Device for determining the Operational Design Domain (ODD)

Abstract

Design operating area decision device, comprising: a position estimation unit (271) designed to estimate the position of a vehicle (2); a control acquisition unit (273) designed to acquire a restriction; an expected value calculation unit (274) designed to calculate, based on the constraint captured by the control acquisition unit (273), a required detection distance at which an object detection sensor (21) provided in the vehicle (2) must have detected a moving object for the execution of a predetermined automatic driving of the vehicle (2), wherein the object detection sensor (21) is designed to detect the moving object; a distance measuring unit (275) designed to calculate a detectable distance based on a detection result from the object detection sensor (21), wherein the detectable distance is a distance within which the moving object is detectable by the object detection sensor (21); and a determination unit (276) designed to determine that an automatic driving system performing the predetermined automatic driving of the vehicle (2) is in the design operating range when the detectable distance is equal to or greater than the required detection distance, characterized by a traffic map database (23) in which a speed limit and a position corresponding to the limit are linked, wherein the control acquisition unit (273) is designed to capture the restriction based on the vehicle position and the traffic map database (23), and the expected value calculation unit (274) is designed to create a detection distance map in which the vehicle position and the required detection distance are linked, wherein an area of ​​the detection distance map is contained in an area of ​​the traffic map database (23).

Description

BACKGROUND OF THE INVENTION 1. Field of the invention

[0001] The disclosure relates to a device for determining the operational design domain. 2. Description of the related technology

[0002] Japanese patent application Publication No. 2001-199295 (JP 2001-199295 A) discloses a device that performs the automatic driving of a vehicle. The device calculates the stability of the automatic driving based on a relationship between a value indicating the detection status of a lane marking and the stability of the automatic driving, and the current detection result of the lane marking. If the device cannot detect the lane marking, it determines that the stability of the automatic driving is zero, meaning that the automatic driving cannot be performed. SUMMARY OF THE INVENTION

[0003] The device described in JP 2001-199295 A decides, based on the detectability of the lane markings, whether automatic driving for automatic lane keeping of a vehicle is to be performed. The vehicle performing automatic driving is also required to carry out various operational processes in addition to lane keeping, such as following, overtaking, and interrupting. Whether these processes are to be carried out is determined by considering the interaction between the vehicle performing automatic driving and an object moving in the vehicle's vicinity.Therefore, the device described in JP 2001-199295 A, which determines its decision on whether to perform automatic driving solely on the basis of the detection result of the lane marking, cannot, in some cases where the moving object is also taken into account, properly determine whether to perform automatic driving.

[0004] The invention provides a design operating domain decision device that can properly determine a design operating domain for automated driving.

[0005] A first aspect of the invention provides a design operating range decision device. The design operating range decision device according to the first aspect comprises: a position estimation unit designed to estimate the position of a vehicle; a traffic map database in which a speed-related restriction and a position corresponding to the restriction are linked; a control acquisition unit designed to acquire the restriction based on the vehicle position and the traffic map database;An expected value calculation unit designed to calculate, based on the constraint detected by the control detection unit, a required detection distance at which an object detection sensor provided in the vehicle must have detected a moving object for the vehicle to perform a predetermined automatic driving action, wherein the object detection sensor is designed to detect the moving object; a distance measurement unit designed to calculate a detectable distance based on a detection result from the object detection sensor, wherein the detectable distance is a distance within which the moving object is detectable by the object detection sensor;and a determination unit designed to determine that an automated driving system performing the predetermined automated driving of the vehicle is within the design operating range when the detectable distance is equal to or greater than the required detection distance.

[0006] According to the system's design, the vehicle speed-related speed limit is retrieved from the traffic map database, where the speed limit and the vehicle's position are linked, using the vehicle's position. The required detection distance is then calculated based on the speed limit. In this way, the device can determine the required detection distance, assuming the moving object is adhering to the speed limit. If the measured detectable distance is equal to or greater than the required detection distance, the system determines that the automated driving system is operating within its design operating range. Thus, the device can accurately determine the design operating range of the automated driving system using the required detection distance and the measurement results.

[0007] In the first aspect, the expected value calculation unit can be designed to calculate the required detection distance under the assumption that the vehicle and the moving object are traveling at maximum speed within the restriction detected by the control detection unit.

[0008] Depending on its design, the device can calculate the maximum required detection distance. This allows the device to determine the design operating range for automated driving with the limit state.

[0009] In the first aspect, the expected value calculation unit can be designed such that, in the event that the determining unit finds that the automatic driving system is not in the design operating range, it recalculates the required detection distance after the expected value calculation unit changes an upper limit speed of the vehicle to a speed that is the result of reducing the upper limit speed by a predetermined value.

[0010] Depending on its design, the device can modify the required detection distance to reduce it. This allows the device to narrow and define the design operating range of the automated driving system by changing the vehicle speed to a lower speed.

[0011] In the first aspect, the moving object can be an object that is traveling on a road traversed by a vehicle.

[0012] In the first aspect, the expected value calculation unit can be designed to calculate the required detection distance by calculating a first travel distance and a second travel distance based on the constraint, where the first travel distance is a distance traveled by the vehicle over a predetermined period of time, and the second travel distance is a distance traveled by the moving object over the predetermined period of time.

[0013] A second aspect of the invention provides a design operating range decision device. The design operating range decision device according to the second aspect comprises: a position estimation unit designed to estimate the position of a vehicle; a map database in which a required detection distance and a position corresponding to the required detection distance are linked, wherein the required detection distance is a distance at which an object detection sensor provided in the vehicle must have detected a moving object in order for the vehicle to perform a predetermined automatic driving action, the object detection sensor being designed to detect the moving object; a sensing unit designed to acquire the required detection distance from the vehicle position and the map database;a distance measuring unit designed to calculate a detectable distance based on a detection result from the object detection sensor, wherein the detectable distance is a distance within which the moving object is detectable by the object detection sensor; and a determination unit designed to determine that an automatic driving system performing the predetermined automatic driving of the vehicle is within the design operating range when the detectable distance is equal to or greater than the required detection distance.

