansion coefficient α can be set to a larger value as the acceleration of the host vehicle Ma is larger or as the degree of deceleration is smaller. Further, the expansion coefficient α can be adjusted in accordance with the type of road on which the host vehicle Ma is traveling. For example, the expansion coefficient α can be set to a smaller value in the case where the host vehicle Ma is traveling on a general road than in the case where the host vehicle Ma is traveling on an expressway or the like. If the processing in step S304 is completed, the routine proceeds to step S306.

[0136] In step S305, the standard value dmin calculated on the basis of the mathematical formula model is set as the set value dset of the safety distance, and the routine proceeds to step S306. In step S306, the control plan section F7 creates a control plan that can ensure the safety distance determined by the above processing. Further, with respect to the control plan created in step S306, the responsibility value calculation section F71 calculates a potential own responsibility value, and selects an action to be finally executed on the basis of the calculated potential accident responsibility value.

[0137] <Effects of the above-described configuration>

[0138] According to the above-described structure, if the map acquisition remaining time Tmg is less than the first time, as an extraordinary action, notification to the driver occupant or the like is performed. According to such a structure, even in a case where the automatic driving is eventually interrupted due to the absence of the map data, since there is the advance notification, it is possible to reduce the concern that the interruption of the automatic driving is an unexpected action for the user. That is, it is possible to reduce the concern that the automatic driving is interrupted at a timing that is unexpected for the user. As a result, it is possible to reduce the concern that the user feels confused.

[0139] In addition, if the map acquisition remaining time Tmg is less than the second time, as an extraordinary action, the vehicle speed is suppressed. According to such a structure, it is possible to extend the time until the next regional map data is needed. As a result, it is possible to improve the likelihood of acquiring the next regional map data in time. In addition, the user can also expect to perceive that some kind of adverse situation has occurred in the system based on the fact that the vehicle speed is suppressed compared to the usual time. That is, even if the automatic driving is eventually interrupted due to the incompleteness of the map data, it is possible to reduce the concern that the interruption of the automatic driving is an unexpected action for the user. Furthermore, in the present disclosure, before the suppression of the vehicle speed is implemented as an extraordinary action, notification to the driver occupant is implemented. According to such a structure, since the driver occupant can infer the reason why the vehicle speed is suppressed, it is possible to reduce the concern that the user feels confused or the user feels uncomfortable due to the suppression of the vehicle speed.

[0140] Also, according to the above-described structure, if the map acquisition remaining time Tmg is less than the third time Th3 that is a prescribed threshold value, the MRM is started, that is, the deceleration toward the stop is started. According to such a structure, it is possible to reduce the concern that the automatic driving is continued in a state where there is no map data. In addition, since the MRM is performed within a range where the map data is maintained, it is possible to safely perform the MRM compared to a case where the MRM is performed within a range where the map data is not maintained.

[0141] In addition, according to the above-described structure, the safety distance is extended in a case where there is a discrepancy between the map and the real world. A case where there is a discrepancy between the map and the real world corresponds to a state where the reliability of the map is impaired. In such a situation, the possibility of erroneously evaluating each plan candidate such as the latent accident liability value increases. Therefore, by temporarily making the safety distance longer than the standard value dmin, it is possible to improve the safety.

[0142] <Supplement to the Work of the Control Plan Unit F7>

[0143] The above discloses a manner of executing at least any one of notification to the driver occupant, suppression of the vehicle speed, and MRM as an extraordinary action based on the map acquisition remaining time Tmg, but the content of the extraordinary action, and combinations thereof are not limited thereto. The control planning portion F7 can also be configured to be able to adopt map-less autonomous travel as an extraordinary action, which is a control to continue autonomous travel in a state without map data provided from the map server 3. The map-less autonomous travel can be, for example, an action mode to continue travel using an instant map of the vehicle surroundings created on the fly based on the detection results of the surrounding monitoring sensors 11. The instant map can be generated by, for example, Visual SLAM as a SLAM (Simultaneous Localization and Mapping) that takes a camera image as a subject. The instant map can also be created by sensor fusion. The instant map can also be referred to as a simple map, a self-made map, or a sensor map. In addition, the map-less autonomous travel can be an action mode that adopts the trajectory of a preceding vehicle as the travel trajectory of the host vehicle, and decelerates in response to an intervening vehicle or a road-crosser detected by the surrounding monitoring sensors 11. The map-less autonomous travel can be, for example, an alternative to MRM.

[0144] The control planning portion F7 can also adopt map-less autonomous travel as an extraordinary action depending on the surrounding traffic situation. For example, the map-less autonomous travel can be adopted in a case where the map acquisition remaining time Tmg is less than the second time Th2 or less than the third time Th3, and in a case where there are other vehicles around the host vehicle Ma. This is because there is a prediction that safety can be ensured by traveling in a manner to maintain the inter-vehicle distance from these surrounding vehicles when there are other vehicles around the host vehicle Ma. The condition, or in other words, the situation to adopt the map-less autonomous travel can be decided based on the design idea of the vehicle manufacturer. The map-less autonomous travel can be referred to as an exceptional extraordinary action.

[0145] In addition, as an extraordinary action, a handover request process can be adopted. The handover request process corresponds to a takeover request for the driver occupant or the operator to implement driving operation in conjunction with the HMI system 15. The handover request process can be referred to as a handover request. For example, the control planning portion F7 can be configured to plan and execute a handover request as an extraordinary action in a case where the map acquisition remaining time Tmg is less than the second time. Furthermore, the control planning portion F7 can be configured to extend the safety distance as an extraordinary action based on the map acquisition remaining time Tmg being less than a prescribed threshold value such as the second time Th2. The manner of extending the safety distance can adopt the same method as step S304.

