Automated driving system

Abstract

System (100) for automated driving, comprising: an obstacle detection unit (11) configured to detect at least one obstacle around a vehicle based on the vehicle's surroundings; a timetable generation unit (12) which is configured to generate a timetable for the vehicle based on the environment and a result of the detection of at least one obstacle; a vehicle control device (13) which is configured to control the vehicle based on the timetable; an overwrite unit (14) configured to perform an overwrite operation in response to an input from a user of the vehicle in order to modify the result of the detection of at least one obstacle, which is used to generate the timetable; and a presentation unit (21) which is configured to present to the user the result of the detection of at least one obstacle, wherein the overwrite unit (14) is configured such that it performs the overwrite operation only during a period of time in which input is continued by the user, wherein the overwrite unit (14) is configured such that it performs an operation as the overwrite operation to exclude at least part of the at least one obstacle from the result of the detection of the at least one obstacle, wherein the presentation unit (21) is configured to serve as an input unit which receives input from the user, wherein the overwrite unit (14) is configured to perform the overwrite operation according to the input from the user at the input unit, and wherein the input unit comprises a touch sensor or a touch panel.

Description

Background of the invention 1. Field of the invention

[0001] The invention relates to a system for automated driving. 2. Description of the relevant state of the art

[0002] An example of an automated driving system is a control system for automated driving described in Japanese patent publication number JP 2016-137 819 A. This automated driving system detects an obstacle or obstacles around a vehicle and performs automated driving of the vehicle based on the result of the obstacle detection and the vehicle's surroundings.

[0003] Furthermore, JP 2017-044530A discloses an obstacle detection system comprising: detection units for detecting an object; certainty factor setting units for setting a certainty factor indicating the possibility that the object is an obstacle, based on the object detection data acquired by the detection units; a tracking processing unit for performing tracking processing to determine whether multiple pieces of detection data, acquired at different times, are data for the same object; and a certainty factor update unit for updating a certainty factor of the object in the event that the tracking processing unit determines that the multiple pieces of detection data are data for the same object, using the detection data associated with the same object.

[0004] Furthermore, US patent 2017 / 0050642A1 discloses a system for autonomous or semi-autonomous vehicle driving with a communication module for receiving additional information from a vehicle driver, and a corresponding method whereby control commands are generated based on an environmental representation created from sensor signals of a detection device. The environmental representation, in which ambiguous objects are identified, is such that the information received from the vehicle driver is added. The system generates an information request. Additional information is extracted and accumulated in the environmental representation map. Subsequently, the traffic situation is determined, and appropriate control signals are generated for the vehicles.If the environment display contains no ambiguous objects, but the system is unable to decide on the traffic situation, the driver will be asked to clarify the situation or provide instructions for dealing with the traffic. Summary of the invention

[0005] According to the technology described above, achieving complete obstacle detection on the system side is technically difficult. Therefore, automated driving can be interrupted and switched to manual driving at any time the system struggles to correctly detect an obstacle while the vehicle is operating in automated driving mode. Switching to manual driving mode is inconvenient for the driver and can reduce the ease of use and comfort of automated driving.

[0006] The aforementioned problems and the resulting task are solved by the subject matter of claims 1 and 5. Advantageous embodiments of the invention are the subject matter of the dependent claims that follow.

[0007] This invention provides a system for automated driving which can limit a deterioration in the comfort of automated driving.

[0008] A first explanatory aspect of the present disclosure provides a system for automated driving.The automated driving system according to the first explanatory aspect of the present disclosure comprises an obstacle detection unit configured to detect at least one obstacle around a vehicle based on the vehicle's environment; a route generation unit configured to generate a route for the vehicle based on the environment and the result of the detection of the at least one obstacle; a vehicle control device configured to control the vehicle based on the route; and an overwrite unit configured to perform an overwrite operation, upon input from a user of the vehicle, to modify the result of the detection of the at least one obstacle, which is used to generate the route.

[0009] The user may recognize a situation where an obstacle is present around the vehicle during operation in automated driving mode, and the obstacle does not affect automated driving, whereas the obstacle detection unit may have difficulty correctly detecting the situation. In this situation, the automated driving system, configured as described above, can continue automated driving by excluding the obstacle from the obstacle detection result or by allowing user input (avoiding a switch to manual driving). This means it is possible to limit or reduce any reduction in the comfort of automated driving.

[0010] Regarding the first aspect, the overwrite unit can be configured to perform an overwrite operation to exclude at least part of the obstacle from the result of the obstacle detection.

[0011] Regarding the first aspect, the automated driving system may also include a presentation or display unit configured to present the result of the detection of at least one obstacle to the user.

[0012] With the above configuration, the user can verify the obstacle detection result.

[0013] Regarding the first aspect, the overwrite unit can be configured to only perform the overwrite process during a period of time in which the user continues to input data.

[0014] With the above configuration, the user can specify a duration during which the overwrite process will be carried out.

