Travel control device, travel control method, and storage medium

Abstract

Provided is a travel control device, a travel control method, and a storage medium that enable continued travel control even when a path along which a vehicle travels is changed by occupant operation. The travel control device includes a path calculation section that calculates a path along which a vehicle travels, and a travel control section that performs travel control of the vehicle along the path calculated by the path calculation section, the path calculation section calculating a main path and a sub path that is a path set for a road on which the vehicle can travel in a manner extending from the main path, the travel control section performing the travel control along the main path and continuing the travel control along the sub path even when the vehicle enters the sub path by occupant operation.

Description

Technical Field

[0001] This invention relates to a driving control device, a driving control method, and a storage medium. Background Technology

[0002] In recent years, efforts to provide sustainable transportation systems that also take into account vulnerable groups among transportation participants have become increasingly active. Research and development related to autonomous driving technologies are being undertaken to further improve the safety and convenience of transportation in order to achieve this.

[0003] In this regard, a driving support device is known in the past, which determines the autonomous driving mode based on whether the driver sets a purpose, and controls the vehicle's driving based on the determined autonomous driving mode (see, for example, Japanese Patent No. 5382218). Summary of the Invention

[0004] In autonomous driving technology, for example, when the path calculated by the driver assistance system is not the path intended by the occupant, the occupant sometimes changes the vehicle's driving path through their own actions. In this case, when the driver assistance system recalculates the path travel time, there is a possibility that vehicle control may cease. Thus, in conventional autonomous driving technology, there exists a problem where driving control may fail to continue when the vehicle's path changes due to occupant intervention.

[0005] One objective of this application is to provide a driving control device, driving control method, and storage medium that enables continued driving control even when the vehicle's path changes due to occupant operation. Furthermore, this application contributes to the development of sustainable transportation systems.

[0006] The first aspect of the present invention provides a driving control device comprising: a path calculation unit that calculates a path for a vehicle to travel; and a driving control unit that performs driving control of the vehicle along the path calculated by the path calculation unit. The path calculation unit calculates a main path and a sub-path, the sub-path being a path that extends from the main path and is a road that the vehicle can travel on. The driving control unit performs driving control along the main path and continues driving control along the sub-path even if the vehicle enters the sub-path through occupant operation.

[0007] In the second embodiment of the driving control device involved in the first embodiment, the driving control unit may continue driving control along the main path in the absence of occupant operation.

[0008] In the third embodiment of the driving control device described in the first embodiment, the path calculation unit may calculate a distance corresponding to a shorter distance than the main path for the sub-path.

[0009] In the fourth embodiment of the driving control device involved in the third embodiment, the path calculation unit may calculate the distance corresponding to the time required to recalculate the main path from the sub-path.

[0010] In the fifth embodiment of the driving control device involved in the fourth embodiment, the path calculation unit may determine an amount corresponding to the calculated distance of the sub-path based on the speed limit of the sub-path.

[0011] In the sixth embodiment of the driving control device described in the first embodiment, the route calculation unit may calculate the main path and the sub-path even when the occupants of the vehicle have not set a destination.

[0012] The seventh aspect of the present invention relates to a driving control method in which a computer performs the following processing: calculating a path for a vehicle to travel; performing driving control of the vehicle along the calculated path; calculating a main path and a sub-path in the path calculation, the sub-path being a path that extends from the main path and is defined for roads that the vehicle can travel on; and performing driving control along the main path in the driving control, and continuing driving control along the sub-path even if the vehicle enters the sub-path through occupant operation.

[0013] An eighth aspect of the present invention is a storage medium storing a program that causes a computer to perform the following processes: calculate a path for a vehicle to travel; perform driving control of the vehicle along the calculated path; calculate a main path and a sub-path in the path calculation, the sub-path being a path extending from the main path and defined for roads that the vehicle can travel on; and in the driving control, perform the driving control along the main path, and continue the driving control along the sub-path even if the vehicle enters the sub-path through occupant operation.

[0014] According to the first to eighth schemes mentioned above, driving control can continue even if the vehicle's path changes due to occupant operation. Attached Figure Description

[0015] Figure 1 This is a structural diagram of a vehicle system including the driving control device involved in the implementation method.

[0016] Figure 2This is a functional structure diagram of the first control unit and the second control unit involved in the implementation method.

[0017] Figure 3 This is a diagram used to illustrate an example of how the first path was calculated.

[0018] Figure 4 This is a diagram used to illustrate an example of how the second path is calculated.

[0019] Figure 5 This is a diagram representing an example of the first piece of information.

[0020] Figure 6 This is a diagram representing an example of the second piece of information.

[0021] Figure 7 This is a diagram illustrating an example of the shape of a T-shaped road.

[0022] Figure 8 This is a diagram illustrating an example of the road shape at a roundabout.

[0023] Figure 9 This diagram illustrates an example of traveling along a route without a predetermined destination.

[0024] Figure 10 This diagram illustrates an example of traveling along a route without a predetermined destination.

[0025] Figure 11 This diagram illustrates a situation where, during travel without a predetermined destination, vehicle M enters subpath RS2 through occupant operation.

[0026] Figure 12 It means to continue Figure 11 A diagram showing the state of the data.

[0027] Figure 13 It means to continue Figure 12 A diagram showing the state of the data.

[0028] Figure 14 It means to continue Figure 13 The diagram illustrates the state of the situation. It is an example of a scenario where the second road, which has a lower priority than the first road, is chosen.

[0029] Figure 15 This is a flowchart illustrating an example of the processing flow performed by an autonomous driving control device. Detailed Implementation

[0030] Hereinafter, embodiments of the driving control device, driving control method, and storage medium of the present invention will be described with reference to the accompanying drawings. As an example, an embodiment of the driving control device applicable to an autonomous vehicle will be described. Autonomous driving refers to automatically controlling one or both of the vehicle's steering and speed to perform driving control. The driving control described above may include, for example, ACC (Adaptive Cruise Control System), TJP (Traffic Jam Pilot), LKAS (Lane Keeping Assistance System), ALC (Automated Lane Change), CMBS (Collision Mitigation Brake System), etc. In addition, autonomous vehicles may also perform driving control through manual operation by the vehicle user (e.g., occupants) (so-called manual driving). Furthermore, the following description applies to cases where left-hand traffic regulations apply; however, in cases where right-hand traffic regulations apply, the left and right sides should be reversed.

[0031] [Overall Structure]

[0032] Figure 1 This is a structural diagram of a vehicle system 1 including the driving control device according to the embodiments. The vehicle equipped with vehicle system 1 (hereinafter referred to as vehicle M) is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using electricity generated by a generator connected to the internal combustion engine or electricity discharged from a battery such as a secondary battery or a fuel cell.

[0033] Vehicle system 1 includes, for example, a camera 10, a radar device 12, a LiDAR (Light Detection and Ranging) system 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, vehicle sensors 40, a navigation device 50, an MPU (Map Positioning Unit) 60, driving controls 80, an automatic driving control device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are interconnected through multiple communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, and wireless communication networks. It should be noted that... Figure 1The structure shown is only one example; a part of the structure may be omitted, or other structures may be added. Camera 10 is an example of a "camera unit." Combining camera 10, radar device 12, LIDAR 14, and object recognition device 16 constitutes an example of a "detection device DD." HMI 30 is an example of a "receiving unit" or "output unit." Automatic driving control device 100 is an example of a "driving control device."

[0034] Camera 10 is, for example, a digital camera utilizing a solid-state imaging element such as CCD (Charge Coupled Device) or CMOS (Complementary Metal-Oxide Semiconductor). Camera 10 is mounted anywhere on the vehicle M equipped with vehicle system 1. When shooting forward, camera 10 is mounted on the upper part of the windshield, behind the interior rearview mirror, or at the front of the vehicle body. When shooting backward, camera 10 is mounted on the upper part of the rear windshield or on the tailgate. When shooting to the side, camera 10 is mounted on the side mirror on the door. Camera 10 periodically and repeatedly captures images of the surrounding area of ​​vehicle M. Camera 10 can also be a stereo camera.