[0146] Further, the control plan portion F7 can be configured to calculate the urgency based on the map acquisition remaining time Tmg, and execute the extraordinary action according to the urgency. The urgency is a parameter that is set higher as the map acquisition remaining time Tmg is shorter. For example, the urgency can be expressed in three stages of levels 1 to 3. Level 1 can be, for example, a state in which the map acquisition remaining time Tmg is less than a first time Thl and is equal to or more than a second time Th2. Further, level 2 can be, for example, a state in which the map acquisition remaining time Tmg is less than the second time Th2 and is equal to or more than a third time Th3. Level 3 can be, for example, a state in which the map acquisition remaining time Tmg is less than the third time Th3. Figure 10 is a diagram that summarizes one example of the extraordinary action for each level of the urgency. For example, in the case of the urgency being level 1, the control plan portion F7 plans and executes notification to the driver or the operator as the first extraordinary action. Further, in the case of the urgency being level 2, the control plan portion F7 plans and executes the speed suppression process as the second extraordinary action. Also, in the case of the urgency being level 3, the control plan portion F7 plans and executes the MRM as the third extraordinary action.

[0147] Further, the content and combination of the extraordinary action that is executed according to the urgency or the map acquisition remaining time Tmg can be changed as appropriate. For example, as shown in Figure 11 the case of the urgency being level 1, notification can be made to the driver or the operator, and the speed suppression process with a relatively small amount of deceleration can be executed. Further, as the extraordinary action in the case of the urgency being level 2, the speed suppression process with a relatively large amount of deceleration compared to level 1 can be executed. The amount of deceleration of the speed suppression process in the case of the urgency being level 1 is smaller than the amount of deceleration of the speed suppression process in the case of the urgency being level 2. For example, in a case in which the amount of deceleration of the speed suppression process in the case of the urgency being level 1 is set to 5 km / h, the amount of deceleration of the speed suppression process in the case of the urgency being level 2 can be set to 10 km / h. Further, as the extraordinary action in the case of the urgency being level 2, the handover request can also be executed.

[0148] Further, the number of levels of the urgency, the determination criteria can be changed as appropriate. The urgency can be determined in five stages, more than five stages. Further, the urgency can be determined in consideration of the traffic situation of the surroundings of the host vehicle in addition to the map acquisition remaining time Tmg. For example, in a traffic congestion situation, the urgency can be set lower than in a case that is not a traffic congestion situation. This is because the concern that the positional relationship with the surrounding vehicles will change drastically is lower in a traffic congestion situation. Further, the traffic congestion situation refers to, for example, a situation in which there are other vehicles in the front, rear, and sides of the host vehicle, and the travel speed is 60 km / h or less.

[0149] <End Condition of Extraordinary Action>

[0150] Here, use Figure 12 The flowchart shown explains the operation of the automatic driving device 20 when the emergency action is completed. Figure 12 The flowchart shown is executed at a predetermined period (e.g., every 200 milliseconds) during the execution of a predetermined application using map data, such as autonomous driving or navigation. Figure 8 The map shown has not been processed. Figure 9 The mismatch handling process shown is executed sequentially. In this embodiment, as an example, the emergency action end process includes steps S401 to S403. Each step can be executed by the control planning unit F7.

[0151] First, in step S401, it is determined whether an emergency action is being taken. If an emergency action is not being taken, this process ends. On the other hand, if an emergency action is being taken, step S401 is determined to be positive and step S402 is executed.

[0152] In step S402, it is determined whether the prescribed release condition is satisfied. The release condition is a condition for terminating the currently executing emergency action. For example, when it is possible to obtain partial map data such as the next area map data required for the continuation of autonomous driving, in other words, when the map acquisition remaining time Tmg is restored to a sufficiently large value, the control planning unit F7 determines that the release condition is satisfied. In addition, the control planning unit F7 may also determine that the release condition is satisfied when an operation to obtain the authority for driving operation, that is, an override operation, is performed by the driver's seat occupant or the operator. In other words, it may also be determined that the release condition is satisfied when switching from the autonomous driving mode to the manual driving mode or the driving assistance mode. In addition, it may also be determined that the release condition is satisfied when the vehicle is parked.

[0153] If the cancellation condition is determined to be satisfied in step S402, step S403 is executed. On the other hand, if the cancellation condition is determined not to be satisfied, this process ends. In this case, emergency actions corresponding to the remaining map acquisition time Tmg or the urgency level are continued.

[0154] The extraordinary action in progress is ended in step S403, and the present flow is ended. For example, in a case where the map non-acquisition notification processing is executed, the image display, the output of the sound message are ended. In addition, in a case where the speed suppression processing is executed, the suppression of the target speed is released, and the original target speed is restored. Further, a notification of the meaning that the extraordinary action is ended can also be made when the extraordinary action is ended. The end of the extraordinary action is preferably notified to the driver occupant together with the reason for the end. For example, a notification that the extraordinary action is ended in conjunction with the acquisition of the map data, i.e., the next area map data, which is required for automatic driving, can be made.