[0014] In this configuration, the required detection distance is determined from the map database, which links the required detection distance and the vehicle's position, using the vehicle's position. When the measured detectable distance is equal to or greater than the required detection distance, the system determines that the automated driving system is operating within its design operating range. In this way, the device can accurately determine the design operating range of the automated driving system using the required detection distance and the measurement result.

[0015] In the second aspect, the moving object can be an object that is traveling on a road traversed by a vehicle.

[0016] According to various aspects of the disclosure, a proper determination of the operational design domain of automated driving is possible. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The following describes the features, advantages, and technical and industrial significance of exemplary embodiments of the invention with reference to the accompanying drawings, in which the same reference numerals denote the same elements, and wherein: Fig. Figure 1 is a block diagram illustrating an exemplary embodiment of a vehicle comprising a design operating range decision device according to a first embodiment; Fig. Figure 2 is a representation describing an exemplary process for calculating the required distance; Fig. Figure 3 is a flowchart illustrating an exemplary process for determining the design operating range (design operating range decision process); Fig. Figure 4 is a flowchart illustrating an exemplary design operating range decision process in the event that the design operating range is not met; Fig. Figure 5 is a block diagram illustrating an exemplary embodiment of a vehicle comprising a design operating range decision device according to a second embodiment; and Fig. Figure 6 is a representation describing an exemplary process for calculating the required distance. DETAILED DESCRIPTION OF EXECUTION FORMS

[0018] Exemplary embodiments are described below with reference to the figures. In the following description, identical or equivalent elements are assigned identical reference numerals, and repetitive descriptions are avoided. Technical concept

[0019] An automated driving system for the automatic execution of vehicle control was primarily developed under the assumption that the vehicle is traveling on a highway or motorway. This means that such an automated driving system operates on the motorway. Therefore, the operational design domain (ODD) of the automated driving system can be limited to the case where the vehicle is traveling on the motorway. The operational design domain is the range in which the automated driving system operates according to its design specifications.

[0020] However, the design operating range determined by driving lanes is progressively disappearing as the automated driving system is further developed. This necessitates a new method for determining the design operating range of automated driving. First embodiment: Design of the automatic driving system

[0021] Fig. Figure 1 is a block diagram illustrating an exemplary embodiment of a vehicle 2, which includes a design operating range decision device 1 according to a first embodiment. As in Fig. Figure 1 shows a vehicle 2, for example a passenger car, equipped with an automatic driving system 3. The design operating range decision device 1 forms part of the automatic driving system 3.

[0022] The automatic driving system 3 performs automatic driving of the vehicle 2. Automatic driving is a vehicle control system that allows the vehicle 2 to automatically drive to a preset destination. The destination can be set by a vehicle occupant, such as the driver, or it can be set automatically by the automatic driving system 3. During automatic driving, the driver does not need to perform any driving operations, and the vehicle 2 moves automatically.

[0023] The automatic driving system 3 comprises a GPS receiver 20, an external sensor 21 (an exemplary object detection sensor), an internal sensor 22, a map database 23 (an exemplary traffic map database), an electronic automatic driving control unit (automatic driving ECU) 24, a human-machine interface (HMI) 25, an actuator 26, and an ECU 27. The ECU is an electronic control unit that includes a central processing unit (CPU), a read-only memory (ROM), a random-access memory (RAM), a control unit network (CAN) communication circuit, and the like.

[0024] The GPS receiver unit 20 measures the position of the vehicle 2 (for example, the latitude and longitude of the vehicle 2) by receiving signals from three or more GPS satellites.

[0025] The external sensor 21 is a detection device that detects a condition in the environment of the vehicle 2. The external sensor 21 comprises a camera and / or a radar sensor. The camera is an imaging device that depicts an external condition of the vehicle 2. The camera is, for example, mounted on the rear of the windshield of the vehicle 2. The camera can be a monocular camera or a stereo camera. The stereo camera comprises two imaging units arranged to simulate binocular parallax.

[0026] The radar sensor is a detection device that uses an electrical wave (for example, a millimeter wave) or light to detect an object in the vicinity of the vehicle 2. The radar sensor detects the object by emitting the electrical wave or light into the vicinity of the vehicle 2 and receiving the electrical wave reflected by the object. The radar sensor includes, for example, a millimeter-wave radar device and / or a LiDAR (Light Detection and Ranging) device.

[0027] The external sensor 21 can be configured for a single target to be detected. For example, the external sensor 21 can comprise a sensor for object detection and a purpose-specific sensor prepared for detecting a particular object. The purpose-specific sensor is, for example, a camera for detecting a traffic signal (traffic light). In this case, the traffic light and its signal state are detected by comparing it to a template using the color information (e.g., luminance) of an image captured by the camera and / or the shape (e.g., using the Hough transform) of the image. Map information, described later, can be used to improve the detection accuracy of the traffic light.

[0028] The internal sensor 22 is a detection device that detects the driving state of the vehicle 2. The internal sensor 22 comprises a speed sensor, an acceleration sensor, and a yaw rate sensor. The speed sensor is a detector that measures the speed of the vehicle 2. For example, a wheel speed sensor is used as the speed sensor. This sensor is located on a wheel of the vehicle 2, on a drive shaft for integral rotation with the wheel, or the like, and measures the rotational speed of the wheel.

[0029] The accelerometer is a detector that measures the acceleration of vehicle 2. The accelerometer can include a front-to-rear accelerometer, which measures the acceleration of vehicle 2 in the front-to-rear direction (longitudinal direction), and a side-to-side accelerometer, which measures the lateral acceleration of vehicle 2. The yaw rate sensor is a detector that measures the yaw rate (angular velocity) of the center of mass of vehicle 2 about a vertical axis of vehicle 2. A gyroscope, for example, can be used as the yaw rate sensor.

