VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD

Abstract

An ECU (30) for automated driving includes a processor that obtains a remaining distance to a gate point and position information of a gate leading to a road on which a host vehicle is scheduled to travel after passing through the gate, based on map data and other information. The processor (31) selects a target gate from gates leading to the road on which the host vehicle is scheduled to travel after passing through the gate, and determines whether the target gate is located on an extension line of a lane on which the vehicle is currently traveling. If the target gate is not located on the extension line of the lane on which the host vehicle is currently traveling, the processor (31) initiates movement toward a lane leading to the target gate.

Description

CROSS-REFERENCE TO RELATED REGISTRATION

[0001] This application is based on Japanese patent application No. 2022-197269, which was filed on December 9, 2022, and incorporates the content of the aforementioned application in its entirety by reference. TECHNICAL AREA

[0002] The present disclosure relates to a vehicle control device and a vehicle control method for passing through a toll gate during automated driving. STATE OF THE ART

[0003] Patent document 1 discloses a vehicle control device that passes through toll gates using automated driving. The vehicle control device is capable of changing the gate through which the vehicle passes, depending on whether or not a toll payment card is installed in the vehicle. STATE OF THE TECHNOLOGY PATENT LITERATURE

[0004] Patent Document 1: JP 6692935 B2 OVERVIEW OF THE INVENTION

[0005] If there is a fork or junction after passing through a gate, the vehicle can move laterally (left or right) towards a road depending on its destination. Since the destination can be different for each vehicle, the vehicles' trajectories around the gate are likely to intersect, increasing the risk of a collision. Naturally, the greater the lateral movement after passing through the gate, the higher the risk of a collision.

[0006] The present disclosure was made based on the considerations or viewpoints mentioned above, and one of its objectives is to provide a vehicle control device and vehicle control method capable of reducing the possibility of contact with another vehicle in a road section after passing through a gate.

[0007] A vehicle control device disclosed herein is configured to perform automated driving control for the autonomous driving of a vehicle. The vehicle control device includes a control device configured to obtain information about a gate point based on an output signal from an environmental monitoring sensor, a radio signal received from an external device, or map data. The gate point is a location on a toll road where multiple gates are provided. The control device is configured to obtain data regarding a post-gate road on which the vehicle is scheduled to travel after passing through the gate point. The control device is configured to determine a destination gate as the gate closest to the post-gate road from among the multiple gates provided at the gate point.The control device is configured to execute a lateral movement of the vehicle in one direction towards the target gate based on the vehicle entering a preparation section that exists in front of the target gate.

[0008] A vehicle control method disclosed herein is a method for executing automated driving control for the autonomous driving of a vehicle. In the method, information about a gate point is obtained based on an output signal from an environmental monitoring sensor, a radio signal received by an external device, or map data. The gate point is a location on a toll road where multiple gates are provided. Data regarding a post-gate road, on which the vehicle is scheduled to travel after passing through the gate point, is obtained. A destination gate is defined as the gate closest to the post-gate road from among the multiple gates provided at the gate point. A lateral movement of the vehicle in a direction toward the destination gate is executed based on the vehicle entering a preparation section that exists prior to the destination gate.

[0009] According to the device / method described above, the position of the vehicle in the lateral direction can be brought closer to the road beyond the gate before passing through the gate, thereby reducing the amount of lateral movement of the vehicle after passing through the gate. Consequently, the possibility of contact with other vehicles can be reduced.

[0010] In addition, the reference numerals in parentheses described in the claims simply indicate the correspondence with the specific means described in the embodiments, which is an example of the present disclosure. That is to say, the technical scope of the present invention is not necessarily limited thereto. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a diagram illustrating a configuration of an automated driving system. Fig. Figure 2 is a functional block diagram illustrating an ECU for automated driving. Fig. Figure 3 is a flowchart illustrating an operation of the ECU for automated driving when passing through a gate. Fig. Figure 4 is a diagram to illustrate an example of defining a destination gate according to a road that is to be driven on as planned after passing through the gate. Fig. 5 is a flowchart of a process to determine whether a lane change is necessary before passing through the gate. Fig. Figure 6 is a flowchart illustrating an example of temporary control. Fig. Figure 7 is a diagram to explain an operation of the ECU for automated driving according to a distance from a gate point. Fig. Figure 8 is a diagram to illustrate another example of the ECU's operation for automated driving according to a distance from a gate point. Fig. Figure 9 is a diagram to illustrate another example of the ECU's operation for automated driving according to a distance from a gate point. Fig. Figure 10 is a diagram to illustrate another example of the ECU's operation for automated driving according to a distance from a gate point. Fig. Figure 11 is a diagram to illustrate another example of setting a goal. Fig. Figure 12 is a flowchart to explain an operation of a processor involved in setting the goal gate. Fig. Figure 13 is a flowchart to explain an operation of the processor involved in the implementation of an external notification control. Fig. Figure 14 is a flowchart to explain an operation of the processor involved in stopping a controller to track a vehicle ahead. Fig. Figure 15 is a flowchart to explain an example of setting a target speed when passing through a gate. Fig. Figure 16 is a flowchart to explain an example of setting the target speed when passing through a gate. Fig. Figure 17 is a diagram to illustrate an example of determining a goal gate when the number of lanes decreases after passing through a gate. EXECUTIONAL FORMS FOR IMPLEMENTING THE INVENTION Introduction

[0011] An embodiment of the present disclosure is described below with reference to the drawings. The present disclosure is not limited to the following embodiments, and various modifications may be made without deviating from the scope of the core described below. The various additions and modifications described below may be implemented in suitable combinations, provided that no technical contradictions arise. The same reference numerals are used for components with the same function, and their descriptions may be omitted. In addition, if reference is made to only one part of the configuration, the explanation previously provided may be applied to the other parts.

[0012] Fig. Figure 1 is a diagram showing an example of a schematic configuration of a system (Sys) for automated driving according to the present disclosure. Hereinafter, a vehicle on which the system (Sys) for automated driving is mounted is also described as an ego vehicle. In the present disclosure, the term "ego vehicle lane" refers to a lane in which the ego vehicle travels from among the multiple lanes provided on the road. The ego vehicle lane may also be referred to as an ego lane. An adjacent lane refers to a lane located next to the ego vehicle lane.

[0013] In the present disclosure, a preceding vehicle refers to a vehicle traveling in the same lane as the vehicle in question and is the closest vehicle to the vehicle in question among those present in front of the vehicle in question. A following vehicle refers to another vehicle traveling behind the vehicle in the same lane as the vehicle in question. A preceding vehicle includes not only the vehicle traveling in front of the vehicle in the same lane, but also other vehicles traveling in front of the vehicle in one or more adjacent lanes. Similarly, a following vehicle includes not only the following vehicle, but also vehicles traveling diagonally behind the vehicle in question.

[0014] In this disclosure, the term "driver" refers to a person sitting in a driver's seat, that is, a driver's seat occupant, regardless of whether they are actually driving. For example, in this disclosure, the term "driver" may refer to a person who is to receive the authority and responsibility for the vehicle operation from the automated driving system (Sys) upon termination of automated driving. The term "driver" in this disclosure may be replaced by "driver's seat occupant." The vehicle itself may be a remotely operated vehicle controlled by an operator located outside the vehicle. The person who assumes the driving operation from the automated driving system (Sys) may be an operator located outside the vehicle.Here, the term "operator" refers to a person who has the authority to remotely control the vehicle from outside the vehicle. The operator is also included in the concept of the driver.

[0015] The automated driving system (Sys) provides a so-called automated driving function that enables the vehicle to drive autonomously along a predetermined route. The degree of automation of driving operations (hereinafter referred to as the automation level) can have several levels, as defined by the Society of Automotive Engineers (SAE International). Automation levels can be classified into six levels, for example, from level 0 to level 5.

[0016] Level 0 corresponds to fully manual driving, with the system performing no steering. Level 1 is a level at which the system assists with either steering or acceleration / deceleration. Level 1 includes cases where only adaptive cruise control (ACC) is performed. Level 2 refers to the level at which the system performs both speed adjustment through accelerator and brake operations and lateral control through steering wheel operations (i.e., steering). At Level 2, although driver monitoring of the surroundings (so-called "looking-at-the-road" or "eyes-up") is required, the system essentially enables the vehicle to drive autonomously. In this disclosure, an equivalent Level 2 control is also referred to as automated driving control with environmental monitoring duties, Level 2 automated driving control, or semi-automated driving control.

[0017] Level 3 refers to the stage where the system performs all driving tasks within the Operational Design Domain (ODD), while in emergencies, control authority is transferred from the system to the driver. The ODD defines the conditions under which automated driving can be performed. Level 4 is the stage where the system performs all driving tasks except in specific situations, such as predetermined roads or extreme environments, where it cannot operate. Level 5 is the stage where the system performs all driving tasks in all environments.

[0018] Automation levels 3 to 5 are those levels at which driver monitoring of the environment is not required; in other words, these levels correspond to automated driving. Therefore, in this disclosure, a vehicle control system that corresponds to level 3 or higher is also referred to as automated driving control without the requirement for environmental monitoring.

[0019] The following automated driving system (Sys) can be appropriately modified and implemented to comply with the regulations and customs of the region in which it is used, as well as the characteristics and equipment of the installed vehicle. Unless otherwise specified, the term "system" refers to the automated driving system (Sys) as used below. Overall configuration of the automated driving system

[0020] The Sys system for automated driving includes, for example, various configurations, such as in Fig. Figure 1 shows the system. This means that the automated driving system (Sys) includes an environmental monitoring sensor 11, a vehicle condition sensor 12, a position sensor 13, a map storage unit 14, a radio communication device 15, an occupant condition sensor 16, a body ECU 17, an external display device 18, and a drive actuator 19. Additionally, the automated driving system includes an in-vehicle HMI 20 and an ECU 30 for automated driving. It should be noted that ECU stands for electronic control unit, which is an electronic control device. HMI stands for human-machine interface.

[0021] The ECU 30 for automated driving is connected to each of the aforementioned devices / sensors, such as the environmental monitoring sensor 11, via an in-vehicle network (IvN) that enables two-way communication. The IvN is a communication network located within the vehicle. Standards for the IvN can include various specifications, such as Controller Area Network (hereinafter referred to as CAN: registered trademark) and Ethernet (registered trademark). Additionally, some of the devices / sensors can be directly connected to the ECU 30 for automated driving via dedicated signal lines. The connection configurations between the devices can be modified as needed.

[0022] The environmental monitoring sensor 11 is a sensor that detects objects present within its detection range. The environmental monitoring sensor 11 can be understood as an autonomous sensor that detects the surroundings of the vehicle. The environmental monitoring sensor can be described as an object detection sensor. The automated driving system (Sys) can be equipped with several environmental monitoring sensors 11. For example, the automated driving system (Sys) includes a camera 111 and a millimeter-wave radar 112 as environmental monitoring sensors 11.

[0023] Camera 111 is a so-called front camera, positioned to capture images of the area in front of the vehicle with a predetermined field of view. Camera 111 is located at a specific point, such as the upper edge of the inside of the windshield, the front grille, or the roof. Camera 111 may include a camera ECU in addition to a camera body that generates individual images. The camera body includes at least an image sensor and a lens. The camera ECU includes a processor and memory. The processor could be, for example, a CPU (central processing unit) or a GPU (graphics processing unit). The camera ECU is an ECU that detects a predetermined target object by performing recognition processing on the individual images. The camera ECU detects and identifies objects registered as detection targets, for example, by using a classifier to which deep learning has been applied.Additionally, the camera ECU calculates the relative position coordinates of the detected object in relation to the vehicle itself, based on the position information (e.g., pixel coordinates) of the detected object within the single image.