[0155] The above describes the embodiments of the present disclosure, but the present disclosure is not limited to the above-described embodiments, and various modifications described below are also included in the technical scope of the present disclosure, and various changes can be made and implemented within the scope of the gist without the following. For example, the various modifications described below can be appropriately combined and implemented within the range where no technical contradiction occurs. Furthermore, for components having the same function as the components described in the above-described embodiments, the same reference numerals are marked, and the description thereof is omitted. In addition, in a case where only a part of the structure is mentioned, the structure of the previous embodiment can be applied to the other part.

[0156] <Supplement to the management method of map data>

[0157] As described above, the processing section 21 as the map management section F5 can also be configured to retain, as cache, in the map holding section Ml, as much as possible, the map data associated with the roads used daily, such as the commuter road, the school road, and the like. The map data associated with the roads used daily can be, for example, the map data of the block ID whose number of downloads is a certain number of times or more, the partial map data about the area within a certain distance from one's home, work unit, school. In addition, the processing section 21 can also be configured not to be limited to the roads used daily, but to save the downloaded map data until the capacity of the map holding section Ml is full, or the expiration date set appropriately for each map data.

[0158] Hereinafter, for convenience, the map data saved in the map holding section Ml is also referred to as saved map data. The saved map data here means the data already saved in the map holding section Ml at the time when the driving power source is turned on. That is, it means the map data acquired at the time of the last previous travel. The saved map data can be referred to as previously acquired map data. In contrast, the map data downloaded from the map server 3 after the driving power source is turned on can be referred to as newly acquired map data. Further, the saved map data can also be referred to as cache map data depending on the saved form, saved area.

[0159] The processing section 21 can also be configured to actively reuse the map data stored in the map holding section Ml even after the travel power source is turned off, in a configuration in which the map data is retained in the map holding section Ml. For example, the processing section 21 can also be configured to determine whether or not map data needs to be downloaded by the processing steps shown in FIG. 8, and start the processing flow shown in FIG. 9 when the used map data has been switched, the remaining time until exiting the current area is less than a predetermined value, or the like. Figure 13 The processing flow shown in FIG. 9 can be started, for example, when the used map data has been switched, the remaining time until exiting the current area is less than a predetermined value, or the like. Figure 13 The processing flow shown in FIG. 9 can be started, for example, when the used map data has been switched, the remaining time until exiting the current area is less than a predetermined value, or the like.

[0160] That is, the processing section 21 determines whether or not the next area map data is stored in the map holding section Ml, with reference to the map holding section Ml, based on the fact that the partial map used to create the control plan has been switched along with the movement (step S501). For example, the map management section F5 determines the block ID of the next area based on the adjacent block ID associated with the current area map data and the travel direction of the host vehicle. Then, the map data having the block ID of the next area is searched for in the map holding section Ml. In the case where the map data having the block ID of the next area is stored (YES in step S501), the stored partial map data is used as the map data for the control plan (step S502).

[0161] In the case where the map data having the block ID of the next area is not stored in the map holding section Ml (NO in step S501), the processing section 21 starts the processing for downloading the next area map data from the map server 3 (step S503). The processing for downloading the map data includes, for example, the step of transmitting a map request signal to the map server 3. The map request signal is a signal that requests the distribution of map data, and includes the block ID of the requested partial map. That is, S503 can be the processing of transmitting a map request signal including the block ID of the next area, and receiving the map data distributed as a response from the map server 3.

[0162] In addition, the map request signal can include information that can determine the map block that the map server 3 should distribute, such as the current position and travel direction of the host vehicle, in place of or in addition to the block ID. In the case where the map data having the block ID of the next area is not stored, the case where the map data having the block ID of the next area is stored but the expiration date of the data has passed can be included.

[0163] According to such a configuration, the frequency and amount of communication with the map server 3 can be suppressed. In addition, in the case of reusing the stored map data, the concern that the map acquisition remaining time Tmg is less than the predetermined threshold value can be reduced. Therefore, the concern that the very action is implemented can be reduced.

[0164] However, the saved map data can not be the latest version. For example, the shape / color of a commercial sign registered in the map as a landmark can be different from that in the real world. If the content shown in the map contradicts the real world, the estimation accuracy of the own position can deteriorate.

[0165] According to such a situation, as shown in FIG. 6, the processing section 21 as the matching determination section F51 can determine the matching of the saved map data with the real world in sequence (step S601) in a case where the saved map data is used. The processing section 21 can continue to use the saved map data as long as it is determined that the saved map data matches the real world (YES in step S602). On the other hand, the processing section 21 can download the partial map data of the current area again from the map server 3 based on a determination that the saved map data does not match the real world (NO in step S602) (step S604). The saved map data corresponding to the current area can be deleted / rewritten after the download of the map data is completed. Figure 14 Figure 14 The series of processes shown in FIG. 6 can be performed, for example, periodically at intervals of 1 second or the like during the use of the saved map data.

[0166] In addition, in a case where it is determined that the saved map data does not match the real world, the map management section F5 can confirm whether the saved map data is the latest version by communicating with the map server 3. Whether the saved map data is the latest version can be confirmed by transmitting the version information of the saved map data to the map server 3 or acquiring the latest version information of the map data of the current area from the map server 3. In a case where the saved map data is the latest version, there is no meaning to download it again, and thus step S604 can be omitted. In this case, in order to improve the robustness, the control conditions such as the above-described mismatch coping process, the suppression of the travel speed, and the like can be changed.