[0030] The map database 23 is a storage device that stores map information. The map database 23 is, for example, located on a hard disk drive (HDD) mounted in vehicle 2. The map database 23 can contain multiple maps as map information.

[0031] An example of a map is a traffic control map. A traffic control map is a three-dimensional database where the traffic rule and positional information on the map are linked. The traffic control map includes the positions of lanes and the configurations of lanes, and the traffic rule is associated with each lane. The traffic rule includes a speed restriction. That is, the traffic control map is a database where the vehicle speed restriction and the position are linked. The vehicle speed restriction includes a speed limit (limit speed). The vehicle speed restriction may include a standard acceleration at which vehicle 2 reaches the limit speed, a standard acceleration at which vehicle 2 comes to a stop, and so on.The traffic rule may include other general rules such as preferred road, stop sign, no entry and one-way traffic.

[0032] The map information can be used to employ SLAM (Simultaneous Localization and Mapping) technology, which includes an output signal from the external sensor 21. An example of the map is localization knowledge used in the position detection for the vehicle 2. This localization knowledge consists of three-dimensional data in which characteristic points and position coordinates are linked. The characteristic points include a point with a high reflectance in the detection result of the LiDAR or the like, a structural element with a shape that yields a characteristic edge (for example, the external shape of a sign, pole, or curb), and the like.

[0033] The map information can include background knowledge. Background knowledge is a map that uses voxels to represent a three-dimensional object, which appears as a stationary object without changing its position on the map.

[0034] The map information can include traffic light location data, consisting of three-dimensional position data of the traffic light. The map information can include surface knowledge, consisting of terrain data relating to elevation and the like. The map information can include trajectory knowledge, consisting of data expressing a preferred driving trajectory defined on the road.

[0035] Some of the map information contained in map database 23 may be stored in a storage device other than the hard disk drive on which map databases 23 are stored. Some or all of the map information contained in map database 23 may be stored in a storage device other than the storage device installed in vehicle 2. The map information may be two-dimensional.

[0036] The HMI 25 is an interface for the input and output of information between the automatic driving system 3 and the vehicle occupant. For example, the HMI 25 includes a display, a speaker, and similar components. The HMI 25 displays an image and outputs a voice signal from the speaker in response to a control signal from the automatic driving ECU 24. The display can be a head-up display. The HMI 25 includes input devices (such as a button, a touch panel, a voice input device, and similar devices) for receiving input from the vehicle occupant.

[0037] Actuator 26 is a device used for controlling vehicle 2. Actuator 26 comprises at least one throttle actuator, one brake actuator, and one steering actuator.

[0038] The throttle actuator regulates the driving force of vehicle 2 by adjusting the amount of air supplied to an internal combustion engine (throttle valve opening) in response to a control signal from the automatic driving ECU 24. If vehicle 2 is a hybrid vehicle, in addition to the amount of air supplied to the internal combustion engine, a control signal from the automatic driving ECU 10 is input to a motor serving as a dynamic power source, thereby regulating the driving force of vehicle 2. If vehicle 2 is an electric vehicle, a control signal from the automatic driving ECU 10 is input to a motor serving as a dynamic power source instead of the throttle actuator, thereby regulating the driving force of vehicle 2. In these cases, the motors, as dynamic power sources, constitute the actuator 26.

[0039] The brake actuator controls a braking system and regulates the braking force applied to the wheels of the vehicle 2 in response to a control signal from the automatic driving ECU 24. A hydraulic braking system, for example, can be used as the braking system.

[0040] The steering actuator controls the drive of an auxiliary motor that regulates the steering torque in response to a control signal from the automatic driving ECU 24. In this way, the steering actuator regulates the steering torque of the vehicle 2.

[0041] The automatic driving ECU 24 is a type of hardware that integrally manages the automatic driving system 3 and is a computing device. The automatic driving ECU 24 is connected to a network for communication using the CAN communication circuit and is integrated in such a way that the automatic driving ECU 24 can communicate with the vehicle components 2 described above. That is, the automatic driving ECU 24 can access the measurement result of the GPS receiver 20, the detection result of the external sensor 21, the detection result of the internal sensor 22, and the map information of the map database 23. The automatic driving ECU 24 can access information that is entered into the HMI 25. The automatic driving ECU 24 can output signals to the HMI 25 and the actuator 26.

[0042] The automatic driving ECU 24, for example, loads programs stored in ROM into RAM, and the CPU executes the programs loaded into RAM in such a way that every function for the automatic driving described later is implemented. The automatic driving ECU 24 can be composed of multiple ECUs.

[0043] The automatic driving ECU 24 detects the position of the vehicle 2 on the map based on the position information of the vehicle 2 received by the GPS receiver 20 and the map information from the map database 23 (vehicle position estimation: localization). The automatic driving ECU 24 also detects the position of the vehicle 2 using SLAM technology, utilizing the localization knowledge of the map database 23 and the detection result of the external sensor 21. The automatic driving ECU 24 can detect the position of the vehicle 2 on the map using another known technique. If the position of the vehicle 2 can be measured by a sensor located outdoors, such as in a road, the automatic driving ECU 24 can detect the position of the vehicle 2 by communicating with the sensor.

[0044] For example, the automatic driving ECU 24 detects the object in the vicinity of the vehicle 2 (including the object's position) based on the detection result of the external sensor 21 and the map information (data about the traffic environment) from the map database 23. If the map information includes surface knowledge, the automatic driving ECU 24 detects the object based on the height difference to the terrain. The automatic driving ECU 24 can apply a terrain estimation model to the detection result of the external sensor 21 in order to detect the object based on the height difference to the terrain. The automatic driving ECU 24 can detect the object using another known technique.

