Vehicle control device, vehicle control method, and vehicle control system

Abstract

To provide a vehicle control device, a vehicle control method, and a vehicle control system capable of improving ride comfort and comfortableness of a vehicle.SOLUTION: A vehicle control device, a vehicle control method, and a vehicle control system according to the present disclosure acquire a first traveling region in front of a vehicle, which is a target command instructed from a recognition determination unit that performs recognition and determination, output a control command for causing the vehicle to travel at speed of the vehicle and on a traveling track based on specifications related to traveling of the vehicle in the first traveling region, acquire a second traveling region having a region partially overlapping the first travelling region in front of the vehicle, which is a target command instructed from the recognition determination unit while the vehicle is traveling in the first traveling region, and output a control command for causing the vehicle to travel at speed of the vehicle and on a traveling track based on specifications related to traveling of the vehicle in the second traveling region.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a vehicle control system.

Background Art

[0002] The steering control device for a vehicle disclosed in Patent Document 1 sets a forward viewing point distance according to the traveling lane information and the traveling state of the host vehicle, and based on this forward viewing point distance and the traveling state of the host vehicle, calculates a first feedback gain for causing the host vehicle to travel along the traveling lane, calculates a second feedback gain for correcting the lateral displacement of the host vehicle at the current point based on the first feedback gain and the stability parameter, calculates a target yaw rate using the first feedback gain, the second feedback gain, the lateral displacement of the forward viewing point, and the lateral displacement of the current point, and calculates the steering angle of the host vehicle according to this target yaw rate.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in the case of a system in which a recognition and judgment unit that recognizes and judges the situation around the vehicle generates a target travel trajectory based on the results of recognition and judgment, and a vehicle control unit that controls the movement of the vehicle controls the movement of the vehicle so that the vehicle travels along the target travel trajectory, there is a risk that the ride comfort and comfort of the vehicle may be impaired depending on the target travel trajectory.

[0005] The present invention has been made in view of the conventional situation, and an object thereof is to provide a vehicle control device, a vehicle control method, and a vehicle control system that can improve the ride comfort and comfort of a vehicle.

Means for Solving the Problems

[0006] According to the present invention, in one aspect, there is provided a vehicle control device including a control unit that performs an operation based on input information and outputs an operation result. The control unit acquires a first driving area in front of the vehicle, which is a target command instructed by a recognition and determination unit that performs recognition and determination, and outputs a control command for driving the vehicle at a speed and along a driving trajectory based on specifications related to the driving of the vehicle in the first driving area. While the vehicle is driving in the first driving area, the control unit acquires a second driving area having an area that partially overlaps with the first driving area in front of the vehicle, which is a target command instructed by the recognition and determination unit, and outputs a control command for driving the vehicle at a speed and along a driving trajectory based on specifications related to the driving of the vehicle in the second driving area.

Effect of the Invention

[0007] According to the present invention, the riding comfort and comfort of the vehicle can be improved.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Figure 14

Figure 15

Figure 16

Figure 17

Figure 18

Figure 19

Figure 20

Figure 21

Figure 22

Figure 23

Figure 24

Figure 25

Figure 26

Figure 27

Figure 28

Figure 29

Figure 30

Figure 31

Figure 32

Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a vehicle control system according to the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing one aspect of a vehicle control system 200, and the vehicle control system 200 is a system mounted on a vehicle 100 such as a four-wheel automobile to control the movement of the vehicle 100.

[0010] The vehicle control system 200 includes an external environment recognition unit 300, a vehicle motion detection unit 400, an automatic driving control unit 500, a vehicle motion control unit 600, and an actuator unit 700. As will be described later, the automatic driving control unit 500 is a higher-level unit that gives a target command to the vehicle motion control unit 600, and the vehicle motion control unit 600 is a lower-level unit that acquires a target command from the automatic driving control unit 500.

[0011] The external recognition unit 300 is a device for acquiring external information of the vehicle 100. The external recognition unit 300 includes, for example, a GPS (Global Positioning System) receiver 310, a map database 320, a vehicle-road communication device 330, a camera 340, a radar 350, a LiDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging) 360, and the like.

