Movement control device, movement control method, and movement control program

Abstract

A movement control device (1) controls the movement of a vehicle (V) on the basis of information on the current position of the vehicle (V). Specifically, the movement control device (1) is provided with: a local position estimation unit that estimates the current position of the vehicle (V) on the basis of GNSS information; an environment information acquisition unit that acquires environment information about the surroundings of the vehicle (V); and a movement information acquisition unit that acquires movement information of the vehicle (V). The self-position estimation unit estimates the current position of the vehicle (V) on the basis of the environmental information when the GNSS information cannot be acquired. The self-position estimation unit estimates the current position of the vehicle (V) on the basis of the movement information when the GNSS information and the environment information cannot be acquired.

Description

Technical Field

[0001] This disclosure relates to a motion control device, a motion control method, and a motion control program. Background Technology

[0002] In recent years, in order to achieve driver safety and comfort, vehicles equipped with ADAS (Advanced Driving Assistance System) have been known. The ADAS is used by the vehicle to grasp information about the surrounding external environment and to control the driving of the vehicle in place of the driver to perform autonomous driving (for example, see Patent Document 1).

[0003] In the automatic operation method described in Patent Document 1, the vehicle's current position (absolute position) is obtained in real time by receiving GPS signals while the vehicle is in motion. If the reliability of the vehicle's position accuracy decreases, the absolute position is corrected by integrating the coordinates and azimuth angles based on GPS (Satellite Positioning System) and those based on an inertial measurement unit (IMU). Furthermore, the vehicle's movement is controlled based on the information about its current position.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2020-32873 Summary of the Invention

[0007] The problem that the invention aims to solve

[0008] However, in the driving control of a mobile body as described in Patent Document 1, there is a requirement for a technology that can estimate the current position of the moving body with higher accuracy, even in external environments where GPS signals (GNSS information) are unavailable. Furthermore, there is a requirement to use this technology for driving control of the mobile body, or for navigation services that guide drivers or operators to their destinations.

[0009] This disclosure was made in view of the aforementioned issues. The purpose of this disclosure is to provide a motion control device, motion control method, and motion control program that can more accurately estimate the current position of a moving body.

[0010] Methods for solving problems

[0011] The aforementioned problem is solved by the mobile control device of this disclosure as described below. This mobile control device is a mobile control device for controlling the movement of a mobile body, comprising: a self-position estimation unit that acquires GNSS information via a GNSS receiver mounted on the mobile body and estimates the current position of the mobile body based on the GNSS information; an environmental information acquisition unit that acquires environmental information surrounding the mobile body via a first sensor mounted on the mobile body; and a movement information acquisition unit that acquires movement information of the mobile body via a second sensor mounted on the mobile body. When the self-position estimation unit cannot acquire the GNSS information, it estimates the current position of the mobile body based on the environmental information acquired by the environmental information acquisition unit; when neither the GNSS information nor the environmental information can be acquired, it estimates the current position of the mobile body based on the movement information acquired by the movement information acquisition unit.

[0012] As described above, the self-position estimation unit estimates the current position of the mobile body based on GNSS information. If GNSS information is unavailable, it estimates the current position based on environmental information. If both GNSS and environmental information are unavailable, it estimates the current position based on movement information. Through this estimation, a movement control device can be achieved that can more accurately estimate the current position of the mobile body based on its surrounding environment.

[0013] Furthermore, the aforementioned problem of this disclosure is also solved by the mobility control method of this disclosure as described below. This mobility control method is executed by a computer that controls the movement of a mobile body, wherein the computer performs the following actions: acquiring GNSS information through a GNSS receiver mounted on the mobile body and estimating the current position of the mobile body based on the GNSS information; acquiring environmental information surrounding the mobile body through a first sensor mounted on the mobile body; and acquiring movement information of the mobile body through a second sensor mounted on the mobile body. When estimating the current position of the mobile body, if the GNSS information cannot be acquired, the current position of the mobile body is estimated based on the environmental information; and if both the GNSS information and the environmental information cannot be acquired, the current position of the mobile body is estimated based on the movement information.

[0014] Furthermore, the aforementioned problem of this disclosure is also solved by the mobile control program of this disclosure as described below, which causes a computer, as a mobile control device controlling the movement of a mobile body, to perform the following processes: acquiring GNSS information through a GNSS receiver mounted on the mobile body and estimating the current position of the mobile body based on the GNSS information; acquiring environmental information surrounding the mobile body through a first sensor mounted on the mobile body; and acquiring movement information of the mobile body through a second sensor mounted on the mobile body. In the process of estimating the current position of the mobile body, if the GNSS information cannot be acquired, the current position of the mobile body is estimated based on the environmental information; and if both the GNSS information and the environmental information cannot be acquired, the current position of the mobile body is estimated based on the movement information.

[0015] Invention Effects

[0016] According to the motion control device, motion control method and motion control program disclosed herein, the current position of a moving body can be estimated more accurately. Attached Figure Description

[0017] Figure 1 This is a diagram showing the overall structure of the driving control system according to this embodiment.

[0018] Figure 2 This diagram illustrates the hardware structure of the driving control device.

[0019] Figure 3A It refers to sending information (Japanese original text: The diagram illustrates the hardware structure of the device.

[0020] Figure 3B This is a diagram showing the location of the identification mark installed on the target vehicle.

[0021] Figure 3C This is a diagram showing the location of the identification marker installed on the target vehicle.

[0022] Figure 4 This is a diagram illustrating the hardware structure of the remote operation device.

[0023] Figure 5 This diagram illustrates the functions of the driving control device, information transmission device, and remote operation device.

[0024] Figure 6 It is a map that shows map information, including vehicle routes and reference points.

[0025] Figure 7This diagram illustrates the situation when a vehicle travels from the third space to the first space.

[0026] Figure 8 This diagram illustrates the relationship between the way a vehicle's position is estimated and its direction of travel.

[0027] Figure 9 It is a diagram that shows map information and explains the identification of reference points and directions of travel.

[0028] Figure 10A This diagram illustrates the state of autonomous driving control.

[0029] Figure 10B This diagram illustrates the transition from autonomous driving control to relative driving control.

[0030] Figure 10C This diagram illustrates the situation where a moving body changes from relative driving control to autonomous driving control and passes over the target vehicle.

[0031] Figure 11 This is a graph showing the workshop distance data.

[0032] Figure 12 This is a diagram showing the processing flow of the driving control method (1).

[0033] Figure 13 This is a diagram showing the processing flow of the driving control method (2).

[0034] Figure 14 This is a diagram showing the processing flow of the driving control method (3).

[0035] Figure 15 This is a diagram showing the processing flow of the driving control method (4). Detailed Implementation

[0036] <Overall Structure of the Driving Control System (Motion Control System)>

[0037] The following is for reference Figures 1-15 An embodiment of this disclosure will be described below.

[0038] In this embodiment, a vehicle is used as an example of a "mobile body". However, the term "mobile body" can refer to vehicles other than automobiles, such as buses or trucks, railway vehicles such as trams or trains, or means of transportation such as airplanes or ships. Alternatively, a mobile body can also be an unmanned mobile body such as a drone. In this disclosure, a vehicle is used as an example of a "mobile body", therefore, in the following description, movement of location (place) will be referred to as "driving". However, movement of location is not limited to driving. Depending on the type of "mobile body", it is appropriate to refer to movement of location as "navigation" or "flight". Therefore, in this disclosure, terms referring to movement of location are appropriately rewritten from "driving" to other terms. Furthermore, these terms referring to movement of location can be collectively referred to as "movement".

[0039] like Figure 1 As shown, the driving control system S (mobility control system) of this embodiment is a system that realizes "automatic driving" of vehicle V and "following driving" that enables vehicle V to follow a specified target vehicle FV. It is capable of "mode switching processing" that switches between automatic driving control mode and following driving control mode. Automatic driving of vehicle V refers to the driving process of understanding the external environment of vehicle V, planning a predetermined driving path of vehicle V (also called "predetermined driving path") on behalf of the driver, and controlling vehicle V to drive (also called "mobility") along the predetermined driving path.

[0040] Alternatively, "following driving (following driving control)" can also be referred to as "relative driving (relative driving control)". In this embodiment, "following driving" will be described as "relative driving" below.

[0041] Furthermore, in this embodiment, the "autonomous driving control mode (first driving control mode)" will be referred to as "autonomous driving mode" for explanation. Additionally, the "following driving control mode (second driving control mode)" will be referred to as "relative driving mode" for explanation.

[0042] Furthermore, "autonomous driving (autonomous driving mode)" includes "autonomous driving (autonomous driving mode)" which involves controlling the vehicle V to drive (move) autonomously, and "remote driving (remote driving mode)" which involves remotely operating the vehicle V through an operator located outside the vehicle V (external operation) to drive it. That is, "autonomous driving" and "remote driving" are collectively referred to as "autonomous driving." Basically, when referred to as autonomous driving, it is explained as meaning autonomous driving.

[0043] Furthermore, in remote driving, the operator does not necessarily have to be a human. For example, the operator of a remote driving system could be AI (artificial intelligence).

[0044] In the driving control system S of this embodiment, in addition to the aforementioned "automatic driving" and "relative driving," there is also a "manual driving (manual driving mode)" where the driver rides in the vehicle V and actually performs driving operations. During the mode switching process described above, this "manual driving mode" and "automatic driving mode" can be switched. Furthermore, during the mode switching process described above, this "manual driving mode" and "relative driving mode" can be switched.

[0045] In addition, "Vehicle V" is a vehicle equipped with the driving control device 1 described later and having the functions of automatic driving and relative driving.

[0046] "Target vehicle FV" is a vehicle equipped with the vehicle information transmission device 50 described later, and which is driving (moving) in a state where it can transmit vehicle information (specifically, vehicle identification information, current location information, and information on the predetermined driving route) via communication.

[0047] The target vehicle FV is not limited to a vehicle traveling in front of vehicle V, but can also be a vehicle traveling alongside vehicle V. Alternatively, the target vehicle FV can also be a vehicle traveling behind vehicle V.

[0048] In addition to buses, taxis, trucks, etc., that travel along a pre-set route, the target vehicle FV can also be, for example, a circular bus that travels along a prescribed loop route. Of course, the target vehicle FV can also be a vehicle other than those mentioned above, such as a general vehicle.

[0049] <Hardware Structure of Driving Control System (Motion Control System)>

[0050] like Figures 1-4 As shown, the driving control system S includes a driving control device 1, an onboard sensor 10, an onboard locator 20, an onboard ECU 30, and an onboard communication device 40. The driving control device 1 is a motion control device mounted on the vehicle V, configured to comprehensively control the driving of the vehicle V. The onboard sensor 10 is configured to detect the external environment surrounding the vehicle V. The onboard locator 20 is configured to receive GNSS signals from artificial satellite SA and base station ST to determine the current position of the vehicle V. The onboard ECU 30 is configured to control the steering, acceleration, and deceleration of the vehicle V. The onboard communication device 40 is configured to communicate with external devices.

[0051] Furthermore, the driving control system S includes a vehicle information transmitting device 50 and an identification tag 60. The vehicle information transmitting device 50 is mounted on the target vehicle FV and configured to connect to the driving control device 1, and transmits target vehicle information containing the location information of the target vehicle FV via communication. The identification tag 60 is installed on the target vehicle FV and embeds the vehicle identification information of the target vehicle FV.

[0052] Furthermore, vehicle V can also be configured to further include the vehicle information transmission device 50 and identification tag 60 present in the target vehicle FV. Additionally, the target vehicle FV can also be configured to further include the on-board sensor 10, on-board locator 20, on-board ECU 30, and on-board communication device 40 present in vehicle V. That is, vehicle V and target vehicle FV can have the same structure. Therefore, vehicle V and target vehicle FV can be interchanged to form a driving control system S.

[0053] Furthermore, the driving control system S includes a remote operation device 70, which is located outside the vehicle V and operates (remotely operates) the driving (movement) of the vehicle V by communicating with the driving control device 1.

[0054] In addition, the driving control device 1, the vehicle information transmission device 50, and the remote operation device 70 can also communicate directly.

[0055] <Travel Control Device (Motion Control Device)>

[0056] like Figure 2 As shown, the driving control device 1 is a computer connected to the vehicle sensor 10, vehicle locator 20, vehicle ECU 30 and vehicle communication device 40 via the vehicle network (CAN).

[0057] Specifically, the driving control device 1 is a computer equipped with a data processing and control unit, a storage device, and a communication interface. The processing and control unit is, for example, a CPU (processor). The storage device is, for example, ROM, RAM, and HDD (SSD). The communication interface is configured to transmit and receive information data via an in-vehicle network.

[0058] In the storage device (memory) of the driving control device 1, in addition to the main program that implements the functions necessary for a computer, a driving control program is also stored. The driving control device 1 performs its functions by executing these programs by the CPU (processor). Alternatively, the main program and the driving control program can be executed by a semiconductor integrated circuit or FPGA (Field-Programmable Gate Array) equipped with a CPU.

[0059] In addition, the vehicle ECU 30 (integrated ECU 31), vehicle information transmission device 50, and remote operation device 70 are also computers with the same hardware structure as the driving control device 1.

[0060] <<Autonomous Driving, Relative Driving, Remote Driving>>

[0061] The driving control device 1 controls the "autonomous driving" of the vehicle V to perform "autonomous driving". Specifically, the driving control device 1 controls the vehicle ECU 30 (integrated ECU 31) based on the external environmental information obtained from the vehicle sensor 10, the position information and driving information of the vehicle V obtained from the vehicle locator 20, and the vehicle information obtained from the vehicle ECU 30, thereby controlling the "autonomous driving" of the vehicle V.

[0062] Furthermore, the driving control device 1 controls the "relative driving (following driving)" of vehicle V relative to the target vehicle FV to perform "relative driving (following driving)". Specifically, the driving control device 1 wirelessly communicates with the vehicle information transmitting device 50 via the on-board communication device 40 to receive target vehicle information containing the location information of the specified target vehicle FV. Then, the driving control device 1 controls the on-board ECU 30 (integrated ECU 31) based on external environmental information, the location information of vehicle V, and the target vehicle information containing the location information of target vehicle FV, thereby controlling the "relative driving (following driving)" of vehicle V relative to target vehicle FV.

[0063] In addition, the driving control device 1 wirelessly communicates with the remote operation device 70 via the vehicle communication device 40, sending external environmental information, vehicle V's location and driving information, and vehicle information to the remote operation device 70 to perform "remote driving." The remote operation device 70 receives this information. Besides displaying the received external environmental information and vehicle V's location information on the monitor 71 (navigation monitor 72), the remote operation device 70 can also notify the operator of this information.

[0064] More specifically, the driving control device 1, by being newly installed on a vehicle V that is pre-equipped with "autonomous driving function (vehicle sensor 10, vehicle locator 20, vehicle ECU 30)," empowers the vehicle V with performance that enhances the existing "autonomous driving function," and also newly empowers the vehicle V with "relative driving function" and "remote driving function."

[0065] <<Driving control using map information>>

[0066] Reference Figure 6 This section explains the driving control system that uses map information. Figure 6 It is a map that shows map information, and it shows the vehicle's driving route and reference points.