[0045] In addition to stationary objects such as a utility pole, a guardrail, a tree, and a building, the object also includes moving objects such as a pedestrian, a bicycle, and another vehicle. The moving object could, for example, be an object moving along a road that the vehicle 2 is currently traveling on or will travel on next. The automatic driving ECU 24 detects the object, for example, each time it receives the detection result from the external sensor 21.

[0046] The automatic driving ECU 24, for example, detects a moving object using background knowledge from previously recognized objects. The automatic driving ECU 24 can also detect the moving object using another pre-existing technique.

[0047] The automatic driving ECU 24 applies a Kalman filter, a particulate filter, or similar device to the detected moving object and detects the magnitude of the object's movement at that time. The magnitude of the movement includes the direction and speed of the object. It can also include the rotational speed of the moving object. The automatic driving ECU 24 can also estimate the error of the magnitude of the movement.

[0048] The automatic driving ECU 24 can determine the type of moving object using an image recognition method from the camera (comparison method with an image model of the object) or similar methods. If the type of moving object can be determined, the automatic driving ECU 24 corrects the amount of movement and the error of the movement based on the type of moving object.

[0049] The moving object can include or exclude a parked vehicle, a stationary pedestrian, and the like. For example, the direction of movement of another vehicle traveling at zero speed can be estimated by capturing the front of the vehicle using a camera image technique. Similarly, the direction of movement of a stationary pedestrian can be estimated by capturing the orientation of their face.

[0050] The automatic driving ECU 24 detects a driving state of the vehicle 2 based on the detection result of the internal sensor 22 (for example, vehicle speed information from the speed sensor, acceleration information from the acceleration sensor, yaw rate information from the yaw rate sensor, and the like). The driving state of the vehicle 2 includes, for example, the vehicle speed, acceleration, and yaw rate.

[0051] The automatic driving ECU 24 detects a marking of a lane travelled by vehicle 2 based on the detection result of the external sensor 21.

[0052] The automatic driving ECU 24 generates a course for vehicle 2 based on the detection result of the external sensor 21, the map information from the map database 23, the position of vehicle 2 on the map as detected by the automatic driving ECU 24, the object information (including the marker) detected by the automatic driving ECU 24, and the driving state of vehicle 2 as detected by the automatic driving ECU 24. At this point, the automatic driving ECU 24 generates the course of vehicle 2, assuming the behavior of objects in the vicinity of vehicle 2. Examples of such assumptions include that all objects in the vicinity of vehicle 2 are stationary, that the moving object moves independently, and that the moving object moves while interacting with at least one other object and vehicle 2.

[0053] The automatic driving ECU 24 generates a plurality of possible routes for vehicle 2 using several assumptions. At least one of these route candidates is a route that vehicle 2 will take while avoiding the object. The automatic driving ECU 24 selects a route based on the corresponding reliabilities of the route candidates and similar factors.

[0054] The automatic driving ECU 24 generates a route plan that corresponds to the selected course. The automatic driving ECU 24 generates the route plan corresponding to the course of vehicle 2 based on the detection result of the external sensor 21 and the map information from the map database 23.

[0055] The automatic driving ECU 24 outputs the generated trip plan, so that the course of vehicle 2 is expressed as a plurality of combinations, each with two elements: a target position p in a coordinate system fixed for vehicle 2 and a speed V at a target point—that is, a plurality of configuration coordinates (p, V). Each target position p includes at least one position on the x-coordinate and one position on the y-coordinate in the fixed coordinate system of vehicle 2, or position-equivalent information. There is no specific limitation for the trip plan when the behavior of vehicle 2 is displayed. For example, a target time t can be used in place of the speed V in the trip plan, and the target time t and the orientation of vehicle 2 at that time are added.The route planning can involve data indicating changes in vehicle speed, acceleration, steering torque, and other elements of vehicle 2 as it travels along the course. The route planning can include a speed pattern, acceleration pattern, and steering pattern for vehicle 2. The automatic driving ECU 24 can generate the route plan to minimize travel time (the time required for vehicle 2 to reach its destination).

[0056] The automatic driving ECU 24 controls the automatic movement of vehicle 2 based on the generated route plan. The automatic driving ECU 24 outputs a control signal corresponding to the route plan to the actuator 26. The automatic driving ECU 24 thereby controls the movement of vehicle 2 so that the vehicle 2 moves automatically in accordance with the route plan. The automatic driving ECU 24 can execute the automatic driving of vehicle 2 using a previously known technique. Design of the design operating area decision device

[0057] The design operating range decision device 1 comprises the map database 23 described above and the ECU 27. The design operating range decision device 1 determines the design operating range of the automatic driving system 3, which performs the automatic driving of the vehicle 2. The ECU 27 is a main hardware component of the design operating range decision device 1 and is a computing device. The ECU 27 is connected to the network for communication via the CAN communication circuit and is integrated in such a way that the ECU 27 can communicate with the map database 23. That is, the ECU 27 can access the map information in the map database 23. The ECU 27 can access information entered into the HMI 25. The ECU 27 can output signals to the HMI 25. The ECU 27 can be connected to other components of the vehicle 2. The ECU 27 can be included in the automatic driving ECU 24.

[0058] The ECU 27 comprises a position estimation unit 271, a control recording unit 273, an expected value calculation unit 274, a distance measurement unit 275 and a determination unit 276.

[0059] The position estimation unit 271 estimates the position of vehicle 2. The position estimation unit 271 uses the same technique as the automatic driving ECU 24 for estimating the vehicle's position. The position estimation unit 271 can capture the position of vehicle 2 estimated by the automatic driving ECU 24. The position estimation unit 271 estimates the position, for example, in a predetermined cycle.