[0035] Radar device 12 radiates millimeter-wave or other radio waves around vehicle M and detects radio waves (reflected waves) reflected from surrounding objects to at least detect the position (distance and orientation) of the objects. Radar device 12 can be installed at any location on vehicle M. Radar device 12 can also detect the position and speed of objects using FM-CW (Frequency Modulated Continuous Wave) method.

[0036] The LIDAR14 illuminates the perimeter of vehicle M and measures the scattered light. The LIDAR14 determines the distance to the object based on the time from emission to reception. The illuminating light can be, for example, a pulsed laser. The LIDAR14 can be mounted at any location on vehicle M.

[0037] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the cameras 10, radar device 12, and LIDAR 14 to identify the position, type, speed, etc. of objects. The object recognition device 16 outputs the recognition results to the autonomous driving control device 100. Alternatively, the object recognition device 16 can directly output the detection results from the cameras 10, radar device 12, and LIDAR 14 to the autonomous driving control device 100. In this case, the object recognition device 16 can be omitted from the structure of the vehicle system 1 (detection device DD).

[0038] The communication device 20 uses networks such as cellular networks, Wi-Fi networks, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), LAN (Local Area Network), WAN (Wide Area Network), and the Internet to communicate with other vehicles existing around vehicle M, terminal devices of users of vehicle M, or various server devices.

[0039] The HMI 30 outputs various information to the occupants of vehicle M and accepts input operations performed by the occupants. The HMI 30 includes, for example, various display devices, speakers, buzzers, touch panels, switches, buttons, microphones, etc. Various display devices include, for example, LCD (Liquid Crystal Display) and OLED (Electro Luminescence) display devices. The display device is, for example, located near the front of the driver's seat (the seat closest to the steering wheel) in the dashboard, and positioned so that the occupant can visually recognize it from the gap in the steering wheel or over the steering wheel. Alternatively, the display device may be located in the center of the dashboard. Alternatively, the display device may be a HUD (Head-Up Display). A HUD projects an image onto a portion of the windshield in front of the driver's seat, allowing the occupant seated in the driver's seat to visually recognize a virtual image. The display device displays the image generated by the HMI control unit 180, described later. Additionally, the HMI 30 may include a driving switch for switching between automatic driving and manual driving performed by the occupant.

[0040] Vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting yaw rate (e.g., the rotational angular rate about a vertical axis passing through the center of gravity of vehicle M), and an orientation sensor for detecting the orientation of vehicle M. Additionally, vehicle sensor 40 may also include a position sensor for detecting the vehicle's location. This position sensor may be a sensor that obtains location information (longitude and latitude information) from a GPS (Global Positioning System) device. Alternatively, the position sensor may be a sensor that obtains location information using a GNSS (Global Navigation Satellite System) receiver 51 of navigation device 50.

[0041] The vehicle sensor 40 can also derive the speed of the vehicle M based on the difference (i.e., distance) in position information over a specified time period from the position sensor. The results detected by the vehicle sensor 40 are output to the automatic driving control unit 100.

[0042] The navigation device 50 includes, for example, a GNSS receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as an HDD (Hard Disk Drive) or flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M can also be determined or supplemented using the INS (Inertial Navigation System) output from the vehicle sensor 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, buttons, etc. The GNSS receiver 51 can also be installed in the vehicle sensor 40. The navigation HMI 52 can also be partially or entirely shared with the aforementioned HMI 30. The route determination unit 53, for example, refers to the first map information 54 to determine the route (hereinafter referred to as the map path) from the position of the vehicle M determined by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52. The first map information 54 is, for example, information representing the shape of a road by indicating road segments and nodes connecting the road segments. The first map information 54 may also include POI (Point of Interest) information, etc. The path on the map is output to the MPU 60. The navigation device 50 can also provide route guidance using the navigation HMI 52 based on the path on the map. The navigation device 50 can also send its current location and destination to the navigation server via the communication device 20, and obtain a path equivalent to the path on the map from the navigation server. The navigation device 50 outputs the determined path on the map to the MPU 60.

[0043] MPU 60 includes, for example, a lane recommendation unit 61, and stores second map information 62 in a storage device such as an HDD or flash memory. The lane recommendation unit 61 divides the path on the map provided by the navigation device 50 into multiple blocks (e.g., every 100 [m] in the vehicle's direction of travel), and determines a recommended lane for each block by referring to the second map information 62. The lane recommendation unit 61 determines which lane to drive in from the left. When the path on the map has branching points, the lane recommendation unit 61 determines a recommended lane so that the vehicle M can travel on a reasonable path to the branch destination.

[0044] The second map information 62 is higher precision map information than the first map information 54. The second map information 62 includes, for example, road type, number of lanes, road width, type and shape of road markings (hereinafter referred to as markings), information on the center of lanes, or information on road boundaries. Additionally, the second map information 62 may include road shape information, traffic restriction information, residential information (address and postal code), facility information, parking information, telephone number information, etc. Road shape information includes, for example, the type of intersection (crossroads, T-junctions, Y-junctions, roundabouts, etc.), branching, merging, lane addition and reduction points, road curvature (also referred to as radius of curvature, hereinafter the same), curvature change per specified distance, area, and slope. The second map information 62 may also include information related to speed limits (speed limit information).

[0045] Additionally, the second map information 62 may also include information related to the line representing the center of the lane (center line). The center line is the center line between the left and right dividing lines. This center line may also exist in lanes that are interrupted on either side of the left or right dividing lines that divide the lane.

[0046] The second map information 62 can be updated at any time by communicating with an external device through the communication device 20. The first map information 54 and the second map information 62 can also be set as map information in one unit. In addition, the map information can also be stored in the storage unit 190.

[0047] The driver monitoring camera 70 is, for example, a digital camera utilizing a solid-state imaging element such as a CCD or CMOS. The driver monitoring camera 70 can also be installed anywhere in the vehicle M, positioned and facing forward (in terms of the direction the face is facing), to capture the head of the occupant (driver) seated in the driver's seat. For example, the driver monitoring camera 70 is mounted above a display device located in the center of the dashboard of the vehicle M.

[0048] The driving control unit 80 includes, for example, a steering wheel, an accelerator pedal, and a brake pedal. Additionally, the driving control unit 80 may also include a gear shift lever, a variable steering gear, a joystick, and other control components. Each control component of the driving control unit 80 is equipped with an operation detection unit that detects the amount of operation performed by the occupant or whether operation has occurred. The operation detection unit may detect, for example, the steering wheel angle, steering torque, and the amount of pressure applied to the accelerator and brake pedals. Furthermore, the operation detection unit outputs the detection results to one or both of the following: the automatic driving control unit 100, the driving force output device 200, the braking device 210, and the steering device 220.

[0049] The autonomous driving control device 100 performs various driving controls belonging to autonomous driving on the vehicle M. The autonomous driving control device 100 includes, for example, a first control unit 120, a second control unit 160, an HMI control unit 180, and a storage unit 190. The first control unit 120, the second control unit 160, and the HMI control unit 180 are each implemented by executing programs (software) via hardware processors such as CPUs (Central Processing Units). Furthermore, some or all of these components can be implemented by hardware (including circuitry) such as LSIs (Large Scale Integration), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), GPUs (Graphics Processing Units), and SOCs (System-on-Chips), or through the coordinated use of software and hardware. The aforementioned program can be pre-stored in a storage device such as an HDD or flash memory (a storage device with a non-transitory storage medium) of the automatic driving control device 100, or it can be stored in a removable storage medium such as a DVD, CD-ROM, or memory card, and installed in the storage device of the automatic driving control device 100 by assembling the storage medium (non-transitory storage medium) into the drive unit, card slot, etc. The HMI control unit 180 is an example of an "output control unit".

[0050] The storage unit 190 can also be implemented using various storage devices described above, or EEPROM (Electrically Erasable Programmable Read Only Memory), ROM (Read Only Memory), or RAM (Random Access Memory). The storage unit 190 stores, for example, decision condition information 192, various information in the implementation, programs, etc. The decision condition information 192 includes, for example, information related to the conditions for determining any one of the path candidates (forward road candidates) as a path (forward road) when multiple path candidates (forward road candidates) exist in the direction of travel of the vehicle M. Additionally, the storage unit 190 may also store map information (e.g., first map information 54 and second map information 62).