[0024] The detection targets of Camera 111 include pedestrians and other moving objects, such as other vehicles. Camera 111 also detects static objects, such as road edges, road markings, and structures installed along the roadside. Road markings include lane lines indicating lane divisions, pedestrian crossings, stop lines, guide lines, safety zones, and regulating arrows. Structures installed along the roadside include road signs, guardrails, curbs, utility poles, and traffic signals. Camera 111 can also detect the illumination status of lighting devices, such as warning lights and turn signals (commonly known as indicators) of the vehicle in front.

[0025] The automated driving system (Sys) can be equipped with multiple cameras 111. For example, in addition to the front camera, the automated driving system can be equipped with a side camera for capturing images of the sides of the vehicle and a rear camera for capturing images of the rear of the vehicle. The function of detecting target objects by analyzing camera images can be provided by other ECUs, such as the automated driving ECU 30. The functional arrangement within the automated driving system (Sys) can be modified as needed. The camera 111 outputs data regarding detected objects to the vehicle's internal network (IvN). The automated driving ECU 30 refers to the data transmitted by the vehicle's internal network (IvN) as needed.

[0026] The millimeter-wave radar 112 is a device that transmits probe waves, such as millimeter waves or quasi-millimeter waves, in a predetermined direction and analyzes the received data from the reflected waves that return after being reflected by objects, thereby determining the relative position and speed of objects with respect to the vehicle. The automated driving system (Sys) can be equipped with multiple millimeter-wave radars 112. These multiple radars include a front-facing radar and a rear-facing radar. The front-facing radar is a millimeter-wave radar 112 that transmits probe waves toward the front of the vehicle and is installed, for example, in the front grille or front bumper.The rear millimeter-wave radar is a 112 mm-wave radar that transmits probe waves to the rear of the vehicle and is installed, for example, in the rear bumper. Each 112 mm-wave radar generates data indicating the relative position and speed of detected objects and outputs this detection result to the ECU 30 for automated driving or other relevant systems. The detection targets of the 112 mm-wave radar can include other vehicles, pedestrians, manholes (iron plates), and three-dimensional structures that can be used, for example, as reference points.

[0027] The environmental monitoring sensors 11 can include not only the camera 111 and the millimeter-wave radar 112, but also LiDAR, sonar, and other similar sensors. LiDAR stands for light detection and distance measurement, or laser image detection and distance measurement. LiDAR is a device that emits laser light to generate three-dimensional point cloud data, indicating the positions of reflection points in each detection direction. LiDAR is also known as laser radar. The automated driving system Sys can also be equipped with multiple LiDARs and sonar devices. The combination of environmental monitoring sensors 11 provided in the automated driving system Sys can be modified as needed. The detection results from each environmental monitoring sensor 11 are entered into the automated driving ECU 30.

[0028] The vehicle condition sensor 12 is a sensor that acquires information regarding the condition of the vehicle. The vehicle condition sensor 12 includes a speed sensor, a steering angle sensor, an acceleration sensor, a yaw rate sensor, and an accelerator pedal sensor. The speed sensor detects the vehicle's speed. The steering angle sensor detects the steering angle. The acceleration sensor detects the longitudinal acceleration and the lateral acceleration of the vehicle. The yaw rate sensor detects the vehicle's angular velocity. The accelerator pedal sensor detects the amount / force applied to the accelerator pedal. The brake pedal sensor detects the amount / force applied to the brake pedal.The vehicle condition sensor 12 outputs data indicating the current value (i.e., the measurement result) of the physical state variable to be measured to the vehicle's internal network IvN. The types of sensors used by the Sys system for automated driving as the vehicle condition sensor 12 can be appropriately designed as needed.

[0029] The position transmitter 13 is a device that calculates and outputs the position coordinates of the self-driving vehicle using navigation signals transmitted by positioning satellites that comprise the GNSS (Global Navigation Satellite System). The position transmitter 13 includes, for example, a GNSS receiver and inertial sensors. The position transmitter 13 combines the navigation signals received by the GNSS receiver, measurement results from the inertial sensors, and vehicle speed information transmitted through the vehicle's internal network IvN to sequentially calculate the position and direction of travel of the self-driving vehicle. In this disclosure, the data specifying the position coordinates of the self-driving vehicle, calculated by the position transmitter 13, are referred to as the self-driving vehicle position data. The position transmitter 13 outputs the self-driving vehicle position data to the ECU 30 for automated driving.

[0030] The map storage unit 14 is a storage device that stores map data. The map data held by the map storage unit 14 can be so-called HD map data (high-resolution map data). The map data stored in the map storage unit 14 includes the three-dimensional shape of roads, the positions of road markings, such as lane lines, and the positions of traffic signs, all with the accuracy required for automated driving and other applications. The map data includes gate data. Gate data is data about a gate, which is a location on a toll road where gates for toll collection are installed. The map data can include data for each gate. The terms gate / gate in this disclosure can be interpreted as toll booth or toll plaza.

[0031] The gate point data is data that specifies the structure and other properties of the gate point. Multiple gates can be installed side-by-side at a single gate point, spanning the width of the road. The gate point data includes a representative location coordinate, the number of installed gates, the detailed position of each gate, and data regarding the billing procedure for each gate. The number of installed gates can be considered the number of lanes. Each gate provides a single lane (passage). The representative location coordinate is a coordinate that roughly indicates the position of the gate point. For example, the representative location coordinate could be the coordinate of a gate (hereafter referred to as a representative gate) located in the center, at the right end, or at the left end of several gates arranged side by side.In this revelation, a road segment within a predetermined distance before and after the gate point, represented by the representative location coordinate, is referred to as a gate area. The gate area may be a segment before and after the gate where no lane markings are provided (hereinafter referred to as a lane-free segment). The gate area may also be a segment where the road width is widened relative to the road connected to the gate area.

[0032] The detailed position data for each gate can be coordinate data such as latitude and longitude. The precise position of each gate can be expressed by a number, with the rightmost or leftmost gate designated as number one. The billing procedure data specifies the method of calculating (paying) road tolls. Billing procedures can be classified as manual or automatic. Manual billing involves the driver paying the toll by handing cash or a credit card to the gate operator, or by inserting it into a payment machine installed at the gate.The automatic toll collection system involves a radio communication device installed in the vehicle (commonly known as an onboard unit) communicating with radio communication equipment installed at the toll gate (commonly known as a roadside unit) to process the payment according to the vehicle type and the section of road traveled. In Japan, the manual toll collection system may be referred to as "General," while the automatic toll collection system may be referred to as "ETC (registered trademark)." ETC stands for Electronic Toll Collection.

[0033] The map data stored in the map storage unit 14 can be updated with data received by the radio communication device 15 from a map server or similar source. The map storage unit 14 can be a storage device that temporarily holds map data received by the radio communication device 15 from a map server until the data's validity period expires. The map data held by the map storage unit 14 can be navigation map data, provided it includes waypoint data.

[0034] The Radio Communication Device 15 is a device that enables the vehicle to conduct radio communication with external devices. These external devices can include a server, a traffic information center, a roadside device, and some or all other vehicles. The Radio Communication Device 15 is configured to enable cellular communication. Cellular communication refers to radio communication that conforms to standards such as LTE (Long Term Evolution), 4G, or 5G. The Radio Communication Device 15 can also be configured to implement cellular V2X (PC5 / SideLink / Uu).

[0035] Additionally, the radio communication device 15 is configured to enable short-range communication. In this disclosure, short-range communication refers to radio communication with a communication range limited to a few hundred meters. The short-range communication methods used may include DSRC (Dedicated Short Range Communications) compliant with IEEE 802.11p, Wi-Fi (registered trademark), or Bluetooth (registered trademark) Low Energy. The short-range communication method may also be the aforementioned cellular V2X. The radio communication device 15 may be configured to perform toll payment data communication with a roadside unit installed at the gate as it passes through the gate. For example, the radio communication device 15 may be an onboard unit compatible with ETC 2.0.

[0036] The radio communication device 15 can receive information about the gate point from an external device. For example, the radio communication device 15 can receive information such as the location of gate points, passable gates, and blocked gates from a server or center. The radio communication device 15 can receive vehicle information from surrounding vehicles via vehicle-to-vehicle communication. The vehicle information can include speed, current location, turn signal status, acceleration, trajectory, and other data. The surrounding vehicles mentioned here refer to vehicles that are within the range of vehicle-to-vehicle communication.

[0037] The occupant state sensor 16 is a sensor that detects the driver's condition. The occupant state sensor 16 can, for example, be a driver status monitor (hereinafter referred to as DSM). The DSM is a sensor that detects the driver's facial orientation, gaze direction, eyelid opening, and other factors based on the driver's facial image. The DSM, as the occupant state sensor 16, is positioned on the instrument panel, the upper edge of the windshield, or similar locations so that its optical axis is aligned with the driver's seat headrest, enabling it to capture images of the driver's face. The DSM, as the occupant state sensor 16, transmits driver status data, indicating the driver's facial orientation, gaze direction, eyelid opening, and other factors, to the ECU 30 for automated driving.The occupant condition sensor 16 can also be a pulse sensor, a thermal camera, or a similar device.

[0038] The body-integrated ECU 17 is an ECU that integrally controls the body-integrated vehicle devices installed in the vehicle. These body-integrated devices include, for example, lighting systems, horns, and door locking motors. Lighting systems include headlights, warning lights, turn signals, backlights, and welcome lights. The body-integrated vehicle devices may also include the external display device 18.

[0039] The external display device 18 is a projector that projects images onto the rear window. The external display device 18 can display images for communication with drivers of other vehicles based on input signals from the automated driving ECU 30. For example, the external display device 18 shows images indicating the direction of travel of the vehicle in question or images requesting right-of-way (in other words, permission to merge) to the vehicle behind in the adjacent lane. The external display device 18 is installed in a position where the projection light strikes the rear window, such as on the ceiling of the vehicle interior (for example, near the top of the window frame).

[0040] The external display device 18 can also project onto the side windows or the road surface around the vehicle. The external display device 18 can be provided on the side mirrors to project images onto the road surface near the vehicle. The headlights or taillights can be configured to operate as the external display device 18. The external display device 18 can be a liquid crystal display or a similar device arranged so that the display surface faces the side or rear of the vehicle.

[0041] The vehicle's HMI 20 is a group of interfaces for exchanging information between an occupant and the automated driving system. The vehicle's HMI 20 includes a display 21 and a speaker 22 as notification devices for transmitting information to the driver. Additionally, the vehicle's HMI 20 includes an input device 23 as an input interface for accepting operations from the occupant.

[0042] The automated driving system (Sys) includes, as display 21, one or more head-up displays (HUDs), instrument displays, and central displays. The HUD is a device that projects image light onto a predetermined area of ​​the windshield, displaying a virtual image that can be perceived by the driver. The instrument display is a display located on the instrument panel directly in front of the driver's seat. The central display is a display located in the central part of the instrument panel, spanning the width of the vehicle. The instrument display and the central display can be implemented using a liquid crystal display or an organic light-emitting diode (OLED) display. Display 21 shows images according to signals input from the automated driving ECU 30.The speaker 22 is a device that emits sound in accordance with signals input by the ECU 30 for automated driving. The term "sound" in this disclosure includes notification sounds, voice, music, and the like.

[0043] The automated driving system (Sys) can also include other notification devices, such as a vibrator or backlighting. Backlighting is a lighting device implemented using multiple LEDs (light-emitting diodes) with adjustable emission colors and intensity. Backlighting is provided in the instrument panel, steering wheel, A-pillars, and similar locations. The A-pillar is the pillar located next to the windshield. The A-pillar can also be referred to as the front pillar.

[0044] The input device 23 is a device for receiving driver operating instructions for the automated driving system. The input device 23 can be a steering wheel switch located on the spoke part of the steering wheel, an operating lever located on the steering column, a touch panel superimposed on the central display, and the like. The automated driving system can include several types of devices as input device 23.