[0060] The rule acquisition unit 273 acquires a traffic rule at the position of vehicle 2 as estimated by the position estimation unit 271. In particular, the rule acquisition unit 273 acquires a vehicle speed-related restriction based on the position of vehicle 2 as estimated by the position estimation unit 271 and the traffic rule map of the map database 23. For example, the rule acquisition unit 273 accesses the traffic rule map of the map database 23 and acquires a speed limit on a lane that corresponds to the position of vehicle 2 as estimated by the position estimation unit 271. The rule acquisition unit 273 can also acquire a standard acceleration with which vehicle 2 reaches the speed limit, a standard acceleration with which vehicle 2 comes to a stop, and the like.The rule detection unit 273 detects the traffic rule at the position of vehicle 2, for example in a predetermined cycle or whenever the position of vehicle 2 is estimated by the position estimation unit 271.

[0061] Based on the vehicle speed-related limit detected by the control unit 273, the expected value calculation unit 274 calculates a required detection distance, that is, a distance necessary for the execution of a previously defined automatic driving mode, at which the moving object must be detected. The previously defined automatic driving mode is an automatic driving mode that adheres to a driving policy determined during the design phase. The required detection distance is a distance at which the moving object must be detected by the external sensor 21 or the like, assuming that the previously defined automatic driving mode is properly fulfilled. In other words, the required detection distance is a detection distance of the external sensor 21 necessary for the proper implementation of automatic driving.

[0062] For the proper execution of the previously defined automated driving function, it is necessary to detect the moving object in the vicinity of vehicle 2 in advance. If the detection of the moving object is delayed, the acceptable options for the automated driving system 3 become increasingly limited. Accordingly, there is a limit to the time (or distance) of detection of the moving object for the proper execution of the previously defined automated driving function. The required detection distance is this limit. The higher the approach speed between vehicle 2 and the moving object, the greater the influence of the moving object on vehicle 2, and therefore the earlier the moving object must be detected.This means that the required detection distance is influenced by the speed of vehicle 2 and the speed of the moving object.

[0063] The expected value calculation unit 274 uses a model to calculate the required detection distance, which states: "Vehicle 2 and the moving object comply with the traffic rules, such as driving within the lane." That is, the expected value calculation unit 274 predicts the actions of vehicle 2 and the moving object using the vehicle speed-related restriction recorded by the rule detection unit 273. The expected value calculation unit 274 then calculates the required detection distance based on the predicted actions. Therefore, the area in which the required detection distance can be calculated is one to which the traffic control map of the map database 23 refers.

[0064] The expected value calculation unit 274 can calculate the required detection distance under the assumption that vehicle 2 and the moving object are traveling at maximum speed within the vehicle speed-related limit detected by the control detection unit 273. That is, the expected value calculation unit 274 can assume: "vehicle 2 and the moving object are each operated with maximized speed efficiency while complying with traffic regulations."

[0065] As described below as an example, the required detection distance can be calculated if a traffic control map is available. Fig. Figure 2 is a representation describing an exemplary process for calculating the required distance. Fig. Figure 2 shows an exemplary road environment in which a non-preferred road R2 is connected to a preferred road R1. Vehicle 2 travels on the non-preferred road R2, and another vehicle 5, which is a moving object, travels on the preferred road R1. Vehicle 2 enters the preferred road R1 from the non-preferred road R2. At an entry time (t = 0), vehicle 2 is at position x. a (0) and the other vehicle 5 at position x b(0). The speed of vehicle 2 at t=0 is 0 km / h. Based on the model "vehicle 2 and the moving object comply with traffic rules, such as driving within the lane," it can be assumed that the speed of the other vehicle 5 at t=0 is a limiting speed v for the preferred road R1. Vehicle 2 also travels in compliance with the traffic rules (limiting speeds on the preferred road R1 and the non-preferred road R2). The traffic rules may include a standard acceleration at which vehicle 2 reaches the limiting speed, and so on.

[0066] The time interval after vehicle 2 has entered the preferred road R1 and before vehicle 2 reaches the speed limit, in each case while complying with the traffic rules, is given as t, and the position of vehicle 2 when reaching the speed limit is given as x. a(t) is specified. Under these circumstances, if the following formula expression is satisfied, automatic driving cannot be properly implemented unless the vehicle 5 slows down. |xb(0)−xa(t)| <v⋅t

[0067] In order for vehicle 2 to be able to enter the preferred road R1 without relying on the other vehicle 5 slowing down, it is necessary that at the time when vehicle 2 is expected to enter the preferred road 1, the other vehicle 5 is detected as not being present, subject to the following condition. L=xb(0)−xa(0) L <xa(t)−xa(0)+v⋅t(1)

[0068] The right-hand side of formula (1) is the lower limit (required detection distance) of the detection distance of the external sensor 21 required for the proper implementation of automated driving. The expected value calculation unit 274 can perform the above calculation for any position on the traffic control map. This allows the expected value calculation unit 274 to generate a map with the required detection distance for the proper implementation of automated driving. This map is subsequently referred to as the detection distance map or expected sensing capability map.

[0069] The detection distance map is a database that links the position and the required detection distance. A portion of the detection distance map is contained within a portion of the traffic control map. When the area of ​​the detection distance map coincides with the area of ​​the traffic control map, the area of ​​the detection distance map is maximized. The maximized area of ​​the detection distance map is an upper limit of the design operating range of the automated driving system.

[0070] The expected value calculation unit 274 can add a correction value, set taking the error into account, to the limiting speed v of the other vehicle. The expected value calculation unit 274 can correct the right-hand side of formula (1), taking into account the calculation time of the automatic driving system 3.

[0071] The expected value calculation unit 274 can take into account the case where the speed of the other vehicle 5 is zero, even though the other vehicle 5 was a moving object. In this case, the calculation is performed using... Fig. The calculation described in step 2 involves setting the speed of the other vehicle 5 to zero and setting the speed of vehicle 2 to the limit speed v, which allows for the calculation of a different required detection distance. The expected value calculation unit 274 can select a larger of the two calculated required detection distances. The expected value calculation unit 274 can calculate a required detection range by calculating the required detection distance over the detection range of the external sensor 21 of vehicle 2.