[0051] Figure 2This is a functional structure diagram of the first control unit 120 and the second control unit 160 involved in the implementation. The first control unit 120 includes, for example, an identification unit 130, an action plan generation unit 140, and a decision unit 150. The first control unit 120 can, for example, implement AI (Artificial Intelligence) based functions and functions based on a pre-given model in parallel.

[0052] For example, the function of "identifying intersections" can be achieved by "performing the identification of intersections based on deep learning and other methods in parallel, and identifying intersections based on pre-given conditions (such as the existence of signals and road signs that can be matched with patterns) and scoring both sides for a comprehensive evaluation".

[0053] The identification unit 130 identifies the surrounding conditions of the vehicle M based on information input from the detection device DD. For example, the identification unit 130 identifies the position (relative to the vehicle M) and speed (relative to the vehicle M), acceleration, and other states of objects (such as other vehicles, pedestrians, etc.) located around the vehicle M (within a specified distance from the vehicle M). The position of an object is identified, for example, as its position on an absolute coordinate system with a representative point of the vehicle M (center of gravity, drive shaft center, etc.) as the origin, and is used for control. The position of an object can be represented by a representative point such as the object's center of gravity or corners, or by a region. The "state" of an object can also include the object's acceleration, jerk, or "movement state" (e.g., whether it is changing lanes or about to change lanes). Additionally, the identification unit 130 can also identify temporary stop lines, obstacles, red lights, toll booths, and other road phenomena.

[0054] Additionally, the recognition unit 130 identifies, for example, the lane in which vehicle M is traveling (driving lane). Here, the recognition unit 130 identifies, for example, the left and right dividing lines (as viewed from vehicle M) based on the image captured by camera 10 (hereinafter referred to as the camera image), and identifies the driving lane based on the position of the identified dividing lines. For example, the recognition unit 130 analyzes the camera image and extracts edge points with large brightness differences between adjacent pixels, connecting these edge points to identify the dividing lines in the image plane. Furthermore, the recognition unit 130 transforms the position of the dividing lines based on the position of a representative point of vehicle M to the vehicle coordinate system, and identifies the lane divided by the left and right dividing lines closest to vehicle M as the driving lane. It should be noted that the recognition unit 130 can also identify adjacent lanes adjacent to the driving lane based on the identified dividing lines. Furthermore, the recognition unit 130 is not limited to identifying dividing lines; it can also identify objects (driving road boundaries, road boundaries) that can determine the lane position, including shoulders, curbs, median strips, guardrails, fences, walls, etc., based on the analysis results of the camera image, thereby identifying the driving lane.

[0055] Additionally, the identification unit 130 can, for example, identify the lanes surrounding vehicle M, including the driving lane in which vehicle M is traveling, based on the position of vehicle M detected by vehicle sensor 40 and GNSS receiver 51 and by referring to map information (e.g., second map information 62). Furthermore, the identification unit 130 can also identify lane markings, adjacent lanes, and lane markings separating adjacent lanes. Additionally, the identification unit 130 can identify the center lines (lane center lines) of the driving lane and adjacent lanes based on map information. Furthermore, the identification unit 130 can also combine lane and lane marking information obtained from camera images with lane and lane marking information obtained from map information to identify the lanes and lane markings surrounding vehicle M.

[0056] Furthermore, when identifying the driving lane, the identification unit 130 can also identify the position and posture of the vehicle M relative to the driving lane. For example, the identification unit 130 can identify the deviation of the reference point of the vehicle M from the center of the lane, and the angle formed by the direction of travel of the vehicle M relative to the line connecting the centers of the lanes, as the relative position and posture of the vehicle M relative to the driving lane. Alternatively, the identification unit 130 can identify the position of the reference point of the vehicle M relative to any side end (road dividing line or road boundary) of the driving lane as the relative position of the vehicle M relative to the driving lane.

[0057] In addition, the identification unit 130 can also identify the road shape (e.g., straight road, curve, intersection, etc.) in the direction of vehicle M's travel, and whether there is a road shape with multiple path candidates within a specified distance in the direction of travel. Furthermore, the identification unit 130 can also identify the road categories surrounding vehicle M by referring to map information. These road categories include, for example, highways, highway connecting roads, main roads, secondary roads, tertiary roads, residential roads, and other general roads.

[0058] The action plan generation unit 140 generates a target trajectory for the future travel of vehicle M in a manner that, in principle, it will travel in the recommended lane determined by the recommended lane determination unit 61 and can respond to the surrounding conditions of vehicle M. The target trajectory includes, for example, a speed element. For instance, the target trajectory is represented by a sequential arrangement of locations (track points) that vehicle M should reach. Track points are locations that vehicle M should reach at predetermined travel distances (e.g., several meters), but target speeds and target accelerations are generated as part of the target trajectory at predetermined sampling times (e.g., a few tenths of a second). Alternatively, track points can also be locations that vehicle M should reach at the sampling time at predetermined sampling times. In this case, the target speed and target acceleration information are represented by the intervals of the track points.

[0059] When generating a target track, the action plan generation unit 140 can set events (functions) for automatic driving. These events include constant speed driving events, low-speed following events, lane change events, branching events, merging events, and takeover events. The action plan generation unit 140 generates target tracks corresponding to the initiated events. Furthermore, the action plan generation unit 140 generates target tracks in a manner capable of executing driving controls corresponding to the content determined by the driving level determination unit 152.

[0060] The decision unit 150 may include, for example, an acquisition unit 151, a driving level determination unit 152, a route calculation unit 153, and a processing unit 154. The action plan generation unit 140, the processing unit 154, and the second control unit 160 are examples of a "driving control unit".

[0061] The acquisition unit 151 acquires the identification results recognized by the identification unit 130, the detection results of the vehicle sensor 40, etc. Additionally, the acquisition unit 151 acquires, for example, the occupant's operation information from the HMI 30, driving control unit 80, etc. This operation information includes, for example, information related to the control of the vehicle M, such as driving level switching operations and route determination conditions, which will be described later. Furthermore, the operation information may also be destination-related information input via the navigation device 50. In this case, the acquisition unit 151 can also acquire information on whether the occupant has input a destination; if so, it can also acquire information about the specific location of that destination. Additionally, the acquisition unit 151 can also acquire images of the occupant captured by the driver monitoring camera 70.

[0062] The driving level determination unit 152 determines the driving level of the vehicle M as any one of multiple driving levels (in other words, multiple levels with different degrees of automation) based on information obtained by the acquisition unit 151.

[0063] In the driving levels of vehicle M, there may be multiple levels, including a first driving level and a second driving level. Compared to the second driving level, the first driving level represents a higher degree of automation (control level) in the control state of vehicle M. In other words, the first driving level places a lighter burden on the occupant (driver) compared to the second driving level. Alternatively, the first driving level may include automatic driving, and the second driving level may include manual driving. When the first driving level involves automatic driving control, and the system switches from the first driving level to the second driving level, the automatic driving control device 100 performs its function before ending the automatic driving control and transitioning to manual driving.

[0064] Here, the first driving level and the second driving level will be specifically explained. In the first driving level, neither the surrounding monitoring of vehicle M nor the steering wheel control (hereinafter referred to as "steering wheel control") may be assigned to the occupant. Furthermore, in the first driving level, there may be a limitation where the occupant is assigned the task of monitoring the surroundings of vehicle M (hereinafter referred to as "surround monitoring"), but not the task of steering wheel control. For example, in the first driving level, lane change instructions from the occupant are not accepted (driving operations performed by the occupant are not accepted), and lane changing (ALC), left and right turn control, lane keeping control (LKAS), etc., of vehicle M are performed based on the judgment of vehicle system 1, according to the route setting to the destination made by navigation device 50. Additionally, in the first driving level, even without a set destination, autonomous driving may be performed, driving along a path calculated based on pre-determined path determination conditions.