[0067] The driving control device 1 performs driving control (also known as "mobility control") of the vehicle V to execute "autonomous driving", "relative driving", and "remote driving". Specifically, the driving control device 1 uses... Figure 6 The "map information" shown performs its own position estimation, and while estimating the position information of vehicle V with high accuracy (hereinafter also referred to as "current position" or "current location"), it performs driving control of vehicle V.

[0068] In detail, the driving control device 1 uses "map information" containing information about "reference points (first reference point, second reference point)" to identify the "space (first space, second space, third space)" reached based on the arrival at the reference point. Upon identifying that it has reached the reference point, the driving control device 1 performs a preferred self-position estimation corresponding to that space, performs position information estimation processing for the vehicle V, and controls the driving of the vehicle V. Of course, the driving control device 1 can also estimate the position information of the vehicle V while simultaneously controlling the driving of the vehicle V.

[0069] "Space (first space, second space, third space)" refers to the space within the ground (or underground) that is divided based on different methods of self-position estimation. Because the spaces are different, the methods for estimating the self-position of vehicle V (driving control device 1) are different. In addition, "space" can also be called "region", "specific range", etc.

[0070] The “first space” is the space described below: when the vehicle V exists in the first space, the vehicle V is in a state in which the driving control device 1 can obtain GNSS information through external communication and can estimate its own position based on the GNSS information.

[0071] The ability to estimate one's own position based on GNSS information refers to a state where the sensitivity level of GNSS information (GNSS signal) is at a certain level (above a certain level) when the receiver sensitivity level is measured.

[0072] In addition, "first space" can be referred to as "outdoor (outdoor space)" or "vehicle V exists (located) outdoors (outdoor space)," etc.

[0073] The "second space" is the space described below: when vehicle V exists within this second space, vehicle V (driving control device 1) is in a state where it can obtain external environmental information solely through its own means without engaging in external communication, and can estimate its own position based on this environmental information. In other words, the "second space" is the space where vehicle V is unable to estimate its own position based on GNSS information (the GNSS signal reception sensitivity level is below a certain level).

[0074] The ability to estimate one's own position based on environmental information refers to the state in which vehicle V (onboard sensor 10) detects the external environment around vehicle V and is able to perform 3D spatial mapping.

[0075] In addition, "second space" and "third space" can be referred to as "indoor (indoor space)" or "the vehicle V exists indoor (indoor space)".

[0076] The "third space" is defined as follows: when vehicle V exists within this third space, vehicle V (driving control device 1) is in a state where it does not engage in external communication, and cannot obtain external environmental information on its own, but obtains its own driving information and estimates its own position based on the driving information. In other words, the "third space" is a space in which vehicle V cannot estimate its own position based on GNSS information (cannot engage in external communication), and cannot obtain external environmental information at a certain level or above.

[0077] The state in which external communication is impossible and external environmental information cannot be obtained refers to the state in which vehicle V is located in a tunnel or under an overpass, the state after vehicle V has just moved from the "first space" to the "second space", and the state after vehicle V has just moved from the "second space" to the "first space". When in this state, vehicle V obtains its driving information through the inertial measurement device 22.

[0078] If the inertial measurement device 22 is unable to obtain driving information of vehicle V for a certain period of time, and the vehicle V (driving control device 1) recognizes that a malfunction or canal error has occurred in vehicle V, it terminates the driving control process when the inertial measurement device 22 is unable to obtain driving information of vehicle V.

[0079] The aforementioned phrase "when vehicle V exists within space" means that the vehicle's location information (current location) belongs to that space (area). Furthermore, when using "vehicle location range information" to represent the vehicle's location information, "when vehicle V exists within space" means that at least a portion of that vehicle location range information belongs to that space.

[0080] Furthermore, "when vehicle V does not exist in the space" means that the vehicle's location information (current location) does not belong to that space (area). Additionally, when using "vehicle location range information" to represent the vehicle's location information, "when vehicle V exists in the space" means that the entire range of vehicle location information does not belong to that space.

[0081] Furthermore, the vehicle V (driving control device 1) recognizes that the map information (first space, second space, and third space) is connected to the ground. Therefore, when the space changes due to the movement of the vehicle V, the space is not searched based on all the map information stored in the vehicle V.

[0082] In "Map Information", such as Figure 6 As shown, there are a second space and a third space within the first space. Therefore, even when the vehicle V is traveling in the "indoor (second space, third space)", it is possible to obtain coordinates based on GNSS information (GNSS coordinates) based on the "reference point".

[0083] However, when vehicle V has just moved from "first space" to "second space," it switches from GNSS-based self-position estimation to environmental-based self-position estimation. However, this switching timing introduces a time lag (vehicle V may become disoriented). Similarly, the state immediately following a move from "second space" to "first space" also introduces a time lag. Therefore, during the aforementioned switching timing from "first space" to "second space" or from "second space" to "first space," vehicle V (driving control device 1) temporarily estimates its own position based on its driving information and controls its movement. In controlling vehicle V's movement, it is desirable to achieve higher accuracy in self-position estimation.

[0084] Therefore, as Figure 6 As shown, the driving control device 1 uses "map information" containing the information of the aforementioned "reference points (first reference point, second reference point)" to identify "spaces (first space, second space, third space)" based on the arrival at the reference point, and performs its own position estimation corresponding to the space.

[0085] Furthermore, when estimating its own position based on the "reference point" after the switch, the driving control device 1 limits the detection range of the "indoor (second space, third space)" based on the position of the "reference point" before the switch and the direction of travel, thereby improving the accuracy of its own position estimation and the detection speed. In other words, the driving control device 1 does not detect the entire "indoor" space.

[0086] The term "reference point" refers to the position (entry / exit position, reference position) of vehicle V when entering and exiting different spaces among the aforementioned "first space," "second space," and "third space." Reaching this reference point by vehicle V allows for switching between methods of estimating the vehicle V's (driving control device 1) own position. The "reference point" is recorded in... Figure 6 In the map information.

[0087] The "first reference point," also known as the entry reference point, represents the position (reference position) of the "entrance to the second space" when a vehicle V traveling in the first space moves from the first space to the second space.

[0088] In other words, the "first reference point" is the position (switching position) where the vehicle V (driving control device 1) changes from a state where the current position is estimated based on GNSS information (first estimated state) to a state where the current position is estimated based on environmental information (second estimated state).

[0089] In addition, the position (reference position) of the "entrance to the third space" when the vehicle V moves from the first space to the third space, or the position (reference position) of the "entrance to the third space" when the vehicle V moves from the second space to the third space, is also called the "first reference point (entrance reference point)".

[0090] The "second reference point," also known as the exit reference point, represents the position (reference position) of the "exit of the second space" when a vehicle V traveling in the second space moves from the second space to the first space.

[0091] In other words, the "second reference point" is the position (switching position) where the vehicle V (driving control device 1) changes from a state where the current position is estimated based on environmental information (second estimated state) to a state where the current position is estimated based on GNSS information (first estimated state).

[0092] Additionally, the position (reference position) representing the "exit of the third space" when vehicle V moves from the third space to the first space, or the position (reference position) representing the "exit of the third space" when vehicle V moves from the third space to the second space, is also called the "second reference point (exit reference point)".

[0093] By using map information that records the aforementioned reference points, the driving control device 1 can switch the estimation method (measurement method) of the vehicle V's own position based on reaching the reference point, or switch the estimation method of the vehicle V's own position in advance based on reaching the reference point.

[0094] Therefore, when switching the self-position estimation timing, the driving control device 1 can smoothly control the driving of the vehicle V. That is, by using map information recorded with the aforementioned reference points, a better timing method for switching the self-position estimation can be achieved, and the current position of the vehicle V can be estimated with higher accuracy.

[0095] The "map information" includes: map information, spatial information containing information about the first space, the second space, and the third space, and information about reference points containing information about the first and second reference points. The "map information" is created and updated by the driving control system S (driving control device 1).

[0096] In detail, the driving control device 1 determines the position of the vehicle V as it travels along a predetermined driving path, from a state where its current position is estimated based on GNSS information (first estimated state) to a state where its current position is estimated based on environmental information (second estimated state), as a first reference point (the determination of the second reference point is also done in the same way as the first reference point). Then, the information of the determined first or second reference point is recorded and reflected in the map information. This updates the reference point information within the map information. Furthermore, by reflecting the map information, the spatial information is also updated.

[0097] In addition, the driving control device 1 can also pre-store environmental information near the "reference point" (within a certain distance from the "reference point") and vehicle information (vehicle speed information, roll, pitch and yaw acceleration and deceleration information, tilt information) before reaching the "reference point", and improve the accuracy of the "reference point" prediction based on this information.

[0098] In addition, map information can also be created and updated by collecting and aggregating the information and spatial information of reference points recorded by multiple vehicles V (driving control device 1) managed by the driving control system S.

[0099] Each vehicle V (driving control device 1) can more accurately estimate the current position of the vehicle V by using the updated map information.

[0100] In this way, "map information" is used to estimate the current position of vehicle V. Furthermore, "map information" is used to determine the actual driving route of vehicle V.

[0101] like Figure 6 As shown, in the "Map Information" section, the starting position, destination position (goal position), and the planned route for vehicle V are set.

[0102] In addition, Figure 6 Although the "map information" shown also includes information on "first space," "second space," and "third space," this spatial information is used as reference information. That is, the driving control device 1 can identify movement into different spaces based on the position of the reference point or the position where the estimation method for its own position has been switched.

[0103] <Structure other than driving control device>

[0104] The vehicle-mounted sensor 10 detects moving objects (other vehicles, pedestrians, etc.), various structures, road shapes, etc. around the vehicle V as the external environment around the vehicle V. Specifically, the vehicle-mounted sensor 10 has multiple imaging devices 11, multiple radars 12, and multiple lidars 13.

[0105] The on-board sensor 10 is also called an external sensor. The on-board sensor 10 is equivalent to the "first sensor" for detecting information about the surrounding environment of the vehicle V.

[0106] In addition, the vehicle-mounted sensor 10 may also have other detection sensors than those mentioned above. Alternatively, the vehicle-mounted sensor 10 may only have the imaging device 11 among the detection sensors mentioned above, or it may only have radar 12, or it may only have lidar 13.

[0107] The imaging device 11 is a small camera (wide-angle camera) that captures external images of the surroundings of the vehicle V. In order to perform the "sensing function" for driving control of the vehicle V and the "monitoring function" for the driver (operator), the imaging device 11 creates external image data and sends the external image data to the driving control device 1.

[0108] Multiple camera devices 11 are mounted on vehicle V. For example... Figure 2 As shown, the shooting device 11 includes a first shooting device 11a to a sixth shooting device 11f as main cameras. The first shooting device 11a is mounted on the windshield of the vehicle V and shoots the front of the vehicle V. The second shooting device 11b is mounted on the windshield of the vehicle V and shoots the right side of the vehicle V. The third shooting device 11c is mounted on the windshield of the vehicle V and shoots the left side of the vehicle V. The fourth shooting device 11d is mounted on the rear bumper of the vehicle V and shoots the rear of the vehicle V. The fifth shooting device 11e is mounted on the right rearview mirror of the vehicle V and shoots the right diagonally rear of the vehicle V. The sixth shooting device 11f is mounted on the left rearview mirror of the vehicle V and shoots the left diagonally rear.

[0109] In addition, the camera device 11 includes a seventh camera device 11g to a ninth camera device 11i as secondary cameras. The seventh camera device 11g is mounted on the front bumper of the vehicle V and captures images of the front of the vehicle V. The eighth camera device 11h is mounted near the right taillight of the vehicle V and captures images of the right rear of the vehicle V. The ninth camera device 11i is mounted near the left taillight of the vehicle V and captures images of the left rear of the vehicle V.

[0110] In this embodiment, a total of nine imaging devices 11 are installed at designated locations on the vehicle V. However, the number and installation locations of the imaging devices 11 can be changed depending on the vehicle model and shape of the vehicle V. Similarly, the number and installation locations of the radar 12 and lidar 13 in the vehicle V can also be changed depending on the vehicle model and shape of the vehicle V.

[0111] Radar 12 is a millimeter-wave radar that continuously changes its illumination direction while transmitting radio waves, detects objects (determines the object's position and velocity) by receiving reflected waves from the target object, and performs 3D spatial imaging. Compared with imaging device 11 and lidar 13, radar 12 can perform detection with high precision even in environmental conditions such as poor visibility at night or in adverse weather.

[0112] Radar 12 acquires the detection result data (detection signal) of the aforementioned object and sends the detection result data to the driving control device 1.

[0113] The vehicle V is equipped with multiple radars 12. For example... Figure 2 As shown, radar 12 includes a first radar 12a to a fourth radar 12d. The first radar 12a is mounted near the right front light of vehicle V. The second radar 12b is mounted near the left front light of vehicle V. The third radar 12c is mounted near the right taillight of vehicle V. The fourth radar 12d is mounted near the left taillight of vehicle V.

[0114] Furthermore, radar 12 is not specifically defined as millimeter-wave radar. Radar 12 could also be, for example, a lidar, an ultrasonic sensor, or other type of radar.

[0115] The lidar 13 is also known as a "Lidar". Lidar 13 is a remote sensor that determines the distance to an object (such as a structure, pedestrian, etc.) by illuminating it with a laser and receiving reflected light from the object. Compared to the imaging device 11 and the radar 12, lidar 13 can determine the distance to surrounding objects in units of several centimeters.

[0116] The lidar 13 acquires distance measurement data by measuring the distance to the aforementioned object and sends the distance measurement data to the driving control device 1.

[0117] The vehicle V is equipped with multiple lidar sensors 13. For example... Figure 2As shown, the lidar 13 includes a first lidar 13a to a fifth lidar 13e. The first lidar 13a is installed near the right front headlight of the vehicle V. The second lidar 13b is installed near the left front headlight of the vehicle V. The third lidar 13c is installed on the rear bumper of the vehicle V. The fourth lidar 13d is installed near the right taillight of the vehicle V. The fifth lidar 13e is installed near the left taillight of the vehicle V.

[0118] The vehicle locator 20 uses a satellite positioning system employing an artificial satellite (SA) and a base station (ST) to determine the current position of the vehicle V. Furthermore, the vehicle locator 20 measures the vehicle V's driving information (acceleration, angular velocity, etc.) to improve the accuracy of the vehicle V's current position determination. Additionally, in situations where a satellite positioning system is unavailable (where external communication is impossible), the vehicle locator 20 determines the vehicle V's current position based on the vehicle V's driving information.

[0119] Specifically, the vehicle locator 20 includes: a GNSS receiver 21 that receives GNSS radio waves (GPS radio waves) from multiple artificial satellites SA; and an inertial measurement unit 22 that measures the driving information (acceleration and angular velocity, etc.) of the vehicle V.

[0120] In addition, the vehicle locator 20 may also be equipped with an encoder (wheel encoder) to measure driving information such as the rotation speed and rotation angle of the wheels of the vehicle V.

[0121] Specifically, GNSS receiver 21 is an RTK-GNSS receiver. GNSS receiver 21 receives GNSS radio waves from multiple (specifically four) artificial satellites (SA) to generate "GNSS information" required for individual positioning. In addition, it receives "GNSS correction information" required for relative positioning from an external reference station (ST).