[0015] Regarding the first aspect, the automated driving system can further include a reliability calculation unit configured to calculate the reliability of the result of detecting at least one obstacle. The override unit can be configured to perform the override operation according to user input if the reliability calculated by the reliability calculation unit is lower than or below a predetermined threshold.

[0016] With the above configuration, the timetable can be created by safely taking into account the obstacle detection result if the reliability of the obstacle detection result obtained by the obstacle detection unit is higher than or equal to the threshold.

[0017] Regarding the first aspect, the timetable generation unit can be configured to generate the next or subsequent timetable while the vehicle is controlled based on that timetable. The overwrite unit can be configured to perform the overwrite process upon detection of at least one obstacle, which is then used to generate the next timetable, while the vehicle is controlled based on that timetable.

[0018] Regarding the first aspect, the presentation unit can be configured to serve as an input unit that receives input from the user; and the overwrite unit can be configured to perform the overwrite process according to the user's input at the input unit.

[0019] Regarding the first aspect, the vehicle control device can be configured to switch between automated driving, where the vehicle is controlled based on the timetable, and manual driving, where the vehicle is controlled based on user input.

[0020] A second explanatory aspect of the present disclosure provides a system for automated driving. The system for automated driving according to the second explanatory aspect of the present disclosure comprises at least one electronic control unit configured to: detect a vehicle's environment and at least one obstacle around the vehicle; generate a driving plan for the vehicle based on the result of the environment detection and the result of the detection of the at least one obstacle; control the vehicle based on the driving plan; and perform an override operation according to input from a user of the vehicle in order to change the result of the detection of the at least one obstacle and / or the result of the environment detection.

[0021] Regarding the second aspect, at least one electronic control unit can be configured in such a way that it performs an overwrite process to exclude at least part of at least one obstacle from the result of the detection of the at least one obstacle.

[0022] In the second aspect, at least one electronic control unit can be configured to detect a blind spot in the environment around the vehicle, where the blind spot corresponds to an area in which it is difficult to detect at least one obstacle; and excludes at least part of the blind spot from the result of the environment detection according to the user's input as the override process.

[0023] Regarding the second aspect, at least one electronic control unit can be configured to switch between automated driving, in which the vehicle is controlled based on the timetable, and manual driving, in which the vehicle is controlled based on an action by the user.

[0024] According to the invention, it is possible to provide the automated driving system which can limit or reduce the deterioration of the comfort of automated driving. Brief description of the illustrations

[0025] Features, advantages and the technical and industrial significance of exemplary embodiments of the invention are described below with reference to the accompanying figures, in which the same reference numerals denote the same elements, and wherein: Fig. 1 is a block diagram showing the configuration of an automated driving system of a first embodiment; Fig. 2 is a flowchart which represents an example of a control routine relating to automated driving, where the routine is carried out by the automated driving system. Fig. 1 is executed; Fig. 3 is a block diagram showing the configuration of a second embodiment of an automated driving system; Fig. 4 is a flowchart which represents an example of a control routine relating to automated driving, where the routine is carried out by the automated driving system. Fig. 3 is executed; Fig. 5 is a block diagram showing the configuration of a third embodiment of an automated driving system; Fig. 6 is a flowchart which represents an example of a control routine relating to automated driving, where the routine is carried out by the automated driving system. Fig. 5 is executed; and Fig. Figure 7 is a block diagram showing the configuration of a fourth embodiment of an automated driving system. Detailed description of embodiments

[0026] Some embodiments of the invention are described with reference to the figures. In the following description, identical or corresponding elements are assigned the same reference numerals, and no repetition of these reference numerals is intended. First embodiment

[0027] Fig. Figure 1 is a block diagram showing the configuration of a first embodiment of a system 100 for automated driving. As shown in Fig. As shown in Figure 1, the automated driving system 100 is installed on a vehicle V, such as a passenger car. The automated driving system 100 is a system for inducing the vehicle V to drive in an automated driving mode. Automated driving refers to vehicle control that causes the vehicle V to drive autonomously towards a preset destination without requiring any input from a user (including a driver, etc.) of the vehicle V.

[0028] The automated driving system 100 comprises an external sensor or sensors 3, a GPS (global positioning system) receiver 4, an internal sensor or sensors 5, a map database 6, a navigation system 7, actuators 8, an input device 9 and an ECU (electronic control unit) 10.

[0029] The external sensor 3 is a detection device that detects the environment (external conditions or states) surrounding the vehicle V. The external sensor 3 comprises a camera and / or a radar sensor. The camera is an image capture device that records an image of the environment. The camera is located on the rear of the vehicle V's windshield. The camera transmits information about the captured image to the ECU 10. The camera can be a monocular or a stereo camera. The stereo camera has two image capture units arranged to reproduce binocular disparity. The information in the stereo camera's captured image includes depth information. The radar sensor is a detection device that detects an object around the vehicle V using radio waves (such as millimeter waves) or light.The radar sensor can be, for example, a millimeter-wave radar or a LIDAR (Laser Imaging Detection and Ranging). The radar sensor transmits radio waves or light into the vehicle's surroundings and detects an object by recording the radio waves or light reflected by the object. The radar sensor then transmits object information to the ECU 10.