[0072] The distance measuring unit 275 calculates a detectable distance based on the detection result of the external sensor 21 of the vehicle 2. For example, the distance measuring unit 275 calculates the detectable distance based on a characteristic point that is one of the characteristic points detected by the external sensor 21 and is furthest away from the vehicle 2.

[0073] The determination unit 276 determines that an automated driving system 3 is operating within its design operating range if the detectable distance is equal to or greater than the required detection distance. If the above comparison condition is met, it can be said that the vehicle 2 is capable of detecting the distance at which the detection of the moving object must occur for the previously determined automated driving to be carried out. Therefore, if the detectable distance is equal to or greater than the required detection distance, the determination unit 276 concludes that the automated driving system 3 is operating within its design operating range. That is, the determination unit 276 establishes that the automated driving system 3 is operating the automated driving function correctly in accordance with its design.If, however, the above comparison condition is not met, it can be said that vehicle 2 is unable to detect the distance at which the detection of the moving object must have occurred for the execution of the previously determined automatic driving. If the detectable distance is less than the required detection distance, the determining unit 276 thus arrives at the result that the automatic driving system 3 is outside the design operating range.

[0074] In this way, the design operating range decision device 1 determines for each position of the vehicle 2 whether the automatic driving system 3 is in the design operating range.

[0075] If the determination unit 276 determines that the automatic driving system is not operating within its design operating range, the expectation calculation unit 274 can recalculate the required detection distance after the vehicle 2's maximum speed has been changed to a speed resulting from a predetermined reduction of the maximum speed. As described above, the expectation calculation unit 274 calculates the required detection distance under the assumption that the vehicle 2's maximum speed is the same as the speed limit. In this case, the calculated required detection distance is the maximum distance.The expected value calculation unit 274 can change the required detection distance to a smaller distance by readjusting the upper speed limit of vehicle 2, so that the upper speed limit is reduced by the predetermined speed value. Therefore, if the detectable distance is less than the required detection distance, the expected value calculation unit 274 can, by recalculating using the upper speed limit of vehicle 2 as a parameter, search for a range in which the detectable distance is equal to or greater than the required detection distance.

[0076] The design operating range decision device 1 can output the design operating range of the automatic driving system 3 to the automatic driving ECU 24. The automatic driving ECU 24 can continue the automatic driving of the vehicle 2 if the automatic driving system 3 is within the design operating range, and can terminate the automatic driving of the vehicle 2 if the automatic driving system 3 is outside the design operating range. The automatic driving ECU 24 can cause the HMI 25 to display an indication at the end of the automatic driving. Operation of the design operating range decision device

[0077] The following is an example of a design operating area decision procedure. Fig. Figure 3 is a flowchart illustrating an exemplary design operating range decision process. The flowchart in Fig. 3 is executed by the design operating range decision device 1, for example, at the time when an activation of a design operating range decision function by the driver of the vehicle 2 is received.

[0078] As in Fig. As shown in Figure 3, the position estimation unit 271 of the design operating range decision device 1 estimates the position of the vehicle 2 as a position estimation process (S10). For example, the position estimation unit 271 detects the position of the vehicle 2 on the map based on the position information of the vehicle 2 received by the GPS receiver unit 20 and the map information from the map database 23 (vehicle position estimation: localization). When the automatic driving function is activated, the position estimation unit 271 can also detect the position of the vehicle 2 estimated by the automatic driving ECU 24.

[0079] Subsequently, the control acquisition unit 273 of the design operating area decision device 1, as a traffic control acquisition process (S14), records the speed limit (limiting speed) of the lane corresponding to the position of vehicle 2, based on the position of vehicle 2 estimated in the position estimation process (S10) and the traffic control map of the map database 23. The control acquisition unit 273 can also record the standard acceleration with which vehicle 2 reaches the limiting speed, the standard acceleration with which vehicle 2 comes to a stop, and the like.

[0080] Subsequently, the expected value calculation unit 274 of the design operating area decision device 1 calculates the required detection distance as an expected value calculation process (S16) based on the speed limit and similar parameters recorded in the traffic rule detection process (S14). The expected value calculation unit 274 calculates the required detection distance by setting the maximum speed of vehicle 2 and the moving object based on the model "vehicle 2 and the moving object comply with traffic rules, such as driving within the lane." The expected value calculation unit 274 calculates the required detection distance, for example, using the formula (1) mentioned above.

[0081] Subsequently, the distance measuring unit 275 of the design operating range decision device 1 calculates the detectable distance as a detectability calculation process (S18), for example, based on the characteristic point, which is one of the characteristic points detected by the external sensor 21 and is furthest away from the vehicle 2.

[0082] Subsequently, the determination unit 276 of the design operating range decision device 1 determines, as a determination process (S20), whether the detectable distance is equal to or greater than the required detection distance. If the determination unit 276 concludes that the detectable distance is equal to or greater than the required detection distance (S20: YES), the determination unit 276, as a decision process (S22), determines that the automatic driving system 3 is in the design operating range.

[0083] If the determination unit 276 determines that the detectable distance is less than the required detection distance (S20: NO), or if the decision process (S22) ends, the design operating area decision device 1 terminates the Fig. 3 flowchart shown. The design operating range decision device 1, for example, performs the operation shown in Fig. The flowchart shown in section 3 will be executed from the beginning if a deactivation of the design operating range function by the driver of vehicle 2 is not accepted.