[0065] In the second driving level, the occupant is responsible for monitoring the surroundings and controlling the steering wheel. The second driving level can also be a level where at least one of the vehicle M's steering or acceleration / deceleration requires some degree of occupant-driven operation. Alternatively, the second driving level can be a manual driving state where both steering and acceleration / deceleration of the vehicle M require occupant-driven operation (manual driving state). Furthermore, the driving levels can be further divided into three or more driving levels, for example, by further subdividing the first or second driving level according to each condition.

[0066] If the task involved in the determined driving level is not performed by the driver, the driving level determination unit 152 changes to a driving level with a more demanding task. For example, if the occupant cannot switch to a manual driving posture according to the system's request during the execution of the first driving level (e.g., continuing to look out of the permitted area, or detecting signs of driving difficulty), the driving level determination unit 152 uses the HMI 30 via the HMI control unit 180 to perform control urging the occupant to switch to manual driving as the second driving level. Furthermore, if the occupant does not respond after a predetermined time following the control urging the HMI control unit 180 to switch to manual driving, and it is presumed that the occupant is not in a state of manual driving, the driving level determination unit 152 performs control such as gradually decelerating the vehicle M while moving towards the target position (e.g., a curb) and stopping automatic driving. After stopping automatic driving, the vehicle M enters the second driving level state, and can be started manually by the occupant.

[0067] The route calculation unit 153 calculates the route traveled by vehicle M based on the information obtained by the acquisition unit 151 and the information determined by the driving level determination unit 152, taking into account the conditions of vehicle M. For example, if the driving level determined by the driving level determination unit 152 is the first driving level, the route calculation unit 153 calculates the main route RM and the sub-route RS. Details regarding the function of the route calculation unit 153 will be described later.

[0068] The processing unit 154 performs various processes based on the driving level determined by the driving level determination unit 152 and the path calculated by the path calculation unit 153. For example, the processing unit 154 performs various processes for changing to the driving level determined by the driving level determination unit 152 and maintaining the current driving level. For example, the processing unit 154 causes the action plan generation unit 140 to generate a target track for the vehicle M to travel, and causes the HMI 30 to output information via the HMI control unit 180 to urge the occupants to perform tasks corresponding to the driving level, as well as information related to the path calculated by the path calculation unit 153 (e.g., information related to the path determined by the second mode described later). By outputting various information related to the processes performed in this embodiment from the HMI 30, it is possible to suppress any sense of unease for the occupants caused by driving control. In addition, even when no destination is set, the future route determined by the path calculation unit 153 can be communicated.

[0069] The action plan generation unit 140 generates a target track for the vehicle M to travel based on information determined by the decision unit 150, the identification results of the identification unit 130, etc.

[0070] The second control unit 160 controls the driving force output device 200, the braking device 210 and the steering device 220 to make the vehicle M pass through the target track generated by the action plan generation unit 140 at a predetermined time.

[0071] The second control unit 160 includes, for example, a target track acquisition unit 162, a speed control unit 164, and a steering control unit 166. The target track acquisition unit 162 acquires information about the target track (track point) generated by the action plan generation unit 140 and stores this information in a memory (not shown). The speed control unit 164 controls the driving force output device 200 or the braking device 210 based on the speed elements associated with the target track stored in the memory. The steering control unit 166 controls the steering device 220 based on the curvature of the target track stored in the memory. The processing of the speed control unit 164 and the steering control unit 166 is achieved, for example, through a combination of feedforward control and feedback control. As an example, the steering control unit 166 combines feedforward control corresponding to the curvature of the road ahead of the vehicle M with feedback control based on deviation from the target track.

[0072] In this way, the action plan generation unit 140, the processing unit 154 and the second control unit 160 control the driving of vehicle M along the path (main path RM or sub-path RS) calculated by the path calculation unit 153.

[0073] return Figure 1 The HMI control unit 180 notifies the occupants of prescribed information via the HMI 30. This prescribed information includes, for example, information related to the state of the vehicle M and information related to driving control, which is relevant to the movement of the vehicle M. Information related to the state of the vehicle M includes, for example, the vehicle M's speed, engine speed, and gear position. Information related to driving control includes, for example, inquiries about lane changes, whether a driving level is being executed, information related to changes in driving levels, information on occupant arrangements required for switching driving levels (task requirements for the occupants), and information related to the status of driving control (e.g., the content of the driving level being executed). Additionally, information related to driving control may also include information related to the path calculated by the path calculation unit 153 and information related to the path (road) selected by the executing decision mode. Furthermore, the prescribed information may also include information not related to the driving control of the vehicle M, such as television programs or entries stored on storage media like DVDs (e.g., movies). Additionally, the prescribed information may include, for example, information related to the vehicle M's current location, destination, and remaining fuel.

[0074] For example, the HMI control unit 180 may also generate an image including the aforementioned specified information and display the generated image on the display device of the HMI 30, and may also generate sound representing the specified information and output the generated sound from the speaker of the HMI 30. In addition, the HMI control unit 180 may also output the information received by the HMI 30 to the communication device 20, the navigation device 50, the first control unit 120, etc.

[0075] The driving force output device 200 outputs driving force (torque) for vehicle movement to the drive wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, as well as an ECU (Electronic Control Unit) that controls them. The ECU controls the above structure according to information input from the second control unit 160 or from the driving operation unit 80.

[0076] The braking device 210 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a braking ECU. The braking ECU controls the electric motor according to information input from the second control unit 160 or from the driving operation unit 80, so that braking torque corresponding to the braking operation is output to each wheel. The braking device 210 may have a backup mechanism for transmitting hydraulic pressure generated by the operation of the brake pedal included in the driving operation unit 80 via the master hydraulic cylinder to the hydraulic cylinder. It should be noted that the braking device 210 is not limited to the structure described above, and may also be an electronically controlled hydraulic braking device that transmits hydraulic pressure from the master hydraulic cylinder to the hydraulic cylinder by controlling the actuator according to information input from the second control unit 160.

[0077] The steering system 220 may include a steering ECU and an electric motor.

[0078] An electric motor, for example, applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor according to information input from the second control unit 160 or from the driving control unit 80, thereby changing the direction of the steering wheels.

[0079] [Path Calculation Section]

[0080] Next, the details of the function of the path calculation unit 153 will be explained. It should be noted that the following explanation will focus primarily on the function of the path calculation unit 153 during the execution of the first driving level (automatic driving). The path calculation unit 153 calculates the path of the vehicle M using any one of a plurality of pre-set calculation modes in order to calculate the path of the vehicle M based on the surrounding conditions such as the road shape and the direction of travel of the vehicle M identified by the recognition unit 130, and the instructions from the occupants of the vehicle M obtained by the acquisition unit 151.

[0081] Here, multiple calculation modes include, for example, a first mode and a second mode. The first mode is the mode executed when the occupants of vehicle M have set a destination. The second mode is the mode executed when the occupants of vehicle M have not set a destination. Hereinafter, the path calculated in the first mode will be referred to as the first path, and the path calculated in the second mode will be referred to as the second path. When calculating the path traveled by vehicle M, the path calculation unit 153 can calculate the first path calculated when the occupants of vehicle M have set a destination, and the second path calculated when the occupants of vehicle M have not set a destination.

[0082] Furthermore, the path calculation unit 153 calculates a main path RM and a sub-path RS as a first path. The main path RM in the first path (first mode) is the path from which vehicle M travels to its destination. The sub-path RS in the first path (first mode) is a path that extends from the main path RM and from which vehicle M travels to its destination. Similarly, the path calculation unit 153 calculates a main path RM and a sub-path RS as a second path. The main path RM in the second path (second mode) is a path whose distance is calculated as a predetermined amount (e.g., 10 km) from the current location of vehicle M based on predetermined conditions. The sub-path RS in the second path (second mode) is a path that extends from the main path RM and whose distance is calculated as a predetermined amount (e.g., 2-3 km) from the branching point of the main path RM based on predetermined conditions. In both the first and second paths, the sub-path RS is set to a road that vehicle M can travel on.