[0012] The GPS receiver 310 measures the latitude and longitude of the position of the vehicle 100 by receiving signals from GPS satellites. The map database 320 is formed in a storage device mounted on the vehicle 100. Note that the map information in the map database 320 includes information such as road positions, road shapes, and intersection positions.

[0013] The vehicle-road communication device 330 transmits the information of the vehicle 100 to the roadside unit and receives road traffic information such as curves and intersections from the roadside unit. Note that the external recognition unit 300 can be provided with a communication device that acquires road traffic information and the behavior information of other companies from other vehicles.

[0014] The camera 340 is a stereo camera, a monocular camera, a surround camera, etc., and photographs the surroundings of the vehicle 100 to acquire image information of the surroundings of the vehicle 100. The radar 350 and the LiDAR 360 detect objects around the vehicle 100 and output information regarding the detected objects.

[0015] The vehicle motion detection unit 400 includes a wheel speed sensor 410, an acceleration sensor 420, and the like. The wheel speed sensor 410 is a sensor that detects the rotational speed of each wheel of the vehicle 100, and the detection result of the wheel speed sensor 410 is used for the estimation calculation of the speed of the vehicle 100.

[0016] Instead of the wheel speed sensor 410, or together with the wheel speed sensor 410, a vehicle speed sensor for detecting the speed of the vehicle 100 can be provided. Further, the acceleration sensor 420 detects the longitudinal acceleration, lateral acceleration (in other words, left - right acceleration), vertical acceleration, yaw rate, pitch rate, roll rate, lateral jerk, etc. of the vehicle 100.

[0017] The automatic driving control unit 500 is an electronic control device mainly composed of a microcomputer 540 that performs calculations based on the input information and outputs the calculation results. The microcomputer 540 includes an MPU (Microprocessor Unit), ROM (Read Only Memory), RAM (Random Access Memory), etc., which are not shown in the figure. The microcomputer 540 of the automatic driving control unit 500 acquires external recognition signals such as the position information, road shape information, road surface information, and object information of the vehicle 100 from the external recognition unit 300, and also acquires vehicle motion detection signals (in other words, vehicle behavior detection signals) such as speed and acceleration from the vehicle motion detection unit 400. Then, the microcomputer 540 of the automatic driving control unit 500 calculates a target command based on the acquired information and outputs the calculated target command to the vehicle motion control unit 600.

[0018] The microcomputer 540 of the automatic driving control unit 500 has functions as a surrounding situation recognition unit 510, a behavior planning unit 520, and a target generation unit 530 as software. The surrounding situation recognition unit 510 recognizes the situation around the host vehicle based on the external recognition signal from the external recognition unit 300 and the vehicle motion detection signal from the vehicle motion detection unit 400.

[0019] The situation around the host vehicle recognized by the surrounding situation recognition unit 510 includes information such as the curvature of the road, road surface camber, road surface gradient, friction coefficient μ of the road surface, positions of the left and right lane markers, positions of the left and right road edges, moving objects, and stationary objects. The above moving objects include, for example, pedestrians, bicycles, motorcycles, and other vehicles, and the above stationary objects include, for example, fallen objects on the road, traffic signals, guardrails, curbs, road signs, trees, billboards, and the like.

[0020] The action planning unit 520 obtains the recognition results from the surrounding situation recognition unit 510 and creates an action plan for the vehicle 100, including the selection of the driving lane and the selection of the driving direction at intersections and branch points. Then, the target generation unit 530 determines a target command to be output to the vehicle motion control unit 600 based on the situation around the host vehicle recognized and judged by the surrounding situation recognition unit 510 and the action plan created by the action planning unit 520.

[0021] Here, the target command that the target generation unit 530 instructs the vehicle motion control unit 600 includes a command for instructing the driving area in front of the vehicle 100. That is, the microcomputer 540 of the automatic driving control unit 500 corresponds to a recognition and judgment unit that recognizes and judges the situation around the host vehicle based on the external information of the vehicle 100 acquired by the external recognition unit 300 and outputs the instruction information of the driving area as a target command.

[0022] The vehicle motion control unit 600 is an electronic control device mainly composed of a microcomputer 630 that performs calculations based on the input information and outputs the calculation results, similar to the automatic driving control unit 500. The microcomputer 630 includes an MPU, a ROM, a RAM, etc., which are not shown in the figure. The microcomputer 630 of the vehicle motion control unit 600 is a vehicle control device having a function as a control unit.