[0167] In addition, the processing section 21 as the matching determination section F51 can evaluate the matching in percentages such as 0% to 100% instead of in two stages of whether the saved map data matches the real world. Hereinafter, the score value indicating the matching will also be referred to as the matching rate. The matching determination section F51 can determine that the saved map data does not match the real world based on a determination that the matching rate is a prescribed value or less. In addition, in order to suppress the influence of instantaneous noise, the matching determination section F51 can determine that the saved map data does not match the real world based on a result of evaluation that the matching rate is a prescribed value or less for a prescribed time or more.

[0168] ​Further, the map management section F5 can also be configured to refer to the acquisition date of the saved map data, and cite the saved map data on the condition that the elapsed time from the acquisition date is less than a prescribed threshold, when affirmative determination is made in step S501 or step S602. In other words, the map management section F5 can also be configured to, in the case where the elapsed time from the acquisition date is the prescribed threshold or more when a certain saved map data is read out, newly download the map data of the region from the map server 3.

[0169] Further, the processing section 21 can also be configured to basically use the map data newly acquired from the map server 3 to perform travel control even in the configuration where the map data is retained in the map retention section Ml. The processing section 21 can also be configured to use the map data saved in the map retention section Ml to create and execute the control plan only in the case where the partial map data cannot be acquired from the map server 3 due to a bad condition of communication or the like. Such a configuration corresponds to a configuration of passively reusing the saved map data.

[0170] Figure 15 is a flowchart showing one example of the operation of the processing section 21 corresponding to the above-described technical idea. Figure 15 The flowchart shown can be executed, for example, in the case where the next region map data cannot be acquired from the map server 3. Figure 15 The processing flow shown can be executed, for example, in parallel with the above-described various processing, or in combination or permutation. Figure 8 The processing shown can be executed in parallel with the above-described various processing, or in combination or permutation. Figure 15 The processing flow shown can be executed as the processing in the case where negative determination is made in step S204. Figure 15 The processing shown includes steps S701 to S704.

[0171] As step S701, the processing section F21 determines whether the map acquisition remaining time Tmg is less than a prescribed cache use threshold Thx. The cache use threshold Thx is set to a value longer than the third time Th3, such as 15 seconds, 30 seconds, or the like. The cache use threshold Thx can also be the same as the above-described first time Thl or second time Th2. The cache use threshold Thx can also be prepared as a parameter independent of the above-described thresholds.

[0172] In the case where the map acquisition remaining time Tmg is the prescribed cache use threshold Thx or more (NO in step S701), the processing section 21 temporarily ends the processing. Figure 15 The flow shown. In this case, the processing section 21 can newly execute the processing of step S701 as a condition that the next region map data has not been acquired after a prescribed time. Figure 15The processing flow is shown. On the other hand, if the remaining map acquisition time Tmg is less than the predetermined cache usage threshold Thx ("Yes" in step S701), it is determined whether map data with the tile ID of the next area is stored in the map storage unit M1. If partial map data for the next area is stored in the map storage unit M1 ("Yes" in step S702), a control plan for the next area is created using this stored partial map data (step S703). On the other hand, if the partial map data for the next area is not stored in the map storage unit M1 ("No" in step S702), an emergency action is taken according to the remaining map acquisition time Tmg.

[0173] The situation where the remaining map acquisition time Tmg is less than the cache usage threshold Thx corresponds to a situation where partial map data for the next area is required when creating a control plan. Furthermore, the timing when the remaining map acquisition time Tmg reaches 0 seconds or when the current area is exited can also correspond to a situation where partial map data for the next area is required when creating a control plan. Furthermore, even when the processing unit 21 begins using the stored map data in step S703, it may also periodically download the map data for the next / current area from the map server 3. Furthermore, if the map data for the next / current area can be obtained from the map data server due to, for example, recovery of communication, control may be executed using map data obtained from the map server 3 instead of the stored map data.

[0174] Furthermore, as described above, when using stored map data, there is a risk that the error in the estimated position (positioning) may increase due to the old map. To address this concern, the processing unit 21 may be configured to control and operate differently when using stored map data and when using newly downloaded map data from the map server 3.

[0175] For example, Figure 16 As shown, when the stored map data is not used (No in step S801 ), the processing unit 21 sets the upper limit of the travel speed allowed in the control plan to a standard upper limit according to the type of the travel road (step S802 ). Figure 16 Vmx_set is a parameter indicating the upper limit of the permissible travel speed, that is, the set value of the upper speed limit. Furthermore, Vmx_RdTyp is a parameter indicating the standard upper limit corresponding to the type of road being traveled. Furthermore, not using stored map data corresponds to creating a control plan using partial map data acquired from the map server 3.

[0176] The standard upper limit value is applied, for example, to a value corresponding to the kind of the travel road, such as an expressway or a general road. For example, in the case where the travel road is an expressway, the upper limit value is set to 120 km / h, and on the other hand, in the case where the travel road is a general road, the upper limit value is set to, for example, 60 km / h, and the like. The standard upper limit value for each road kind can also be configured to be able to be set to an arbitrary value by the user. Further, the standard upper limit value can also apply to a limit speed set for each road. The limit speed can also be determined by referring to map data, or can be determined by image recognition of a limit speed sign. Changing the set value for controlling the upper limit speed of the plan corresponds to changing the control condition. Also, the standard upper limit value can be set based on the average speed of surrounding vehicles in order to achieve smooth flow of traffic. The average speed of surrounding vehicles can be calculated based on the speed of vehicles observed by the surrounding monitoring sensor 11, or can be calculated based on speed information of other vehicles received by the inter-vehicle communication.