[0083] Here, when calculating the first and second paths, there may be locations with multiple path candidates in the direction of travel of vehicle M. Locations with multiple path candidates include, for example, intersections with multiple lanes, such as crossroads, T-junctions, and Y-junctions, where there are paths other than straight-ahead (e.g., paths requiring left or right turns). Roundabouts may also be included among locations with multiple path candidates. The following explains the methods for calculating the main path RM and sub-path RS at locations with multiple path candidates, describing both the first and second modes.

[0084] The First Model

[0085] First, the method for calculating the first path will be explained in the order of main path RM and subpath RS.

[0086] In the calculation of the main path RM in the first path, for each location with multiple path candidates, the path heading towards the destination from the multiple path candidates is selected as the main path RM of vehicle M.

[0087] Figure 3 This is a diagram illustrating an example of how the first path was calculated. In Figure 3 The example shows an intersection (more specifically, a crossroads) where road RD1 and road RD2 meet at intersection CR1. Intersection CR1 is an example of a location with multiple path candidates. On road RD1, there is lane L1, which allows travel along the X-axis (shown in the diagram), and lane L2, which is the opposite lane to lane L1. On road RD2, there is lane L3, which allows travel along the Y-axis (shown in the diagram), and lane L4, which is the opposite lane to lane L3. Additionally, in... Figure 3In this context, vehicle M is assumed to be traveling in lane L1 towards intersection CR1 at speed VM (i.e., there are multiple path candidates within a specified distance in the direction of vehicle M's travel). Additionally, in... Figure 3 In the example, let's say vehicle M performs driving control according to the first driving level.

[0088] exist Figure 3 In the example, when the occupants of vehicle M have already set a destination, the route calculation unit 153 sets (extends) the main path RM of the first path in the direction of the destination at intersection CR1. Figure 3 In the example, a main path RM is determined, which is to proceed straight at intersection CR1 (continuing to travel in lane L1) towards the destination. The path calculation unit 153 repeatedly extends this main path RM until the main path RM reaches the destination. The action plan generation unit 140 generates a target track along the generated main path RM. Thus, the automatic driving control device 100 controls the vehicle M to drive along the main path RM.

[0089] Furthermore, the path calculation unit 153 calculates the sub-path RS at locations containing multiple path candidates within the main path RM. For example, the path calculation unit 153 may also calculate the sub-path RS for all roads accessible to the vehicle M at locations containing multiple path candidates within the main path RM.

[0090] exist Figure 3 In the example, at intersection CR1, in addition to the straight path relative to road RD1 which is the selected main path RM, there are paths for turning left relative to road RD2 and paths for turning right relative to road RD2. These paths constitute all the roads that vehicle M can travel on. Therefore, the path calculation unit 153 calculates the sub-path RS that branches off from the main path RM by turning left relative to road RD2 (lane L4) and the sub-path RS that branches off from the main path RM by turning right relative to road RD (lane L3).

[0091] When there are multiple path candidates at a location earlier than the branch point of the main path RM, the path calculation unit 153 can also set (extend) the sub-path RS in the direction of the destination.

[0092] That is, the path calculation unit 153 can also calculate the sub-path RS in the first mode at a position earlier than the branch point, using the same method as the main path RM in the first mode. The path calculation unit 153 can also repeatedly extend the sub-path RS until the sub-path RS reaches the destination. Alternatively, if there is a location with multiple path candidates at a position earlier than the branch point from the main path RM, the path calculation unit 153 can also set (extend) the sub-path RS in a manner that merges with the main path RM. In this case, the path calculation unit 153 can also repeatedly extend the sub-path RS until the sub-path RS merges with the main path RM. However, the method for calculating the sub-path RS in the first mode can be appropriately modified.

[0093] The Second Mode

[0094] Next, the method for calculating the second path will be explained in the order of main path RM and subpath RS.

[0095] In the calculation of the main path RM in the second path, for each location with multiple path candidates, the path determined based on a pre-determined priority among the multiple path candidates is selected as the main path RM for vehicle M.

[0096] Figure 4 This is a diagram illustrating an example of how the second path was calculated. Figure 4 In the example, vehicle M is in contact with Figure 3 The vehicle is traveling on the same intersecting road. Without setting a destination for vehicle M, the route calculation unit 153 determines the road to be set as the main path RM based on a pre-set priority order ahead of intersection CR1.

[0097] Priority ranking is determined, for example, based on decision condition information 192 stored in storage unit 190. The decision condition information 192 may include, for example, information related to road width. This road width information can be obtained from, for example, map information (first map information 54, second map information 62). Furthermore, the decision condition information 192 may also include, for example, first information 192A related to priority obtained based on road specifications, and second information 192B related to road level obtained based on a comparison between the road traveled by vehicle M at the entry point (hereinafter referred to as the "entry road") and the intersecting road. That is, the priority ranking referenced by path calculation unit 153 may be obtained based on road width, or based on priority in road specifications (first information 192A), or based on road level, or based on other factors.

[0098] Figure 5 This is a diagram representing an example of the first information 192A. In Figure 5In the first information 192A shown, a correspondence is established between priority, priority category, and road category. Road category is information related to road specifications, such as information obtainable from map information (first map information 54, second map information 62). Figure 5 In the example, roads are assigned priorities from 1 to 7 in descending order of priority. Priority 1 corresponds to "expressway," priority 2 corresponds to "connecting roads to expressways," priority 3 corresponds to "main arterial roads," priority 4 corresponds to "secondary arterial roads," priority 5 corresponds to "tertiary arterial roads," priority 6 corresponds to "residential roads," and priority 7 corresponds to "other general roads." It should be noted that the number of priorities and the road categories assigned to each priority level in the implementation are not limited to [specific number of priorities]. Figure 5 For example. Alternatively, the first information 192A may not be included in the decision condition information 192.

[0099] Figure 6 This is a diagram representing an example of the second information, 192B. In Figure 6 The second information 192B shows a correspondence between road levels and the states of driving lanes and intersections. For example, "higher level" indicates that the intersection has a higher level than the entering road, "same level" indicates that the intersection has the same level as the entering road, and "lower level" indicates that the intersection has a lower level than the entering road. This road level can be determined, for example, based on the priority included in the first information 192A. For example, if the priority category of a road including driving lanes (e.g., road RD1) is "priority 4", then if the priority category of an intersection (e.g., road RD2) is "priority 3", "priority 2", or "priority 1", the intersection's road level becomes "higher"; if the priority category is "priority 4", the intersection's road level becomes "same level"; and if the priority category is "priority 5", "priority 6", or "priority 7", the intersection's road level becomes "lower". It should be noted that road levels can also be set according to other criteria. Furthermore, the second information 192B may not be included in the determination condition information 192.

[0100] When a second path is calculated, the path calculation unit 153 determines the main path RM for passing through intersection CR1 using priority rankings obtained based on information related to road width, first information 192A, and second information 192B. For example, the path calculation unit 153 obtains the road widths of roads RD1 and RD2 connecting to intersection CR1 based on the location information of vehicle M, and determines the main path RM for passing through intersection CR1 based on the obtained road widths. Alternatively, the path calculation unit 153 may obtain the road categories of roads RD1 and RD2 based on the location information of vehicle M, and obtain a priority corresponding to the obtained road categories. Furthermore, the path calculation unit 153 may determine the main path RM based on the obtained priority. Additionally, the path calculation unit 153 may use second information 192B to obtain the road level corresponding to the priority categories of the roads containing driving lanes and the intersecting roads, and determine the main path RM based on the obtained road level.

[0101] For example, the path calculation unit 153 determines the main path RM in a manner that allows the vehicle M to travel on the road with the widest width. It should be noted that when road RD2 contains multiple lanes, the path calculation unit 153 selects the lane in a direction predetermined from the perspective of the vehicle M. Alternatively, the path calculation unit 153 may also determine a lane that does not pass through other lanes (e.g., oncoming lanes) as the main path RM.

[0102] This enables vehicle M to move in a direction with less risk and higher safety.