[0030] The GPS receiver 4 receives signals from three or more GPS satellites and obtains position information indicating the location of the vehicle V. This position information includes, for example, latitude and longitude. The GPS receiver 4 transmits the information about the measured position of the vehicle V to the ECU 10. The GPS receiver 4 can be replaced by another device that can specify the latitude and longitude of the vehicle V.

[0031] The internal sensors 5 correspond to detection devices that detect the driving states of the vehicle V (that is, how the vehicle V is operated). The internal sensors 5 include at least one vehicle speed sensor. The vehicle speed sensor corresponds to a detection device that detects the speed of the vehicle V. A wheel speed sensor is used as the vehicle speed sensor, which is provided on a wheel of the vehicle V or on a drive shaft or the like, which rotates as a unit with the wheel to detect the rotational speed of the wheel. The vehicle speed sensor transmits the detected vehicle speed information to the ECU 10. The internal sensors 5 may include an acceleration sensor or a yaw rate sensor. The acceleration sensor corresponds to a detection device that detects the acceleration of the vehicle V.The acceleration sensor comprises a longitudinal acceleration sensor, which detects the acceleration of the vehicle V in the longitudinal direction, and a lateral acceleration sensor, which detects the lateral acceleration of the vehicle V. The acceleration sensor transmits the information about the acceleration of the vehicle V to the ECU 10. The yaw rate sensor corresponds to a detection device that detects the yaw rate (rotational angular velocity) of the vehicle V about the vertical axis that passes through the center of gravity of the vehicle V. A gyroscope, for example, can be used as the yaw rate sensor. The yaw rate sensor transmits the information about the detected yaw rate of the vehicle V to the ECU 10.

[0032] Map Database 6 is a database that stores map information. Map Database 6 is implemented on a hard disk drive (HDD) installed in the vehicle V. The map information includes road position information, lane information, road type information, road geometry information, intersection and junction positions, building positions, and so on. Road type information is used to distinguish between road types, such as restricted roads (or expressways) and general roads. Road geometry information includes, for example, type information such as whether a section is curved or straight, and the road's curvature. Map Database 6 can be stored on a computer in a facility, such as an information processing center, that can communicate with the vehicle V.

[0033] Navigation system 7 is a system that guides the user of vehicle V to a preset destination. Navigation system 7 detects a road and a lane on which vehicle V is traveling, based on the position of vehicle V measured by the GPS receiver 4 and the map information from the map database 6. Navigation system 7 calculates a route from the position of vehicle V to the destination. Navigation system 7 guides the user along the route using a display panel and a speaker. Navigation system 7 transmits the position information of vehicle V, information about the vehicle V's lane, and information about the route to vehicle V to the ECU 10.

[0034] The actuators 8 correspond to devices that perform vehicle control of the vehicle V. The actuators 8 comprise at least one engine actuator, one brake actuator, and one steering actuator. The engine actuator changes the amount of air supplied to the engine (for example, by changing the throttle opening) according to a control signal from the ECU 10, thereby controlling the driving force of the vehicle V. In the case where the vehicle V is a hybrid or electric vehicle, the engine actuator controls the driving force of a motor as a power source. The brake actuator controls a braking system according to a control signal from the ECU 10 to control a braking force applied to the wheels of the vehicle V. The braking system can be, for example, a hydraulic braking system.In the case where vehicle V is equipped with a regenerative braking system, the brake actuator can control both the hydraulic and regenerative braking systems. The brake actuator drives an auxiliary motor, which in turn controls a steering torque in an electric power steering system, according to a control signal from ECU 10. In this way, the steering actuator controls the steering torque of vehicle V.

[0035] The input device 9 corresponds to an interface that allows the user of vehicle V to input various types of information into the automated driving system 100. The input device 9 is a human-machine interface (HMI). It transmits information entered by the user to the ECU 10. If a particular obstacle around vehicle V does not affect the automated driving of vehicle V, the user performs an override input on the input device 9 to cause the system to ignore the obstacle detected by the system. In this embodiment, the input device 9 is a push-button switch and transmits an "on" signal to the ECU 10 for the duration that the button is pressed (i.e., during an override input by the user).

[0036] The ECU 10 controls the vehicle V. The ECU 10 is an electronic control unit with a CPU (central processing unit), a ROM (read-only memory), a RAM (random access memory), a CAN (electronic control unit network) communication circuit, etc. The ECU 10 is connected to a network, for example, via the CAN communication circuit, and is connected to the components of the vehicle V, as described above, so that it can communicate with these components. The ECU 10 sends and receives data by activating the CAN communication circuit, for example, based on a signal generated by the CPU, stores the input data in the RAM, loads a program stored in the ROM into the RAM, and executes the program loaded into the RAM, thereby implementing a function of a component of the ECU 10. The ECU 10 can consist of two or more electronic control units.The ECU 10 includes an obstacle detection unit 11, a timetable generation unit 12, a vehicle control device 13 and an override unit 14.