[0122] In addition, the reference station ST is a fixed reference station set at a known point. The reference station ST receives GNSS radio waves from multiple artificial satellites SA, generates "GNSS correction information" and transmits it to the GNSS receiver 21.

[0123] "GNSS information" refers to the distance information between multiple artificial satellites (SA) and the GNSS receiver (21).

[0124] "GNSS correction information" refers to the distance information obtained by the reference station ST located at a known point receiving GNSS radio waves and communicating with the GNSS receiver 21 through the reference station ST to correct the measurement error of "GNSS information".

[0125] The inertial measurement unit 22, also known as an IMU, is equipped with a 3-axis gyroscope sensor (angular velocity meter) and a 3-axis accelerometer sensor (accelerometer). The inertial measurement unit 22 measures the 3-dimensional angular velocity and acceleration of the vehicle V and sends the driving information (acceleration and angular velocity information) of the vehicle V to the driving control unit 1.

[0126] The inertial measurement unit 22 (IMU) is also known as an internal sensor. The inertial measurement unit 22 (IMU) is equivalent to a "second sensor" for measuring the driving information of the vehicle V.

[0127] The driving control device 1 combines the GNSS information (GNSS correction information) received from the GNSS receiver 21 and the driving information of the vehicle V received from the inertial measurement unit 22 to perform positioning, thereby enabling the determination of the current position of the vehicle V within a smaller error range.

[0128] Furthermore, in the absence of GNSS information (where external communication is not possible), the driving control device 1 uses the driving information of vehicle V to determine the current position of vehicle V. At this time, if the onboard locator 20 also has an encoder, the driving control device 1 can combine the driving information of vehicle V received from the inertial measurement unit 22 and the driving information of vehicle V received from the encoder to determine the current position of vehicle V.

[0129] The vehicle-mounted ECU 30 is, for example, an ADAS (Advanced Driver Assistance Systems) ECU. The vehicle-mounted ECU 30 includes a high-level integrated ECU 31, a low-level steering wheel ECU 32, an accelerator ECU 33, and a brake ECU 34. The integrated ECU 31 is connected to the driving control unit 1 to transmit and receive various data. The steering wheel ECU 32 is connected to the high-level integrated ECU 31 and subdivides and controls the steering, acceleration, and deceleration of the vehicle V. The vehicle-mounted ECU 30, comprising the high-level integrated ECU 31 and the low-level steering wheel ECU 32, forms a layered structure.

[0130] Additionally, the steering wheel ECU32 is also known as the Driving Support Computer. The accelerator ECU33 and brake ECU34 are also known as the power management control unit.

[0131] Furthermore, the number and function of each ECU connected to the integrated ECU 31 are not specifically limited to the three ECUs 32-34 mentioned above; other ECUs may also be present at the same level as these ECUs.

[0132] The steering wheel ECU32, in accordance with the instructions from the integrated ECU31, controls the electric power steering (steering) V1 of the vehicle V, which mainly controls the direction of travel of the vehicle V.

[0133] The electric power steering system V1 has a steering mechanism that steers the front wheels of the vehicle V. For example, in manual driving mode, the front wheels of the vehicle V are steered by the driver's steering operation of the steering wheel V1a.

[0134] The accelerator ECU33, in accordance with the instructions from the integrated ECU31, controls the electric throttle V2 of the vehicle V, which mainly controls the acceleration and deceleration of the vehicle V.

[0135] The electric throttle valve V2 has a drive mechanism that outputs a driving force to rotate the drive wheels of the vehicle V. For example, in manual driving mode, the engine output is adjusted in accordance with the driver's accelerator operation on the accelerator pedal V2a.

[0136] The brake ECU34, in accordance with the instructions from the integrated ECU31, controls the electromagnetic brake device V3 of the vehicle V, mainly controlling the deceleration and stopping of the vehicle V.

[0137] The electromagnetic brake device V3 is installed on each wheel of the vehicle V and has a mechanism that decelerates or stops the vehicle V by applying resistance to the rotation of the wheels. For example, in manual driving mode, the operation of the electromagnetic brake device V3 is adjusted in accordance with the driver's braking operation on the brake pedal V3a.

[0138] The vehicle communication device 40 is a device that communicates with a vehicle information transmission device 50 mounted on the target vehicle FV, a remote operation device 70 located externally, and an external server (not shown) via a network.

[0139] Specifically, the vehicle communication device 40 receives object vehicle information, which includes the location information of the object vehicle FV obtained by the vehicle information sending device 50, as information required for "relative driving", and sends it to the driving control device 1.

[0140] Furthermore, the vehicle communication device 40 sends information required for "remote driving," including external images acquired by the driving control device 1 and current location information, to the remote operation device 70. Additionally, the vehicle communication device 40 receives driving operation information for the vehicle V from the remote operation device 70, which has received user input from the operator, and sends it to the driving control device 1.

[0141] In addition, the vehicle-mounted communication device 40 communicates with and receives information from an external server (not shown). For example, the vehicle-mounted communication device 40 can also receive the latest traffic information, weather information, etc. from the external server.

[0142] like Figure 1 and Figure 3A As shown, the vehicle information transmitting device 50 is mounted on the target vehicle FV and is a computer used to obtain target vehicle information including the current location information of the target vehicle FV and to transmit the target vehicle information to vehicle FV. Figure 3A As shown, the vehicle information sending device 50 has a vehicle locator 51 and a vehicle communication device 52 as its specific hardware structure.

[0143] "Object Vehicle Information" refers to information including the location information (real-time location information) of the object vehicle (FV), information on the planned travel route, and vehicle identification information. "Object Vehicle Information" is stored... Figure 5 The vehicle information sending device 50 shown is stored in its storage unit 500.

[0144] "Vehicle identification information" refers to the vehicle ID of the target vehicle FV. Each vehicle ID is associated with information such as vehicle model name, model number, and chassis number, and stored in the storage unit 500. The vehicle identification information is stored in the storage unit 500. Furthermore, the vehicle identification information is embedded in the identification tag 60 installed on the target vehicle FV.

[0145] The vehicle locator 51, like the vehicle locator 20 described above, includes a GNSS receiver 51a and an inertial measurement unit 51b. The GNSS receiver 51a receives GNSS radio waves (GPS radio waves) from multiple artificial satellites (SA). The inertial measurement unit 51b measures the acceleration and angular velocity of the target vehicle (FV). The vehicle locator 51 may also include an encoder.

[0146] The vehicle communication device 52 is a device that communicates information with the driving control device 1 mounted on the vehicle V via a network.

[0147] Specifically, the vehicle communication device 52 sends the information required for the "relative driving" of vehicle V, namely the object vehicle information, to the driving control device 1 (vehicle communication device 40) at all times or as needed.

[0148] In detail, the vehicle communication device 52 can transmit the location information of the target vehicle FV in the target vehicle information in real time.

[0149] The term "real-time transmission" includes not only the case of transmitting location information at regular intervals that correspond to changes in the location information of the target vehicle (FV), but also the case of transmitting location information under conditions that generate some time delay.

[0150] like Figures 3A-3CAs shown, the identification tag 60 is a 2D barcode embedding (storing) vehicle identification information for identifying the target vehicle FV. Multiple identification tags 60 are installed on the exterior of the target vehicle FV. Additionally, information that determines the predetermined travel path of the target vehicle FV can also be embedded in the identification tag 60.

[0151] The identification mark 60 is identified by the camera device 11 of vehicle V.

[0152] In detail, when the imaging device 11 identifies the identification mark 60 in the image captured by the imaging device 11, it obtains vehicle identification information or information on the predetermined driving path of the target vehicle FV embedded with the identification mark 60 as the identification result. Then, the driving control device 1 can obtain the vehicle identification information of the target vehicle FV from the imaging device 11 through network communication or vehicle network (CAN) in a specified communication method.

[0153] In the above embodiment, it was described that the driving control device 1 can obtain vehicle identification information based on the vehicle information transmitting device 50 and the identification tag 60. However, the driving control device 1 only needs to be able to obtain vehicle identification information based on at least one of them.

[0154] like Figures 3A-3C As shown, the identification mark 60 has a first identification mark 60a to a sixth identification mark 60f. The first identification mark 60a is mounted at the rear of the target vehicle FV, in the center of the vehicle's width direction. The second identification mark 60b is mounted at the rear of the target vehicle FV, at the left end of the vehicle's width direction. The third identification mark 60c is mounted at the rear of the target vehicle FV, at the right end of the vehicle's width direction. The fourth identification mark 60d is mounted at the front of the target vehicle FV, in the center of the vehicle's width direction. The fifth identification mark 60e is mounted at the front of the target vehicle FV, at the left end of the vehicle's width direction. The sixth identification mark 60f is mounted at the front of the target vehicle FV, at the right end of the vehicle's width direction.

[0155] Furthermore, the identification mark 60 includes a seventh identification mark 60g to a twelfth identification mark 60l. The seventh identification mark 60g is installed on the left side of the target vehicle FV at the center in the longitudinal direction. The eighth identification mark 60h is installed on the left side of the target vehicle FV at the front end in the longitudinal direction. The ninth identification mark 60i is installed on the left side of the target vehicle FV at the rear end in the longitudinal direction. The tenth identification mark 60j is installed on the right side of the target vehicle FV at the center in the longitudinal direction. The eleventh identification mark 60k is installed on the right side of the target vehicle FV at the front end in the longitudinal direction. The twelfth identification mark 60l is installed on the right side of the target vehicle FV at the rear end in the longitudinal direction.

[0156] Each of the identification tags 60a-60l contains vehicle identification information of the target vehicle FV. Furthermore, each of the identification tags 60a-60l contains tag location information. This tag location information indicates the position (vehicle position) of each identification tag 60 installed within the target vehicle FV.

[0157] Therefore, by using the camera device 11 of vehicle V to identify any one of the identification marks 60 among the identification marks 60a-60l, the driving control device 1 can obtain the vehicle identification information of the target vehicle FV and detect the target vehicle FV.

[0158] Furthermore, by recognizing, for example, recognition mark 60a and recognition mark 60c among recognition marks 60a-60l, or only recognition mark 60c, the driving control device 1 can detect that the vehicle V is located behind the target vehicle FV based on the aforementioned mark position information, and further detect that the vehicle V is located to the right of the target vehicle FV.

[0159] Specifically, the driving control device 1 can accurately determine the position (relative position) of the target vehicle FV relative to the vehicle V based on the environmental information surrounding the vehicle V, the position information of the vehicle V, the driving information of the vehicle V, the position information of the target vehicle FV, and the mark position information obtained by identifying the mark 60.

[0160] like Figure 1 and Figure 4 As shown, the remote control device 70 is a computer operated by an operator for "remote driving" of the vehicle V. The remote control device 70 has multiple monitors 71, a navigation monitor 72, a steering wheel 73, an accelerator pedal 74, a brake pedal 75, and multiple operation switches 76 as its specific hardware structure.

[0161] In addition, the remote operating device 70 may also include structural components such as a speaker, microphone, and gear shift lever.

[0162] Monitor 71 and navigation monitor 72 are display units that output visual information for "remote driving". Monitor 71 displays a composite image (composite image) obtained by combining the external images of the vehicle V captured by multiple shooting devices 11a-11i based on prescribed layout information.

[0163] The prescribed layout information includes, for example, a display method that avoids blind spots for the operator and ensures easy operation. Multiple layout information entries containing the prescribed layout information can be associated through a layout ID (layout identification information) and stored in the storage unit 100 of the driving control device 1. When the layout ID is stored in the storage unit 100, if the prescribed layout information is changed using an operation switch 76 or the like, the changed layout ID is sent from the remote operation device 70 to the driving control device 1.

[0164] Then, the driving control device 1 generates a composite image based on the layout information corresponding to the changed layout ID, and sends the composite image to the remote operation device 70. Through this transmission, the image currently displayed on the monitor 71 is changed to the composite image.

[0165] The steering wheel 73 is operated by the operator and is an operating part used to adjust the steering angle (steering amount) of the vehicle V.

[0166] The accelerator pedal 74 and the brake pedal 75 are operating parts operated by the operator. The accelerator pedal 74 and the brake pedal 75 are used to adjust the drive of the electric throttle valve V2 of the vehicle V and the operation of the electromagnetic brake device V3.

[0167] Multiple operation switches 76 are used, for example, for user input of setting information, which is for "remote driving" settings. For example, by appropriately operating the operation switches 76, the operator can switch the external image (composite image) of the vehicle V to a specified layout display. Furthermore, by appropriately operating the operation switches 76, the operator can switch between autonomous driving mode, relative driving mode, and remote driving mode.

[0168] <Functions of the driving control system>

[0169] like Figure 5 As shown, in terms of function, the driving control device 1 includes a storage unit 100 for storing various programs and data. Furthermore, the driving control device 1 mainly comprises an environmental information acquisition unit 101, a driving information acquisition unit 102 (movement information acquisition unit), a self-position estimation unit 103, a driving control unit 104, a reference point determination unit 105, a reference point recording unit 106, a map creation unit 107, an identification unit 108, an estimation mode switching unit 109, a detection unit 110, a position error measurement unit 111, a correction path setting unit 112, and a driving direction identification unit 113 as its main structural elements, to perform "processing for estimating the current position of the vehicle".

[0170] In addition, the driving control device 1 mainly includes a driving control unit 104, a vehicle detection unit 114, a communication unit 115, a driving mode change unit 116, a driving speed acquisition unit 117, and an image processing unit 118 to perform "driving control processing for autonomous driving, relative driving, and remote driving".

[0171] The aforementioned structural elements of the driving control device 1 consist of a CPU (processor), ROM, RAM, HDD, communication interface, and various programs.

[0172] In addition, the storage unit 100 stores vehicle identification information of vehicle V, information on the predetermined travel path of vehicle V, etc. Figure 6 The "map information" shown Figure 8 The data shown is related to the direction of travel when estimating its own position, and Figure 11 The data shown includes "workshop distance data".

[0173] In terms of functionality, the vehicle information transmitting device 50 mainly includes a storage unit 500 for storing various programs and data, a location information acquisition unit 501 for acquiring the "current location information" of the target vehicle FV, and a communication unit 502 for transmitting and receiving various data with the driving control device 1.

[0174] The storage unit 500 stores "object vehicle information" which includes the current location information of the object vehicle FV, the information of the planned driving route, and the vehicle identification information.

[0175] The location information acquisition unit 501 uses the vehicle locator 51 to acquire the "current location information" of the target vehicle FV in real time. Then, by continuously storing the acquired "current location information" in the storage unit 500, the driving trajectory (past driving route) of the target vehicle FV equipped with the vehicle information transmission device 50 can be recorded. Thus, the driving trajectory of the target vehicle FV is stored in the storage unit 500.

[0176] The communications unit 502 utilizes the vehicle-mounted communication device 52 (see reference). Figure 3A The communication unit 502 sends "target vehicle information" to the driving control unit 1 (vehicle communication unit 40). In addition, the communication unit 502 sends the "current location information" of the target vehicle FV in the target vehicle information in real time.