[0177] On the other hand, in the case where the saved map data is used (YES in step S801), the upper limit value of the travel speed allowed in the control plan is set to a value obtained by subtracting a prescribed suppression amount from the standard upper limit value corresponding to the kind of the travel road (step S803). Figure 16 Vdp in the above formula is a parameter indicating the suppression amount. The suppression amount can also be a constant value of 10 km / h or the like, or can be a value corresponding to 10% or 20% of the standard upper limit value corresponding to the road kind.

[0178] According to the above structure, in the case where travel is performed using the saved map data, the maximum speed can be suppressed compared to the case where travel is performed using the newly acquired map data. If the travel speed is suppressed, the robustness is improved, so it is possible to reduce the concern that autonomous travel control is interrupted.

[0179] Further, in the structure in which the matching degree of the map data to the real world, in other words, the matching rate, is calculated by the matching degree determination section F51, the processing section 21 can also change the control condition according to the matching rate. For example, the suppression amount (Vd) can also be increased the lower the matching rate. Specifically, the suppression amount (Vd) can be set to 0 in the case where the matching rate is 95% or more, and on the other hand, the suppression amount can be set to 5 km / h in the case where the matching rate is 90% or more and less than 95%. In addition, the suppression amount can be set to 10 km / h or more in the case where the matching rate is 90% or less. For example, the suppression amount can be set to 15 km / h in the case where the matching rate is less than 80%.

[0180] Furthermore, the processing unit 21 may be configured to operate in a mode enabling automatic overtaking control when the matching rate is above a predetermined threshold, and to operate in a mode prohibiting automatic overtaking when the matching rate is below the threshold. Automatic overtaking control refers to a series of controls including movement to the overtaking lane, acceleration, and return to the driving lane.

[0181] Furthermore, the processing unit 21 can be configured to prioritize the detection results of the surrounding monitoring sensor 11 over map data in creating a control plan when the matching rate is below a specified threshold. Furthermore, the processing unit 21 can create a plan to more actively follow the preceding vehicle when the matching rate is below the specified threshold than when the matching rate is above the specified threshold. For example, in a scenario where overtaking control is normally performed, control can be planned and executed without overtaking and instead following the preceding vehicle when the matching rate is below the specified threshold. Normal control here refers to a situation where the matching rate is above the specified threshold. This configuration can reduce the risk of sudden acceleration, deceleration, and steering maneuvers due to incomplete map data.

[0182] like Figure 17 As shown, the processing unit 21 may also display an icon image representing the determination result of the compatibility determination unit F51 on the display 151 (step S902). In addition, step S901 represents the step of the compatibility determination unit F51 determining the compatibility. The processing unit 21 may also display an image indicating the match between the map and the real world when it determines that the map data and the real world match. The processing unit 21 may also not display the image indicating the match between the map and the real world when it determines that the map data and the real world match. The processing unit 21 may also display an image indicating the detection result, that is, indicating the detection of the mismatch between the map and the real world, only when a mismatch between the map data and the real world is detected.

[0183] In addition, the processing unit 21 may also display the mismatching part as the specific part when a mismatch between the map data and the real world is detected. The processing unit 21 may also display an image in which a marker image representing the mismatching part is superimposed on the map image, for example, when the display 151 is a central display. In addition, when a HUD is provided as the display 151, the processing unit 21 may also use the HUD to display the marker image representing the mismatching part superimposed on the actual mismatching part. When the automatic driving device 20 is in level 3 mode, the driver's seat occupant can be expected to observe the front. Therefore, according to the structure in which the mismatching part is superimposed on the foreground by the HUD, the driver's seat occupant can identify the mismatching part without taking his eyes away from the front.

[0184] Further, the processing section 21 can also implement processing to request the driver seat occupant to select a future control policy after detecting a mismatch between the map data and the real world, after notifying the driver seat occupant of the meaning through the HUD or the like. As options for the future control policy, for example, a switch to manual driving, or continuation of automatic driving on the basis of suppression of vehicle speed, or the like can be cited. The switch to manual driving also includes a shift to Level 2 mode or Level 1 mode. The instruction of the driver seat occupant is obtained, for example, through switch operation, pedal operation, steering wheel holding. Further, the response instruction to the mismatch between the map and the real world can also be obtained based on line of sight, posture, voice recognition, or the like. The line of sight, posture can be extracted by analyzing the image of a camera provided in the vehicle interior so as to capture the driver seat occupant.

[0185] However, in the case where the operation mode of the automatic driving device 20 is Level 4 mode, the driver seat occupant is not limited to observing the front. In addition, operation of a smartphone, reading a book, or the like can be implemented as a second task. In such a situation, even if the HUD, the center display displays an image of an instruction input requesting a future control policy, the driver seat occupant can hardly notice it. At the time of Level 4 mode, the notification of the above mismatch and the instruction input can also be requested after the line of sight of the driver seat occupant is directed to the display 151 by vibration, sound, or the like.

[0186] Further, if the information to be presented to the occupant is too much or too detailed, the occupant can be bothered. According to such a situation, the content to be notified to the occupant in the case where a mismatch between the map data and the real world is detected can also not include a specific content, but only a detection of a mismatch between the map and the real world. In addition, the image displayed in step S902 can also be a state display of whether the matching of the map data and the real world is obtained. In addition, if the notification of the mismatch is frequently performed, there is a concern that the occupant can develop a distrust of the system. According to such a situation, the notification of a mismatch between the map data and the real world can also be limited to a notification number within a certain time to be a prescribed value or less. In addition, the notification of a mismatch between the map and the real world can also be performed only as a warning thereof in the case where processing for coping with map incompleteness such as suppression of vehicle speed, handover request, or the like is performed. During the period of suppression of vehicle speed, during following of a preceding vehicle, or during manual driving, the notification of a mismatch between the map and the real world can also be stopped.