[0037] The obstacle detection unit 11 detects one or more obstacles around the vehicle V based on the detection result of the external sensor(s) 3 (vehicle V's environment). The obstacles include stationary obstacles, such as a guardrail, a tree at the roadside, and a building, and moving obstacles, such as a person (pedestrian), an animal, a bicycle, and another vehicle. The obstacle detection unit 11 detects at least one parameter from the position, size, area, and direction of movement of each obstacle, and the speed of the obstacle relative to the vehicle V. The obstacle detection unit 11 outputs the result of the obstacle detection(s) via the override unit 14 to the timetable generation unit 12.

[0038] The timetable generation unit 12 generates a timetable for vehicle V based on at least one parameter from the acquisition results of the external sensor(s) 3 and the internal sensor(s) 5, position information obtained by the GPS receiver 4, map information from the map database 6, various types of information transmitted by the navigation system 7, and the obstacle detection result generated by the obstacle detection unit 11 via the overwrite unit 14. The timetable generation unit 12 begins generating a timetable when the user performs an action to start automated driving control.The route plan comprises a long-term route plan for the time required for vehicle V to reach a preset destination from its current position, and a short-term route plan based on the actual road environment and surroundings. The long-term route plan depends on map information. The short-term route plan corresponds to the route that vehicle V is expected to follow over a detection range defined by the external sensor(s) 3 (for example, an area within 150 m in front of vehicle V). The short-term route plan can be repeatedly generated from the time the request to start automated driving is entered until the time vehicle V reaches the preset destination (during automated driving).

[0039] The timetable generation unit 12 generates the long-term timetable for vehicle V based on the target route set by the navigation system 7 and the map information from the map database 6. The long-term timetable includes a control target value for vehicle V, corresponding to a position on the target route. The position on the target route corresponds to a position in the direction in which the target route extends on the map. This position represents a set vertical position, defined for each predefined interval (e.g., 1 m) in the direction of the target route. The control target value specifies a control destination for vehicle V within the long-term timetable. The control target value is set in relation to each of the defined vertical positions on the target route.The timetable generation unit 12 sets the configured vertical positions at the specified intervals on the target route and also sets a control target value for each of the configured vertical positions to generate the long-term timetable. The configured vertical position and a target lateral position can be combined and set as a single position coordinate. The configured vertical position and the target lateral position represent information about a vertical position and information about a lateral position that are configured as targets in the long-term timetable.

[0040] The timetable generation unit 12 generates a short-term timetable based on the acquisition results of the external sensor(s) 3 and the internal sensor(s) 5, the obstacle detection result generated by the obstacle detection unit 11 via the overwrite unit 14, the position of the vehicle V, and the long-term timetable. The position of the vehicle V is determined based on the position information received by the GPS receiver 4 and the map information from the map database 6. The vehicle position used in the navigation system 7 can be obtained by the navigation system 7 and recognized as the position of the vehicle V. If the vehicle position of the vehicle V is measured by a sensor installed on the roadside, the position of the vehicle V can be obtained from the sensor via communication and recognized as the position of the vehicle V.

[0041] As with the long-term timetable, the short-term timetable has short-term control target values ​​based on a set vertical position on a target route. These short-term control target values ​​define control objectives for vehicle V within the short-term timetable. The short-term control target values ​​are set in relation to each defined vertical position on the target route. The short-term control target values ​​include a short-term target lateral position and a short-term target vehicle speed. The short-term target lateral position corresponds to the lateral position of vehicle V that defines a control objective in the short-term timetable. The short-term target vehicle speed corresponds to the vehicle speed of vehicle V that defines a control objective in the short-term timetable.

[0042] The vehicle control device 13 transmits control signals based on the timetable created by the timetable generation unit 12 to the actuators 8. In this way, the vehicle V is controlled so that the vehicle V drives autonomously according to the timetable.

[0043] The overwrite unit 14 performs an overwrite operation to exclude an obstacle, or at least part of two or more obstacles, from the obstacle detection result on which the timetable is based by the timetable generation unit 12. Specifically, when an "on" signal is transmitted from the input device 9 in response to an input from the user, the overwrite unit 14 determines that no obstacle has been detected by the obstacle detection unit 11, and it performs an overwrite operation to output 0 (a result indicating that no obstacle has been detected) from the obstacle detection unit 11 to the timetable generation unit 12.

[0044] In this embodiment, the overwrite unit 14 performs the overwrite process only during the period in which user input is continued at the input device 9 and the on signal is continuously transmitted from the input device 9. If, on the other hand, there is no user input at the input device 9 and no on signal is transmitted from the input device 9, the obstacle detection result obtained by the obstacle detection unit 11 is thus created or transmitted to the timetable generation unit 12. In this embodiment, the overwrite unit 14 can perform the entire overwrite process as a single operation to exclude (ignore) all obstacles detected by the obstacle detection unit 11 from the obstacle detection result. Once the overwrite unit 14 has completed the overwrite process, it stores a log.Protocol (report) which specifies the execution of the overwrite operation and the content of the overwrite operation in the ROM or similar of the ECU 10.