[0023] The control unit obtains a target command including the instruction information of the driving area from the automatic driving control unit 500 and outputs a control command for driving the vehicle 100 at the speed and driving trajectory of the vehicle 100 based on the specifications related to the driving of the vehicle 100 to the actuator unit 700. Here, the specifications regarding the running of the vehicle are physical quantities that minimize the lateral acceleration or lateral jerk generated in the vehicle 100.

[0024] The microcomputer 630 of the vehicle motion control unit 600 has functions as a trajectory processing unit 610 and a trajectory tracking control unit 620 in software. The trajectory processing unit 610 generates a target running trajectory of the host vehicle within the running area instructed by the automatic driving control unit 500, and also sets a target vehicle speed.

[0025] Here, the trajectory processing unit 610 sets the target running trajectory and the target vehicle speed as, for example, a running trajectory and a vehicle speed that minimize the lateral acceleration or lateral jerk as much as possible (in other words, minimize the lateral acceleration or lateral jerk) within the running area instructed by the automatic driving control unit 500. In addition, when an object exists within the running area instructed by the automatic driving control unit 500, the trajectory processing unit 610 obtains a route for the vehicle 100 to avoid the object as the target running trajectory.

[0026] The trajectory tracking control unit 620 calculates control commands for making the vehicle 100 follow the target running trajectory and the target vehicle speed set by the trajectory processing unit 610, that is, a steering command, an acceleration or deceleration command, and outputs the calculated control commands to the actuator unit 700. The actuator unit 700 includes an internal combustion engine 710 and a motor 720 that generate a driving force for the vehicle 100, a braking device 730 that applies a braking force to the vehicle 100, an electronic control power steering device 740 for changing the traveling direction of the vehicle 100, an electronic control suspension 750 capable of adjusting damping force and vehicle height, and the like.

[0027] Note that the motor 720 can be operated as a generator to apply a braking force (in other words, a regenerative braking force) to the vehicle 100. The actuator unit 700 generates a driving force, a braking force, a steering force, etc. in response to the control commands from the trajectory tracking control unit 620.

[0028] FIG. 2 is a block diagram showing details of the trajectory tracking control unit 620. The trajectory tracking control unit 620 includes a self-position estimation unit 621, a curvature calculation unit 622, a closest point calculation unit 623, an attitude angle calculation unit 624, a relative position calculation unit 625, and an actuator command unit 626.

[0029] The self-position estimation unit 621 estimates the position of the vehicle 100 by so-called dead reckoning based on, for example, integrated values of wheel speed, yaw rate, longitudinal acceleration, lateral acceleration, etc. obtained from the vehicle motion detection unit 400. The curvature calculation unit 622 calculates the curvature and curvature change of the target travel trajectory set by the trajectory processing unit 610.

[0030] The closest point calculation unit 623 obtains the closest point, which is the point on the target travel trajectory closest to the position of the vehicle 100. Based on the curvature and curvature change of the target travel trajectory calculated by the curvature calculation unit 622, the attitude angle calculation unit 624 calculates the attitude angle of the vehicle 100 necessary to align the traveling direction of the vehicle 100 with the yaw angle of the closest point, that is, the tangent direction of the target trajectory, at the closest point calculated by the closest point calculation unit 623. The attitude angle is the angle formed by the traveling direction of the vehicle 100 and the longitudinal axis direction of the vehicle 100.

[0031] The relative position calculation unit 625 calculates the relative position of the closest point calculated by the closest point calculation unit 623 with respect to the position of the host vehicle estimated by the self-position estimation unit 621. Then, the actuator command unit 626 corrects the yaw angle of the closest point based on the attitude angle calculated by the attitude angle calculation unit 624, and generates a steering command and an acceleration or deceleration command to pass through the closest point at the target vehicle speed and the corrected yaw angle, and outputs the generated commands to the actuator unit 700. The steering commands output by the actuator command unit 626 include, for example, a yaw rate command, a left-right position command, and a yaw angle command.

[0032] The automatic driving control unit 500 can instruct the vehicle motion control unit 600 that the driving area is between the left and right lane markers (in other words, white lines) on the road, or between the left and right road edges on the road. In other words, the automatic driving control unit 500 can set the area within the lane recognized from between the lane markers as the basic driving area.