[0103] exist Figure 4 In the example, road RD2 is wider than road RD1. Therefore, the path calculation unit 153 sets (extends) the main path RM of the second path in a manner that leads from intersection CR1 to road RD2. It should be noted that in Figure 4 In this example, the path calculation unit 153 prioritizes left-turn paths over right-turn paths, designating the left-turn path relative to road RD2 as the main path RM. Furthermore, since lane L3 in lanes L3 and L4 included in road RD2 is an oncoming lane, the path calculation unit 153 determines lane L4 as the main path RM. The path calculation unit 153 repeatedly extends the main path RM until it reaches a predetermined distance (e.g., 10 km). The action plan generation unit 140 generates a target track along the generated main path RM. Thus, the automatic driving control device 100 controls the vehicle M's movement along the main path RM.

[0104] By calculating the main path RM of the second route as described above, even when the road shape, such as intersecting roads, is included in the main path RM, the first-level driving control can continue even without a set destination. In addition, the route is determined based on a priority order that is preset regarding road width, road specifications, etc., so the determination conditions are clear, thereby reducing the discomfort of passengers and expanding the alternative destinations to allow the journey to continue.

[0105] It should be noted that when the path determined based on the priority order based on road width is different from the path determined based on the priority order based on road specifications (priority, road level), the path calculation unit 153 may also determine the path based on the priority order of either one (e.g., road width). Alternatively, the path may be determined by comprehensively evaluating these priority orders by scoring them individually.

[0106] Alternatively, when calculating the main path RM of the second path, if the width of the road ahead of the entry road (i.e., the road continuing from the entry road, hereinafter referred to as the straight road) is a predetermined value or higher, the path calculation unit 153 may select the straight road as the path even if the intersection road is wider than the straight road. Similarly, if the priority of the straight road is a predetermined value or higher, the path calculation unit 153 may select the straight road as the path even if the intersection road has a higher priority than the straight road. This can suppress the situation where vehicles turn left or right whenever an intersection is present. Therefore, it can reduce the discomfort experienced by the occupants of vehicle M and prevent vehicle M from driving on roads (such as highways) where the occupants do not intend to use it.

[0107] Furthermore, the path calculation unit 153 calculates the sub-path RS at locations containing multiple path candidates within the main path RM. For example, the path calculation unit 153 may calculate the sub-path RS for all roads accessible to vehicle M at all locations containing multiple path candidates within the main path RM. However, if the main path RM contains multiple locations with multiple path candidates, the path calculation unit 153 may calculate the sub-path RS only at a portion of the locations. Additionally, if multiple roads are accessible to vehicle M at each location, the path calculation unit 153 may calculate the sub-path RS only for a portion of the roads.

[0108] exist Figure 4In the example, at intersection CR1, besides the left-turn path relative to road RD2 selected as the main path RM, there are paths that go straight relative to road RD1 and paths that turn right relative to road RD2. These paths are all the roads that vehicle M can travel on. Therefore, the path calculation unit 153 calculates the sub-path RS that branches off from the main path RM in a straight manner relative to road RD1 (lane L1) and the sub-path RS that branches off from the main path RM in a right-turn manner relative to road RD2 (lane L3).

[0109] When there are multiple path candidates preceding the branch point from the main path RM, the path calculation unit 153 can also set (extend) the sub-path RS based on a predetermined priority. For example, the priority for setting the sub-path RS can be the same as the priority for setting the main path RM. That is, the path calculation unit 153 can also calculate the sub-path RS in the second mode preceding the branch point using the same method as the main path RM in the second mode. The path calculation unit 153 repeatedly extends the sub-path RS in this way until the sub-path RS reaches a predetermined distance (e.g., 2 or 3 km) along the route.

[0110] Here, the path calculation unit 153 can also calculate the sub-path RS by a distance shorter than the main path RM. This reduces the calculation load on the sub-path RS. Furthermore, even when driving control of vehicle M is performed on multiple roads (e.g., general roads) at locations with multiple path candidates, it is easy to calculate the sub-path RS on all roads that vehicle M can travel on at locations with multiple path candidates.

[0111] Furthermore, when the path calculation unit 153 calculates a second path, it can also determine the path based on a priority order related to the road shape. Several examples of road shapes will be given below to illustrate the path determination method.

[0112] Figure 7 This is a diagram illustrating an example of the shape of a T-junction. In Figure 7 In the example, road RD1 connects to road RD2, and road RD1 has a shape where straight travel is not possible at the connection point (a shape where vehicle M traveling in lane L1 towards the T-junction must turn left or right). When there are multiple path candidates at the T-junction in the direction of vehicle M's travel, upon reaching the connection point, a right or left turn is required regardless of the road width or road class of roads RD1 and RD2. Therefore, when traveling on a T-junction, the path calculation unit 153 sets either the left or right turn as the highest priority path, regardless of road width, road class, or priority, and determines either the left or right turn path as the main path RM. Figure 7In the example, the path for a left turn relative to road RD2 (more specifically, lane L4, which is not the oncoming lane) is determined as the main path RM. Additionally, the path for a right turn relative to road RD2 (more specifically, lane L3, which is not the oncoming lane) is calculated as the sub-path RS.

[0113] Figure 8 This is a diagram illustrating an example of the road shape at a roundabout. Figure 8 In the roundabout RA1 shown, four roads RD11 to RD14 connect to the roundabout. Assume vehicle M is traveling on road RD11 at speed VM towards the roundabout RA1. When the roundabout RA1 exists in the direction of travel, the path calculation unit 153, regardless of road width, road level, or priority, designates the first exit immediately after entering the roundabout, namely road RD12, as the highest priority path and determines road RD12 as the main path RM. Furthermore, the path calculation unit 153 calculates sub-paths RS for each of the second and subsequent exits entering the roundabout, namely roads RD13 and RD14.

[0114] Next, we will explain an example of driving along the route when no destination is set (no navigation path exists). Figure 9 This diagram illustrates an example of traveling along a route without a predetermined destination. Figure 9 The example illustrates a scenario where autonomous driving is performed on the main path RM of the second path determined by the path calculation unit 153, without a predetermined destination. Figure 9 The example shows three roads RD21, RD22, and RD23 extending along the X-axis, and road RD24 extending along the Y-axis, connecting to each of these roads. Let's assume that road RD21 and road RD24 connect at intersection CR11, road RD22 and road RD24 connect at intersection CR12, and road RD23 and road RD24 connect at intersection CR13. Furthermore, let's assume that vehicle M is traveling on road RD21 towards intersection CR11 at speed VM.

[0115] The path calculation unit 153 searches for locations with multiple path candidates in the direction of travel of vehicle M and detects intersection CR11 as such location. It should be noted that the search can also be based on map information. At intersection CR11, the path calculation unit 153 compares the priority of roads RD21 and RD24. Since road RD24 has a higher priority, the main path RM of the second path is set (extended) via road RD24. Next, the path calculation unit 153 searches for locations with multiple path candidates in the direction of travel of vehicle M and detects intersection CR12 as such location. At intersection CR12, the path calculation unit 153 compares the priority of roads RD22 and RD24. Here, although road RD22 has a higher priority than road RD24, the road width of road RD24 exceeds a specified value; therefore, the path calculation unit 153 sets (extends) the main path RM via the straight road (i.e., road RD24). Next, the path calculation unit 153 searches for locations with multiple path candidates in the direction of travel of vehicle M, and detects intersection CR13 as such location. Since intersection CR13 is a T-junction, the path calculation unit 153 sets the left-turn path as the highest priority path, and sets (extends) the main path RM in a manner that involves turning left at intersection CR13 and traveling on road RD23.

[0116] The path calculation unit 153 repeatedly sets (extends) the main path RM until the main path RM reaches a predetermined distance along the route. The action plan generation unit 140 generates a target track along the generated main path RM. Then, the vehicle M is controlled to travel along the main path RM.