[0084] Even if the determining unit 276 of the operational design area decision device 1 concludes that the automatic driving system 3 is outside the operational design area, the determining unit 276 of the operational design area decision device 1 can, in some cases, determine that the automatic driving system 3 is within the operational design area by reducing the maximum speed of the vehicle 2. For example, the detectable distance may be reduced by fog or similar conditions when the vehicle 2 is traveling on a single lane of a highway or similar road.If the maximum speed of vehicle 2 remains set to the limit speed, the determination unit 276 of the design operating range decision device 1 may, due to the reduction in the detectable distance, conclude that the automatic driving system 3 is outside the design operating range. In such a case, the maximum speed of vehicle 2 is reduced, thereby decreasing the required detection distance, which allows the automatic driving system 3 to return to the design operating range.

[0085] Fig. Figure 4 is a flowchart illustrating an exemplary design operating range decision process in the event that the design operating range is not met. The flowchart in Fig. 4 is executed by the design operating area decision device 1 when the determination unit 276 in the flowchart is in Fig. 3 does not determine that the automatic driving system 3 is in the design operating range, that is, when the driving system 3 is outside the design operating range.

[0086] As in Fig. As shown in Figure 4, the expected value calculation unit 274 of the design operating area decision device 1 performs a subtraction process (S30) to reduce the value of the expected value calculation process (S16) Fig. The vehicle 2's upper speed limit is set as described in section 3. The expected value calculation unit 274 changes the upper speed limit to a speed that is the result of reducing the upper speed limit by a predetermined amount.

[0087] Subsequently, the expected value calculation unit 274 determines, as a sign determination process (S32), whether the upper limit velocity is a positive value.

[0088] If the expected value calculation unit 274 determines in the sign determination process (S32) that the upper limit velocity is a positive value (S32: YES), the expected value calculation unit 274 recalculates the required detection distance as a recalculation process (S34). The calculation method is identical to the calculation method in the expected value calculation process (S16).

[0089] The expected value calculation unit 274 then determines, as a distance determination process (S36), whether the detectable distance is equal to or greater than the required detection distance. If the expected value calculation unit 274 determines that the detectable distance is less than the required detection distance (S36: NO), it proceeds to the subtraction process (S30). The expected value calculation unit 274 repeatedly performs the subtraction process (S30), the sign determination process (S32), and the recalculation process (S34) until, in the distance determination process (S36), it determines that the detectable distance is equal to or greater than the required detection distance.

[0090] If the expected value calculation unit 274 in the distance determination process (S36) concludes that the detectable distance is equal to or greater than the required detection distance (S36: YES), the determination unit 276 as a decision process (S38) concludes that the automatic driving system 3 is operating within its design operating range. Subsequently, the expected value calculation unit 274 as a storage process (S40) stores the upper speed limit after subtraction (i.e., the modified upper speed limit used in the calculation) in a storage device or the like contained in the ECU. The automatic driving ECU 24, for example, accesses this information and applies it to the automatic driving control.

[0091] If the expected value calculation unit 274 determines in the sign determination process (S32) that the upper limit velocity is not a positive value (S32: NO), or if the storage process (S40) ends, the design operating range decision device 1 terminates the Fig. The flowchart shown in section 4 illustrates this. For example, the design operating range decision device 1 performs the operation described in the diagram. Fig. The flowchart shown in section 4 will be executed from the beginning if the shutdown of the design operating range function performed by the driver of vehicle 2 is not accepted. Functional effect of the first embodiment

[0092] In the design operating range decision device 1 according to the first embodiment, the vehicle speed-related limit is detected using the position of the vehicle 2 from the map database 23, in which the vehicle speed-related limit and the position are linked. The required detection distance is then calculated based on the vehicle speed-related limit. In this way, the design operating range decision device 1 can determine the required detection distance under the premise that the moving object complies with the vehicle speed-related limit. Then, if the measured detectable distance is equal to or greater than the required detection distance, it is determined that the automatic driving system 3 is within the design operating range.In this way, the design operating range decision device 1 can properly determine the design operating range of automatic driving with the help of the required detection distance and the measurement result.

[0093] The design operating range decision device 1 according to the first embodiment can calculate the maximum value of the required detection distance under the assumption that the vehicle 2 and the moving object are traveling at maximum speed within the vehicle speed-related limit detected by the control detection unit 273. This allows the design operating range decision device 1 to determine the design operating range for automatic driving with the limit state.

[0094] If the determination unit 276 concludes that the automatic driving system 3 is not operating within its design operating range, the design operating range decision device 1, according to the first embodiment, changes the upper speed limit of the vehicle 2 to a speed resulting from a reduction of the upper speed limit by a predetermined speed value, and can thereby change the required detection distance so that it is reduced. In this way, the design operating range decision device 1 can narrow and determine the design operating range of the automatic driving by changing the speed state of the vehicle 2 to a lower speed. Second embodiment: Design of the automatic driving system

[0095] The design of an automatic driving system 3A according to a second embodiment differs from the design of the automatic driving system 3 according to the first embodiment in some functions of the design operating range decision device, while other functions are identical. Repeated descriptions are omitted in the following.

[0096] Fig. Figure 5 is a block diagram illustrating an exemplary embodiment of a vehicle 2A, which includes a design operating range decision device 1A according to the second embodiment. As in Fig. As can be seen in Figure 5, the automatic driving system 3A differs from the automatic driving system 3 in the points map database 23A and ECU 27A and is otherwise identical.

[0097] The map database 23A includes a detection distance map in which the required detection distance and the position are linked as map information. This means that, unlike the automatic driving system 3, the automatic driving system 3A does not need to calculate the required detection distance. Therefore, the automatic driving system 3A does not include any components related to calculating the required detection distance (traffic control map and control acquisition unit 273 and expected value calculation unit 274 of the automatic driving system 3). The required detection distance contained in the detection distance map can be a calculated value, as in the case of the automatic driving system 3, or an externally determined value. For example, the required detection distance could be a standardized value specified by an authority such as a government.The other components and modified components of map database 23A are identical to the components of map database 23.