[0045] The input device 23 outputs an operational signal, which is an electrical signal corresponding to the driver's operation, to the automated driving ECU 30. This operational signal contains information specifying the content of the driver's operation. The automated driving system receives instructions for changing the operating mode via the input device 23. These instructions also include instructions for starting and ending automated driving. The automated driving system can be configured to receive various driver instructions via voice recognition. Voice input devices, such as a microphone, can also be integrated into the input device 23. Furthermore, an HCU (Historical Media Interface Control Unit) can be located between the vehicle's internal HMI 20 and the automated driving ECU 30.The HCU is a device that comprehensively controls the notification of information to the driver.

[0046] The automated driving ECU 30 is an ECU that performs some or all of the driving operations in place of the driver by controlling the driving actuator 19 based on data from the environmental monitoring sensors 11 and other inputs. The automated driving ECU 30 is also referred to as an automatic operation device. The driving actuator 19 includes, for example, a brake actuator, an electronic throttle, and a steering actuator. The steering actuator includes an EPS (electric power steering) motor. Other ECUs, such as a steering ECU for steering control, a power unit control ECU for acceleration and deceleration control, and a brake ECU, may be located between the automated driving ECU 30 and the driving actuator 19.

[0047] The ECU 30 for automated driving primarily comprises a computer containing a processor 31, a memory 32, a storage device 33, a communication interface 34, and a bus connecting these components. Memory 32 is a rewritable volatile storage medium. Memory 32 is, for example, RAM (Random Access Memory). Memory 33 is, for example, a rewritable non-volatile storage medium, such as flash memory. Memory 33 stores a vehicle control program that is executed by the processor 31. The vehicle control program includes a gate response program that generates a driving plan for passing through the gate. The execution of the vehicle control program by the processor 31 corresponds to the execution of a vehicle control procedure.

[0048] The ECU 30 for automated driving is equipped with several operating modes with varying levels of automation. Each operating mode differs in the scope of driving tasks handled by the driver—in other words, the extent of driving tasks in which the system intervenes. The operating mode can alternatively be referred to as a driving mode. For example, the ECU 30 for automated driving is configured to switch between several operating modes, including at least a fully manual mode, a Level 2 mode, and a Level 3 mode.

[0049] Fully manual mode is an operating mode in which the driver performs all driving tasks. Fully manual mode corresponds to a mode in which the ECU 30 for automated driving does not perform any significant vehicle control. Fully manual mode can also be a mode in which the operation of the ECU 30 for automated driving is stopped (so-called stop mode). In fully manual mode, the ECU 30 for automated driving can (in other words, potentially) continue background processing of the driving environment as preparatory processing for switching to or transitioning to Stage 2 or Stage 3 mode.

[0050] The Level 2 mode is an operating mode in which automated driving control with environmental monitoring is performed; in other words, vehicle control equivalent to Level 2 automation. The Level 2 mode can be described as a semi-automated driving mode or an automated driving mode with road-facing capabilities. The Level 2 mode can be further subdivided into a hands-on Level 2 mode and a hands-free Level 2 mode. In this embodiment, the hands-on Level 2 mode of the ECU 30 for automated driving is a mode that requires the driver to hold the steering wheel. The hands-free Level 2 mode is an operating mode that does not require the driver to hold the steering wheel; in other words, it is an operating mode that enables hands-free driving. In this disclosure, "hands-on" and "hands-on" refer to holding the steering wheel.Hands-free driving refers to the process of removing one's hands from the steering wheel. Looking at the road refers to monitoring the area outside the vehicle in terms of its direction of travel (primarily forward). Looking away from the road refers to looking away from the area outside the vehicle in terms of its direction of travel.

[0051] The Level 3 mode is an operating mode that performs automated driving control without the obligation to monitor the surroundings, equivalent to Level 3 vehicle control. The ECU 30 for automated driving may be capable of implementing automated driving control equivalent to Level 4 or higher. The Level 3 mode can be referred to as an automated driving mode or an automated driving mode with a view off the road. The ECU 30 for automated driving may be equipped with multiple processors 31. The processor that performs Level 3 or higher automated driving control may be provided separately from the processor that performs Level 2 or lower vehicle control.

[0052] The ECU 30 for automated driving automatically performs steering, acceleration, and deceleration (in other words, braking) of the self-driving vehicle, ensuring that the vehicle travels along the planned route to the destination specified by the driver while in automated driving mode. The ECU 30 can continue automated driving by selecting routes to continue driving or circling within the ODD's range, even when no destination is specified.

[0053] The ODD can include conditions such as (a) the road being a motorway or a dedicated road for automobiles equipped with a median strip and guardrails, (b) rainfall below a specified threshold, and (c) the presence of traffic congestion. Here, "dedicated road for automobiles" refers to roads where pedestrians and bicycles are prohibited, including, for example, toll roads such as motorways. Additionally, "traffic congestion" refers to a condition where the vehicle's speed is below a congestion threshold (for example, approximately 30 km / h) and other vehicles are present within a specified distance (for example, 20 meters) in front of and behind the vehicle.Furthermore, the ODD can also include conditions such as (d) all or a specified number of environmental monitoring sensors 11 functioning correctly, and (e) the absence of parked vehicles on the road. The conditions for determining whether automated driving is possible or not, in other words, the detailed conditions that define the ODD, can be modified as needed.

[0054] Additionally, the ECU 30 performs control functions for autonomous driving of the vehicle, even while operating in Level 2 mode. In other words, it performs the perception of the driving environment, trajectory planning, and feedback to the control system. Feedback to the control system includes speed adjustments through acceleration and deceleration, as well as steering control. Unless otherwise specified, any mention of automated driving below may be replaced by Level 2 equivalent semi-automated driving.

[0055] In automated driving mode, the ECU 30 allows the driver to participate in secondary tasks. These secondary tasks, permitted in Level 3 automated driving, may be limited to activities such as reading or using a smartphone, allowing the driver to quickly resume control of the vehicle if necessary. Automated driving mode can be terminated due to, among other things, steering / pedal operations by the driver (known as override), system limitations, or exiting the ODD (On-Board Diagnostics). ECU configuration for automated driving

[0056] The ECU 30 for automated driving includes functional units, as in Fig. Figure 2 shows how these features are implemented by running the automated driving program. That is, the ECU 30 for automated driving includes an information acquisition unit F1, an environment perception unit F2, a mode control unit F3, a planning unit F4, and a control execution unit F5.

[0057] The information acquisition unit F1 acquires various types of information necessary for implementing vehicle control functions, such as automated driving and driver assistance. The information acquisition unit F1 obtains measurement data (i.e., acquisition results) from the various environmental monitoring sensors 11, including the camera 111. This measurement data includes information about objects present around the vehicle, such as moving objects, landmarks, and obstacles. The data for each detected object can include its position, speed of movement, and type or size.

[0058] The measurement data regarding landmarks can include data on the detection results of lane lines and road edges. Lane line data can include not only position data but also line type data. The line type can be represented as either a solid line or a dashed line. The measurement data can also include data indicating the detection status of lane lines, such as whether the lane lines are detected, and the detection status of road edges, such as whether the road edges are detected.

[0059] Additionally, the information acquisition unit F1 obtains data indicating the vehicle status from the vehicle status sensor 12, such as the vehicle's speed, acceleration, yaw rate, and external lighting. Furthermore, the information acquisition unit F1 obtains the vehicle's position data from the position transmitter 13. The information acquisition unit F1 obtains the environmental map information by referencing the map storage unit 14.

[0060] The information acquisition unit F1 obtains data transmitted by external devices using the radio communication device 15. For example, the information acquisition unit F1 can obtain vehicle information transmitted by the forward vehicle via vehicle-to-vehicle communication. Additionally, the information acquisition unit F1 obtains dynamic map data for the road segments that the vehicle is scheduled to traverse within a predetermined time, in cooperation with the radio communication device 15. This dynamic map data includes traffic congestion information, information about merging vehicles, and other relevant data.

[0061] The information acquisition unit F1 also obtains information about driver operations related to the automated driving system Sys based on signals from the input device 23. For example, the information acquisition unit F1 receives instruction signals regarding the start and end of automated driving from the input device 23. Additionally, the information acquisition unit F1 obtains data regarding the operational status of the automated driving system Sys from various devices and software modules. For example, the information acquisition unit F1 also obtains data such as the operational status (on / off) of the ACC function and whether a vehicle ahead is detected. Furthermore, the information acquisition unit F1 manages the operational status of various components, such as whether the environmental monitoring sensors 11 are functioning correctly.The information acquisition unit F1 obtains driver status data, such as the degree of eye opening and the direction of the line of sight, from the occupant status sensor 16.

[0062] The various data, acquired sequentially by the information acquisition unit F1, are stored in a temporary storage medium, such as memory 32, and are used by components like the environment sensing unit F2 and the mode control unit F3. Additionally, the different types of information can be categorized and stored in memory 32 according to their respective types. Furthermore, the different types of information can be sorted and stored so that, for example, the most recent data is at the beginning. Data that has exceeded a certain time period since its acquisition can be discarded.In the present disclosure, "acquisition" also includes the generation, acquisition, and determination performed by the ECU 30 for automated driving based on calculations performed by the ECU 30 for automated driving using data input from other devices or sensors. This is because the functional configuration within the system can be modified as needed.

[0063] The environmental sensing unit F2 detects the vehicle's driving environment based on the vehicle's position data, measurement data acquired by the information acquisition unit F1, and map data. The environmental sensing unit F2 can detect the vehicle's driving environment through sensor fusion processing, which integrates the acquisition results from multiple environmental monitoring sensors 11, such as the camera 111 and the millimeter-wave radar 112, with predetermined weightings.

[0064] The driving environment includes the road curvature, the number of lanes, the vehicle lane number, the weather, the road surface conditions, the traffic volume, and the remaining distance to the gate point. The vehicle lane number is a number that indicates the position of the vehicle lane on the road, determined relative to the left edge of the road. The vehicle lane number directly or indirectly indicates the number of lanes to the left of the vehicle lane. Of course, the vehicle lane number can also be expressed relative to the right edge of the road. The vehicle lane number can be identified using the distance from the edge of the road to the vehicle, the number of lane lines detected to the left and right, and some or all of the map data. The vehicle lane number can be identified from the map data and the vehicle position data.The vehicle's lane number can be identified by camera 111 or position sensor 13. Weather and road conditions can be identified by combining the detection results from camera 111 with weather information obtained by the information acquisition unit F1. In addition to the detection results from camera 111, the road structure can be identified using map data or the trajectory information of the vehicle ahead.

[0065] The environmental sensing unit F2 obtains information regarding the road structure within a predetermined distance in front of the vehicle based on at least one of the output signals from the environmental monitoring sensors 11, the received signals from external devices, and map data. The road structure includes the position of waypoints, the position of junctions, the number of lane markings, the road width, and so on. The environmental sensing unit F2 obtains the remaining distance to the waypoints as detailed information regarding the waypoints. The remaining distance to the waypoints can be obtained based on map data or identified based on data from guide signs detected by the camera 111.The F2 environmental sensing unit can also identify the remaining distance to the gate points based on behavioral or measurement data received from the vehicle ahead. The F2 environmental sensing unit can determine the number of gates and the payment method for each gate from the card data or the driving trajectory of the vehicle ahead. The F2 environmental sensing unit can consider gates requiring a stop as gates for manual payment and gates that the vehicle ahead passes through without stopping as gates for automatic payment. Within the F2 environmental sensing unit, a functional unit configured to obtain information regarding gate points corresponds to a gate recognition unit F21.