[0187]

[0188] ​For example, the map acquisition section F4 can also be configured to acquire partial map data from the map server 3 as a rule from the viewpoint of data reliability, and acquire partial map data from the surrounding vehicle in a case where the map acquisition remaining time Tmg is less than a prescribed threshold value. For example, the map data of the current area / next area can also be acquired from the surrounding vehicle by requesting the next area map data from the surrounding vehicle in cooperation with the V2X onboard device 14. This control of acquiring partial map data from other vehicles through inter-vehicle communication can also be employed as an emergency action.

[0189] According to this structure, the concern that the automatic driving is interrupted in a case where an adverse situation occurs in the wide area communication network or the wide area communication section of the V2X onboard device 14 can be reduced. Further, the map data acquired from the surrounding vehicle can also be used as temporary map data before the map data is acquired from the map server 3. In addition, it is preferable to attach an electronic certificate that guarantees the reliability of the data to the map data acquired from the surrounding vehicle. The certificate information can be information including issuance source information, a code that guarantees reliability, and the like.

[0190] In relation to the above structure, the vehicles, in other words, the automatic driving devices 20 of the respective vehicles can also be configured to share the freshness information of the current area or next area map data held by themselves through inter-vehicle communication. The freshness information can also be time information of the download, or can be version information. Further, the processing section 21 can also acquire the map data of the current area or next area from another device through inter-vehicle communication in a case where it is detected that the other device holds newer map data than the device. The other device here refers to an automatic driving device or a driving assistance device mounted on another vehicle. The other device is a device that utilizes map data. The expression "another device as a communication object" can be replaced with "another vehicle or surrounding vehicle". The other vehicle is not limited to a vehicle traveling in front of the host vehicle, and can be a vehicle located to the side, a vehicle located to the rear, or the like.

[0191] Further, the processing section 21 can also notify the existence of a mismatch site to a vehicle behind through inter-vehicle communication in a case where a mismatch site caused by construction / road restrictions, or the like is detected. In addition, the processing section 21 can also acquire a mismatch site detected by a preceding vehicle from the preceding vehicle through inter-vehicle communication.

[0192]

[0193] ​As described above, the processing portion 21 can also create an instantaneous map based on the detection results of the surrounding monitoring sensor 11 as one of the emergency actions in the case where the map data cannot be acquired, and create and execute a control plan for continuing autonomous travel using the instantaneous map. In addition, the processing portion 21 can also be configured to change the behavior according to the distance range in which the instantaneous map can be created, that is, the map creation distance Dmp. For example, as shown in FIG. 9, in the case where the front portion up to the prescribed function maintenance distance Dth can create an instantaneous map (YES in step T102), the processing portion 21 maintains the normal control (step T103). On the other hand, in the case where the map creation distance Dmp is less than the function maintenance distance Dth (NO in step T102), the processing of MRM or the travel speed is suppressed by a prescribed amount (step T104) is executed. Figure 18

[0194] In addition, Figure 18 Step T101 shown in FIG. 9 indicates a processing step of creating an instantaneous map in real time using the detection results of the surrounding monitoring sensor 11. Step T101 can be executed sequentially, for example, at 100 milliseconds or 200 milliseconds, etc. The map creation distance Dmp corresponds to the distance in which the object can be detected by the surrounding monitoring sensor 11. The map creation distance Dmp can be set to the distance in which the left and right boundary lines of the own vehicle lane can be recognized, for example. In addition, the map creation distance Dmp can also be the distance in which the road end portion on the left or right side can be recognized.

[0195] The function maintenance distance Dth can be a constant value such as 50 m, for example, or a variable value determined according to the speed. For example, the function maintenance distance Dth can be a value obtained by adding a prescribed tolerance to the MRM required distance Dmrm, which is the distance moved to the stop by MRM. The MRM required distance Dmrm is determined by referring to the equation of motion of acceleration according to the negative acceleration (i.e., deceleration) used in MRM and the current speed. That is, if the current speed is set to Vo and the deceleration is set to a, Dmrm is determined by Dmrm = Vo^2 / (2a). In addition, the deceleration used in MRM can also be dynamically determined to be able to completely stop within 10 seconds.

[0196] ​For the processing unit 21, the above configuration corresponds to a configuration in which, if a real-time map can be created to a distance farther than the required MRM distance Dmrm, driving is continued without executing MRM. Furthermore, the processing unit 21 may be configured to suppress the upper speed limit while using the real-time map, even if the map creation distance Dmp is greater than the function maintenance distance Dth. The lower the vehicle speed, the shorter the required MRM distance Dmrm. Therefore, by suppressing the vehicle speed while using the real-time map, the likelihood of executing MRM can be further reduced. Furthermore, the use of the real-time map occurs when the map data required for the control plan cannot be received through communication with the map server 3.

[0197] <Response to prohibited shooting areas>

[0198] Depending on the area where this system is used, there may be areas where the camera cannot be pointed, known as prohibited shooting areas. Examples of prohibited shooting areas include the interior and surrounding areas of military facilities, military housing, airports, ports, royal palaces, and government facilities. The map server 3 may also distribute the location information of prohibited shooting areas, registered by a map administrator, to each vehicle. Upon receiving the location information of prohibited shooting areas from the map server 3, the processing unit 21 may also execute a handover request based on the location information of the prohibited shooting areas.