[0045] The following is an example of a control routine that is executed by System 100 for automated driving.

[0046] Fig. Figure 2 is a flowchart illustrating an example of a control routine for automated driving, where the routine is executed by the automated driving system 100. In the automated driving system 100, the following control routine for automated driving is executed in the ECU 10 when an on / off switch for automated driving is activated to initiate a request for an automated drive. The in Fig. The control routine shown in Figure 2 can be executed repeatedly from the time at which the request to start the automated journey is entered until the time at which the vehicle V reaches the preset destination (while the automated journey is being carried out).

[0047] Initially, the detection result from the external sensor(s) 3, i.e., information regarding the vehicle V's surroundings, is obtained (step S1). This information includes at least image information captured by the camera and / or object information obtained by the radar sensor. Then, based on the detection result from the external sensor(s) 3, it is determined whether any obstacle is present around the vehicle V (step S2).

[0048] If a negative decision (No) is received in step S2, the control system proceeds to step S6, which is described later. If an affirmative decision (Yes) is received in step S2, the obstacle detection unit 11 detects the obstacle based on the detection result of the external sensor(s) 3 (step S3). Then, it is determined whether an override input from the user is entered into the input device 9 (step S4).

[0049] If a positive decision (Yes) is received in step S4, the overwrite unit 14 performs an overwrite operation to exclude the obstacle from the obstacle detection result received by the obstacle detection unit 11 (step S5). That is, in step S5, the obstacle detection result is overwritten with a result indicating that no obstacle was detected. After the execution of step S5, the overwrite unit 14 stores a log indicating the execution of the overwrite operation and its contents, and it generates the obstacle detection result that has been overwritten for the timetable generation unit 12. The control system then proceeds to step S6, which will be described later.If, on the other hand, a negative decision (No) is received in step S4, the overwrite unit 14 does not execute an overwrite operation, and the obstacle detection result received by the obstacle detection unit 11 is thus generated for or routed to the timetable generation unit 12. The control system then proceeds to step S6, which is described below.

[0050] In step S6, the timetable generation unit 12 generates a timetable based on at least one parameter from the acquisition results of the external sensors 3 and the internal sensors 5, position information from the GPS receiver 4, map information from the map database 6, various types of information from the navigation system 7, and the obstacle detection result. The vehicle control device 13 then performs vehicle control based on the timetable created in this way, causing the vehicle V to drive autonomously according to the timetable.

[0051] The System 100 for automated driving can be applied to various scenarios, as shown below.

[0052] For example, if the user, in a scene where a person is stopped and talking near a pedestrian crossing, can reasonably determine from the person's movement and expression that they will not enter the crossing, the user enters an override input into input device 9 to overwrite the obstacle detection result with a result indicating that no person is in the vicinity of the crossing. Consequently, a driving plan is created based on the overridden obstacle detection result, and the vehicle V drives autonomously without switching to manual control. If the input into input device 9 is subsequently stopped, the system returns to a state in which the obstacle detection result is not overwritten.In this case, a timetable is created based on the obstacle detection result, which is not overwritten, and the vehicle V drives autonomously as usual.

[0053] In another example, in a scene where vehicle V is waiting to turn right at an intersection, or a scene where vehicle V is waiting to change lanes, there is a need to predict the behavior of an oncoming vehicle with high accuracy to allow vehicle V to cross an oncoming lane or enter the oncoming lane at the correct time. If the user can appropriately determine that the oncoming vehicle will not impede vehicle V's progress, the user enters a command into input device 9 to override the obstacle detection result to a result indicating the absence of the oncoming vehicle.Consequently, a driving plan is created based on the obstacle detection result, which is then overwritten, and the vehicle V can immediately turn right or perform a lane change in automated driving mode without being placed in a situation where the vehicle V misses the timing and cannot turn right or perform a lane change.

[0054] In another example, it is not easy for the automated driving system 100 to correctly detect falling leaves on a road or weeds protruding into the roadway from outside. If the user can appropriately determine that the fallen leaves or weeds will not impede the vehicle V's journey, the user enters a command into input device 9 to override the obstacle detection result with a result indicating the absence of the fallen leaves or weeds. Consequently, a driving plan is created based on the overridden obstacle detection result, and the vehicle V continues to drive autonomously, driving over the fallen leaves or weeds in some cases without terminating the autonomous journey or performing a sudden steering maneuver.

[0055] In the automated driving system 100 described above, the override unit 14 can override the obstacle detection result on the system side via user input. Even if the obstacle detection unit 11 has difficulty correctly detecting an obstacle around the vehicle V, the user can exclude the obstacle from the obstacle detection result by performing a suitable input operation in order to continue automated driving (to avoid switching to manual driving). This means it is possible to reduce any reduction in the comfort of automated driving.

[0056] In the automated driving system 100, the overwrite unit 14 only performs the overwrite process for the duration that a user input is being continued. Therefore, the user can determine the time period during which the overwrite process is executed. Consequently, the vehicle V can be controlled according to the user's intention.