[0066] The driving environment includes the position, type, and speed of objects present around a vehicle. The environment detection unit F2 detects the positions and behavior of surrounding vehicles based on various data obtained by the information acquisition unit F1. The software / hardware module responsible for processing the data to detect surrounding vehicles corresponds to an environment vehicle detection unit F22. Additionally, the environment detection unit F2 obtains external environmental information related to the ODD (On-Board Diagnostics) and driver status data.

[0067] The mode control unit F3 controls the operating mode of the ECU 30 for automated driving based on various types of information obtained by the information acquisition unit F1. Switching between operating modes is performed based on operational signals input from the input device 23. For example, if the driving environment meets the ODD requirements and an instruction signal to start automated driving is input from the input device 23, the mode control unit F3 switches the operating mode from fully manual mode or Stage 2 mode to automated driving mode.Additionally, during automated driving mode, if the driving environment detected by the environment detection unit F2 is expected to no longer meet the ODD requirements, the mode control unit F3 may decide to switch to fully manual mode and notify the planning unit F4 accordingly.

[0068] Furthermore, if an override operation by the driver is detected during automated driving mode or Level 2 mode, the mode control unit F3 switches to fully manual mode. The override operation refers to the passenger's operation of the control element, such as the steering wheel and / or pedals. If the automated driving ECU 30 detects that the override operation was performed by the driver, it immediately transfers control authority to the driver and notifies them that the mode has switched to manual driving, either through audio output or other means. The operating mode to which the system transitions at the end of automated driving mode may be Level 2 mode.

[0069] The planning unit F4 is configured to schedule the control content for Level 2 or higher automated driving. Planning unit F4 can be activated when the operating mode is either Level 3 or Level 2. While in Level 3 or Level 2 mode, planning unit F4 generates a driving schedule for automated driving based on the environmental perception results from the environment sensing unit F2. This driving schedule can also be referred to as a control schedule. The control schedule includes a driving position, a target speed, and a steering angle for each step. That is, the driving schedule can include scheduling information for acceleration and deceleration to adjust speed along the calculated route, as well as scheduling information for the steering input.

[0070] For example, the planning unit F4 performs route search processing as a medium- to long-term driving plan and determines the planned route from the current vehicle position to the destination. If no destination is specified, the planning unit F4 can select a route on which automated driving can continue as the planned route. The planned route includes data about the roads to be driven within a predetermined time (for example, 10 minutes).

[0071] The planning unit F4 generates a short-term control plan for driving according to the medium- to long-term timetable, such as a lane-change plan, a center-of-lane driving plan, a plan to follow a vehicle ahead, and an obstacle avoidance plan. For example, the planning unit F4 can generate a short-term control plan that follows the center of the detected vehicle lane or a route that follows the behavior or trajectory of the detected vehicle ahead. The control plan generated by the planning unit F4 is then input into the control execution unit F5.

[0072] In addition to planning vehicle movements, planning unit F4 also formulates a plan for passenger notification processing using notification devices, such as display 21. For example, planning unit F4 schedules the timing for executing pre-notifications / requests to the driver, such as behavior pre-notifications, mode change notifications, look-at-the-road request, hands-on-the-wheel request, and take-over request (TOR) pre-notifications. Behavior pre-notification is the processing used to notify the driver of anticipated vehicle behavior, such as lane changes, overtaking, and deceleration. Behavior pre-notification includes, for example, the expected behavior of the vehicle at the gate point, such as a gate number or number through which the vehicle plans to pass.The mode change notification is the processing used to inform the driver that the operating mode is being changed or is scheduled to be changed.

[0073] The "look at the road" prompt is the processing to instruct the driver to proactively monitor the surroundings during Level 3 mode. The "hands on the wheel" prompt is the processing to ask the driver to lightly grip the steering wheel during Level 3 mode or Hands-free Level 2 mode. The TOR pre-notification is the processing to inform the driver that the likelihood of a takeover request (TOR) is increasing. The TOR is the processing to instruct the driver to take over the driving operation, in other words, to end automated driving.

[0074] Various notifications, including pre-notifications and prompts, involve displaying a pictogram image corresponding to their content on the display. The different notifications may include some or all of the following: output of a notification sound, output of a voice message, flashing of a backlight, and / or vibration of a vibrator, depending on their importance and urgency.

[0075] The control execution unit F5 generates control commands based on the control plan created by the planning unit F4 and outputs these commands sequentially to the drive actuators 19, the display 21, and the like. Additionally, the control execution unit F5 also controls the lighting status of the direction indicators, headlights, warning lights, etc., based on the plan from the planning unit F4 and the external environment, according to the timetable and external conditions.

[0076] The control execution unit F5 includes an ACC system F51 as a subsystem for executing a control action to track a vehicle ahead. The ACC system F51 executes the control action to track a vehicle ahead based on the plan generated by the planning unit F4. In other words, the ACC system F51 controls the vehicle speed to maintain a constant distance / time gap to the vehicle ahead within the set speed range when the vehicle ahead is detected. Additionally, the ACC system F51 maintains the set vehicle speed when no vehicle ahead is detected. The ACC system F51 can also be referred to as a control unit for tracking a vehicle ahead.

[0077] The control execution unit F5 includes a notification control unit F52 as a subsystem for notifications / suggestions to the driver using notification devices such as the display 21 and the speaker 22. Various notifications / suggestions can be implemented by displaying images on the display 21 or by emitting voice messages from the speaker 22.

[0078] For example, the notification control unit F52 transmits information at the time specified by the planning unit F4, using display 21 and / or speaker 22, indicating the behavior of the vehicle scheduled to reach a gate point within a predetermined timeframe. More specifically, the notification control unit F52 outputs image or audio data to display 21 or speaker 22, indicating the target gate to be passed, the trajectory before passing the gate, the trajectory after passing the gate, and the like.

[0079] The functional arrangement of the planning unit F4 and the control execution unit F5 can be modified as required. These units can also be integrated. The software / hardware modules, including the planning unit F4 and the control execution unit F5, correspond to a vehicle control unit Fn. Answer to Torpunkt

[0080] Here, the operation of the ECU 30 for automated driving is described in a scene where the vehicle is traveling within a predetermined distance from a gate point while in Stage 2 or Stage 3 mode, using the [function / parameter] in [the text is missing]. Fig. The flowchart shown in section 3 explains this. Fig. The flowchart shown in section 3 can be executed periodically while in Stage 2 / Stage 3 mode. The flowchart shown in Fig. The flowchart shown in Figure 3 includes, as an example, steps S101 to S110. In the following steps, the description of processor 31 as the execution unit can be replaced by the information acquisition unit F1, the environment sensing unit F2, the mode control unit F3, the scheduling unit F4, or the control execution unit F5, if appropriate for the context.

[0081] Step S101 is a step in which the processor obtains 31 different types of information. For example, the information acquisition unit F1 obtains the coordinates of the vehicle's own position, its lane number, the planned route, the remaining distance to the gate point, and information about surrounding vehicles. The information about surrounding vehicles includes the presence or absence of a vehicle ahead. Additionally, if a vehicle ahead is present, the information about surrounding vehicles also includes the distance to the vehicle ahead and its relative speed. The information about surrounding vehicles also includes the positions and speeds of other vehicles beside the vehicle ahead. The processing according to step S101 is also performed periodically after step S103 and beyond.

[0082] Step S102 is a step that determines whether the remaining distance to the gate point has become less than or equal to a predetermined pre-start distance. The remaining distance to the gate point is the distance from the vehicle to the gate point in the direction of travel along the road. The pre-start distance is, for example, 500 meters. The pre-start distance can also be 250 meters, 750 meters, or any other distance. Criteria for determining the remaining distance to the gate point can include outputs from the environmental monitoring sensors 11, data received from external devices, and map data, as mentioned above.

[0083] The preparation start distance can also be determined dynamically based on the driving speed or the type of road being traveled. The preparation start distance can also be defined based on the concept of the time the vehicle needs to reach the gate point. The preparation start distance can be set to a longer value as the number of lanes on the current road increases. The preparation start distance can be set to a longer value as the number of gates installed at the preceding gate point increases. In this disclosure, the road segment where the remaining distance to the gate point is less than or equal to the predetermined preparation start distance is also referred to as the preparation segment. In each figure, "Dy" indicates the remaining distance to the gate point. Additionally, "Dstb", which in Fig. Figure 3 shows the preparation start distance. The term "remaining distance to the goal point" can be appropriately replaced by "remaining distance to the goal goal" if necessary.

[0084] If the remaining distance to the gate point is less than or equal to the preparation start distance (S102: YES), processor 31 executes the sequence from step S103. In other words, processing from step S103 onward is based on the assumption that the remaining distance to the gate point will be less than the predetermined preparation start threshold. Conversely, if the remaining distance to the gate point exceeds the preparation start distance (S102: NO), this sequence terminates. Once terminated, the sequence can be executed again after a predetermined idle time has elapsed from the termination point. The idle time can be set to, for example, 500 milliseconds, 1 second, 2 seconds, or a similar value.

[0085] Step S103 is a step to define the destination gate. The destination gate is the gate through which the own vehicle will pass from among the multiple gates provided at the gate point. Defining the destination gate can be performed before the remaining distance to the gate point becomes equal to or less than the preparation start distance. Processor 31 defines one gate as the destination gate from among multiple gates. The selected gate corresponds to a post-gate road along which the own vehicle is scheduled to travel after passing through the gate point.

[0086] The gate corresponding to the post-gate road refers to a gate located directly before the post-gate road; in other words, a gate that allows entry into the post-gate road by continuing straight ahead after passing through the gate. The gate corresponding to the post-gate road can be understood as a gate that leads to the post-gate road. From the opposite perspective, a road corresponding to a particular gate can be understood as a road located directly behind the gate, a road that is closest to the gate, or a road that continues from the gate along a road edge that is closest to the gate. Processor 31 can designate a gate that is closest to an extension line of the current own vehicle lane as the destination gate if there are multiple gates corresponding to the post-gate road.

[0087] For example, if, as in Fig. As shown in Figure 4, the road behind the gate point branches into a first road Rt1 and a second road Rt2, and the second road Rt2 corresponds to the post-gate road for the own vehicle. Therefore, a third gate Gt3 is designated as the destination gate. Not only the third gate Gt3, but also a fourth gate Gt4 corresponds to the second road Rt2, which is the post-gate road. The third gate Gt3 is closer to the current own vehicle lane than the fourth gate Gt4. Therefore, processor 31 in the Fig. In scene 4, the third goal, GT3, is designated as the target goal. "Hv" in Fig. 4 denotes the code that identifies the company vehicle.

[0088] Of course, if the third gate, Gt3, meets a specific non-use condition, processor 31 can designate the fourth gate, Gt4, as the destination gate instead of the third gate, Gt3. The non-use condition is met, for example, if the gate is blocked, if the payment procedure is manual, or if the third gate, Gt3, is more congested than the fourth gate, Gt4. The destination gate selection algorithm can be modified as needed. Processor 31 can select the destination gate from gates capable of automatic payment.

[0089] However, if the vehicle is unable to process for automatic payment, Processor 31 can select the destination gate from among those that allow manual payment. The inability to process for automatic payment refers to situations such as when the card for automatic payment is not inserted into a designated onboard device. If there is only one gate through which the vehicle can pass, considering payment procedures or other factors, Processor 31 can designate this gate as the destination gate. If only one gate is available due to closures or other restrictions, Processor 31 can also designate this gate as the destination gate. Furthermore, if no destination is specified, Processor 31 can designate a gate located on the extension line of the vehicle lane as the destination gate.Furthermore, if no target is specified, processor 31 can designate a road that can maintain level 3 mode as the post-gate road and then designate a gate corresponding to the post-gate road as the target gate.