[0177] Functionally, the remote operation device 70 mainly includes a storage unit 700, a communication unit 701, a screen display unit 702, an operation data creation unit 703, and a user notification unit 704. The storage unit 700 stores various programs and data. The communication unit 701 transmits and receives various data with the driving control device 1. The screen display unit 702 displays external images and vehicle information of the vehicle V on the monitor 71. Furthermore, the screen display unit 702 displays information based on the current location of the vehicle V (e.g., vehicle navigation) on the navigation monitor 72. The operation data creation unit 703 accepts user input and creates operation data. The user notification unit 704 is configured to notify the operator.

[0178] The functions of the driving control device 1 will be explained in detail below.

[0179] <<1. Estimation of one's own position>>

[0180] The driving control device 1 estimates the current position of vehicle V while controlling the driving of vehicle V. The estimation process for its own position is as follows.

[0181] The environmental information acquisition unit 101 acquires "environmental information (strictly speaking, detection information of the external environment)" around the vehicle V through the on-board sensor 10 (first sensor) mounted on the vehicle V.

[0182] In detail, the environmental information acquisition unit 101 acquires external image data of the vehicle V’s surroundings from the imaging device 11 as “environmental information”, acquires detection result data of objects around the vehicle V from the radar 12, and acquires distance measurement data of the distance between the vehicle V and the object from the lidar 13.

[0183] In addition, "environmental information" specifically refers to the detection information of moving objects (other vehicles, pedestrians, etc.), various structures, road shape, etc. around vehicle V. It is also known as driving environment information, including traffic environment information, road environment information, etc.

[0184] The driving information acquisition unit 102 (mobility information acquisition unit) acquires the "driving information" of the vehicle V through the inertial measurement device 22 (second sensor) mounted on the vehicle V.

[0185] "Driving information" specifically refers to the behavioral information (behavior-based information) of vehicle V, including information on the acceleration and angular velocity of vehicle V. "Driving information" may also include information such as the rotational speed and angle of the wheels of vehicle V, as well as information related to the driving actions, acceleration actions, deceleration actions, stopping actions, left turns, right turns, and reverse actions performed by vehicle V at a certain speed.

[0186] Additionally, "driving information" can also be referred to as odometer information.

[0187] The self-position estimation unit 103 estimates the current position of the vehicle V based on information obtained from the on-board sensors 10 and on-board locators 20 (GNSS receiver 21, inertial measurement unit 22) mounted on the vehicle V.

[0188] Specifically, the self-position estimation unit 103 includes a first position estimation unit 103a, a second position estimation unit 103b, a third position estimation unit 103c, and a receiving determination unit 103d.

[0189] The first position estimation unit 103a obtains the "GNSS information" required for individual positioning through the GNSS receiver 21, and calculates the "absolute position" of the vehicle V through individual positioning.

[0190] The "absolute position" of vehicle V refers to the 3D position of vehicle V obtained by receiving GNSS radio waves from multiple artificial satellites SA, measuring the distances between the artificial satellites SA located at known points and vehicle V, and solving the 3D equations for the unknown points based on the measured distances (equivalent to GNSS information).

[0191] The first position estimation unit 103a estimates the current position of vehicle V based on the "absolute position" of vehicle V.

[0192] The second position estimation unit 103b uses the "environmental information" around the vehicle V obtained by the environmental information acquisition unit 101 to estimate the current position of the vehicle V.

[0193] The third position estimation unit 103c uses the "driving information" of the vehicle V obtained by the driving information acquisition unit 102 to estimate the current position of the vehicle V.

[0194] The position accuracy of vehicle V estimated by the first position estimation unit 103a is higher than that estimated by the second position estimation unit 103b and the third position estimation unit 103c. Furthermore, the position accuracy of vehicle V estimated by the second position estimation unit 103b is higher than that estimated by the third position estimation unit 103c.

[0195] The receiving determination unit 103d determines whether "GNSS information" can be obtained in real time. If the receiving determination unit 103d determines that "GNSS information" can be obtained, the first position estimation unit 103a estimates the current position of the vehicle V (first estimation) based on the "GNSS information".

[0196] Specifically, the receiving determination unit 103d considers a situation where there are obstacles or other obstacles around the vehicle V that prevent it from receiving radio waves from the artificial satellite SA, and determines whether it is possible to receive radio waves from the artificial satellite SA.

[0197] If it is determined that "GNSS information" cannot be obtained, the receiving determination unit 103d further determines whether "environmental information" can be obtained. If the receiving determination unit 103d determines that "environmental information" can be obtained, the second position estimation unit 103b estimates the current position of the vehicle V (second estimation) based on the "environmental information".

[0198] If it is determined that "environmental information" cannot be obtained, the receiving determination unit 103d further determines whether "driving information" can be obtained. If the receiving determination unit 103d determines that "driving information" can be obtained, the third position estimation unit 103c estimates the current position of vehicle V (third estimation) based on the "driving information".

[0199] If the receiving determination unit 103d determines that "environmental information" cannot be obtained within a certain period of time, the self-position estimation unit 103 ends the self-position estimation process.

[0200] In addition, the first position estimation unit 103a acquires "GNSS information" and uses the "absolute position" calculated by individual positioning to estimate the current position of the vehicle V, but it can also use the "relative position" calculated by relative positioning to estimate the current position of the vehicle V.

[0201] The "relative position" of vehicle V refers to the 3D position of vehicle V obtained by receiving GNSS radio waves at the reference station ST located at a known point, obtaining the distance with smaller measurement error (the distance between each artificial satellite SA and vehicle V) from the reference station ST, and calculating the distance based on each measured distance (equivalent to GNSS correction information).

[0202] There are two methods for calculating "relative position": RTK positioning (interferometric positioning) and DGPS positioning (relative positioning). "Relative position" can also be calculated using any method.

[0203] The first position estimation unit 103a obtains the aforementioned "GNSS correction information" required for relative positioning from the base station ST, and estimates the current position of the vehicle V using the "relative position" calculated through relative positioning.

[0204] The positional accuracy of "relative position" is higher than that of "absolute position". The positional accuracy of "relative position" is approximately ±40cm.

[0205] Alternatively, the first position estimation unit 103a may further obtain the "driving information" of the vehicle V through the inertial measurement device 22, calculate the "corrected absolute position (corrected relative position)" obtained by correcting the absolute position (relative position) of the vehicle V based on the "GNSS information (GNSS correction information)" and the "driving information", and use the "corrected absolute position (corrected relative position)" to estimate the current position of the vehicle V.

[0206] The “corrected absolute position” of vehicle V refers to the 3D position of vehicle V obtained by combining GNSS information and vehicle V’s driving information (also known as IMU information) and performing positioning.

[0207] The “corrected relative position” of vehicle V refers to the 3D position of vehicle V obtained by combining GNSS correction information and vehicle V’s driving information and performing positioning.

[0208] The positional accuracy of "correcting absolute position" is higher than that of "absolute position". Furthermore, the positional accuracy of "correcting relative position" is higher than that of "correcting absolute position". The positional accuracy of "correcting relative position" is approximately ±5cm.

[0209] The first position estimation unit 103a can use any one of the above-mentioned "absolute position", "relative position", "corrected absolute position" and "corrected relative position" to estimate the current position of the vehicle V, but it is preferable to use the "corrected relative position" with the highest position accuracy to estimate the current position of the vehicle V.

[0210] The driving control device 1 stores the position information obtained by its own position estimation unit 103 in the storage unit 100, and is able to record the driving trajectory (past driving route) of the vehicle V. The storage unit 100 is in a state where the driving trajectory of the vehicle V is stored. The driving trajectory of the vehicle V is used to determine whether the vehicle V is on the predetermined driving path, and is used to set a new predetermined driving path to guide the vehicle V onto the predetermined driving path as needed.

[0211] <<2. Position estimation and driving control using map information>>

[0212] When the driving control device 1 performs the aforementioned estimation of its own position, it uses the aforementioned... Figure 6 The "map information" shown allows for more accurate estimation of the vehicle V's current position while simultaneously controlling the vehicle V's movement.

[0213] In detail, the driving control device 1 uses "map information" containing information about "reference points (first reference point, second reference point)" to identify the "space (first space, second space, third space)" it has reached based on the arrival at the reference point, and performs its own position estimation corresponding to that space. While estimating the current position of the vehicle V, it performs driving control of the vehicle V. The specifics are as follows.

[0214] (Creation and updating of map information)

[0215] like Figure 6 As shown, the "map information" stored in the storage unit 100 includes: map information, spatial information including information about a first space, a second space, and a third space, and reference point information including information about a first reference point and a second reference point. The "map information" stored in the storage unit 100 is pre-created by the driving control system S.

[0216] The "map information" is updated by the benchmark point determination unit 105, the benchmark point recording unit 106, and the map creation unit 107. In addition, the "map information" can also be newly created based on the map information by the benchmark point determination unit 105, the benchmark point recording unit 106, and the map creation unit 107.

[0217] The reference point determination unit 105 changes the state of the vehicle V's current position estimated by the self-position estimation unit 103 based on "GNSS information" (first estimation state) to the state of the vehicle V's current position estimated by the self-position estimation unit 103 based on "environmental information" (second estimation state) and determines the position as "first reference point (entry reference point)".

[0218] The reference point determination unit 105 also determines the position of the vehicle V as the "first reference point" when the state changes from the first estimation state to the state where the self-position estimation unit 103 estimates the current position of the vehicle V based on "driving information" (third estimation state).

[0219] Furthermore, the reference point determination unit 105 determines the position from which the second or third estimation state is changed to the first estimation state as the "second reference point (exit reference point)".

[0220] In detail, when the current position estimation state based on "GNSS information" (first estimation state) changes to the current position estimation state based on "environmental information" (second estimation state), the reference point determination unit 105 determines the current position based on the "GNSS information" obtained at the time of the change as the "first reference point".

[0221] In other words, the "GNSS information" obtained at the time of the change refers to the "GNSS information" obtained just before the change is about to happen.

[0222] The same applies when changing from the first estimated state to the third estimated state.

[0223] Furthermore, when changing from the second estimation state to the first estimation state, the reference point determination unit 105 determines the current position as the "second reference point" based on the "GNSS information" obtained at the timing of the change.

[0224] In other words, the "GNSS information" obtained at the time of the change refers to the "GNSS information" obtained immediately after the change.

[0225] In this way, when estimating the current position of vehicle V, the position of a reference point can be determined with greater accuracy by using "GNSS information" obtained before or immediately after the change.

[0226] Furthermore, when the estimated state of the current position based on the "driving information" of vehicle V (third estimated state) changes to the estimated state of the current position based on the "GNSS information" (first estimated state), the reference point determination unit 105 determines the current position based on the "driving information" obtained at the time of the change as the "second reference point".

[0227] The reason for determining the current location as the second reference point is as follows. When changing from the third estimation state to the first estimation state, a positional error, described later, will occur at the change location (see [reference]). Figure 7 Therefore, compared to information about the current location based on "GNSS information" obtained after the change, a more accurate reference point can be determined by using information about the current location based on "driving information" obtained before the upcoming change.

[0228] The reference point recording unit 106 records information about the first and second reference points determined by the reference point determination unit 105, and stores the recorded information (historical information) of the reference points in the storage unit 100.

[0229] The map creation unit 107 updates the "map information" based on the historical information of the reference points recorded by the reference point recording unit 106. Specifically, the map creation unit 107 updates the information of the first and second reference points in the map information contained in the "map information".

[0230] The driving control device 1 appropriately sends the map information updated by the map creation unit 107, i.e. the information of the reference points, to the management server (cloud server) not shown.

[0231] In this way, by sending map information, the driving control system S can centralize the recorded information of reference points, which are recorded and updated by various vehicles V (driving control device 1), in a management server, and update the existing map information at any time. Vehicle V (driving control device 1) can obtain and utilize the updated map information.

[0232] (Using map information for self-position estimation)

[0233] When the vehicle V is traveling along a predetermined driving path or within a certain period of time after it stops, the identification unit 108 uses map information to identify that the vehicle V has reached the reference point (first reference point, second reference point) recorded by the reference point recording unit 106.

[0234] If the identification unit 108 makes the above identification, the estimation mode switching unit 109 switches the estimation mode at the reference point.

[0235] Specifically, in Figure 6 In the map information shown, when vehicle V is driving in the "first space", the identification unit 108 identifies that vehicle V has reached the first reference point (the boundary point between the first space and the second space).

[0236] If the identification unit 108 identifies that the vehicle V has reached the first reference point, the estimation mode switching unit 109 switches from the first estimation mode to the second estimation mode. The first estimation mode, also referred to as the first estimation state, is the mode in which the self-position estimation unit 103 estimates the current position of the vehicle V based on "GNSS information." The second estimation mode, also referred to as the second estimation state, is the mode in which the self-position estimation unit 103 estimates the current position of the vehicle V based on "environmental information." The self-position estimation unit 103 estimates the current position of the vehicle V using the second estimation mode set by the estimation mode switching unit 109.

[0237] Then, the driving control unit 104 estimates the current position of the vehicle V using the second estimation mode, and controls the driving of the vehicle V in the "second space".

[0238] In addition, Figure 6 In the map information shown, when vehicle V is traveling in the "second space", the identification unit 108 identifies that vehicle V has reached the second reference point.

[0239] If the identification unit 108 identifies that the vehicle V has reached the second reference point, the estimation mode switching unit 109 switches from the "second estimation mode" to the "first estimation mode". In the first estimation mode, the self-position estimation unit 103 estimates the current position of the vehicle V.

[0240] Then, the driving control unit 104 estimates the current position of the vehicle V through the first estimation mode and controls the driving of the vehicle V in the "first space".

[0241] In addition, Figure 6 In the map information shown, when vehicle V is driving in the "first space", the identification unit 108 identifies that vehicle V has reached the first reference point (the boundary point between the first space and the third space).

[0242] If the identification unit 108 identifies that the vehicle V has reached the first reference point, the estimation mode switching unit 109 switches from the "first estimation mode" to the "third estimation mode". The third estimation mode, also known as the third estimation state, is the mode in which the self-position estimation unit 103 estimates the current position of the vehicle V based on "driving information". The self-position estimation unit 103 estimates the current position of the vehicle V using the third estimation mode.

[0243] Then, the driving control unit 104 estimates the current position of the vehicle V through the third estimation mode and controls the driving of the vehicle V in the "third space".

[0244] The same applies to the switch from the "third estimation mode" to the "first estimation mode".

[0245] In this way, by identifying reference points (first reference point, second reference point) by vehicle V (driving control device 1), driving control device 1 can switch the estimation method of vehicle V's own position at a better timing based on the arrival of the reference point (the switching process can be performed immediately). That is, when the switching timing of the own position estimation is reached, driving control device 1 can smoothly control the driving of vehicle V.

[0246] (Preparation for mode switching)

[0247] The driving control device 1 can also prepare for switching its own position estimation (starting the switching process) when the vehicle V approaches the reference point (first reference point, second reference point) based on the reference point information (first reference point, second reference point) contained in the "map information". The preparation for switching its own position estimation is described in detail below.

[0248] When vehicle V is traveling on a predetermined driving path based on "map information", the detection unit 110 detects that vehicle V has reached a certain distance from the reference point contained in the "map information".