[0057] The input device 9 is not limited to any particular device. If the input device 9 corresponds to a switch, it can correspond to a slide switch, a toggle switch, or a latching switch. The input device 9 can correspond to a touch sensor or a touch panel. The input device 9 can allow voice input via a microphone or gesture input via a camera. Second embodiment

[0058] A second embodiment is described below. Only the points in which the second embodiment differs from the first embodiment are described below; no repetitive descriptions are provided.

[0059] Fig. Figure 3 is a block diagram showing the configuration of a System 200 for automated driving of the second embodiment. As in Fig. As shown in Figure 3, the automated driving system 200 further comprises a display device 21. The display device 21 corresponds to a presentation or display unit that presents the obstacle detection result from the obstacle detection unit 11 to the user. The display device 21 enables the obstacle detection result to be used jointly by the system and the user. In this embodiment, the display device 21 is also used as the input device 9, and a touch sensor 22 is used as both the input device 9 and the display device 21.

[0060] The overwrite unit 14 of the System 200 for automated driving can perform a partial overwrite operation to exclude (or ignore) a portion of two or more obstacles from the obstacle detection result. The partial overwrite operation corresponds to an operation to selectively or partially overwrite the detected two or more obstacles. For example, if two or more obstacles are detected by the obstacle detection unit 11 and these two or more obstacles are displayed on the display device 21, and the user performs an overwrite input (for example, a touch on the touch panel 22) to exclude one obstacle from the obstacle detection result via the input device 9, the overwrite unit 14 will only ignore that one obstacle from the obstacle detection result.

[0061] Fig. Figure 4 is a flowchart illustrating an example of a control routine for automated driving, where the routine is executed by the automated driving system 200. The in Fig. The control routine shown in Figure 4 can be executed repeatedly from the time the request to start automated driving is entered until the time vehicle V reaches the preset destination (while automated driving is underway). In the automated driving system 200, the ECU 10 receives information about the vehicle V's surroundings (step S11), as in step S1 above. Then, as in step S2 above, it determines whether there are any obstacles in the vehicle V's surroundings (step S12).

[0062] If a negative decision (No) is received in step S12, the control system proceeds to step S17, which is described later. If an affirmative decision (Yes) is received in step S12, the obstacle is detected by the obstacle detection unit 11 as in the preceding step S3 (step S13). The obstacle detection result received by the obstacle detection unit 11 is then presented or displayed via the display device 21 (step S14). As in the preceding step S4, it is determined whether the user enters an override input into the input device 9 (step S15).

[0063] If a positive decision (Yes) is received in step S15, the overwrite unit 14 performs an overwrite operation to exclude the obstacle from the obstacle detection result received by the obstacle detection unit 11 (step S16). After step S16, the overwritten obstacle detection result is provided to or routed to the timetable generation unit 12, and the control system proceeds to step S17, which is described later. Conversely, if a negative decision (No) is received in step S15, the overwrite unit 14 does not perform the overwrite operation, and the obstacle detection result received by the obstacle detection unit 11 is thus generated for or routed to the timetable generation unit 12. The control system then proceeds to step S17, which is described later.In step S17, the timetable generation unit 12 generates a timetable, as in the preceding step S6. Then, as in the preceding step S7, the vehicle control device 13 performs vehicle control based on the timetable, so that the vehicle V drives autonomously according to the timetable (step S18).

[0064] The same effect is achieved with the above-described System 200 for automated driving, meaning that the deterioration of the comfort of automated driving can be reduced.

[0065] If, for example, in a scene where vehicle V enters an intersection, the obstacle detection unit 11 in the automated driving system 200 detects a vehicle ahead and a pedestrian as obstacles, and the user performs an override input to exclude the pedestrian on the input device 9 in the form of the touch panel 22, the override unit 14 can perform a partial override operation to ignore only the pedestrian (part of) the obstacle detection result, instead of ignoring both the vehicle ahead and the pedestrian. This also makes it possible to avoid a rear-end collision at the intersection.

[0066] The automated driving system 200 also includes the display device 21, which presents the obstacle detection result of the obstacle detection unit 11 to the user. The display device 21 allows the user to verify the obstacle detection unit. The user can distinguish between their perception of obstacles and the obstacle detection result obtained by the automated driving system 200. Therefore, it becomes easier for the user to use the system to perform the partial override operation.

[0067] The display device 21 can, instead of or in addition to the touch panel 22, include, for example, a display field for showing image information to the user and / or a loudspeaker for voice output. The partial overwrite operation can be performed in the same manner in the first embodiment described above, in a third embodiment described below, and in a fourth embodiment described below. Third embodiment

[0068] The third embodiment is described below. Only the points in which the third embodiment differs from the first embodiment are described below; no repetitive descriptions are provided.

[0069] Fig. Figure 5 is a block diagram showing the configuration of a System 300 for automated driving of the third embodiment. As shown in Fig. As shown in Figure 5, the ECU 10 of the system 300 for automated driving also includes a reliability calculation unit 15.