[0090] Once the target gate is determined, processor 31 determines whether a prior lane change is necessary to pass through the target gate, based on the relationship between the target gate's position and the vehicle's current position (S104). The prior lane change refers to a lane change made at a certain distance away from the gate, rather than immediately in front of it. For example, a lane change made 50 meters or more away from the gate is equivalent to the prior lane change required to pass through the gate. The prior lane change is an example of a lateral movement toward the target gate. Determining whether a prior lane change is necessary involves, for example, steps S201 to S210, as shown in Fig. 5 shown.

[0091] Step S201 is a step to identify a leading gate, which is a gate corresponding to the vehicle's own lane. The leading gate is a gate that exists on the extension line of the vehicle's own lane. Step S202 is a step to determine if the leading gate matches the destination gate. If the leading gate matches the destination gate (S202: YES), processor 31 determines that a lane change is not necessary (S203).

[0092] On the other hand, if the leading gate does not match the destination gate (S202: NO), processor 31 determines whether the destination gate is to the right of the leading gate (S204). If the destination gate is to the right of the leading gate (S204: YES), processor 31 further determines whether there is another lane to the right of the vehicle's own lane (S205). If there is another lane to the right of the vehicle's own lane (S205: YES), processor 31 sets the right lane change flag to ON (S206). The right lane change flag is a flag that indicates the need to change lanes to the right. “LC”, as in Fig. 3 and Fig. As described in section 5, and this document represents a lane change. If there is no other lane to the right of the own vehicle's lane (S205: NO), processor 31 sets a right-move hold flag to ON (S207). The right-move hold flag indicates the need to begin moving to the right at the point when the own vehicle is able to move to the right due to road extent or other reasons. When a flag is set to OFF, it means that processor 31 does not need to execute the control associated with that flag.

[0093] If the destination gate is to the left of the front gate (S204: NO), processor 31 additionally determines whether there is another lane to the left of the vehicle's lane (S208). If there is another lane to the left of the vehicle's lane (S208: YES), processor 31 sets a left lane change flag to ON (S209). The left lane change flag indicates the need to change lanes to the left. If there is no other lane to the left of the vehicle's lane (S208: NO), processor 31 sets a left movement hold flag to ON (S210). The left movement hold flag indicates the need to initiate a left movement at the point when the vehicle is able to move to the left due to road length.

[0094] If the right or left lane change flag is set to ON in the preceding determination processing, this corresponds to a case where the preceding lane change is necessary (S104: YES). Additionally, if the destination gate and the leading gate are the same, or if a lane change is not possible due to the road structure, this corresponds to a case where a lane change is not necessary (S104: NO).

[0095] If a lane change is not necessary (S104: NO), processor 31 performs normal control (S105). Normal control refers to control where the vehicle travels along the road toward the destination gate; in other words, control that does not involve any significant lateral movement equivalent to a lane change. Even during normal control, if either the right-move-hold flag or the left-move-hold flag is set to ON, the vehicle will begin a lateral movement toward the destination gate, for example, when it enters a lane-free section in front of the gate or a road widening section.

[0096] In the present disclosure, a “lane-free section” refers to a section of the road where no lane markings are present on the road surface. The lane-free section also includes sections of the road where lane markings / paint are applied only to roads leading to certain gates. Such lane-free sections can exist before and after the gates. The lane-free section before the gate is a lane-free section that exists on the entrance side of the gates. The lane-free section after the gate is a lane-free section that exists on the exit side of the gates. The driving trajectory in the lane-free section before the gate can be determined to connect the end of the own-vehicle lane with the destination gate. The lane-free section is often a section where the road width has been temporarily widened as a gate point. Therefore, the term “lane-free section” can be replaced by “road width widening section.”

[0097] When processor 31 determines that a lane change is necessary (S104 JA), it checks whether the remaining distance to the goal point has become less than a predetermined LC start distance (S106). The LC start distance is a parameter used to initiate a lane change toward the goal gate. The LC start distance can be set to a value less than the preparation start distance. The LC start distance can also be the same as the aforementioned preparation start distance. In the diagrams, "Dlc" denotes the LC start distance. The LC start distance is a first distance. The preparation start distance and the LC start distance are set to values ​​greater than the length of a subsequently described pre-goal area to encompass the pre-goal area.

[0098] Processor 31 begins attempting a lane change in the direction of the destination gate when the remaining distance to the gate point is less than the LC start distance (S107). Whether the lane change can actually be executed depends on the traffic conditions of the destination lane. Step S108 is a step that determines whether the lane change was executed. If the lane change was executed (S108: YES), normal control is performed (S105).

[0099] On the other hand, if the lane change is incomplete, it is periodically determined whether the vehicle has entered the gate pre-area (S109). The gate pre-area refers to a section of road within a predetermined distance in front of the gate point. The area in front of the gate is opposite to the current direction of travel. Additionally, the area behind the gate is in the current direction of travel (passage direction) defined for the road or gate. The distance considered to be the gate pre-area corresponds to a second distance. The second distance can be a fixed value, such as 50 meters, 100 meters, or 150 meters. Alternatively, the second distance can be set to a larger value if the number of gates increases. The gate pre-area can be a lane-free section in front of the gate. In this case, the length of the lane-free section in front of the gate can correspond to the second distance.

[0100] If the lane change is not completed even after entering the gate pre-area (S109: YES), processor 31 executes a temporary control. This temporary control is implemented when it is difficult to proactively move to the lane suitable for passing through the target gate. With temporary control, the amount of lateral movement just before the gate can be relatively larger compared to normal control. Therefore, with temporary control, the distance to surrounding vehicles may decrease, increasing the probability of reaching the system's limits compared to normal control.

[0101] The temporary control can include steps S301 to S306, as for example in Fig. Figure 6 shows step S301, which is a step for executing a look-at-the-road prompt. Step S301 corresponds to a step in which the system prompts the driver to monitor the surroundings based on the fact that the vehicle has not yet moved into the lane corresponding to the target gate, even after entering the in-gate area. Including the look-at-the-road prompt in the temporary control makes it easier for the driver to take over driving operations from the system. The display of the look-at-the-road pictogram can continue until the vehicle reaches the front of the target gate.

[0102] Step S302 is a step to attempt a lateral movement towards the goal gate. Here, lateral movement involves moving sideways while in motion, meaning movement is made with the steering angle set to a predetermined value or higher. Lateral movement can also be described as a lane change. It includes not only lane changes but also moving diagonally to the right or left in a lane-free section. Attempting a lateral movement can also involve driving straight ahead along the road with the turn signal activated.

[0103] Attempting a lateral movement can continue even in road sections where lane markings are present. Furthermore, attempting a lateral movement can continue even after entering a lane-free section in front of the gate. The speed during the lateral movement attempt can be limited to a predetermined value or below. The target speed during the lateral movement attempt can be set to a value that is a predetermined amount lower than the value set by the driver. Here, the target speed refers to a target value when vehicle speed control is performed. Additionally, processor 31 can activate the warning lights when attempting a lateral movement in a lane-free section. The lateral movement performed in step S302 also corresponds to a lateral movement in the direction of the target gate.

[0104] Step S303 is a step to determine whether the vehicle has entered a virtual lane or an explicit lane leading to the destination gate. The explicit lane leading to the destination gate refers to a lane defined by lane lines that actually extend in the opposite direction to the vehicle's direction of travel from the gate. The virtual lane refers to a lane estimated from the orientation of the gate, even if no lane lines exist. The virtual lane can be determined based on factors such as the trajectory of another vehicle, the direction in which the line of vehicles extends, and the direction connecting the gate and the road.

[0105] In short, the lane leading to the destination gate is a section of road surface located directly in front of the destination gate. Therefore, step S303 can be understood as a step in determining whether the vehicle has reached the front of the destination gate. If there is a line of vehicles in front of the destination gate, reaching the end of this line of vehicles is also considered reaching the front of the destination gate. If the vehicle has reached the front of the destination gate (S303: YES), the processor 31 can return to normal control (S308). For example, returning to normal control might involve stopping the activation of the turn signals or warning lights and stopping the display on the external display device 18.

[0106] Step S304 is a step to determine whether the remaining distance to the goal point has become less than a predetermined goal change distance. The goal change distance is the distance at which the target goal is changed to one that is closest to the current own vehicle position within the achievable range. To distinguish the target goal before and after the change, the initial target goal is referred to here as a first preferred goal. Additionally, the target goal after the change is referred to as a second preferred goal.

[0107] The goal change distance can be understood as one of the parameters that define the condition for abandoning the attempt to reach the first preferred goal. In the drawings, "Dc" represents the goal change distance. The goal change distance can be a fixed value, such as 25 meters, 50 meters, or 75 meters. Additionally, the goal change distance can be set to a value corresponding to the length of the lane-free section in front of the goal, such as 50% or 25% of the length of the lane-free section in front of the goal. The goal change distance is set such that it is less than the second distance, which is the length of the area in front of the goal. In the present disclosure, the goal change distance can also be referred to as the third distance.

[0108] If the remaining distance to the gate point becomes less than the gate change distance and the first preferred gate is not reached (S304: YES), processor 31 changes the target gate to the second preferred gate (S305). As mentioned previously, the second preferred gate is the one closest to the first preferred gate among those the vehicle can easily reach within the remaining distance. The moment the remaining distance becomes less than the gate change distance, the gate located in front of the vehicle can become the second preferred gate. According to the configuration described above, lateral movement is restricted just before the gate, thus reducing the risk of contact with surrounding vehicles.

[0109] Step S306 is a step in which the vehicle passes through the second preferred gate in automated driving mode. Processor 31 executes a TOR notification based on the vehicle's passage through the second preferred gate (S307). When passing through the second preferred gate, the amount of lateral movement after passing through the gate is greater compared to passing through the first preferred gate. Additionally, to enter the post-gate lane, the vehicle may need to merge between other vehicles that have passed through the first preferred gate. Thus, there is a higher probability of reaching the system limits when passing through the second preferred gate. By notifying the driver in advance of the possibility of a TOR, a smooth transition of driving control can be achieved.

[0110] The aforementioned temporary control corresponds to a control that issues a TOR notification if the vehicle is unable to move to the lane leading to the first preferred gate, even if the remaining distance to the gate point is less than the gate change distance. The TOR notification can be issued if the remaining distance to the gate point is less than the second distance and the vehicle has not yet moved to the lane leading to the first preferred gate. Processor 31 can issue a TOR notification before passing through the second preferred gate. The execution conditions and timing of step S307 can be modified as needed.

[0111] Additionally, if the Right Move Hold flag is set to ON, Processor 31 can allow the own vehicle to travel towards the destination gate along a trajectory approximately parallel to the right edge of the road, should a drivable space become available on the right due to road widening or similar circumstances. Additionally, if the Left Move Hold flag is set to ON, Processor 31 can allow the own vehicle to travel towards the destination gate along a trajectory approximately parallel to the left edge of the road, should a drivable space become available on the left due to road widening or similar circumstances. Control example of the operation mode

[0112] As in Fig. As shown in Figure 7, processor 31 can automatically change the operating mode based on the position of the vehicle relative to the gate point. Fig. Figure 7 illustrates an example pattern in which Processor 31 maintains Level 3 mode in the normal range while transitioning to Level 2 mode near the goal. Processor 31 can transition to Hands-Free Level 2 mode in the pre-goal area and Hands-On-Wheel Level 2 mode in the post-goal area. Notifications regarding mode changes are executed as needed.

[0113] Vehicle paths are more likely to intersect after the gate than before. Therefore, scenarios involving driving in the area immediately after passing through the gate are more likely to require advanced decision-making or communication with other vehicles. By configuring the automation level after passing through the gate compared to before, it becomes possible to react appropriately based on the driver's assessment in these scenarios. This can result in a smoother traffic flow.

[0114] The area referred to as the "post-gate area" specifies the region within 50 or 100 meters of the gate in the direction of the road's extension. Processor 31 can consider the track-free section after the gate as the post-gate area. If there is a junction point after the gate, Processor 31 can recognize the area up to that junction point as the post-gate area. The normal area refers to a region that is neither the pre-gate area nor the post-gate area.