[0098] The ECU 27A comprises, for example, a position estimation unit 271, a detection distance acquisition unit 273 (an exemplary acquisition unit), a distance measurement unit 275, and a determination unit 276. The position estimation unit 271, the distance measurement unit 275, and the determination unit 276 are identical to those of the automatic driving system 3.

[0099] The detection distance acquisition unit 272 acquires the required detection distance based on the position of the vehicle 2A estimated by the position estimation unit 271 and the map database 23A. Operation of the design operating range decision device

[0100] The following is an example of a design operating area decision procedure. Fig. Figure 6 is a flowchart illustrating an exemplary design operating range decision process. The flowchart in Fig. 6 is executed by the design operating range decision device 1A, for example, at the time when an activation of the design operating range decision function by the driver of vehicle 2A is received.

[0101] A position estimation process (S50) in Fig. 6 is identical to the position estimation process (S10) in Fig. 3. Subsequently, the detection distance acquisition unit 272 of the design operating area decision device 1A, as a detection distance acquisition process (S52), acquires the required detection distance corresponding to the position of the vehicle 2A based on the position of the vehicle 2A estimated in the position estimation process (S50) and the detection distance map of the map database 23A.

[0102] A process for calculating the detectable distance (S58), a determination process (S60), and a decision process (S62), which are subsequently executed, are identical to the process for calculating the detectable distance (S18), the determination process (S20), and the decision process (S22) in Fig. 3. The design operating range decision device 1A, for example, performs the following: Fig. The flowchart shown in section 6 will be executed from the beginning if the deactivation of the design operating range decision function performed by the driver of vehicle 2A is not accepted. Functional effect of the second embodiment

[0103] In the design operating range decision device 1A according to the second embodiment, the required detection distance is determined from the map database 23A, in which the required detection distance and the position are linked, using the position of the vehicle 2A. Then, if the measured detectable distance is equal to or greater than the required detection distance, it is determined that the automatic driving system 3A is operating within the design operating range. In this way, the design operating range decision device 1A can correctly determine the design operating range of the automatic driving system using the required detection distance and the measurement result.

[0104] The embodiments described above can be implemented in a variety of different ways with various modifications and improvements made by experts with specialist knowledge.

[0105] For example, the method for calculating the required detection distance by the expected value calculation unit 274 is not limited to the content described in the first embodiment, and various modifications can be made. For example, it can be assumed that vehicle 2 and the other vehicle 5 are moving in a uniform straight-line motion, or it can be assumed that vehicle 2 and the other vehicle 5 are moving in a uniform accelerated motion.

[0106] In the first embodiment, the Fig. The flowchart shown in section 5 cannot be executed.

Claims

[1] Design operating area decision device comprising: a position estimation unit (271) designed to estimate the position of a vehicle (2); a control acquisition unit (273) designed to acquire a restriction; an expected value calculation unit (274) designed to calculate, based on the constraint captured by the control acquisition unit (273), a required detection distance at which an object detection sensor (21) provided in the vehicle (2) must have detected a moving object for the execution of a predetermined automatic driving of the vehicle (2), wherein the object detection sensor (21) is designed to detect the moving object; a distance measuring unit (275) designed to calculate a detectable distance based on a detection result from the object detection sensor (21), wherein the detectable distance is a distance within which the moving object is detectable by the object detection sensor (21); and a determination unit (276) designed to determine that an automatic driving system performing the predetermined automatic driving of the vehicle (2) is in the design operating range when the detectable distance is equal to or greater than the required detection distance, characterized by a traffic map database (23) in which a speed limit and a position corresponding to the limit are linked, wherein the control acquisition unit (273) is designed to capture the restriction based on the vehicle position and the traffic map database (23), and the expected value calculation unit (274) is designed to create a detection distance map in which the vehicle position and the required detection distance are linked, wherein an area of ​​the detection distance map is contained in an area of ​​the traffic map database (23). [2] Design operating range decision device according to claim 1, wherein the expected value calculation unit (274) is designed to calculate the required detection distance under the assumption that the vehicle (2) and the moving object are traveling at maximum speed within the restriction detected by the control detection unit (273). [3] Design operating range decision device according to claim 2, wherein the expected value calculation unit (274) is designed such that, in the event that the determination unit (276) determines that the automatic driving system is not in the design operating range, it recalculates the required detection distance after the expected value calculation unit (274) changes an upper speed limit of the vehicle (2) to a speed that is the result of reducing the upper speed limit by a predetermined value. [4] Design operating area decision device according to claim 1, wherein the moving object is an object traveling on a road travelled by the vehicle (2). [5] Design operating range decision device according to claim 1, wherein the expected value calculation unit (274) is designed to calculate the required detection distance by calculating a first travel distance and a second travel distance based on the constraint, wherein the first travel distance is a distance traveled by the vehicle (2) over a predetermined time period, and wherein the second travel distance is a distance traveled by the moving object over the predetermined time period. [6] Design operating area decision device comprising: a position estimation unit (271) designed to estimate the position of a vehicle (2); a map database (23) in which a required detection distance and a position corresponding to the required detection distance are linked together, wherein the required detection distance is a distance at which an object detection sensor (21) provided in the vehicle (2) must have detected a moving object for performing a predetermined automatic driving of the vehicle (2), wherein the object detection sensor (21) is designed to detect the moving object; a detection unit (272) designed to determine the required detection distance based on the vehicle position and the map database (23); a distance measuring unit (275) designed to calculate a detectable distance based on a detection result from the object detection sensor (21), wherein the detectable distance is a distance within which the moving object is detectable by the object detection sensor (21); and a determination unit (276) designed to determine that an automatic driving system performing the predetermined automatic driving of the vehicle (2) is in the design operating range when the detectable distance is equal to or greater than the required detection distance. [7] Design operating area decision device according to claim 6, wherein the moving object is an object traveling on a road travelled by the vehicle (2).

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