[0033] Also, when there is any object within the lane recognized from between the lane markers, etc., the automatic driving control unit 500 can instruct the driving area as the area excluding the object. The above-mentioned object is, for example, a parked vehicle, a preceding vehicle, an oncoming vehicle, a falling object, a roadside fixture, a tree, a utility pole, a pedestrian, a signboard, etc.

[0034] Also, the automatic driving control unit 500 can, for example, be vigilant about protrusions from the shadow of an object, set the shadow of the object as a collision risk area, and instruct the driving area as the area excluding such a collision risk area. Also, when there is an area that cannot be recognized in front of the vehicle 100, the automatic driving control unit 500 can instruct the driving area as the area excluding such an area.

[0035] Furthermore, the automatic driving control unit 500 can include road surface information, object information, etc. in the target command output to the vehicle motion control unit 600. Here, the road surface information is information such as the road surface friction coefficient μ, road surface camber, road surface slope, undulation of the road surface, unevenness of the road surface, speed bump, pothole, etc. Also, the object information is information about an object located within the driving area, and is information about an object such as another vehicle, a pedestrian, an obstacle, a falling object, a signboard, etc.

[0036] Further, the automatic driving control unit 500 can include information on the maximum or minimum values of the vehicle speed, lateral acceleration, lateral jerk, etc. at a predetermined position in the driving area in the target command output to the vehicle motion control unit 600. In this case, the vehicle motion control unit 600 obtains a target driving trajectory that can drive the vehicle 100 at the lateral acceleration and lateral jerk instructed by the automatic driving control unit 500 within the driving area instructed by the automatic driving control unit 500.

[0037] FIG. 3 shows an aspect of the content of the target command output from the automatic driving control unit 500 to the vehicle motion control unit 600. In the target command illustrated in FIG. 3, the driving area is instructed by indicating a combination of the position information of the left end and the right end of the driving area at a position separated by a predetermined distance from the current position of the vehicle 100.

[0038] Here, the automatic driving control unit 500 indicates the combination of the position information of the left end and the right end of the driving area as points for each of the longer ones of the minimum interval or the minimum time interval, and the total number of combinations of the position information of the left end and the right end of the driving area is determined as a predetermined number, a number corresponding to a predetermined distance, or a number corresponding to a predetermined time. Also, in the example shown in FIG. 3, road surface information such as the road surface cant, road surface slope, and road surface friction coefficient μ at the point represented by the position information is added for each of the position information of the left end and the right end indicating the driving area.

[0039] However, the configuration is not limited to instructing the driving area with the position information of the left end and the right end at the same position, and the position information of the left end and the right end can be given individually as information at points where they are different from each other. In other words, the instruction information of the driving area can be information that is not synchronized with the position information of the left end and the right end. FIG. 4 shows the content of the target command when the instruction command of the driving area is information at points where the position information of the left end and the right end are different from each other.

[0040] Here, the target command shown in FIG. 4 includes information such as the maximum speed, minimum speed, maximum lateral acceleration, and maximum lateral jerk for each predetermined point. For example, the maximum speed is the legal maximum speed, and the minimum speed is the legal minimum speed or a predetermined minimum speed for not disturbing the traffic flow. Also, for example, the maximum lateral acceleration of the vehicle 100 is a value set based on the ride comfort of the vehicle 100 and the maximum lateral acceleration allowed in autonomous driving, and the maximum lateral jerk of the vehicle 100 is a value set based on the ride comfort of the vehicle 100.

[0041] FIG. 5 is a diagram illustrating the driving area indicated by the autonomous driving control unit 500 and the target driving trajectory set by the vehicle motion control unit 600 on a curved road. In FIG. 5, the hatched area is the driving area indicated by the autonomous driving control unit 500. The autonomous driving control unit 500 indicates the driving area as an area excluding the area of the object OB shown by a triangle in the figure and avoiding the oncoming vehicle 180 from within the lane.

[0042] Here, the vehicle motion control unit 600 drives the vehicle 100 at a vehicle speed and along a trajectory based on the specifications related to the driving of the vehicle 100 within the indicated driving area. Therefore, the vehicle motion control unit 600 can appropriately select a trajectory that can maintain safety based on the object information and a comfortable speed and trajectory with the maximum lateral jerk and the like suppressed.