[0115] Naturally, Processor 31 can apply Hands-Free Level 2 mode to the post-gate area in the same way as when the vehicle is driving in the pre-gate area. The operating mode after passing through the gate can be changed depending on whether the first preferred gate was reached or not. Processor 31 can maintain Hands-Free Level 2 mode after passing through the gate if the first preferred gate was successfully passed, while it sets the operating mode to Hands-On-the-Wheel Level 2 mode if the first preferred gate was not successfully passed.

[0116] Additionally, since the lateral movement is greater in the approach to the goal, there is the advantage that it is better for the driver to be more involved in the driving operation when the vehicle is traveling in the approach to the goal, compared to when it is traveling in the after-goal area. Therefore, as in Fig. As shown in Figure 8, the processor 31 is configured such that the hands-on-the-wheel Level 2 mode is applied in the pre-gate area and the hands-free Level 2 mode is applied in the post-gate area. According to this control policy, an additional effect is achieved in that it becomes easier to pass through the gate according to the driver's preference.

[0117] Additionally, the processor can handle 31, as in Fig. As shown in Figure 9, the system can also maintain Level 3 mode while passing through the gate. In this case, Processor 31 can prompt the driver to keep their eyes on the road or their hands on the steering wheel while maintaining Level 3 mode. Furthermore, it may also be permissible to implement a TOR notification depending on whether the first preferred gate could be passed and whether a lateral movement is required after passing through the gate. According to this configuration, the driver can act as a partner / assistant in driving operations, potentially increasing safety. Additionally, even if driver takeover from the system is required, this configuration has the advantage of allowing the driver to smoothly assume control of the driving operations. Thus, Processor 31 can maintain Level 3 mode in the pre-gate area.The processor 31 can switch from level 3 mode to level 2 mode if a lateral movement towards the after-goal road is required after passing through the goal.

[0118] The foregoing describes the case in which the operational mode is Stage 3 mode when the distance to the gate point is less than the preparation start distance. The foregoing description is also applicable when the operational mode is Hands-Free Stage 2 mode at the point where the distance to the gate point becomes less than the preparation start distance. For example, as in Fig. As shown in Figure 10, while the hands-free level mode can be used in the normal range, it transitions to the hands-on-the-wheel level 2 mode in the post-goal range. Whether the hands-free level 2 mode is maintained in the pre-goal range can be adjusted based on whether lateral movement is required in the pre-goal range. If lateral movement is not required in the post-goal range, the processor 31 can maintain the hands-free level 2 mode even in the post-goal range. Example of target goal setting

[0119] The destination gate, as the first preferred gate, need not necessarily be set to a gate located directly before the post-gate road. Processor 31 can select the first preferred gate from among the gates that do not correspond to the post-gate road, as long as a pre-gate lateral movement amount is equal to or greater than a post-gate lateral movement amount.

[0120] Here, the pre-gate lateral movement amount refers to the amount of movement in the lateral direction before passing through the gate. The pre-gate lateral movement amount is expressed by factors such as the number of lane changes before passing through the gate. The post-gate lateral movement amount refers to the amount of lateral movement required to enter the post-gate road after passing through the gate. In the present disclosure, the total amount of movement required to pass through the gate is also referred to as the total lateral movement amount. The total lateral movement amount is the lateral distance from the front gate corresponding to the vehicle's own lane at the point where the distance to the gate point becomes less than the preparation start distance, to the gate corresponding to the post-gate road.The post-goal lateral movement amount is the value obtained by subtracting the pre-goal lateral movement amount from the total lateral movement amount.

[0121] It is preferred that processor 31 designates a gate that minimizes the lateral movement after the gate as the first preferred gate from among those gates that do not correspond to the post-gate road. For simplicity, the lateral movement is expressed here in terms of the number of lanes / gates, but it can actually be expressed in meters or other units.

[0122] For example, as in Fig. As shown in Figure 12, when the vehicle moves from the first lane to the second road Rt2, the total lateral movement is four lanes. This is because the front gate is the second gate Gt2, and the next gate corresponding to the second road Rt2 is the sixth gate Gt6. To clearly indicate the front gate of the vehicle lane and the gate corresponding to the second road Rt2, the drawings show the virtual extension line from the vehicle lane to the gate and the extension line from the second road Rt2 to the gate using dot hatching. The seventh gate Gt7 and the eighth gate Gt8 also correspond to the gates corresponding to the second road Rt2. Fig. 11 correspond to the gates located to the left of the fifth gate Gt5, on the first street Rt1.

[0123] As in Fig. Figure 11 shows that if the total lateral movement amount is four, processor 31 can assign a pre-gate lateral movement amount of three and a post-gate lateral movement amount of one, and designate the fifth gate, Gt5, as the target gate. In a situation where the vehicle is in the pre-gate area, it is difficult to detect objects that are present in the post-gate area due to the gate. If the target gate is set such that the post-gate lateral movement amount is greater than the pre-gate lateral movement amount, the difficulty of control increases after passing through the gate. This is because there may be obstacles that were not detected before passing through the gate. When comparing the pre-gate and post-gate areas, the possibility of overlooking surrounding vehicles is lower in the pre-gate area.Safety can be increased by setting the target gate in such a way that the amount of lateral movement before the gate is equal to or greater than the amount of lateral movement after the gate.

[0124] Fig. Figure 12 is a flowchart illustrating the operation of processor 31 according to the preceding technical concept. Step S401 is a step to determine whether a lateral movement is necessary to enter the after-gate road. Step S401 may include processing to identify the front gate corresponding to the current vehicle lane and the gate corresponding to the after-gate road, and to calculate the total lateral movement amount. If the front gate corresponds to the after-gate road, the total lateral movement amount may be zero. Step S401 may be executed when the remaining distance to the gate point becomes less than a predetermined value. The predetermined value may be the preparation start distance or a value different from the preparation start distance.

[0125] Step S402 is a step of defining a destination gate such that the amount of lateral movement before the gate is greater than or equal to the amount of lateral movement after the gate, and of generating a travel route. In this case, it is preferred to define the destination gate such that the amount of lateral movement after the gate is minimized as much as possible. In the drawings, “ΔX_bfr” represents the amount of lateral movement before the gate and “ΔX_aft” represents the amount of lateral movement after the gate. Example of an operation when moving laterally in the post-goal area

[0126] As in Fig. As shown in Figure 13, if a lateral movement is necessary in the post-gate area (S501), the processor 31 can execute an external notification control immediately after passing through the gate (S502). The external notification control is a control that informs surrounding vehicles about the direction of movement of the vehicle in question.

[0127] The external notification control can be the operation of the turn signals. Alternatively, the external notification control can be a control that toggles between activating the warning lights and operating the turn signal signals. The external notification control can include sounding the horn. The external notification control can include displaying an image on the external display device 18 indicating the direction of travel of the vehicle in front or an image requesting permission to approach the vehicle behind in that direction. The external notification control can include illuminating or flashing the welcome light in the direction of travel. Alternatively, the external notification control can be a control that sequentially activates several devices that emit light or sound towards the outside of the vehicle.For example, the external notification control may include a sequence in which, after activation of the turn signal, at least one of the following is performed: illumination of the warning lights, sounding of the horn, and display of an image indicating the direction of movement on the external display device 18.

[0128] The external notification control can include controlling the turn signal to flash in a pattern different from the usual one. The components of the flashing pattern can include the rhythm and speed of the flashing, the ratio of on-time to off-time, and the speed at which the light illuminates. The external notification control can also include controlling the turn signal according to the direction of travel, flashing at a faster rate than usual. The term "usual" refers to scenes other than those immediately before or after the gate, such as turning right or left or changing lanes on a straight section.In this disclosure, the blinking speed of the blinker during normal operation is referred to as the first blinking speed, and the blinking speed during external notification control is referred to as the second blinking speed. The first blinking speed may, for example, be 70 times per minute. The second blinking speed is set to a value that is higher than the first blinking speed by a predetermined amount. The second blinking speed may be set to the maximum blinking speed specified by laws or regulations. For example, the second blinking speed may be set to 120 times per minute or 100 times per minute.Processor 31 can continue controlling the external notification until the lateral movement is complete, or it can stop at a point in time when a certain amount of time has elapsed since the start of execution.

[0129] The processor 31 can also execute the external notification control during an attempted lateral movement while driving in the lane-free section in front of the gate. The intensity (degree of emphasis) of the external notification control in front of the gate can be reduced compared to that after the gate. The notification intensity increases if the flashing speed increases or the light intensity increases. Additionally, the notification intensity increases with the number of devices used for the external notification control. These controls correspond to the execution of at least one of the following actions when moving laterally in the lane-free section: activating the turn signal, illuminating the warning lights, sounding the horn, and displaying an image indicating the direction of movement on the external display device 18.

[0130] Even if the vehicle cannot pass through the first preferred gate, processor 31 can execute a lane change after the vehicle has traveled a certain distance, provided that an immediate lane change after passing through the gate is not necessary. Situations where an immediate lane change after passing through the gate is not necessary include, for example, cases where the distance from the gate to the junction point is 300 meters or more. In such cases, the distance at which a lane change is permitted, referred to as the LC release distance, might be, for example, 100 meters or 200 meters.

[0131] The junction between the branch road and the main road corresponds to a final changeover point, which is the point at which processor 31 must complete the lane change. If an immediate lane change is not necessary, this includes cases where the distance from the gate point to the final changeover point is greater than or equal to the LC clearance distance. Processor 31 can be configured to attempt a lane change after exiting the gate area, even if it does not pass through the first preferred gate, provided that an immediate lane change is not required. The paths of surrounding vehicles in the normal area can be expected to be more stable compared to the post-gate area. According to the configuration described above, lane changes can be executed more safely. Control of the function for tracking a vehicle ahead

[0132] As in Fig. As shown in Figure 14, if the remaining distance to the gate point falls below a predetermined value while following a vehicle ahead (S601: YES), the processor 31 can deactivate the tracking function (S602). This is because the gate through which the vehicle ahead intends to pass and the target gate of the vehicle itself may differ. Additionally, the processor 31 can terminate the tracking state if the vehicle ahead begins to move laterally towards a gate that differs from the target gate of the vehicle itself.

[0133] If the control system for tracking a vehicle ahead is deactivated in the gate area, processor 31 can set the target speed to a base speed for passing through the gate (S603). In the drawings, "Vbs" represents the base speed. The base speed can be a constant value, such as 20 km / h. Alternatively, the base speed can be a value obtained by multiplying the maximum passage speed by a predetermined coefficient. The maximum passage speed is the highest speed at which the gate can be passed. The maximum passage speed can be a constant value, or a unique value for each gate can be applied dynamically.The processor 31 can determine the speed limit for the gate by referencing map data or by recognizing speed limit signs installed near the gate using image recognition. Additionally, the processor 31 can determine the speed limit via radio communication with the roadside unit.

[0134] Of course, the processor 31 can also leave the vehicle tracking function enabled near the gate. In this case, the processor 31 can adjust the gate passage speed depending on whether it has detected the vehicle ahead. The gate passage speed is a predetermined vehicle speed when passing through the gate; in other words, the target speed. The processor 31 sets the gate passage speed to a predetermined higher value if the vehicle ahead has been detected at a predetermined distance (for example, 15 meters) before the gate, compared to when the vehicle ahead has not been detected.For simplicity, the speed applied when the vehicle ahead is not detected is referred to as the first speed, and the speed applied when the vehicle ahead is detected is referred to as the second speed. Both the first and second speeds are set to values ​​lower than the maximum speed limit.