[0249] If the detection unit 110 completes the detection of vehicle V, the estimation mode switching unit 109 prepares to switch the estimation mode at the reference point.

[0250] Specifically, when vehicle V is driving in the "first space", the detection unit 110 detects that vehicle V has reached a certain distance from the first reference point (the boundary point between the first space and the second space) contained in the "map information".

[0251] If the vehicle V is detected to have reached a certain distance from the first reference point, the estimation mode switching unit 109 prepares to switch from the first estimation mode to the second estimation mode at the first reference point. That is, it prepares for a state in which it can estimate its own position based on environmental information (it performs startup preparation and startup start for self-position estimation based on the on-board sensor 10).

[0252] By performing this preparation, the driving control device 1 can estimate the current position of the vehicle V with higher accuracy by switching its own position estimation method at better timing.

[0253] (Setting the driving correction path)

[0254] Reference Figure 7 The process of changing from the "third estimation mode (third estimation state)" which uses "driving information" to estimate its own position to the "first estimation mode (first estimation state)" which uses "GNSS information" to estimate its own position is explained in more detail.

[0255] As described above, the so-called "third estimation mode" includes situations where vehicle V is located inside a tunnel, under an overpass, or just after moving from the "second space" to the "first space". At this time, vehicle V obtains "driving information" through the inertial measurement device 22.

[0256] Here, as Figure 7 As shown, position errors can sometimes occur between the current position estimated by the "third estimation mode" based on driving information and the current position estimated by the "first estimation mode" based on GNSS information. For example, in the third space, the accuracy of the information on the current position of vehicle V will be lower, and a position error will occur if vehicle V deviates slightly from the predetermined driving path.

[0257] In this scenario, at the second reference point (exit reference point), the current position information based on the "third estimation mode" (position information before the switch) becomes the position along the predetermined driving path (a different position from the actual position). On the other hand, the current position information based on the "first estimation mode" (position information immediately after the switch) becomes the position deviating from the predetermined driving path (the actual position).

[0258] In the event of a positional error as described above, the driving control device 1 calculates the positional error and sets a driving correction path to guide the vehicle to the predetermined driving path. Then, the driving control device 1 controls the vehicle V to travel along the driving correction path, and when the vehicle V returns to the predetermined driving path, it controls the vehicle V to travel along the predetermined driving path to guide the vehicle V to the destination position.

[0259] The specific steps are as follows.

[0260] like Figure 7 As shown, if vehicle V travels in the "third space" through the "third estimation mode" and reaches the second reference point (the boundary point between the third space and the first space), then the identification unit 108 identifies that vehicle V has reached the second reference point.

[0261] If the identification unit 108 performs the above identification, the estimation mode switching unit 109 switches from the "third estimation mode" to the "first estimation mode" at the second reference point.

[0262] Then, the position error measuring unit 111 measures the position error between the current position of the vehicle V at the second reference point estimated by the "third estimation mode" (which is different from the actual position) and the current position of the vehicle V estimated by the "first estimation mode" (the actual position).

[0263] The correction path setting unit 112 sets a driving correction path for guiding to a predetermined driving path based on the position error measured at the second reference point.

[0264] Then, the driving control unit 104 controls the driving of the vehicle V along the driving correction path, and controls the driving of the vehicle V along the driving predetermined path when the vehicle V returns to the driving predetermined path, so as to guide the vehicle V to the destination position.

[0265] As described above, even if a positional error occurs at the reference point when estimating the vehicle V's own position, a new driving correction path based on the positional error can be set to smoothly guide the vehicle V to the predetermined driving path, enabling the vehicle V to drive to the destination position.

[0266] In addition to the above, other situations that can cause positional errors include... Figure 7 In addition to the scenario shown, we also envision a scenario where the "third estimation model (third estimation state)" is changed to the "second estimation model (second estimation state)".

[0267] <<3. Recognition of Direction of Travel>>

[0268] The driving control unit 104 controls the driving of the vehicle V based on the "position information (current position)" of the vehicle V estimated by its own position estimation unit 103 and the "driving direction" of the vehicle V identified by the driving direction identification unit 113.

[0269] The term "direction of travel" refers to the direction in which the vehicle V moves after the estimation state (estimation mode) is changed by its own position estimation unit 103 (estimation mode switching unit 109). It is also called the travel vector (movement vector) of the vehicle V.

[0270] By recognizing the "direction of travel", the driving control device 1 can grasp the behavior of the vehicle V after the change (switch) when its own position estimation method is changed (switch), and can control the driving of the vehicle V more smoothly.

[0271] The specific steps are as follows.

[0272] (Identification of direction of travel)

[0273] The self-position estimation unit 103 estimates the current position of vehicle V through "first estimation state", "second estimation state" and "third estimation state".

[0274] Furthermore, if the estimation state of the vehicle V changes within a certain period of time while the vehicle V is moving or after it has stopped, the direction of travel identification unit 113 identifies the "direction of travel" of the vehicle V based on the manner of the change. In other words, the direction of travel identification unit 113 identifies the "direction of travel" of the vehicle V based on the manner of change of the information (GNSS information, environmental information, driving information) used for estimating its own position.

[0275] When the vehicle changes from the first estimation state to the second estimation state through its own position estimation unit 103, the travel direction recognition unit 113 recognizes the travel direction of the vehicle V as the "first travel direction".

[0276] The so-called "first direction of travel" refers to the direction in which vehicle V travels from the "first space" to the "second space," in other words, it refers to the direction in which vehicle V travels from the "outdoor space" to the "indoor space."

[0277] Furthermore, when the vehicle changes from the second estimation state to the first estimation state through its own position estimation unit 103, the travel direction recognition unit 113 recognizes the travel direction of the vehicle V as the "second travel direction".

[0278] The so-called "second direction of travel" refers to the direction in which vehicle V travels from the "second space" to the "first space," in other words, it refers to the direction in which vehicle V travels from the "indoor space" to the "outdoor space."

[0279] Specifically, such as Figure 8 As shown in the data related to the direction of travel when estimating its own position.

[0280] like Figure 8 As shown, when the information used for estimating its own position changes from "GNSS information" to "environmental information" (when changing from the first estimation state to the second estimation state), the travel direction identification unit 113 identifies the travel direction of the vehicle V as the "first travel direction".

[0281] Similarly, when the information used for estimating its own position changes from "GNSS information" through "driving information" to "environmental information" (when changing from the first estimation state through the third estimation state to the second estimation state), the direction of travel identification unit 113 identifies the direction of travel of vehicle V as the "first direction of travel".

[0282] When the information used for estimating its own position changes from "GNSS information" through "driving information" back to "GNSS information" (when changing from the first estimation state through the third estimation state back to the first estimation state), the travel direction identification unit 113 identifies the travel direction of the vehicle V as the "third travel direction".

[0283] The term "third direction of travel" refers to the direction in which vehicle V travels from "first space" through "third space" back to "first space". In other words, the third direction of travel refers to the direction in which vehicle V travels from "outdoor space" through "indoor space" and then back to "outdoor space".

[0284] The situation of traveling in the third direction refers to the situation where vehicle V temporarily becomes unable to obtain GNSS information (unable to communicate externally), such as when vehicle V is temporarily traveling in a tunnel or under an overpass.

[0285] When the information used for estimating its own position changes from "environmental information" to "GNSS" (when changing from the second estimation state to the first estimation state), the travel direction identification unit 113 identifies the travel direction of the vehicle V as the "second travel direction".

[0286] Furthermore, when the information used for estimating its own position temporarily changes from "environmental information" to "driving information" and then to "GNSS information" (when changing from the second estimation state to the third estimation state and then to the first estimation state), the direction of travel identification unit 113 also identifies the direction of travel of vehicle V as the "second direction of travel".

[0287] Furthermore, when the information used to estimate its own position temporarily changes from "environmental information" through "driving information" back to "environmental information" (when changing from the second estimation state to the third estimation state and back to the second estimation state), the direction of travel of vehicle V is not set. This is because, when the "second space" and "third space" are considered "indoor spaces" and the "first space" is considered "outdoor spaces," there is no accompanying movement between the "indoor spaces" and "outdoor spaces." In other words, the absence of accompanying movement between the "indoor spaces" and "outdoor spaces" means that there is no change in the direction of travel of vehicle V.

[0288] (Timing for identifying the direction of travel)

[0289] The timing for recognizing the direction of travel of vehicle V by the direction of travel recognition unit 113 is as follows.

[0290] When the vehicle V changes from a "first estimation state" to a "second estimation state" while the vehicle V is moving, the direction of travel recognition unit 113 identifies the "first direction of travel" at the time when the self-position estimation unit 103 starts estimating the current position of the vehicle V based on "environmental information".

[0291] Furthermore, when the direction of travel identification unit 113 changes from the "second estimation state" to the "first estimation state" while the vehicle V is traveling, it identifies the "second direction of travel" at the timing when its own position estimation unit 103 starts estimating the current position of the vehicle V based on "GNSS information".

[0292] Specifically, such as Figure 8 As shown in the data related to the direction of travel when estimating its own position.

[0293] like Figure 8 As shown, when the information used for estimating its own position changes from "GNSS information" to "environmental information" (when changing from the first estimation state to the second estimation state), the travel direction identification unit 113 identifies the travel direction (first travel direction) of the vehicle V based on the timing when the self-position estimation unit 103 starts estimating the current position of the vehicle V based on the "environmental information".

[0294] Furthermore, when the information used for estimating its own position changes from "environmental information" to "GNSS information" (when changing from the second estimation state to the first estimation state), the travel direction identification unit 113 identifies the travel direction (second travel direction) of the vehicle V based on the timing when the self-position estimation unit 103 starts estimating the current position of the vehicle V based on the "GNSS information".

[0295] Furthermore, when the information used for estimating its own position changes from "GNSS information" through "driving information" back to "GNSS information" (when it changes from the first estimation state through the third estimation state back to the first estimation state), the travel direction identification unit 113 identifies the travel direction (third travel direction) of the vehicle V based on the timing when the self-position estimation unit 103 starts estimating the current position of the vehicle V based on "GNSS information".

[0296] In this way, when the method for estimating its own position is changed, the direction of travel identification unit 113 identifies the direction of travel of vehicle V at the timing when it begins to acquire the information (GNSS information or environmental information) that has just been changed.

[0297] By identifying the direction of travel in this way, when the information used for estimating its own position changes, the driving control unit 104 can use the "information obtained after the change (e.g., environmental information)" and the "direction of travel of the vehicle V (e.g., the first direction of travel)" identified at the time when the information is first acquired to control the driving of the vehicle V. That is, the driving control device 1 can control the driving of the vehicle V while monitoring its behavior.

[0298] (Estimated state transition location)

[0299] When the reference point determination unit 105 changes from the "first estimation state based on GNSS information" to the "second estimation state based on environmental information" through the self-position estimation unit 103 and identifies the "first direction of travel" through the direction of travel identification unit 113, it determines the position of the vehicle V that the self-position estimation unit 103 starts estimating based on the "environmental information" as the "reference point (first reference point)".

[0300] Furthermore, when the reference point determination unit 105 changes from the "second estimation state based on environmental information" to the "first estimation state based on GNSS information" and the "second direction of travel" is identified, it determines the position of the vehicle V's own position estimated by the self-position estimation unit 103 based on GNSS information as the "reference point (second reference point)".

[0301] Specifically, such as Figure 8 As shown in the data related to the direction of travel when estimating its own position.

[0302] In this way, when the information used to estimate its own position changes, the position of the reference point can be determined with higher accuracy by determining the position of the reference point based on "the information obtained after the change" and "the direction of travel of vehicle V".

[0303] On the other hand, such as Figure 8 As shown, when the reference point determination unit 105 changes from a "first estimation state based on GNSS information" through a "third estimation state based on driving information" to a "second estimation state based on environmental information," and the "first driving direction" is identified by the driving direction identification unit 113, the position where the self-position estimation unit 103 starts estimating the vehicle V's own position based on the "driving information" is determined as the "reference point (first reference point)." Figure 8 Project 2).

[0304] Furthermore, when the reference point determination unit 105 changes from a "first estimation state based on GNSS information" through a "third estimation state based on driving information" back to a "first estimation state based on GNSS information" and is identified as having a "third direction of travel," it determines the position where the self-position estimation unit 103 begins estimating the vehicle V's own position based on the "driving information" as a "reference point (second reference point)." Figure 8 Project 3).

[0305] As mentioned above (in) Figure 7 As explained in the text, position errors occur between the current position estimated by the "third estimation state" based on driving information and the current position estimated by the "first estimation state (second estimation state)" based on GNSS information (environmental information). Therefore, compared to the current position information based on "GNSS information (environmental information)" obtained after the change, a more accurate reference point is determined by using the current position information based on "driving information" obtained before the change. Thus, the reference point determination unit 105 determines the position where it begins acquiring information based on the current position of "driving information" as the reference point.

[0306] After the reference point is determined by the reference point determination unit 105 and recorded by the reference point recording unit 106, the self-position estimation unit 103 (estimation mode switching unit 109) changes the estimation mode at the reference point, and the travel direction recognition unit 113 recognizes the travel direction of the vehicle V.

[0307] Then, the driving control unit 104 performs driving control of the vehicle V based on the current position of the vehicle V estimated by the self-position estimation unit 103 and the driving direction of the vehicle V identified by the driving direction recognition unit 113.

[0308] By using a reference point to switch its own position estimation method and identifying the vehicle V's direction of travel, the behavior of the vehicle V when passing the reference point can be grasped with greater accuracy. As a result, the driving of the vehicle V can be controlled more smoothly.

[0309] (Advantages of identifying reference points and direction of travel)

[0310] In the driving control device 1, there are cases where the vehicle V has "information in the second space" as map information in advance ("case 1"), and cases where the vehicle V does not have "information in the second space" as map information ("case 2").

[0311] The "Scenario 1" mentioned above refers to either vehicle V having previously visited the location or obtaining information about the location from other vehicles. The "Scenario 2" mentioned above refers to a situation different from "Scenario 1".

[0312] As described in "Scenario 1", when vehicle V has "information in the second space" as map information, this map information is stored in each vehicle V by associating the information of the first space, the second space, and the third space with the information of the reference point, and is managed by the management server (cloud server).

[0313] Therefore, while vehicle V is traveling, even if similar locations exist in space, vehicle V can determine the corresponding map information (spatial information) by identifying reference points. Similar locations include, for example, locations with similar structures such as the position and shape of pillars, the position and shape of windows, or locations with buildings constructed by the same construction company.

[0314] In addition, such as Figure 9 As shown, in addition to associating spatial information with reference point information, the map information also includes directional information (north, south, east, west) as part of the map information. By determining the reference point information (entry reference point, exit reference point) and directional information, vehicle V can identify its direction of travel.

[0315] In the case of "Scenario 1" above, such as Figure 9 As shown, when vehicle V moves from the first space to the second space, it unfolds "map information" (set to be usable) and sets the illumination range of lidar 13 (radar 12) within a pre-specified range. That is, the illumination range of lidar 13 is not set to the full range (it does not require tilting vehicle V to illuminate the full range).