[0117] Additionally, the route calculation unit 153 calculates sub-paths RS for each location containing multiple path candidates within the main path RM. Figure 9 In the example, the path calculation unit 153 calculates sub-paths RS at intersections CR11, CR12, and CR13. Specifically, at intersection CR11, it calculates the sub-path RS for the main path RM to proceed straight relative to road RD21 and the sub-path RS for turning right relative to road RD24. At intersection CR12, it calculates the sub-path RS for the main path RM to turn left relative to road RD22 and the sub-path RS for turning right relative to road RD22. At intersection CR13, it calculates the sub-path RS for turning right relative to road RD23.

[0118] Figure 10 This diagram illustrates an example of traveling along a route without a predetermined destination. Figure 10 The example illustrates a scenario where autonomous driving is performed on the main paths RM1 and RM2 of the second path determined by the path calculation unit 153, without a predetermined destination. Figure 10 The example shows two roads RD31 and RD32 extending along the X-axis, and three roads RD33, RD34, and RD35 extending along the Y-axis. Roads RD31 and RD33 are connected at intersection CR21, road RD31 and RD34 at roundabout RA21, and road RD31 and RD35 at L-shaped intersection LJ21. Roads RD32 and RD33 are connected at intersection CR22, road RD32 and RD34 at roundabout RA22, and road RD32 and RD35 at L-shaped intersection LJ22. Vehicle M1 is traveling on road RD34 towards roundabout RA21 at speed VM1, and vehicle M2 is traveling on road RD32 towards roundabout RA22 at speed VM2. It should be noted that... Figure 10 The example also calculates the sub-path RS, but detailed explanations and illustrations are omitted.

[0119] In vehicle M1, the path calculation unit 153 searches for locations with multiple path candidates in the direction of travel of vehicle M1 and detects the roundabout RA21 as such a location. The path calculation unit 153 sets the first exit immediately after entering the roundabout RA21 as the highest priority exit, and sets (extends) the main path RM1 of the second path in a manner that involves turning left at the roundabout RA21 and traveling on road RD31. Next, the path calculation unit 153 searches for locations with multiple path candidates in the direction of travel of vehicle M1 and detects the intersection CR21 as such a location. Since the intersection CR21 is a T-junction, the path calculation unit 153 sets the left-turn path as the highest priority path, and sets (extends) the main path RM1 in a manner that involves turning left at the intersection CR21 and traveling on road RD33.

[0120] Here, after traveling on road RD33, there is a dead end ahead. Therefore, the path calculation unit 153 can also set this dead end as the end of the second path and end the calculation of the second path. In vehicle M1, the action plan generation unit 140 generates a target track along the main path RM1 generated in this way. Thus, driving control of vehicle M along the main path RM1 is performed. In addition, at dead ends, instead of calculating a path that turns back to the original road (e.g., making a U-turn), a path that stops vehicle M at the dead end is calculated, thereby enabling safe driving control.

[0121] In vehicle M2, the path calculation unit 153 searches for locations with multiple path candidates in the direction of travel of vehicle M2 and detects roundabout RA22 as such a location. The path calculation unit 153 sets the first exit immediately after entering roundabout RA22 as the highest priority exit and sets (extends) the main path RM2 of the second path in a manner that involves turning left at roundabout RA22 and traveling on road RD34. Next, the path calculation unit 153 searches for locations with multiple path candidates in the direction of travel of vehicle M2 and detects roundabout RA21 as such a location. The path calculation unit 153 sets the first exit immediately after entering roundabout RA21 as the highest priority exit and sets (extends) the main path RM2 in a manner that involves turning left at roundabout RA21 and traveling on road RD31. Next, the path calculation unit 153 searches for locations with multiple path candidates in the direction of travel of vehicle M2.

[0122] Here, the L-shaped intersections LJ21 and LJ22 in the direction of travel of vehicle M2 are not considered "locations with multiple path candidates". Therefore, the path calculation unit 153 does not detect these locations as locations with multiple path candidates. As a result, the path calculation unit 153 again detects the roundabout RA22 as a location with multiple path candidates. Thus, the path calculation unit 153 calculates the main path RM2, which includes the roundabout. In vehicle M2, the action plan generation unit 140 generates a target track along the main path RM2 thus generated. As a result, driving control of vehicle M along the main path RM2 is performed. It should be noted that if the path calculation unit 153 has circumnavigated the main path RM2 more than a predetermined number of times, it can also calculate the main path RM2 by having vehicle M travel to a previously unselected road at a location with multiple path candidates. Similarly, the path calculation unit 153 can also calculate the sub-path RS by having the vehicle M travel to a previously unselected road at a location where there are multiple path candidates if the sub-path RS has been circulated more than a predetermined number of times.

[0123] Thus, based on the calculation of the second path (main path RM) performed by the path calculation unit 153, even when driving through locations with multiple alternative routes without a set destination, an appropriate path can be calculated and appropriate driving control can be executed. Therefore, passenger discomfort can be reduced, and alternative destinations can be expanded to allow continued driving along the route.

[0124] [Handling situations where the vehicle enters a sub-path due to occupant intervention during autonomous driving]

[0125] During the execution of autonomous driving (Level 1), vehicle M sometimes deviates from the main path RM and enters the sub-path RS due to operations performed by the occupants of vehicle M (hereinafter referred to as "occupant operations"). That is, when an occupant operation is performed on the driving operation unit 80, vehicle M sometimes deviates from the target track generated along the main path RM. The autonomous driving control unit 100 generally controls the driving of vehicle M along the main path RM, but even if vehicle M enters the sub-path RS through an occupant operation, it continues driving control along the sub-path RS. It should be noted that the autonomous driving control unit 100 continues driving control along the main path RM even without an occupant operation. The sub-path RS is calculated in advance before vehicle M actually enters it. Therefore, after vehicle M enters the sub-path RS, the autonomous driving control unit 100 can continue driving control along the sub-path RS. Thus, during the execution of driving control along the path, even if vehicle M deviates from the path (i.e., the main path RM), the driving control is not released, thus avoiding the need for manual driving before recalculating the path.

[0126] The following detailed explanation of the processing performed by the automatic driving control unit 100 when the vehicle M enters the sub-path RS through occupant operation will be given using the second mode (i.e., the state where the destination is not set by the occupant). Alternatively, the same processing may be performed in the first mode (i.e., the state where the destination is set by the occupant).

[0127] Figures 11-14 This diagram illustrates a situation where, during travel without a predetermined destination, vehicle M enters subpath RS2 through occupant operation. Figure 12 It means to continue Figure 11 A diagram of the state. Figure 13 It means to continue Figure 12 A diagram of the state. Figure 14 It means to continue Figure 13 A diagram of the state. In Figures 11-14 The example shows two roads RD41 and RD42 extending along the X-axis, road RD43 extending along the Y-axis, and road RD44 branching off from road RD41. Roads RD41 and RD43 are connected at intersection CR31, and road RD41 and RD44 are connected at branch road FR. Additionally, roads RD42 and RD43 are connected at intersection CR32. Furthermore, in... Figure 11 At the given time, let's say vehicle M is traveling on road RD41 towards intersection CR31 at speed VM. Additionally, at... Figure 11At the specified time point, vehicle M is described as performing driving control in the second mode of the first driving level (automatic driving). Specifically, it is defined as follows: calculating the straight-ahead paths along road RD41 at intersection CR31 and branch road FR as the main path RM1, the automatic driving control device 100 performs driving control on vehicle M along the main path RM1. Furthermore, in Figure 11 The time points are defined as follows: the sub-path RS1 is the left turn of CR31 relative to road RD43 at the intersection; the sub-path RS2 is the right turn of CR31 relative to road RD43 at the intersection; and the sub-path RS3 is the left turn of FR relative to road RD44 at the branch road.

[0128] exist Figure 12 At that point in time, vehicle M entered subpath RS2 through occupant operation.