[0070] The reliability calculation unit 15 calculates the reliability of the obstacle detection result obtained by the obstacle detection unit 11. Reliability corresponds to an indicator that specifies the credibility of the obstacle detection result or its external extent. Reliability can be expressed, for example, as a level, a numerical value, high or low, presence or absence, or the like. If the reliability is higher (or if reliability is present), it can be determined that the obstacle detection result is credible. Reliability can be calculated based on information about the weather around the vehicle V.The calculated reliability is reduced, for example, if the weather around vehicle V is bad (e.g., rain, snow, or fog), and the calculated reliability is increased if the weather around vehicle V is good (e.g., sunny).

[0071] Reliability can also be calculated using the past overwrite rate. For example, the calculated reliability is reduced if the past overwrite rate is higher than a predetermined rate. The past overwrite rate is obtained by dividing the number of times the overwrite operation was executed in the past at the current position of vehicle V by the number of times vehicle V passed through the current position during its past journey.

[0072] Reliability can also be calculated from the stability and consistency of the obstacle detection output. For example, point group data obtained via LiDAR is acquired chronologically, and the calculated reliability increases when the number of changes per unit of time in the point group data is lower. Furthermore, reliability can be calculated from the number of obstacles included in the obstacle detection result. For example, the calculated reliability decreases if the number of obstacles exceeds a predetermined value. Reliability can be calculated for each of the various driving scenarios described above. The reliability calculation method is not limited to any particular one. Reliability can be calculated using various known methods.

[0073] The overwrite unit 14 of the system 300 for automated driving performs an overwrite operation according to an input from the user if the reliability calculated by the reliability calculation unit 15 is less than a predetermined threshold.

[0074] Fig. Figure 6 is a flowchart illustrating an example of a control routine for automated driving, where the routine is executed by System 300 for automated driving. The in Fig. The control routine shown in Figure 6 can be executed repeatedly from the time the request to start automated driving is entered until the time the vehicle V reaches the preset destination (while the automated driving is in progress). In the automated driving system 300, the ECU 10 receives information about the vehicle V's surroundings (step S21), as in step S1 above. Then, as in step S2 above, it is determined whether there is an obstacle in the vehicle V's surroundings (step S22).

[0075] If a negative decision (No) is received in step S22, the control system proceeds to step S27, which is described later. If an affirmative decision (Yes) is received in step S22, the obstacle is detected by the obstacle detection unit 11 as in the preceding step S3 (step S23). The reliability of the obstacle detection result obtained by the obstacle detection unit 11 is calculated by the reliability calculation unit 15 (step S24). As in the preceding step S4, it is determined whether the user enters an override input into the input device 9 (step S25).

[0076] If a positive decision (yes) is received at step S25, it is determined whether the calculated reliability is less than the threshold (step S26). If a positive decision (yes) is received at step S26, the overwrite unit 14 performs the overwrite operation (step S27). After the execution of step S27, the obstacle detection result subjected to the overwrite operation is generated for the timetable generation unit 12, and the control system proceeds to step S28, which is described later.

[0077] If, on the other hand, a negative decision (No) is received in step S25, or a negative decision (No) is received in step S26, the overwrite unit 14 does not perform the overwrite operation, and the obstacle detection result obtained by the obstacle detection unit 11 is thus generated for the timetable generation unit 12. The control system then proceeds to step S28, which is described later. In step S28, the timetable generation unit 12 creates a timetable, as in the preceding step S6. The vehicle control device 13 then performs vehicle control based on the timetable, as in the preceding step S7, so that the vehicle V drives autonomously according to the timetable (step S29).

[0078] The same effect is achieved with the above-described System 300 for automated driving, meaning that the deterioration of the comfort of automated driving can be reduced.

[0079] If the reliability of the obstacle detection result is greater than or equal to the threshold, the overwrite operation is not executed in the automated driving system 300, even if an overwrite input is made by the user via input device 9. If the reliability of the obstacle detection result is high, the driving plan can be created by reliably taking the obstacle detection result into account. Therefore, it is possible to avoid executing the overwrite operation due to an error in the user input, thus achieving a reliable system. Fourth embodiment

[0080] The fourth embodiment is described below. Only the points in which the fourth embodiment differs from the first embodiment are described below; no repetitive descriptions are provided.

[0081] Fig. Figure 7 is a block diagram showing the configuration of a System 400 for automated driving of the fourth embodiment. As shown in Fig. As shown in Figure 7, the ECU 10 of the system 400 for automated driving also includes a blind spot detection unit 16.

[0082] The blind spot detection unit 16 detects a blind spot around the vehicle V based on the detection result of the external sensor(s) 3. The blind spot represents an area in which it is difficult for the system to detect an obstacle. The blind spot detection unit 16 outputs the result of a blind spot detection via the override unit 14 to the timetable generation unit 12.

[0083] The timetable generation unit 12 of the system 400 for automated driving creates a timetable for the vehicle V further based on the blind spot detection result generated by the blind spot detection unit 16 via the overwrite unit 14.