[0316] Vehicle V can identify objects (structures, moving objects, etc.) within the pre-set illumination range of LiDAR 13 using "map information" while using "driving information" to control the direction of travel, distance traveled, etc. of vehicle V.

[0317] By limiting the search area in this way, the search processing time can be shortened, and the processing speed of self-position estimation can be improved. Furthermore, within the second space, the accuracy of self-position estimation can be improved.

[0318] This is an advantage of vehicle V being able to identify reference points and direction of travel.

[0319] Furthermore, as an example of "Scenario 1" above, such as Figure 9 As shown, imagine a vehicle V moving from the first space (south side) to the second space (north side), then making a 90-degree turn in the second space and moving eastward, and then moving from the second space (west side) to the first space (east side).

[0320] In this scenario, even if the vehicle V cannot estimate its own position based on "environmental information" when moving from the first space to the second space, the vehicle V can still use "map information" to determine spatial information, reference point information, and orientation information to identify the direction of travel, thereby knowing which position to go straight to and at what position to make a turn.

[0321] On the other hand, as in the aforementioned "Scenario 2", if vehicle V does not possess "information within the second space" as map information, then of course, vehicle V cannot grasp the information of the second space.

[0322] Therefore, when vehicle V moves from the first space to the second space, the illumination range of lidar 13 needs to be set to full range. That is, a full-range search of the second space is required.

[0323] The reason this full search is necessary is that similar locations sometimes exist in other locations within the space. In such cases, if vehicle V does not perform a full search, it will be unable to travel accurately within the second space. It is assumed that without a full search, vehicle V would simply wander around in the same spot.

[0324] If vehicle V performs a full search of the second space as described in "Scenario 2" above, the search processing will take time. Furthermore, there is a concern that the estimation process might misjudge its own position within the second space.

[0325] <<4. Autonomous Driving Control>>

[0326] The driving control unit 104 controls the integrated ECU 31 to perform "autonomous driving control" of the vehicle V based on the "environmental information" obtained by the environmental information acquisition unit 101 and the "vehicle V position information (current position)" obtained by the self-position estimation unit 103. (Refer to...) Figure 10A ).

[0327] In addition, when the driving control unit 104 performs "autonomous driving control" of vehicle V, it can also obtain "vehicle information" of vehicle V from the on-board ECU 30 and further combine the "vehicle information" to control the integrated ECU 31.

[0328] If vehicle V begins to travel along the predetermined path of vehicle V, the driving control unit 104 performs "autonomous driving control" and begins autonomous driving of vehicle V.

[0329] In detail, once vehicle V begins to move, it enters a state where it is set to "autonomous driving mode". The driving control unit 104 performs autonomous driving control while in the "autonomous driving mode" state.

[0330] Subsequently, the vehicle V drives towards its destination along a predetermined route while the driving mode is changed between "autonomous driving mode" and "relative driving mode" by the driving mode change unit 116.

[0331] Furthermore, if the vehicle V detects a target vehicle FV at a predetermined time when it begins to drive, and can obtain the target vehicle FV's position information in real time, it can also switch from "autonomous driving mode" to "relative driving mode" via the driving mode change unit 116. In this case, the driving control unit 104 performs relative driving control while the "relative driving mode" is set, and begins relative driving of the vehicle V relative to the target vehicle FV.

[0332] Alternatively, if vehicle V starts driving, it can be switched to "remote driving mode" instead of "autonomous driving mode", and the driving control unit 104 can perform remote driving control in the "remote driving mode" state.

[0333] Vehicle inspection unit 114 detects that the prescribed preceding vehicle traveling in front of vehicle V is the object vehicle FV (refer to) that is to be followed in the predetermined travel path of vehicle V. Figure 10B ).

[0334] The term "the vehicle that becomes the object of pursuit" refers not only to vehicles that travel on a predetermined travel path that is at least partly consistent with the predetermined travel path of vehicle V, but also to vehicles that travel on the same path as the predetermined travel path of vehicle V over a certain travel distance (travel time).

[0335] "The vehicle that becomes the object of pursuit" is, for example, a vehicle traveling around vehicle V on a highway or general road where there are no forks in the road over a certain distance (travel time).

[0336] Specifically, the vehicle detection unit 114 detects that the preceding vehicle is the target vehicle FV based on the identification result of the identification mark 60 of the prescribed preceding vehicle identified by the imaging device 11.

[0337] For example, when the first identification mark 60a of the target vehicle FV is identified, the vehicle detection unit 114 detects that the target vehicle FV is located in front of the vehicle V.

[0338] Alternatively, when the seventh identification mark 60g of the target vehicle FV is identified, the vehicle detection unit 114 detects that the target vehicle FV exists on the right side of the vehicle V.

[0339] More specifically, the vehicle detection unit 114 acquires the recognition results of each identification mark 60a-60l of the target vehicle FV in real time from the imaging device 11. By acquiring the recognition results of each identification mark 60a-60l in real time, the vehicle detection unit 114 can detect the relative position of the target vehicle FV relative to the vehicle V in real time and with high accuracy, based on the vehicle identification information of the target vehicle FV (shape and size of the target vehicle FV) and the mark position information embedded in each identification mark 60a-60l.

[0340] For example, the driving control device 1 can detect with high precision whether the target vehicle FV is traveling slightly to the left and ahead of the vehicle V, or whether the target vehicle FV is traveling parallel to the vehicle V and slightly ahead of the vehicle V. In this case, the relative position of the target vehicle FV can be determined, for example, by using a three-dimensional coordinate position centered on the vehicle V.

[0341] Therefore, as Figure 10B As shown, it is possible to maintain an appropriate inter-vehicle distance between vehicle V and the target vehicle FV while enabling vehicle V to drive relative to the target vehicle. Furthermore, as... Figure 10C As shown, vehicle V can also be autonomously driven to allow it to properly overtake object vehicle FV.

[0342] In addition, the vehicle detection unit 114 detects the target vehicle FV based on the recognition result of the identification mark 60, but it can also detect the target vehicle FV through other detection methods.

[0343] For example, the vehicle detection unit 114 may also use the vehicle communication device 40 to obtain the vehicle identification information of the target vehicle FV from the vehicle information transmission device 50 mounted on the target vehicle FV via wireless communication, and detect the target vehicle FV based on the vehicle identification information.

[0344] In other words, the status of the target vehicle FV can be detected either by the identification tag 60 installed on the target vehicle FV, or by wireless communication with the vehicle information transmitting device 50 mounted on the target vehicle FV.

[0345] The communication unit 115 receives object vehicle information that includes at least the location information of the object vehicle FV detected by the vehicle detection unit 114.

[0346] In detail, if the vehicle detection unit 114 detects the target vehicle FV, the communication unit 115 and the vehicle information transmission device 50 begin communication via the network.

[0347] Then, the communication unit 115 receives the location information and the predetermined travel route information of the target vehicle FV from the vehicle information transmission device 50 mounted on the target vehicle FV.

[0348] In addition, the location information acquisition unit 501 of the vehicle information transmission device 50, like the self-position estimation unit 103 described above, acquires the "current location information" of the target vehicle FV in real time.

[0349] <<5. Mode Change (Autonomous Driving ⇒ Relative Driving)>>

[0350] When the prescribed relative driving start conditions are met, the driving mode change unit 116 changes from "autonomous driving mode (autonomous driving control)" to "relative driving mode (relative driving control)".

[0351] Specifically, the driving mode change unit 116, in such cases... Figure 10A When autonomous driving control is performed in the "autonomous driving mode" as shown, if the vehicle detection unit 114 detects the target vehicle FV and the communication unit 115 receives the target vehicle information, then as follows: Figure 10B As shown, it changes from "autonomous driving mode" to "relative driving mode".

[0352] More specifically, when the vehicle detection unit 114 detects a preceding vehicle as a "prescribed relative driving start condition", it determines whether the preceding vehicle is the target vehicle FV. If it determines that the preceding vehicle is the target vehicle FV, it identifies the preceding vehicle as the target vehicle FV. Then, the driving mode change unit 116 changes from "autonomous driving mode" to "relative driving mode".

[0353] Furthermore, if it is determined that the aforementioned preceding vehicle is not the target vehicle FV, even if the aforementioned preceding vehicle is detected, the mode change based on the driving mode change unit 116 will not be performed because the "prescribed relative driving start conditions" are not met.

[0354] Here, "target vehicle FV" refers to a vehicle that has a vehicle ID pre-registered by the driving control device 1 (storage unit 100) mounted on vehicle V and is identified by that vehicle ID. When the vehicle ID is set for the aforementioned preceding vehicle, the "prescribed relative driving start condition" is met. On the other hand, when the vehicle ID is not set for the aforementioned preceding vehicle, the "prescribed relative driving start condition" is not met.

[0355] In detail, when the driving mode changing unit 116 performs autonomous driving control while the "autonomous driving mode" is set, if a target vehicle FV is detected, the "relative driving mode" is set while the "autonomous driving mode" is set. In other words, the driving mode changing unit 116 simultaneously enables the "autonomous driving mode" and enables the "relative driving mode" from an inactive state.

[0356] At this time, the driving mode changing unit 116 prioritizes continuing the "autonomous driving mode" when both modes are set. That is, the driving control unit 104 continues to perform autonomous driving control.

[0357] Then, when the driving mode changing unit 116 continues to perform autonomous driving control while both modes are set, if it obtains the target vehicle information of the target vehicle FV, it will prioritize executing the "relative driving mode" while both modes are set. That is, the driving control unit 104 will perform relative driving control.

[0358] Furthermore, when the driving mode changing unit 116 continues autonomous driving control while both modes are set, if it does not receive target vehicle information from the target vehicle FV (i.e., cannot wirelessly communicate with the vehicle information transmitting device 50 mounted on the target vehicle FV), it restores the previously set "relative driving mode" to an unset state. In other words, the driving mode changing unit 116 restores the "relative driving mode" from an active state to an inactive state. At this time, the "autonomous driving mode" remains set (active state), so the driving control unit 104 continues autonomous driving control.

[0359] <<6. Relative Driving Control>>

[0360] The driving control unit 104 controls the integrated ECU 31 based on "environmental information," "vehicle V's position information," and "object vehicle information of the object vehicle FV," performing "relative driving control" of vehicle V relative to the object vehicle FV (see reference). Figure 10B ).

[0361] In addition, when the driving control unit 104 performs "relative driving control", it controls the integrated ECU 31 by further combining the "vehicle identification information of the target vehicle FV" obtained from the identification result of the identification mark 60, and can perform relative driving that is optimally selected according to the type (shape, size, driving performance, fuel consumption, displacement, etc.) of the target vehicle FV.

[0362] Furthermore, the "relative driving control" performed by the driving control unit 104 is a control process that determines the position information for vehicle V to travel on a driving trajectory drawn based on the position information of the target vehicle FV, which is included in the target vehicle information obtained from the target vehicle FV. In this relative driving control, in order to properly ensure the inter-vehicle distance between vehicle V and target vehicle FV on the driving trajectory of vehicle V and target vehicle FV, the following control is performed: driving within a predetermined position information that leaves a set inter-vehicle distance corresponding to the driving speed of vehicle V.

[0363] Specifically, the speed acquisition unit 117 acquires the "driving information (acceleration and angular velocity)" of the vehicle V from the inertial measurement device 22, and obtains the "driving speed" of the vehicle V in real time by integrating the acceleration and angular velocity.

[0364] Then, the driving control unit 104 refers to the data stored in the storage unit 100. Figure 11 The “inter-vehicle distance data” shown is used to determine the driving position information of vehicle V based on the position information of the target vehicle FV, and to perform relative driving control of vehicle V relative to the target vehicle FV based on the position information of vehicle V and environmental information.

[0365] In this relative driving control, the position information of vehicle V is corrected based on the "position information of vehicle V" and the trajectory is corrected so that vehicle V actually travels within the position information determined based on the position information of the target vehicle FV. That is, relative driving control is a process of correcting the deviation (error) between the position information of the moving body determined based on the position information of the target vehicle FV and the actual position information of the moving body, and performing trajectory correction.

[0366] Through this processing, the actual driving trajectory of vehicle V (the driving trajectory based on the location information of vehicle V) is stored in the storage unit 100.

[0367] Figure 11 The “Inter-vehicle Distance Data” shown is a data table that illustrates the correspondence between the driving speed of vehicle V and the set inter-vehicle distance.

[0368] For example, when the driving speed (average driving speed) of vehicle V is "80km / h", the set distance between vehicle V and the target vehicle FV is set to "40m-70m".

[0369] Alternatively, "vehicle distance data" can also be set as the vehicle V's speed on the X-axis, the set vehicle distance on the Y-axis, and a curve showing that the vehicle distance increases proportionally to the speed (in a quadratic function manner).

[0370] When calculating the "vehicle speed" of vehicle V, the speed acquisition unit 117 can also process "GNSS information (GNSS correction information)" and "acceleration and angular velocity information" through a Kalman filter to calculate the "speed" of vehicle V. By performing this calculation, the "vehicle speed" can be calculated with higher accuracy.

[0371] In addition, the "speed information" of vehicle V can also be obtained by installing wheel speed sensors on vehicle V.

[0372] The driving control unit 104 performs relative driving control by setting a distance between the vehicle and the target vehicle FV corresponding to the vehicle's speed. However, it can also perform relative driving control of the vehicle V relative to the target vehicle FV based on the synchronization state between the vehicle V and the target vehicle FV (for example, if the target vehicle FV travels "1m", then the vehicle V also travels "1m").

[0373] In a synchronized state, the driving control unit 104 can obtain environmental information around the vehicle V, the position information of the vehicle V, and object vehicle information including the position information of the object vehicle FV in real time, and combine this information to perform relative driving control.

[0374] <<7. Mode Change (Relative to Driving) Autonomous driving) >>

[0375] (The vehicle in question has come to a complete stop)

[0376] Driving mode change unit 116 in such Figure 10B When relative driving control is performed in a state where "relative driving mode" is set, as shown, if the target vehicle FV meets "the prescribed conditions corresponding to the driving state", the driving mode of vehicle V is changed from relative driving mode to "autonomous driving mode". However, the driving control unit 104, regarding the driving of vehicle V, such as Figure 10C As shown, autonomous driving control is achieved through the "autonomous driving mode".

[0377] "The prescribed conditions corresponding to the driving state" refers to the situation where, based on the behavior of the target vehicle FV, it is detected that, in order for vehicle V to drive efficiently, vehicle V has a need to exceed the target vehicle FV or to drive on a different path than the target vehicle FV.

[0378] "The prescribed conditions corresponding to the driving state" refers to situations where the behavior of the vehicle FV detects that the vehicle FV in motion has stopped or begun to stop beside the road (shoulder).

[0379] In addition, "prescribed conditions corresponding to the driving state" refers, for example, to detecting, based on the behavior of the target vehicle FV, that the driving target vehicle FV has started driving on a path different from the predetermined driving path (specifically, a path toward the rest area).

[0380] That is, the “prescribed conditions corresponding to the driving state” can also be rewritten as the “relative driving release conditions” used to release the relative driving control of vehicle V.

[0381] The following, such as Figure 10C As shown, we will explain the scenario where a moving vehicle FV stops at the side of the road.