[0199] For example, Figure 19 As shown, when it is detected that there is a prohibited shooting area in front of the vehicle based on the distribution information from the map server 3 ("Yes" in step T201), the processing unit 21 calculates the remaining time Trmn until reaching the prohibited shooting area (step T202). Then, when the remaining time Trmn until reaching the prohibited shooting area is less than the specified threshold value Tho ("Yes" in step T203), a handover request is started (step T204). Thereafter, when a response is obtained from the driver's seat occupant within the specified time ("Yes" in step T205), the driving authority is transferred to the driver's seat occupant and a notification of this effect is implemented (step T206). On the other hand, when no response is obtained from the driver's seat occupant even after the specified time ("No" in step T205), MRM is executed.

[0200] The threshold Dho for the remaining time Trmn is set to, for example, 20 seconds, sufficiently longer than the prescribed standard takeover time. The standard takeover time is the response wait time for a handover request due to dynamic factors such as a stop on the road or a lane restriction, and is set to, for example, 6 seconds, 7 seconds, or 10 seconds. The response wait time for a handover request due to proximity to a prohibited shooting area is also set to, for example, 15 seconds, longer than the standard takeover time.

[0201] According to the above-described structure, the authority transfer can be implemented with a time margin compared to the case of the handover request based on the dynamic factor. Further, in the above, the structure in which the handover is planned to be performed based on the position information of the photographing prohibited area has been described, but it is also assumed that the map data in the vicinity of the photographing prohibited area is prohibited from being created and distributed based on laws or regulations. The map server 3 can distribute the position information of the distribution prohibited area in which the map is not prepared based on laws or the like instead of or together with the information of the photographing prohibited area. Figure 19 The flow can replace the expression of the photographing prohibited area with the distribution prohibited area and implement it. That is, the processing portion 21 can also be configured to plan to start the handover request based on the remaining time / distance until the distribution prohibited area is reached.

[0202] Further, the processing portion 21 can also perform display indicating that the automatic driving can be performed in the case where the exit from the photographing prohibited area, the exit from the distribution prohibited area, or the like moves to the area in which the automatic driving is possible. The case where the move to the area in which the automatic driving is possible corresponds to the move to the ODD. Further, the notification that the automatic driving function is available can also be implemented with the notification sound, the sound message. In addition, the automatic driving can also be notified by causing the light emitting element such as the steering wheel LED to be lit / flashed or causing the steering wheel to vibrate. The processing portion 21 can also calculate the remaining distance / time until the exit from the photographing prohibited area, the distribution prohibited area, or the like, or the remaining distance / time until the automatic driving is possible, and display it on the HUD or the like.

[0203] <Note (1)>

[0204] The "emergency" in the present disclosure refers to a state in which the map data required when the automatic driving control is continued is incomplete. In other words, the state in which the map data required when the automatic driving control is continued is available corresponds to the normal state. In the state in which the partial map data acquired by the map acquisition portion F4 is incomplete, for example, a state in which a part of the set of map data required when the automatic driving control is implemented, for example, the next area map data, is not available due to the communication delay or the like, in other words, a state in which the missing is included. In addition, the state in which the map data acquired by the map acquisition portion F4 is incomplete also includes a state in which there is a discrepancy between the real world. The state in which the map data acquired by the map acquisition portion F4 is incomplete also includes a state in which the update time of the map has passed a predetermined time, a state in which it is not the latest version. The above-described structure corresponds to a structure in which the predetermined emergency action is performed in the case where the incomplete state in which the missing of a part of the data is included exists in the partial map data acquired by the map acquisition portion F4. Further, the steps S201, S302 correspond to the map management step. In addition, at least any one of the steps S203, S205, S206, S208, and S306 corresponds to the control planning step. The emergency action can also be referred to as the urgent action in one aspect.​

[0205] <Note (2)>

[0206] The control section and the method thereof according to the present disclosure can be implemented by a special-purpose computer that constitutes a processor programmed to execute one or more functions embodied by a computer program. In addition, the apparatus and the method thereof according to the present disclosure can also be implemented using a special-purpose hardware logic circuit. Furthermore, the apparatus and the method thereof according to the present disclosure can also be implemented by one or more special-purpose computers that constitute a combination of a processor that executes a computer program and one or more hardware logic circuits. In addition, the computer program can also be stored in a computer-readable non-transitory tangible storage medium as instructions executed by a computer. That is, the units and / or functions provided by the autonomous driving apparatus 20 can be provided by software recorded in a tangible memory device and a computer that executes the software, software alone, hardware alone, or a combination thereof. Part or all of the functions provided by the autonomous driving apparatus 20 can also be implemented as hardware. In the case of implementing a certain function as hardware, the implementation includes a case of implementing using one or more ICs and the like. Instead of a CPU, an MPU, a GPU, a DFP (Data Flow Processor), or the like can be used to implement the processing section 21. In addition, a plurality of arithmetic processing devices such as a CPU, an MPU, a GPU, and the like can be combined to implement the processing section 21. Furthermore, an ECU can be implemented using an FPGA (field-programmable gate array) or an ASIC (application specific integrated circuit). Various programs can be stored in a non-transitory tangible storage medium. As a storage medium for a program, various storage media such as an HDD (Hard-disk Drive), an SSD (Solid State Drive), an EPROM (Erasable Programmable ROM), a flash memory, a USB memory, and the like can be used.