[0084] During the overwrite process performed by the overwrite unit 14 of the automated driving system 400, the overwrite unit 14 excludes a blind spot, or at least part of two or more blind spots, from the blind spot detection result on which the timetable is based by the timetable generation unit 12. Specifically, during the overwrite process, assuming that no blind spot was detected by the blind spot detection unit 16, the blind spot detection unit 16 generates a result of 0 (indicating that no blind spot was detected) for the timetable generation unit 12.

[0085] The above-described System 400 for automated driving also achieves the aforementioned effect, meaning that a deterioration in the comfort of automated driving can be reduced.

[0086] For example, it might be easy for a human driver to detect an obstacle using a cornering mirror installed at a blind spot intersection, but it might be difficult for the system to detect it. With the System 400 for automated driving, the user enters an input into the input device 9 when they determine that there is no obstacle in the blind spot, thus overriding the blind spot detection result and ignoring information about the blind spot. Consequently, the vehicle V is allowed to enter the intersection smoothly.

[0087] In the automated driving system 400 described above, the overwrite unit 14 may not include the function for performing the overwrite operation to exclude an obstacle or at least part of two or more obstacles from the obstacle detection result.

[0088] Furthermore, in the automated driving system described in the preceding embodiments, the short-term timetable can be repeatedly created while the automated drive is being carried out. In this case, a next or subsequent timetable is created while the vehicle V drives based on a timetable.

[0089] The illustrated embodiments can be implemented in various forms with different modifications or improvements based on the knowledge of a person skilled in the art. In the illustrated embodiments, some of the functions of the ECU 10 can be implemented by a computer or a device, such as an information processing sensor, which can communicate with the vehicle V.

Claims

[1] System (100) for automated driving, comprising: an obstacle detection unit (11) configured to detect at least one obstacle around a vehicle based on the vehicle's surroundings; a timetable generation unit (12) which is configured to generate a timetable for the vehicle based on the environment and a result of the detection of at least one obstacle; a vehicle control device (13) which is configured to control the vehicle based on the timetable; an overwrite unit (14) configured to perform an overwrite operation in response to an input from a user of the vehicle in order to modify the result of the detection of at least one obstacle, which is used to generate the timetable; and a presentation unit (21) which is configured to present to the user the result of the detection of at least one obstacle, wherein the overwrite unit (14) is configured such that it performs the overwrite operation only during a period of time in which input is continued by the user, wherein the overwrite unit (14) is configured such that it performs an operation as the overwrite operation to exclude at least part of the at least one obstacle from the result of the detection of the at least one obstacle, wherein the presentation unit (21) is configured to serve as an input unit which receives input from the user, wherein the overwrite unit (14) is configured to perform the overwrite operation according to the input from the user at the input unit, and wherein the input unit comprises a touch sensor or a touch panel. [2] System (100) for automated driving according to claim 1, further comprising a reliability calculation unit (15) which is configured to calculate a reliability of the result of the detection of the at least one obstacle, wherein the overwrite unit (14) is configured to perform the overwrite operation according to the input from the user when the reliability calculated by the reliability calculation unit (15) is less than a predetermined threshold. [3] System (100) for automated driving according to claim 1 or 2, wherein: the timetable generation unit (12) is configured to generate a next timetable while the vehicle is controlled based on the timetable; and the overwrite unit (14) is configured such that it performs the overwrite operation upon the result of the detection of at least one obstacle, which is used to generate the next timetable, while the vehicle is controlled based on the timetable. [4] System (100) for automated driving according to claim 1, wherein the vehicle control device (13) is configured to switch between automated driving, in which the vehicle is controlled based on the timetable, and manual driving, in which the vehicle is controlled based on an action by the user. [5] System (100) for automated driving, comprising: at least one electronic control unit (10) configured such that: detects the surroundings of a vehicle and at least one obstacle around the vehicle; generates a vehicle route plan based on a result of the environment detection and a result of the detection of at least one obstacle; the vehicle controls itself based on the timetable; and performs an overwrite process based on input from a user of the vehicle in order to change the result of the detection of at least one obstacle and / or the result of the detection of the environment, the overwriting process is only carried out during a period of time in which the user continues to input, wherein the at least one electronic control unit (10) is configured such that it performs an overwrite operation to exclude at least part of at least one obstacle from the result of the detection of the at least one obstacle, wherein the automated driving system (100) further comprises a presentation unit (21) which is configured to present to the user the result of the detection of at least one obstacle, wherein the presentation unit (21) is configured to serve as an input unit which receives input from the user, wherein the overwriting process is carried out at the input unit according to the user's input, and wherein the input unit comprises a touch sensor or a touch panel. [6] System (100) for automated driving according to claim 5, wherein: which at least one electronic control unit (10) is configured such that this detects a blind spot around the vehicle, where the blind spot corresponds to an area in which it is difficult to detect at least one obstacle; and at least part of the blind spot is excluded from the result of the environment recognition according to the user's input as the overwrite process. [7] System (100) for automated driving according to claim 5, wherein the at least one electronic control unit (10) is configured to switch between automated driving, in which the vehicle is controlled based on the timetable, and manual driving, in which the vehicle is controlled based on an action by the user.

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