[0129] In this case, such as Figure 13 As shown in the example, the automatic driving control device 100 (e.g., processing unit 154) discards the paths other than sub-path RS2 entered by vehicle M, namely the main path RM1, sub-path RS1, and sub-path RS3, and causes the action plan generation unit 140 to generate a target track along sub-path RS2. Thus, the automatic driving control device 100 performs driving control of vehicle M along sub-path RS2. It should be noted that, for example, processing unit 154 can also detect vehicle M's entry into sub-path RS2 based on information obtained by acquisition unit 151. Specifically, entry into sub-path RS2 can also be detected based on information output from recognition unit 130, driving operation unit 80, vehicle sensor 40, etc. However, the method for detecting vehicle M's entry into sub-path RS2 can be appropriately modified.

[0130] Performing driving control along sub-path RS2 Figure 13 At that point in time, the path calculation unit 153 recalculates the main path RM and sub-path RS, starting from the current location of vehicle M (sub-path RS2). Figure 14 In the example, the new main path RM2 and subpath RS4 are calculated while vehicle M is traveling on subpath RS2. Figure 14 In the example, the main path RM2 is the path for turning left at the intersection CR32, which is a T-junction, and the sub-path RS4 is the path for turning right at the intersection CR32. After calculating the new paths RM2 and RS4, the processing unit 154 instructs the action plan generation unit 140 to generate a target track along the new main path RM2. Thus, the automatic driving control device 100 continues the driving control of the vehicle M along the new main path RM2.

[0131] It should be noted that, in Figure 11At the specified time point, the path calculation unit 153 can also calculate the distance corresponding to the time required to recalculate the main path RM2 for the sub-path RS2. That is, the sub-path RS2 can be pre-calculated to a sufficient extent to complete the recalculation of the main path RM2 before the vehicle M completely passes through the sub-path RS2. Therefore, driving control can continue uninterrupted from the moment the vehicle M enters the sub-path RS2 until the recalculation of the main path RM2 is completed. It should be noted that the "time required to recalculate the main path RM2" can be pre-stored in the storage unit 190, etc., and the path calculation unit 153 can determine the calculated distance of the sub-path RS2 based on the stored information.

[0132] For example, the path calculation unit 153 can also determine a quantity corresponding to the calculated distance of the sub-path RS2 based on the speed limit of the sub-path RS2. Specifically, the faster the speed limit of the sub-path RS2, the longer the calculated distance of the sub-path RS2; conversely, the slower the speed limit of the sub-path RS2, the shorter the calculated distance of the sub-path RS2. Thus, the calculated distance of the sub-path RS2 can be appropriately determined. The path calculation unit 153 can also determine the calculated distance of the sub-path RS2 based on the speed limit of the sub-path RS2 and the time required to recalculate the main path RM2. It should be noted that the path calculation unit 153 can also obtain the speed limit of the sub-path RS2 from, for example, map information (first map information 54, second map information 62).

[0133] [Processing Flow]

[0134] The following describes the processing performed by the automatic driving control device 100 according to the embodiment. Figure 15 This is a flowchart illustrating an example of the processing flow performed by the automatic driving control device 100. It should be noted that the following explanation focuses on the calculation of the main path RM and sub-path RS during the execution of a first driving level (e.g., second mode) performed by the automatic driving control device 100. The processes shown below can be repeatedly executed at predetermined times or at predetermined cycles during the execution of the first driving level (e.g., second mode).

[0135] exist Figure 15In the example, the processing unit 154 determines whether there is a vehicle M entering from the main path RM to the sub-path RS (step S102). If it is determined that there is no vehicle M entering from the main path RM to the sub-path RS (step S102: No), the automatic driving control device 100 maintains the main path RM and continues the driving control of the vehicle M (step S104). That is, the driving control of the vehicle M along the target track generated by the action plan generation unit 140 continues along the main path RM. It should be noted that the path calculation unit 153 may also calculate the main path RM and the sub-path RS at a predetermined time or at a predetermined period in order to extend the already calculated main path RM. After that, the processing of this flowchart ends.

[0136] If it is determined that vehicle M is entering from the main path RM to the sub-path RS (step S102: Yes), the automatic driving control device 100 continues the driving control of vehicle M along the entered sub-path RS (step S106). That is, the processing unit 154 causes the action plan generation unit 140 to generate a target track along the sub-path RS entered by vehicle M. Thus, the driving control of vehicle M continues along the sub-path RS entered by vehicle M. Next, the path calculation unit 153 calculates a new main path RM and a new sub-path RS starting from the current location of vehicle M (i.e., the sub-path RS entered by vehicle M) (step S108). Next, the automatic driving control device 100 continues the driving control of vehicle M along the calculated new main path RM (step S110). That is, the processing unit 154 causes the action plan generation unit 140 to generate a target track along the new main path RM. Thus, the driving control of vehicle M continues along the new main path RM. After this, the processing of this flowchart ends.

[0137] According to the above-described embodiment, the automatic driving control device 100 (an example of a driving control device) includes: a path calculation unit 153 that calculates the path traveled by the vehicle M; and a driving control unit (processing unit 154, action plan generation unit 140, and second control unit 160) that controls the driving of the vehicle M along the path calculated by the path calculation unit 153. The path calculation unit 153 calculates a main path RM and a sub-path RS, the sub-path RS extending from the main path RM and defining the roads that the vehicle M can travel on. The driving control unit controls the driving along the main path RM, and even if the vehicle M enters the sub-path RS due to occupant operation, it continues to control the driving along the sub-path RS. Therefore, even if the path traveled by the vehicle M changes due to occupant operation, driving control can continue. Furthermore, this can contribute to the development of a sustainable transportation system.

[0138] The implementation methods described above can be performed as follows.

[0139] A driving control device comprising:

[0140] A storage medium that stores computer-readable instructions; and

[0141] The processor connected to the storage medium,

[0142] The processor performs the following processing by executing computer-readable instructions:

[0143] Calculate the vehicle's travel path;

[0144] The vehicle is controlled to travel along the calculated path;

[0145] In the path calculation, a main path and sub-paths are calculated, the sub-paths extending from the main path, and the roads that the vehicle can travel on are defined; and

[0146] In the driving control, the driving control is performed along the main path, and the driving control continues along the sub-path even if the vehicle enters the sub-path through occupant operation.

[0147] The above describes specific embodiments of the present invention, but the present invention is not limited to such embodiments in any way. Various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A driving control device, wherein, The driving control device includes: The path calculation unit calculates the path the vehicle travels; and The driving control unit controls the vehicle's movement along the path calculated by the path calculation unit. The path calculation unit calculates a main path and a sub-path, wherein the sub-path is a path that extends from the main path and is defined for roads that the vehicle can travel on. The driving control unit performs driving control along the main path, and continues driving control along the sub-path even if the vehicle enters the sub-path through occupant operation.

2. The driving control device according to claim 1, wherein, The driving control unit continues driving control along the main path in the absence of any occupant operation.

3. The driving control device according to claim 1, wherein, The path calculation unit calculates a distance for the sub-path that is shorter than the main path.

4. The driving control device according to claim 3, wherein, The path calculation unit calculates the distance corresponding to the time required to recalculate the main path for the sub-path.

5. The driving control device according to claim 4, wherein, The path calculation unit determines an amount corresponding to the calculated distance of the sub-path based on the speed limit of the sub-path.

6. The driving control device according to claim 1, wherein, The route calculation unit calculates the main route and the sub-route when the occupants of the vehicle have not set a destination.

7. A driving control method, wherein, The driving control method enables the computer to perform the following processing: Calculate the vehicle's travel path; The vehicle is controlled to travel along the calculated path; In the calculation of the path, a main path and a sub-path are calculated. The sub-path is a path that extends from the main path and is set for roads that the vehicle can travel on. as well as In the driving control, the driving control is performed along the main path, and the driving control continues along the sub-path even if the vehicle enters the sub-path through occupant operation.

8. A storage medium storing a program, wherein, The program causes the computer to perform the following processing: Calculate the vehicle's travel path; The vehicle is controlled to travel along the calculated path; In the calculation of the path, a main path and a sub-path are calculated. The sub-path is a path that extends from the main path and is set for roads that the vehicle can travel on. as well as In the driving control, the driving control is performed along the main path, and the driving control continues along the sub-path even if the vehicle enters the sub-path through occupant operation.

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