[0207] <Note (3)>

[0208] The following structure is also included in the present disclosure.

[0209] [Structure (1)]

[0210] An automated driving device is an automated driving device that creates a control plan using partial map data, the partial map data being map data about a part of an entire map-registered area, the automated driving device including:

[0211] a map acquisition unit (F4) that acquires partial map data corresponding to a position of a vehicle from a map server;

[0212] a map management unit (F5) that determines an acquisition status of the partial map data; and

[0213] a control plan unit (F7) that creates a control plan using the partial map data,

[0214] the map management unit determines whether or not next-area map data about an area into which the vehicle enters within a predetermined time can be acquired,

[0215] the control plan unit is configured to plan execution of a predetermined emergency action based on a determination by the map management unit that the next-area map data cannot be acquired.

[0216] [Structure (2)]

[0217] The automated driving device according to the above-described structure (1), wherein

[0218] in a case where the next-area map data cannot be acquired, a remaining time until the next-area map data is required is calculated,

[0219] the execution of the emergency action is planned at a timing at which the remaining time until the next-area map data is required is less than a predetermined threshold.

[0220] [Structure (3)]

[0221] The automated driving device according to the above-described structure (1), wherein

[0222] the remaining time until the next-area map data is required is a time until the vehicle exits an area corresponding to current-area map data corresponding to a current position of the vehicle.

[0223] [Structure (4)]

[0224] The automated driving device according to the above-described structure (1), wherein

[0225] the remaining time until the next-area map data is required is a remaining time until the vehicle enters an area corresponding to the next-area map data.

Claims

1. An autonomous driving device that uses a map to create a control plan for autonomous vehicle driving, comprising: a map management unit that manages the storage status of the map in the memory; and The Control Planning Department uses the above map to create the above control plan, The map management unit determines whether the map stored in the memory is incomplete. The control planning unit is configured to plan and execute control for continuing autonomous driving without using a map provided by a map server, based on a determination by the map management unit that the map is incomplete.

2. The automatic driving device according to claim 1, wherein: The control for continuing autonomous driving without using the map provided by the map server is as follows: A real-time map representing the driving environment ahead of the vehicle is created in real time based on sensing information provided by surrounding monitoring sensors mounted on the vehicle, and autonomous driving is continued using the real-time map.

3. The automatic driving device according to claim 2, wherein: The control planning unit is configured to change the behavior of the vehicle according to whether the distance at which the real-time map can be created is equal to or greater than a predetermined value.

4. The automatic driving device according to claim 2, wherein: The above control plan is composed of: When the distance for creating the real-time map is greater than a predetermined value, the autonomous driving is continued. When the distance at which the real-time map can be created is less than the predetermined value, MRM (Minimal Risk Management) is started.

5. The automatic driving device according to claim 4, wherein: The MRM is to autonomously drive the vehicle to a safe place and stop the vehicle, or to stop the vehicle in the lane in which the vehicle is currently traveling.

6. The automatic driving device according to claim 4, wherein: The above MRM includes deceleration to parking, The control planning unit is configured to set the predetermined value to a value longer than a braking distance required for stopping the vehicle by the MRM.

7. The automatic driving device according to claim 2, wherein: When the distance at which the real-time map can be created is less than a predetermined value, the driving speed is suppressed compared to a case where the distance at which the real-time map can be created is less than the predetermined value.

8. The automatic driving device according to claim 1, wherein: The vehicle further comprises a map acquisition unit for acquiring a map related to a road that the vehicle is scheduled to pass from the map server and storing the map in the memory. The above-mentioned automatic driving device is configured to reduce the upper limit value of the driving speed during autonomous driving when the above-mentioned control is implemented to continue autonomous driving without using the map provided by the above-mentioned map server, compared with the case where autonomous driving is performed using the above-mentioned map obtained from the above-mentioned map server.

9. The automatic driving device according to claim 1, wherein: The control for continuing autonomous driving without using the map provided by the map server is as follows: While adopting the trajectory of the preceding vehicle as the driving trajectory of the host vehicle, deceleration is implemented in response to the interruption of other vehicles or the crossing of pedestrians detected by the surrounding monitoring sensors.

10. The automatic driving device according to claim 1, wherein: The map management department is composed of: By comparing the sensing information provided by the surrounding monitoring sensor installed in the vehicle with the map stored in the memory, it is determined whether the map matches the real world. If the map does not match the real world, the map is determined to be incomplete.

11. The automatic driving device according to claim 1, wherein: A map acquisition unit is provided, which acquires a map from the map server and stores the map in the memory. The map management unit is configured to determine that the map is incomplete when a portion of the map required for continuing the automatic driving is not stored in the memory.

12. The automatic driving device according to any one of claims 1 to 11, wherein: The vehicle further comprises a map acquisition unit for acquiring a map related to a road that the vehicle is scheduled to pass from the map server and storing the map in the memory. The above control plan is composed of: creating a control plan for autonomously driving the vehicle using the map stored in the memory, when the map stored in the memory is not incomplete; When the map stored in the memory is incomplete, a control plan is created that does not use the map provided by the map server.

13. A vehicle control method, executed by at least one processor, for using a map to enable a vehicle to autonomously travel, comprising: Managing the retention status of the above map in memory; and Use the above map to create a control plan for the above vehicle, Managing the retention status includes: determining whether the map stored in the memory is incomplete, The creation of the control plan includes planning and implementing control for continuing autonomous driving without using a map provided by a map server, based on a determination that the map is incomplete.

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