[0135] For example, if the maximum speed limit for passing is set at 20 km / h, the first speed can be set at 10 km / h and the second speed at 20 km / h. If the maximum speed limit is Vmx, the first speed is Vgt1, and the second speed is Vgt2, then Vgt1 can be determined as α·Vmx and Vgt2 can be determined as β·Vmx. β is a coefficient that is fixed to a value, for example, between 0.8 and 1.0. α is fixed to a value between 0.5 and less than β. α can be any value less than β.

[0136] Once the vehicle ahead has been detected and the vehicle is following it, maintaining the pursuit state is preferable in some scenarios. While pursuing the vehicle ahead, assuming the highest possible value within the range of the gate-passing speed limit can reduce the risk of losing the vehicle ahead. If, as a result of applying the second speed, the distance between the vehicle and the vehicle ahead becomes less than a predetermined value, the processor 31 can delay to maintain an appropriate tracking distance / time interval between vehicles.

[0137] Fig. Figure 15 is a flowchart illustrating an example of the operation of processor 31 according to the preceding technical concept. Step S610 determines whether the vehicle ahead has been detected at a predetermined distance from the gate. If the vehicle ahead has not been detected (S611: NO), processor 31 sets the gate passage speed to the first speed. If the vehicle ahead has been detected, processor 31 sets the gate passage speed to the second speed. In the diagrams, "Vgt" represents the gate passage speed, "Vgt1" represents the first speed, and "Vgt2" represents the second speed.

[0138] Additionally, if processor 31 detects the vehicle ahead at a predetermined distance from the gate, it can assume the speed at which the vehicle ahead passes through the gate to be the gate-passing speed for its own vehicle. In particular, as in Fig. As shown in Figure 16, if Processor 31 detects the vehicle ahead in front of the gate (S621: YES), it determines the speed at which the vehicle ahead passes through the gate (S623). In the drawings, "Vprevc" represents the speed at which the vehicle ahead passes through the gate. Processor 31 then sets the gate-passing speed of the vehicle itself to the speed at which the vehicle ahead passes through the gate (S624). If the vehicle ahead is not detected in front of the gate (S621: NO), the gate-passing speed is set to the default speed (S622). In the drawings, "Vbs" represents the default speed.

[0139] The vehicle ahead, which has passed through the gate, can accelerate. Conversely, it is not desirable for the vehicle to accelerate before passing through the gate. According to the configuration described above, the vehicle does not follow the real-time speed of the vehicle ahead. According to the configuration described above, it is possible to suppress unnecessary acceleration before passing through the gate. Summary of the design

[0140] Based on the fact that the remaining distance to the gate point is less than a predetermined value, processor 31 initiates movement along the path leading to the target gate. With this configuration, it is possible to approach the target gate gradually over a sufficient period of time. In other words, it is possible to reduce the extent of lateral movement just before the gate. Not only the area after the gate, but also the area immediately in front of it, is a section where vehicle trajectories are relatively likely to intersect. According to the configuration described above, the possibility of abnormal proximity to other vehicles near the gate can be further reduced. Here, abnormal proximity refers to a situation where vehicles are so close that the driver perceives a risk of collision, such as when the distance between vehicles is less than 0.5 meters.

[0141] Processor 31 notifies the driver that there is an option to terminate automated driving control if the movement to the lane leading to the destination gate has not been completed, even if the remaining distance to the destination gate falls below a predetermined value. According to this configuration, even if a situation arises where performing a TOR (Torque Enforcement) is unavoidable, a smooth transition of driving control can be achieved.

[0142] Additionally, the processor 31 can modify the target speed for passing through the target gate based on whether a vehicle ahead has been detected. For example, if a vehicle ahead is not detected, a relatively slower initial speed than the target speed is applied, whereas if a vehicle ahead is detected, a relatively faster secondary speed than the target speed is applied. According to this configuration, the risk of losing sight of the vehicle ahead can be reduced. Furthermore, if the vehicle ahead is not detected, it passes through the gate at a lower speed compared to when the vehicle ahead is detected, thus increasing safety.

[0143] Once the vehicle ahead has been detected, processor 31 can naturally assume the speed at which the vehicle ahead passes through the gate as the target speed. This control effectively replicates the behavior of the vehicle ahead as it passes through the gate. By exhibiting behavior similar to that of the vehicle ahead, the risk of disrupting the flow of traffic can be reduced.

[0144] When the vehicle performs a lateral movement in a lane-free section, the processor 31 executes at least one of the following external notification controls: activation of the turn signals, activation of the warning lights, sounding of the horn, and display of an image indicating the direction of movement on the external display device 18. According to this configuration, it becomes easier for drivers of surrounding vehicles to recognize the behavior of the vehicle in question. Additionally, as a result, the probability of an abnormally close approach can be reduced.

[0145] If a lateral movement is necessary after passing through a gate, processor 31 also initiates the activation of the turn signals as a control for external notification, either at the moment of passing through the gate or within a predetermined distance after passing through the target gate. According to this configuration, there is the advantage that drivers of surrounding vehicles can recognize the behavior of the vehicle shortly after it has passed through the gate.

[0146] Processor 31 sets the target gate such that the lateral movement after passing through the gate is less than the lateral movement before passing through the gate. In other words, processor 31 generates a trajectory close to the gate so that the lateral movement after passing through the gate is less than the lateral movement before passing through the gate. As mentioned above, this configuration increases safety.

[0147] If the first preferred gate cannot be passed, processor 31 attempts to switch lanes after leaving the gate area, provided there is no immediate need to do so. This configuration further enhances security.

[0148] In a configuration where the destination gate is determined based on map data, it is possible that the destination gate may only be recognized as impassable after approaching it, due to a disabled vehicle or other obstacle. This is because such dynamic events require time to be reflected in the map data. Processor 31 can change the destination gate or issue a driver takeover request if it detects another vehicle reversing or with its warning lights illuminated at the destination gate using camera 111 or other sensors. Similarly, if Processor 31 detects that the destination gate is blocked, it can change the destination gate or issue a driver takeover request. Performing the destination gate change operation in the above scenario can enhance the continuity of automated driving.Additionally, by implementing a configuration that enables driver takeover in the above scenario, the driver can be entrusted with responding to unforeseen situations.

[0149] Determining the entrance to the gateway area using a map. The map data can include node data and route data. Node data refers to data concerning multiple feature points (nodes) on roads. For example, nodes are defined at locations where roads intersect, merge, or diverge; at points where the number of lanes increases or decreases; and at gateway points. Route data refers to data concerning road segments (routes) that connect the nodes. Route data includes information such as a route ID, which is a unique number that identifies the route; a route length, which indicates the length of the route; a route direction; route shape information; node coordinates or node numbers of the route's start and end points; and road attributes.The node data includes information such as a node ID, which is a unique number for each node, the position coordinates of the nodes, the names, types, and route IDs of the routes connected to the nodes.

[0150] Such node data can also include node map data, which specifies the road layout within the area with respect to the nodes. The node map data corresponds to partial map data within a certain range based on the nodes.

[0151] If the map data stored in the map storage unit 14 includes the node map data as described above, the processor 31 can perform various operations from step S103 onwards, based on the own vehicle entering an area specified by the node map data associated with the gate point. In other words, the case where the remaining distance to the gate point falls below a predetermined value includes a case where the own vehicle enters the area specified by the node map data associated with the gate point. The gate area can be a range specified by the node map data associated with the gate point. Application example of a scene in which traces are merged after a goal.

[0152] The foregoing explanation describes the operation of processor 31 in the case where a branch road exists behind the gate point, but is not limited to this scenario. The present disclosure is also applicable to cases where, as in Fig. As shown in Figure 17, there is only one road beyond the gate point; in other words, if no branching road exists. If there is only one road beyond the gate, as in Fig. As shown in point 17, this street corresponds to the post-gate street.

[0153] Additionally, as in Fig. As shown in Figure 17, the road width and the number of lanes can decrease within a predetermined distance beyond the tollgate. If the width of the road beyond the gate is less than the road width at the gate point, the trajectory of a vehicle passing through the gate on the far right or left can become diagonal relative to the road's direction of extension. In other words, even if there are no branch roads beyond the gate, if the area beyond the gate has a structure where the road width decreases, the trajectories of vehicles are more likely to intersect. Therefore, a collision between vehicles is more probable.

[0154] To address this problem, processor 31 in this disclosure, as described above, is configured to specify the gate located directly in front of the after-gate road among the multiple gates, thereby ensuring that the after-gate lateral movement amount is also available in road structures such as the one in Fig. The 17 shown can be suppressed. Consequently, there is no longer any need to join the line of vehicles entering the after-gate street in the after-gate area. In Fig. 17. Gate 2 (Gt2), Gate 3 (Gt3), and Gate 4 (Gt4) correspond to the gates assigned to the destination road. If the self-propelled vehicle lane is the first lane, Gate 2 (Gt2) can be the destination gate. However, if Gate 2 (Gt2) is closed or does not support the self-propelled vehicle payment procedure, another gate, such as Gate 3 (Gt3), can be designated as the destination gate.

[0155] The decision processing in steps S104 to S109, which includes steps S201 to S210, can be repeated until the target gate becomes the front gate for the vehicle. Lane changes towards the target gate can be performed multiple times. Additionally, virtual lanes can also exist in the lane-free section. A virtual lane can be understood as a trajectory followed by many vehicles—in other words, a trajectory considered valid or reasonable. Because of these circumstances, a lateral movement in the lane-free section can also be considered a lane change.

[0156] A mode is described in which the aforementioned processor 31 considers the road segment where the remaining distance to the gate point becomes less than or equal to the preparation start distance as the preparation distance. However, processor 31 can also be configured to consider the pre-gate area as the preparation segment. Additionally, processor 31 can be configured to consider the lane-free segment as the preparation segment. Vehicles applicable to the present disclosure

[0157] The foregoing embodiment is applicable to a multitude of vehicles that travel on roads. The present disclosure can be applied to various vehicles capable of driving on roads, including not only four-wheeled vehicles but also two-wheeled vehicles, three-wheeled vehicles, and the like. Motorized bicycles can also be included among the two-wheeled vehicles. The owner's vehicle can be an electric vehicle or an internal combustion engine-powered vehicle. Electric vehicles can include not only electric cars but also plug-in hybrid vehicles, hybrid vehicles, and fuel cell vehicles. The vehicle to which the system / device / method of the present disclosure is applied can be an owner's car, which is in the possession of a person, or it can be a company car. A company car refers to a vehicle that is made available for services, such as car-sharing or vehicle-rental services.The service vehicle includes a taxi, a route bus, and a shared bus. Supplementary note (1)

[0158] This specification discloses several of the technical ideas listed below, as well as various combinations thereof. Additionally, vehicle control methods and computer programs that conform to the technical ideas listed below are also included in the scope of this disclosure. Technical Idea 1

[0159] A vehicle control device is configured to perform automated driving control for autonomous vehicle operation. The vehicle control device includes a control device. The control device is configured to obtain information about a gate point based on an output signal from an environmental monitoring sensor, a radio signal received from an external device, or map data. The gate point is a location on a toll road where multiple gates are provided. The control device is further configured to obtain data regarding a post-gate road on which the vehicle is scheduled to travel after passing through the gate point. The control device is also configured to select a destination gate as the one closest to the post-gate road from among the multiple gates provided at the gate point.The control device is further configured to execute a lateral movement of the vehicle in a direction towards the target gate based on the vehicle entering a preparation section that exists in front of the target gate. Technical Idea 2

[0160] In the vehicle control device according to technical idea 1, the control device is further configured to perform a change of the destination gate to another gate and to notify a driver that there is a possibility to terminate the automated driving control if a lane change towards the destination gate has not been completed and a remaining distance to the destination gate becomes less than a predetermined value. Technical Idea 3