[0382] Environmental Information Acquisition Department 101 in such Figure 10B As shown, when relative driving control of vehicle V is performed in the state of being set to "relative driving mode", the detection target vehicle FV stops at the side of the road (starts stopping action) as detection information related to the driving state of the target vehicle FV.

[0383] Then, if the driving mode change unit 116 detects, based on the detection results of the environmental information acquisition unit 101, that the target vehicle FV has stopped beside the road, which is a prescribed condition corresponding to the driving state of the target vehicle FV, then the driving mode change unit 116 considers the prescribed condition to be met. Then, based on the condition being considered met, the driving mode change unit 116 changes the driving mode of vehicle V from "relative driving mode" to "autonomous driving mode".

[0384] Then, the driving control unit 104 performs autonomous driving control of the vehicle V through the "autonomous driving mode". Specifically, while acquiring information about the surrounding driving environment of the vehicle V, it also... Figure 10C The vehicle V performs autonomous driving control as shown to overtake the target vehicle FV.

[0385] Furthermore, since the "autonomous driving mode" is always set (active), the driving control unit 104 can smoothly switch from relative driving control to autonomous driving control for the driving control of the vehicle V.

[0386] (The situation where the vehicles separate at the fork point)

[0387] In addition to the conditions mentioned above, when the driving mode changing unit 116 performs relative driving control in a state where it is set to "relative driving mode", if the conditions corresponding to the predetermined driving path of the target vehicle FV are met, it changes the driving mode of vehicle V from relative driving mode to "autonomous driving mode". Then, the driving control unit 104 performs autonomous driving control of vehicle V through "autonomous driving mode".

[0388] "The conditions corresponding to the predetermined driving path" refers to the situation where it is detected that the predetermined driving path of the target vehicle FV is inconsistent with the predetermined driving path of vehicle V.

[0389] For example, imagine that the predetermined driving path of the target vehicle FV is obtained in advance, and this predetermined driving path becomes inconsistent with the predetermined driving path of vehicle V, or the predetermined driving path of the target vehicle FV is changed, and the changed predetermined driving path of the target vehicle FV becomes inconsistent with the predetermined driving path of vehicle V, etc.

[0390] The following describes the scenario where vehicle FV and vehicle V separate at the bifurcation point.

[0391] The communication unit 115 receives "target vehicle information" from the vehicle information transmission device 50, which includes the location information of the target vehicle FV and the predetermined travel route of the target vehicle FV.

[0392] Then, the driving mode change unit 116, as shown in the example Figure 10B When relative driving control of vehicle V is performed in the state of being set to "relative driving mode" as shown, if the predetermined driving paths of the two vehicles are found to be inconsistent based on the target vehicle information obtained by the communication unit 115, the "prescribed condition corresponding to the driving state" is considered to be met. Then, the driving mode changing unit 116 changes the driving mode of vehicle V from relative driving mode to "autonomous driving mode".

[0393] Then, the driving control unit 104 performs autonomous driving control of vehicle V through "autonomous driving mode". Specifically, it separates from the target vehicle FV at a designated fork point and begins autonomous driving control of vehicle V.

[0394] Based on the above structure, a driving control device 1 can be realized, which enables vehicle V to drive relative to object vehicle FV and can change the driving state of vehicle V as needed.

[0395] Furthermore, by utilizing the driving control device 1, the location information of the target vehicle FV can be received in real time, and the switching between "autonomous driving control" and "relative driving control" can be performed based on the behavior of the target vehicle FV (changes in driving status).

[0396] <<8. Remote Driving Control>>

[0397] Next, we will explain the "remote driving control" of vehicle V.

[0398] The image processing unit 118 acquires external image data of the vehicle V from multiple shooting devices 11a-11i, and creates a composite image (composite image data) by combining the various external images based on the prescribed layout information.

[0399] By synthesizing multiple external images to generate the aforementioned composite image, and sending the generated composite image data from the image processing unit 118 to the remote operation device 70, the cost of data communication can be reduced compared to sending multiple external image data to the remote operation device 70 separately.

[0400] The communication unit 115 uses the vehicle-mounted communication device 40 to perform data transmission and reception between the driving control device 1 and the remote operation device 70.

[0401] Specifically, as information required for the "remote driving" of vehicle V, the communication unit 115 sends the "environmental information" obtained by the environmental information acquisition unit 101 and the "current position information" obtained by the self-position estimation unit 103 to the remote operation device 70.

[0402] In addition, the communications unit 115 receives “driving operation information” of vehicle V from the remote operation device 70 that has received user input from the operator.

[0403] The driving control unit 104 controls the integrated ECU 31 to execute the "remote driving control" of the vehicle V based on the "driving operation information" of the vehicle V obtained from the remote operation device 70.

[0404] Based on the above structure, a driving control device 1 can be realized, in which the operator can also remotely operate the vehicle V to make it move, which is called "remote driving control".

[0405] Therefore, it is also possible to switch between "remote driving control" and "relative driving control" based on the behavior of the target vehicle FV. When switching from "remote driving control" to "relative driving control", the operator is freed from the task of remotely driving the vehicle V.

[0406] <Driving Control Methods (Motion Control Methods)>

[0407] Next, based on Figures 12-15 An example of the processing of the driving control program (driving control operation method) executed by the driving control system S will be explained.

[0408] The program described in this embodiment is a program for implementing the functional structural elements of the driving control device 1. Specifically, it is a driving control program for implementing the functions of each of the functional structural elements of the driving control device 1 equipped with the storage unit 100, namely: the environmental information acquisition unit 101, the driving information acquisition unit 102, the self-position estimation unit 103, the driving control unit 104, the reference point determination unit 105, the reference point recording unit 106, the map creation unit 107, the recognition unit 108, the estimation mode switching unit 109, the detection unit 110, the position error measurement unit 111, the correction path setting unit 112, the travel direction recognition unit 113, the vehicle detection unit 114, the communication unit 115, the driving mode changing unit 116, the driving speed acquisition unit 117, and the image processing unit 118. The CPU (processor) of the driving control device 1 executes this driving control program.

[0409] The above procedure is executed upon receiving an operation instruction from the user (specifically, the driver of vehicle V or an external operator).

[0410] Figure 12The process flow in the driving control device 1 is a diagram showing the process flow of the driving control method (1) related to the estimation of its own position.

[0411] exist Figure 12 In the driving control process (1) shown, firstly, the driving control device 1 begins its own position estimation process as the vehicle V begins to drive (step 1 (S1)).

[0412] In step 2, the self-position estimation unit 103 (reception determination unit 103d) determines whether it can receive the "GNSS information" of vehicle V in real time.

[0413] If it is determined that "GNSS information" can be received ("Yes" in step 2), the process proceeds to step 3. In step 3, the first position estimation unit 103a obtains the "GNSS information" required for individual positioning and calculates the "absolute position" of the vehicle V through individual positioning.

[0414] On the other hand, if it is determined that "GNSS information" cannot be received (in step 2, it is "No"), then proceed to step 7.

[0415] Following step 3, in step 4, the first position estimation unit 103a estimates the current position of vehicle V based on the "absolute position" of vehicle V.

[0416] Then, in step 5, the driving control unit 104 performs driving control of the vehicle V while estimating the current position of the vehicle V.

[0417] Then, in step 6, if vehicle V has reached the destination position (Yes in step 6), the driving control device 1 ends its own position estimation and driving control. On the other hand, if vehicle V has not reached the destination position (No in step 6), the process returns to step 2.

[0418] On the other hand, in step 7, the receiving and determination unit 103d determines whether it can receive the "environmental information" around the vehicle V in real time.

[0419] If it is determined that "environmental information" can be received ("Yes" in step 7), the process proceeds to step 8, where the second position estimation unit 103b obtains the "environmental information" of vehicle V.

[0420] Then, following step 8, the process proceeds to step 4. In step 4, the second position estimation unit 103b estimates the current position of vehicle V based on the "environmental information" of vehicle V.

[0421] Then, following step 4, the process proceeds to step 5, where the driving control unit 104 estimates the current position of the vehicle V while controlling the vehicle V's movement. Next, the process proceeds to step 6, where, if the vehicle V reaches its destination position (represented by "Yes" in step 6), the driving control device 1 terminates its own position estimation and driving control.

[0422] On the other hand, if it is determined in step 7 that "environmental information" cannot be obtained (in step 7 it is "No"), then proceed to step 9.

[0423] In step 9, the receiving and determination unit 103d determines whether it can receive the "driving information" of vehicle V in real time.

[0424] If the receiving determination unit 103d determines that "driving information" can be received ("Yes" in step 9), the process proceeds to step 10. In step 10, the third position estimation unit 103c obtains the "driving information" of vehicle V.

[0425] Then, following step 10, the process proceeds to step 4. In step 4, the third position estimation unit 103c estimates the current position of vehicle V based on the "driving information" of vehicle V.

[0426] Then, following step 4, the process proceeds to step 5, where the driving control unit 104 estimates the current position of the vehicle V while controlling the vehicle V's movement. Next, in step 6, if the vehicle V reaches the destination position (in step 6, "Yes"), the driving control device 1 terminates its own position estimation and driving control.

[0427] On the other hand, if it is determined in step 9 that "driving information" cannot be obtained (in step 9 it is "No"), the driving control device 1 ends its own position estimation and driving control.

[0428] After completing steps 1-10 above, the process ends. Figure 12 The processing flow of the driving control method (1) shown.

[0429] Next, refer to Figure 13 The processing flow of the driving control method (2) related to the estimation of its own position using map information is explained. Figure 13 This is a diagram showing the processing flow of the driving control method (2) related to the estimation of its own position using map information.

[0430] exist Figure 13 In the process, firstly, the driving control device 1 begins driving control processing as the vehicle V begins to drive (step 101 (S101)).

[0431] In step 102, the self-position estimation unit 103 estimates the self-position of the vehicle V using a "first estimation mode" based on GNSS information. Then, the driving control unit 104 controls the driving of the vehicle V based on map information and the vehicle V's "position information (current position)".

[0432] Next, in step 103, the identification unit 108 uses map information to identify that the vehicle V has reached the first reference point (entry reference point) when the vehicle V is traveling along the predetermined driving path.

[0433] Then, in step 104, the estimation mode switching unit 109 switches the estimation mode at the first reference point. Specifically, the estimation mode switching unit 109 switches from a "first estimation mode" based on GNSS information to a "second estimation mode" based on environmental information.

[0434] Then, in step 105, the self-position estimation unit 103 estimates the current position of the vehicle V using the "second estimation mode" set by the estimation mode switching unit 109. Then, the driving control unit 104 controls the driving of the vehicle V based on map information and the "position information" of the vehicle V.

[0435] In addition, the estimation mode switching unit 109 may sometimes switch from the "first estimation mode" to the "third estimation mode" based on driving information.

[0436] In step 106, the identification unit 108 uses map information to identify that the vehicle V has reached the second reference point (exit reference point) when the vehicle V is traveling along the predetermined driving path.

[0437] Then, in step 107, the estimation mode switching unit 109 switches the estimation mode at the second reference point. Specifically, the estimation mode switching unit 109 switches back from the "second estimation mode" to the "first estimation mode".

[0438] Then, in step 108, the self-position estimation unit 103 estimates the current position of the vehicle V using the "first estimation mode" set by the estimation mode switching unit 109. Then, the driving control unit 104 controls the driving of the vehicle V based on map information and the "position information" of the vehicle V.

[0439] Finally, if vehicle V reaches its destination in step 109 (represented by "Yes" in step 109), the driving control device 1 terminates the driving control of vehicle V. If vehicle V does not reach its destination (represented by "No" in step 109), the process returns to step 102.

[0440] After completing steps 101-109 above, the process ends. Figure 13The processing flow of the driving control method (2) shown.

[0441] Next, refer to Figure 14 The processing flow of the driving control method (3) based on the direction of travel is explained. Figure 14 This is a diagram illustrating the processing flow of the driving control method (3) based on the direction of travel.

[0442] exist Figure 14 In the process, firstly, the driving control device 1 begins driving control processing as the vehicle V begins to drive (step 201 (S201)).

[0443] In step 202, the self-position estimation unit 103 estimates the self-position of the vehicle V using a predetermined estimation state (first estimation state or second estimation state). Then, the driving control unit 104 controls the driving of the vehicle V based on the "position information (current position)" of the vehicle V.

[0444] Next, in step 203, the self-position estimation unit 103 changes its own position estimation state as the external environment of the vehicle V changes while the vehicle V is moving.

[0445] Then, in step 204, based on the change in the estimated state, the direction of travel identification unit 113 identifies the "direction of travel" of the vehicle V. In other words, the direction of travel identification unit 113 identifies the "direction of travel" of the vehicle V based on the change in the information (GNSS information, environmental information, driving information) used for estimating its own position.

[0446] Specifically, when the vehicle's position estimation unit 103 changes from a "first estimation state" to a "second estimation state," the travel direction recognition unit 113 identifies the travel direction of the vehicle V as the "first travel direction" (refer to...). Figure 8 ).

[0447] More specifically, when the direction of travel identification unit 113 changes from the "first estimation state" to the "second estimation state", the position estimation unit 103 starts to estimate the current position of the vehicle V based on "environmental information" and identifies the "first direction of travel" at a certain time.

[0448] Following step 204, in step 205, the reference point determination unit 105 determines the change position (switching position) of the estimated state as the reference point.

[0449] Specifically, when the reference point determination unit 105 changes from the "first estimation state" to the "second estimation state" and identifies the "first direction of travel", it determines the position of the vehicle V's own position estimated by the self-position estimation unit 103 based on "environmental information" as the "first reference point".

[0450] Next, in step 206, the self-position estimation unit 103 estimates the self-position of the vehicle V based on the changed estimation state. Then, the driving control unit 104 controls the driving of the vehicle V based on the "position information (current position)" of the vehicle V.

[0451] Finally, in step 207, if vehicle V has reached its destination (Yes in step 207), the driving control device 1 terminates the driving control of vehicle V. On the other hand, if vehicle V has not reached its destination (No in step 207), the process returns to step 202.

[0452] After processing steps 201-207 above, the process ends. Figure 14 The processing flow of the driving control method (3) shown.

[0453] Next, refer to Figure 15 The processing flow of the driving control method (4) related to the change of driving mode is explained. Figure 15 This is a diagram showing the processing flow of the driving control method (4) related to the change of driving mode.

[0454] exist Figure 15 In the process, firstly, the driving control device 1 sets the "autonomous driving mode" as the vehicle V, which is the vehicle itself, begins to drive (step 301 (S301)).

[0455] In addition, the driving control device 1 can also be set to "remote operation driving mode" instead of "autonomous driving mode".

[0456] Assuming that the "remote operation driving mode" is set, in step 303 described later, the driving control unit 104 will perform remote operation driving control of the vehicle V.

[0457] Next, in step 302, the environmental information acquisition unit 101 begins to acquire "environmental information" of the surroundings of the vehicle V, and the self-position estimation unit 103 begins to acquire "position information of the vehicle V".

[0458] Then, in step 303, the driving control unit 104 controls the integrated ECU 31 based on environmental information and the position information of the vehicle V to perform "autonomous driving control" of the vehicle V (see reference). Figure 10A ).