[0161] The vehicle control device according to Technical Idea 1 or 2 includes a control unit (F51) for tracking a vehicle ahead as a subsystem for automated driving control. The control unit for tracking a vehicle ahead is configured to perform a control action to drive the vehicle to follow a vehicle ahead while maintaining a predetermined distance between vehicles. The control device is further configured to perform a change in the target speed of the vehicle for passing through the target gate depending on whether the vehicle ahead has been detected. Technical Idea 4

[0162] In the vehicle control device according to technical idea 3, the control device is further configured to execute a target speed setting as a predetermined first speed when the vehicle ahead has been detected. The first speed is determined based on a maximum permissible speed for passing through the gate. The control device is further configured to execute a target speed setting as a second speed, lower than the first speed, when the vehicle ahead has not been detected. Technical Idea 5

[0163] In the vehicle control device according to technical idea 3, the control device is further configured to set the target speed as the passing speed of the preceding vehicle when the preceding vehicle has been detected. The control device is further configured to set the target speed as a predetermined value that is less than a maximum permissible speed for passing through the gate when the preceding vehicle has not been detected. Technical Idea 6

[0164] In the vehicle control device according to any one of technical ideas 1 to 5, the control device is further configured to determine whether the vehicle is traveling in a lane-free section where no lane markings are present, based on the output signal from the environmental monitoring sensor, the radio signal received by the external device, or the map data. The control device is further configured to execute a predetermined external notification control when the vehicle moves laterally in the lane-free section. The external notification control includes at least one of: activating a turn signal; illuminating a warning light; sounding a horn; illuminating a welcome light; and displaying an image indicating the direction of travel of the vehicle on an external display device. Technical Idea 7

[0165] In the vehicle control device according to one of technical ideas 1 to 6, the control device is further configured to initiate activation of a turn signal either from the moment the vehicle passes the target gate or within a predetermined distance after passing the gate, if the vehicle moves in a transverse direction after passing through the gate. Technical Idea 8

[0166] In the vehicle control device according to one of technical ideas 1 to 7, the control device is further configured to perform a setting of the target gate such that an amount of lateral movement after passing through the target gate is less than an amount of lateral movement before passing through the target gate. Technical Idea 9

[0167] In the vehicle control device according to one of technical ideas 1 to 8, the control device is further configured to perform changing the destination gate or executing a takeover request when it is detected that another vehicle is reversing in the destination gate, that another vehicle has a warning light on, or that the destination gate is blocked. Technical Idea 10

[0168] In the vehicle control device according to one of technical ideas 1 to 9, the control device is further configured to perform: switching between a first mode in which automated driving control is carried out without an obligation to monitor the environment, and a second mode in which automated driving control is carried out with an obligation to monitor the environment. The control device is further configured to maintain the second mode within a predetermined distance from the gate point. Technical Idea 11

[0169] In the vehicle control device according to any one of technical ideas 1 to 10, the control device is further configured to execute a change of the destination gate to another gate if the remaining distance to the gate point becomes less than a predetermined value and the movement to a lane leading to the destination gate has not been completed. The control device is further configured to perform the determination of whether a lane change, to be executed after passing through the newly defined destination gate, is necessary. The control device is further configured to perform the specification of a final change point, which is a location where the lane change must be completed if it is determined that the lane change is necessary.The control device is further configured to execute the lane change after driving a predetermined distance from the target gate if the final change point is the predetermined distance or more from the target gate. Technical Idea 12

[0170] In the vehicle control device according to one of technical ideas 1 to 11, the control device is further configured to execute the setting of the destination gate as a gate that lies on an extension line of a track on which the vehicle is currently traveling when no destination is set. Technical Idea 13

[0171] The vehicle control device according to one of technical ideas 1 to 12 further includes a control unit (F51) for following a vehicle ahead as a subsystem for automated driving control. The control unit for following a vehicle ahead is configured to execute control to drive the vehicle to follow a vehicle ahead while maintaining a predetermined distance between vehicles. The control device is further configured to execute stopping control for following a vehicle ahead based on the fact that the remaining distance to the target gate is less than a predetermined value. Technical Idea 14

[0172] In the vehicle control device according to one of technical ideas 1 to 12, the control device is further configured to perform a setting of a target speed, which is a target travel speed, to a predetermined value for passing through a gate based on the fact that the vehicle enters a gate area, which is an area determined with respect to the gate point. Technical Idea 15

[0173] A vehicle control device is configured to perform automated driving control for autonomous vehicle driving. The vehicle control device includes a control device. The control device is configured to obtain information about a gate point based on an output signal from an environmental monitoring sensor, a radio signal received from an external device, or map data. The gate point is a location on a toll road where multiple gates are provided. The control device is further configured to set a target speed, which is a target driving speed, to a predetermined value for passing through a gate based on the vehicle entering a gate area, which is an area designated as a reference. Supplementary note (2)

[0174] The various flowcharts present in this disclosure are merely examples, and the number of steps comprising the flowcharts or the execution order of the processing operations can be modified as required. The various processing operations present in this disclosure can be implemented in parallel with other processing operations, in combination with other processing operations, or as partial replacements for other processing operations. Expressions in this disclosure relating to a remaining distance to a gate point being less than a predetermined value can be replaced by expressions indicating that the vehicle has entered the gate area. For example, step S102 can be a step that determines whether the vehicle has entered the gate area.

[0175] Additionally, the device, system, and methods described in this disclosure can be implemented by a dedicated computer comprising a processor programmed to perform one or more functions embodied in a computer program. The device and methods described in this disclosure can also be implemented using dedicated hardware logic circuits. The device and methods described in this disclosure can be implemented by one or more dedicated computers comprising a combination of a processor executing a computer program and one or more hardware logic circuits. For example, some or all of the functions provided by processor 31 can be implemented as hardware.Implementing a specific function as hardware involves the use of one or more integrated circuits (ICs). The processor (arithmetic core) can be a CPU, MPU, GPU, DFP (data flow processor), or similar device. Some or all of the functions provided by the processor can be implemented using a system-on-a-chip (SoC), an integrated circuit (IC), or a field-programmable gate array (FPGA). The computer program, as instructions to be executed by a computer, can be stored on a computer-readable, non-volatile, tangible storage medium. A hard disk drive (HDD), a solid-state drive (SSD), flash memory, or similar storage medium can be used to store the computer program.A program that enables the computer to function as the processor 31, as well as non-volatile tangible recording media, such as semiconductor memory, that store this program, are also within the scope of this disclosure. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2022-197269

[0001] JP 6692935 B2

[0004]

Claims

[1] Vehicle control device configured to perform automated driving control for autonomous driving of a vehicle, wherein the vehicle control device includes a control device configured to perform: Obtaining information about a gate point based on an output signal from an environmental monitoring sensor, a radio signal received from an external device, or map data, wherein the gate point is a location on a toll road where multiple gates are provided; Obtaining data regarding a post-gate road on which the vehicle is scheduled to travel after passing through the gate point; Designating a target gate as the gate closest to the after-goal road from among the multiple gates provided at the goal point; and Executing a lateral movement of the vehicle in a direction towards the goal gate based on the vehicle entering a preparation section that exists in front of the goal gate. [2] Vehicle control device according to claim 1, wherein the control device is further configured to perform a change of the destination gate to another gate and to notify a driver that there is an opportunity to terminate the automated driving control if a lane change towards the destination gate has not been completed and a remaining distance to the destination gate becomes less than a predetermined value. [3] Vehicle control device according to claim 1, further comprising: a control unit (F51) for tracking a vehicle ahead as a subsystem for automated driving control, wherein the control unit for tracking a vehicle ahead is configured to perform a control for tracking a vehicle ahead, to drive the vehicle to follow a vehicle ahead while maintaining a predetermined distance between vehicles, wherein The control device is further configured to perform a change in the target speed of the vehicle for passing through the target gate according to whether the vehicle ahead has been detected. [4] Vehicle control device according to claim 3, wherein the control device is further configured to perform: Setting the target speed as a predetermined initial speed once the vehicle ahead has been detected, the initial speed being determined based on a maximum permissible speed for passage through the gate; and Setting the target speed as a second speed that is lower than the first speed if the vehicle ahead has not been detected. [5] Vehicle control device according to claim 3, wherein the control device is further configured to perform: Setting the target speed as a passing speed of the vehicle ahead passing through the gate once the vehicle ahead has been detected; and Setting the target speed as a predetermined value that is less than the maximum permissible speed for passing through the gate if the vehicle ahead has not been detected. [6] Vehicle control device according to claim 1, wherein the control device is further configured to perform: Determine whether the vehicle is traveling in a lane-free section where no lane markings are present, based on the output signal from the environmental monitoring sensor, the radio signal received from the external device, or the map data; and Executing a predetermined external notification control when the vehicle moves laterally in the lane-free section, and the external notification control includes at least one of the following: Activating a turn signal; Illuminating a warning light; Sounding of a horn; Illuminating a welcome light; and Displaying an image indicating the direction of movement of the vehicle on an external display device. [7] Vehicle control device according to claim 1, wherein the control device is further configured to initiate activation of a turn signal either from the time the vehicle passes through the target gate or within a predetermined distance after passing through the gate, when the vehicle moves in a transverse direction after passing through the gate. [8] Vehicle control device according to claim 1, wherein the control device is further configured to perform the setting of the target gate such that an amount of lateral movement after passing through the target gate is less than an amount of lateral movement before passing through the target gate. [9] Vehicle control device according to claim 1, wherein the control device is further configured to perform changing the destination gate or executing a takeover request when it is detected that another vehicle is reversing in the destination gate, that another vehicle has a warning light on, or that the destination gate is blocked. [10] Vehicle control device according to claim 1, wherein the control device is further configured to perform: Switching between a first mode in which automated driving control is carried out without a requirement for environmental monitoring, and a second mode in which automated driving control is carried out with a requirement for environmental monitoring; and Maintaining the second mode within a predetermined distance from the goal point. [11] Vehicle control device according to claim 1, wherein the control device is further configured to perform: Changing the goal gate to another gate if the remaining distance to the goal point becomes less than a predetermined value and the movement to a track leading to the goal gate has not been completed; Determine whether a lane change is necessary after passing through the newly defined target gate; Specifying a final lane change point, which is a location where the lane change must be completed if it is determined that the lane change is necessary; and Performing the lane change after driving a predetermined distance from the finish gate, if the final change point is the predetermined distance or more from the finish gate. [12] Vehicle control device according to claim 1, wherein the control device is further configured to perform the setting of the destination gate as a gate that lies on an extension line of a track on which the vehicle is currently traveling when no destination is set. [13] Vehicle control device according to any one of claims 1 to 12, further comprising a control unit (F51) for tracking a vehicle ahead as a subsystem for automated driving control, wherein the control unit for tracking a vehicle ahead is configured to perform a control for tracking a vehicle ahead, to drive the vehicle to follow a vehicle ahead while maintaining a predetermined distance between vehicles, wherein The control device is further configured to perform stopping the control to track a vehicle ahead based on the fact that the remaining distance to the target gate is less than a predetermined value. [14] Vehicle control device according to claim 1, wherein the control device is further configured to perform setting a target speed, which is a target travel speed, to a predetermined value for passing through a gate based on the vehicle entering a gate area, which is an area defined with respect to the gate point. [15] Vehicle control method for performing automated driving control for autonomous driving of a vehicle, the method comprising: Obtaining information about a gate point based on an output signal from an environmental monitoring sensor, a radio signal received from an external device, or map data, wherein the gate point is a location on a toll road where multiple gates are provided; Obtaining data regarding a post-gate road on which the vehicle is scheduled to travel after passing through the gate point; Designating a target gate as the gate closest to the after-goal road from among the multiple gates provided at the goal point; and Executing a lateral movement of the vehicle in a direction towards the goal gate based on the vehicle entering a preparation section that exists in front of the goal gate.

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