[0459] Next, in step 304, the vehicle detection unit 114 detects whether the specified preceding vehicle is the target vehicle FV that will be followed in the predetermined driving path of the vehicle V.

[0460] Specifically, the vehicle detection unit 114 determines whether the preceding vehicle is the target vehicle FV based on the identification result of the identification mark 60 of the prescribed preceding vehicle identified by the imaging device 11 and based on the aforementioned relative driving start conditions.

[0461] If the vehicle detection unit 114 determines that the vehicle is the target vehicle FV by meeting the prescribed relative driving start conditions ("Yes" in step 304), it proceeds to step 305. On the other hand, if the vehicle detection unit 114 does not determine that the vehicle is the target vehicle FV by not meeting the prescribed relative driving start conditions ("No" in step 304), it returns to the processing in step 302. That is, autonomous driving control continues in "autonomous driving mode".

[0462] If "Yes" is selected in step 304, then in step 305, the driving mode changing unit 116 sets the "relative driving mode" while the "autonomous driving mode" is already set. In other words, while the "autonomous driving mode" of the vehicle V is enabled, the "relative driving mode" is changed from an invalid state to an enabled state.

[0463] Next, in step 306, the communication unit 115 attempts to receive "target vehicle information" which includes "target vehicle FV location information" detected by the vehicle detection unit 114.

[0464] In detail, the communication unit 115 and the vehicle information transmission device 50 installed on the target vehicle FV begin communication via the network, and attempt to receive the location information of the target vehicle FV from the vehicle information transmission device 50.

[0465] If the communication unit 115 receives the location information of the target vehicle FV from the target vehicle FV (Yes in step 306), the process proceeds to step 307. In step 307, the driving control unit 104 controls the integrated ECU 31 based on the "environmental information," "location information of the vehicle V," and "target vehicle information of the target vehicle FV," to perform "relative driving control" of the vehicle V relative to the target vehicle FV (see reference). Figure 10B ).

[0466] On the other hand, if the communication unit 115 does not receive location information of the target vehicle FV (No in step 306), the process proceeds to step 308. In step 308, while the "autonomous driving mode" is set, the driving mode changing unit 116 changes the "relative driving mode" of the vehicle V from an active state to an inactive state, thus deactivating the relative driving mode. Then, the process returns to step 302.

[0467] On the other hand, following step 307, in step 309, when the driving mode change unit 116 performs relative driving control in a state where a "relative driving mode" has been set, it determines whether the target vehicle FV meets the "prescribed conditions".

[0468] Specifically, the driving mode change unit 116 determines whether the target vehicle FV meets the "prescribed conditions corresponding to the driving state" or whether the target vehicle FV meets the "prescribed conditions corresponding to the predetermined driving path".

[0469] Furthermore, if the driving mode change unit 116 determines that the target vehicle FV meets either "the prescribed conditions corresponding to the driving state" or "the prescribed conditions corresponding to the predetermined driving path", it determines that the "prescribed conditions" are met.

[0470] If it is determined that the target vehicle FV meets the "prescribed conditions" ("Yes" in step 309), the process proceeds to step 310. In step 310, the driving mode changing unit 116 changes the "relative driving mode" of the vehicle V from an active state to an inactive state, and deactivates the relative driving mode.

[0471] Then, in step 311, as Figure 10C As shown, the driving control unit 104 performs autonomous driving control of the vehicle V through the "autonomous driving mode".

[0472] For example, if the driving vehicle FV is detected to have stopped and the "prescribed conditions corresponding to the driving state" are met, the driving mode change unit 116 cancels the "relative driving mode" of the vehicle V, and the driving control unit 104 switches the relative driving control to autonomous driving control to perform autonomous driving control of the vehicle V.

[0473] On the other hand, if it is determined that the target vehicle FV does not meet the "prescribed conditions" ("No (NO)" in step 309), the process returns to step 307.

[0474] Finally, following the processing in step 311, in step 312, it is determined whether the vehicle V has reached its destination. If it is determined that the vehicle V has reached its destination ("Yes" in step 312), the driving control device 1 terminates the driving control of the vehicle V, and the process ends. Figure 15 Furthermore, if it is determined that autonomous driving control based on autonomous driving mode will be terminated (Yes in step 312), the driving control device 1 also terminates the driving control of the vehicle V, ending the process. Figure 15 The processing.

[0475] On the other hand, if the driving control device 1 continues to drive the vehicle V, that is, if it is determined that the vehicle V has not reached the destination (in step 312, it is "No (No)"), the process returns to step 302.

[0476] Based on the above driving control procedure, the current position of the moving vehicle can be estimated more accurately.

[0477] Furthermore, it enables vehicle V to move relative to the target vehicle FV and changes the driving state of vehicle V as needed.

[0478] <Other Implementation Methods>

[0479] In the above embodiment, a driving control program is stored in a recording medium readable by the driving control device 1, and the driving control device 1 performs processing by reading and executing the program. Here, the recording medium readable by the driving control device 1 refers to a magnetic disk, optical disk, CD-ROM, DVD-ROM, semiconductor memory, etc.

[0480] Alternatively, a dedicated software can be launched using the terminal (portable terminal) that serves as the driving control device 1, and the driving control program can be executed on a web browser.

[0481] The above embodiments mainly describe the driving control device, driving control method and driving control program involved in this disclosure.

[0482] However, the above embodiments are merely examples for easy understanding of this disclosure and are not intended to limit this disclosure. This disclosure may be modified and improved without departing from its spirit, and this disclosure naturally includes its equivalents.

[0483] This disclosure includes the following methods.

[0484] (1) A movement control device, which is a movement control device for controlling the movement of a moving body, the movement control device comprising:

[0485] The self-position estimation unit obtains GNSS information through a GNSS receiver mounted on the mobile body, and estimates the current position of the mobile body based on the GNSS information;

[0486] The environmental information acquisition unit acquires environmental information surrounding the mobile body using a first sensor mounted on the mobile body; and

[0487] The mobile information acquisition unit acquires the mobile body's movement information via a second sensor mounted on the mobile body.

[0488] The self-position estimation unit

[0489] In the absence of GNSS information, the current position of the moving body is estimated based on the environmental information obtained by the environmental information acquisition unit.

[0490] In the absence of GNSS information and environmental information, the current position of the moving body is estimated based on the movement information obtained by the movement information acquisition unit.

[0491] (2) The mobile control device as described in (1) comprises:

[0492] The reference point determination unit, based on the movement of the moving body, determines a position as a reference point when the state of the moving body's current position estimated by the self-position estimation unit based on the GNSS information changes to the state of the moving body's current position estimated by the self-position estimation unit based on the environmental information; and

[0493] The reference point recording unit records information about the reference points determined by the reference point determination unit.

[0494] (3) The mobile control device as described in (2) comprises:

[0495] The estimation mode switching unit switches from a first estimation mode to a second estimation mode at the reference point when the mobile body reaches the reference point recorded by the reference point recording unit. The first estimation mode is the mode in which the self-position estimation unit estimates the current position of the mobile body based on the GNSS information, and the second estimation mode is the mode in which the self-position estimation unit estimates the current position of the mobile body based on the environmental information.

[0496] The self-position estimation unit estimates the current position of the moving body by using the estimation mode switched by the estimation mode switching unit.

[0497] (4) The mobile control device as described in (3) comprises:

[0498] The map creation unit, based on the historical information of the reference points recorded by the reference point recording unit, creates map information containing the information of the reference points, or updates map information; and

[0499] The detection unit, based on the map information created or updated by the map creation unit, detects that the moving object has reached a certain distance from the reference point contained in the map information.

[0500] When the detection unit completes the detection of the moving body, the estimation mode switching unit prepares to switch the estimation mode at the reference point.

[0501] (5) The motion control device as described in any one of (1) to (4), wherein,

[0502] The motion control device controls the movement of the moving body along a predetermined motion path.

[0503] The mobility control device includes:

[0504] The position error measurement unit, when changing from a third estimation mode (where the self-position estimation unit estimates the current position of the moving body based on the movement information) to a first estimation mode (where the self-position estimation unit estimates the current position of the moving body based on the GNSS information), measures the position error between the current position of the moving body estimated by the third estimation mode and the current position of the moving body estimated by the first estimation mode; and

[0505] The correction path setting unit sets a movement correction path for guiding the device to the predetermined movement path based on the position error measured by the position error measuring unit.

[0506] (6) The motion control device as described in any one of (3) to (5), wherein,

[0507] When the reference point determination unit changes from a third estimation mode (where the self-position estimation unit estimates the current position of the moving body based on the movement information) to a first estimation mode, the position from the third estimation mode to the first estimation mode will be determined as another reference point.

[0508] The reference point recording unit records information about the other reference points.

[0509] When the moving body reaches the other reference point, the estimation mode switching unit switches from the third estimation mode to the first estimation mode at that other reference point.

[0510] The motion control device controls the movement of the moving body along a predetermined motion path.

[0511] The mobility control device includes:

[0512] The position error measuring unit, when the estimation mode switching unit switches from the third estimation mode to the first estimation mode at other reference points, measures the position error between the current position of the moving body estimated by the third estimation mode and the current position of the moving body estimated by the first estimation mode; and

[0513] The correction path setting unit sets a movement correction path for guiding the device to the predetermined movement path based on the position error measured at the other reference points.

[0514] (7) A movement control method, which is a movement control method executed by a computer that controls the movement of a moving body, wherein,

[0515] The computer performs:

[0516] GNSS information is obtained by a GNSS receiver mounted on the mobile body, and the current position of the mobile body is estimated based on the GNSS information;

[0517] The environmental information surrounding the mobile body is obtained through a first sensor mounted on the mobile body; and

[0518] The movement information of the mobile body is obtained by a second sensor mounted on the mobile body.

[0519] When estimating the current position of the moving body

[0520] In the absence of GNSS information, the current position of the moving body is estimated based on the environmental information.

[0521] In the absence of the GNSS information and the environmental information, the current position of the moving body is estimated based on the movement information.

[0522] (8) A movement control program that is executed by a computer, which acts as a movement control device to control the movement of a moving body:

[0523] The process of obtaining GNSS information through a GNSS receiver mounted on the mobile body and estimating the current position of the mobile body based on the GNSS information;

[0524] Processing of environmental information surrounding the mobile body obtained through a first sensor mounted on the mobile body; and

[0525] The processing of motion information of the mobile body obtained by the second sensor mounted on the mobile body.

[0526] In the process of estimating the current position of the moving body,

[0527] In the absence of GNSS information, the current position of the moving body is estimated based on the environmental information.

[0528] In the absence of the GNSS information and the environmental information, the current position of the moving body is estimated based on the movement information.

[0529] This application is based on Japanese Patent Application No. 2023-108895, filed on June 30, 2023, the contents of which are incorporated herein by reference.

Claims

1. A motion control device for controlling the movement of a moving body, the motion control device comprising: The self-position estimation unit obtains GNSS information through a GNSS receiver mounted on the mobile body, and estimates the current position of the mobile body based on the GNSS information; The environmental information acquisition unit acquires environmental information surrounding the mobile body using a first sensor mounted on the mobile body; and The mobile information acquisition unit acquires the mobile body's movement information via a second sensor mounted on the mobile body. The self-position estimation unit In the absence of GNSS information, the current position of the moving body is estimated based on the environmental information obtained by the environmental information acquisition unit. In the absence of GNSS information and environmental information, the current position of the moving body is estimated based on the movement information obtained by the movement information acquisition unit.

2. The mobile control device as described in claim 1, comprising: The reference point determination unit, based on the movement of the moving body, determines a position as a reference point when the state of the moving body's current position estimated by the self-position estimation unit based on the GNSS information changes to the state of the moving body's current position estimated by the self-position estimation unit based on the environmental information; and The reference point recording unit records information about the reference points determined by the reference point determination unit.

3. The mobile control device as described in claim 2, comprising: The estimation mode switching unit switches from a first estimation mode to a second estimation mode at the reference point when the moving body reaches the reference point recorded by the reference point recording unit. The first estimation mode is where the self-position estimation unit estimates the current position of the moving body based on the GNSS information; the second estimation mode is where the self-position estimation unit estimates the current position of the moving body based on the environmental information. The self-position estimation unit estimates the current position of the moving body by using the estimation mode switched by the estimation mode switching unit.

4. The mobile control device as described in claim 3, comprising: The map creation unit, based on the historical information of the reference points recorded by the reference point recording unit, creates map information containing the information of the reference points, or updates map information; and The detection unit, based on the map information created or updated by the map creation unit, detects that the moving object has reached a certain distance from the reference point contained in the map information. When the detection unit completes the detection of the moving body, the estimation mode switching unit prepares to switch the estimation mode at the reference point.

5. The mobile control device as claimed in claim 1, wherein, The motion control device controls the movement of the moving body along a predetermined motion path. The mobility control device includes: The position error measurement unit measures the position error between the current position of the mobile body estimated by the third estimation mode and the current position of the mobile body estimated by the first estimation mode when the third estimation mode is changed from the third estimation mode to the first estimation mode. as well as The correction path setting unit sets a movement correction path for guiding the device to the predetermined movement path based on the position error measured by the position error measuring unit.

6. The motion control device as claimed in claim 3 or claim 4, wherein, When the reference point determination unit changes from a third estimation mode (where the self-position estimation unit estimates the current position of the moving body based on the movement information) to a first estimation mode, the position from the third estimation mode to the first estimation mode will be determined as another reference point. The reference point recording unit records information about the other reference points. When the moving body reaches the other reference point, the estimation mode switching unit switches from the third estimation mode to the first estimation mode at that other reference point. The motion control device controls the movement of the moving body along a predetermined motion path. The mobility control device includes: The position error measuring unit measures the position error between the current position of the moving body estimated by the third estimation mode and the current position of the moving body estimated by the first estimation mode when the estimation mode switching unit switches from the third estimation mode to the first estimation mode at other reference points. as well as The correction path setting unit sets a movement correction path for guiding the device to the predetermined movement path based on the position error measured at the other reference points.

7. A movement control method, wherein the movement control method is executed by a computer that controls the movement of a moving body, wherein, The computer performs: GNSS information is obtained by a GNSS receiver mounted on the mobile body, and the current position of the mobile body is estimated based on the GNSS information; The environmental information surrounding the mobile body is obtained by a first sensor mounted on the mobile body; as well as The movement information of the mobile body is obtained by a second sensor mounted on the mobile body. When estimating the current position of the moving body In the absence of GNSS information, the current position of the moving body is estimated based on the environmental information. In the absence of the GNSS information and the environmental information, the current position of the moving body is estimated based on the movement information.

8. A motion control program that is executed by a computer, which acts as a motion control device for controlling the movement of a moving body: The process of obtaining GNSS information through a GNSS receiver mounted on the mobile body and estimating the current position of the mobile body based on the GNSS information; Processing of environmental information surrounding the mobile body obtained by a first sensor mounted on the mobile body; as well as The processing of motion information of the mobile body obtained by the second sensor mounted on the mobile body. In the process of estimating the current position of the moving body, In the absence of GNSS information, the current position of the moving body is estimated based on the environmental information. In the absence of the GNSS information and the environmental information, the current position of the moving body is estimated based on the movement information.

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