[0043] Also, FIG. 6 illustrates the target vehicle speed and the target driving trajectory set by the vehicle motion control unit 600 when road surface information is included in the information of the driving area indicated by the autonomous driving control unit 500. FIG. 6 illustrates the control result of the vehicle behavior by the vehicle motion control unit 600 when there are potholes, speed bumps, and undulations in the driving area in front of the vehicle 100 on a straight road, and such road surface information is given from the automatic driving control unit 500 to the vehicle motion control unit 600 together with the instruction of the driving area.

[0044] In the case of the example shown in FIG. 6, the vehicle motion control unit 600 sets a target driving trajectory to bypass the pothole, and also sets a target vehicle speed to decelerate the vehicle 100 before the speed bump and before the undulation, and controls the actuator unit 700 according to the set target driving trajectory and target vehicle speed. If the vehicle 100 travels according to the above target driving trajectory and target vehicle speed, it is possible to suppress the occurrence of a large vertical acceleration (in other words, vertical vibration) when passing through the pothole, speed bump, and undulation, and the ride comfort of the vehicle 100 is improved.

[0045] Note that instead of setting a trajectory to bypass the pothole, the vehicle motion control unit 600 can set a target vehicle speed to accelerate the vehicle 100 before the pothole. By accelerating the vehicle 100 before the pothole, it is possible to prevent the tires of the vehicle 100 from falling into the pothole and suppress the occurrence of vertical acceleration of the vehicle 100.

[0046] FIG. 7 illustrates the driving trajectory on a curved road when the vehicle motion control unit 600 drives the vehicle 100 at a vehicle speed and a trajectory that minimizes the lateral acceleration or the lateral jerk within the driving area instructed by the automatic driving control unit 500. In addition, FIGS. 8-11 show the difference in the curvature, yaw rate, lateral acceleration, and lateral jerk of the driving trajectory, that is, the difference in the behavior of the vehicle 100, when the vehicle 100 travels along the target driving trajectory that traces the center of the lane and when the vehicle 100 travels along the target driving trajectory that minimizes the lateral jerk.

[0047] In order to reduce the lateral acceleration when the vehicle 100 travels on a curved road, it is required to reduce the curvature of the travel trajectory of the vehicle 100. Therefore, when the vehicle motion control unit 600 sets a target travel trajectory that minimizes the lateral acceleration as much as possible within the travel area instructed by the automatic driving control unit 500, the curvature of the travel trajectory is made as small as possible within the instructed travel area. In other words, the target travel trajectory is set so that the vehicle 100 travels on a line that is closer to a straight line.

[0048] Specifically, in the case of the left curve shown in FIG. 7, the vehicle motion control unit 600 causes the vehicle 100 to enter the curve from the right side of the travel area, then aim for the inside of the curve, and travel on the right side of the travel area again at the exit of the curve. In other words, the target travel trajectory is set so that the vehicle follows an in-out-in travel line. By setting such a target travel trajectory, the curvature (specifically, the maximum value of the curvature) of the travel trajectory of the vehicle 100 is smaller than when traveling on a target travel trajectory that traces the center of the lane as shown in FIG. 8.

[0049] And when the curvature of the travel locus becomes smaller, as shown in FIG. 9, the yaw rate generated when the vehicle 100 travels on a curved road becomes smaller. Also, as shown in FIG. 10, the lateral acceleration generated when the vehicle 100 travels on a curved road becomes smaller. Furthermore, as shown in FIG. 11, the lateral acceleration generated when the vehicle 100 travels on a curved road becomes smaller. Therefore, when a target travel trajectory that minimizes the lateral acceleration or lateral acceleration as much as possible within the instructed travel area is set, the ride comfort and comfort of the vehicle 100 can be improved more than when the center of the lane is set as the target travel trajectory.

[0050] FIG. 12 shows a method of instructing the travel area from the automatic driving control unit 500 to the vehicle motion control unit 600, in other words, a method of transferring the instruction information of the travel area. When the automatic driving control unit 500 instructs the vehicle motion control unit 600 to set a driving area (in other words, the first driving area) at time t1, then, before the vehicle 100 runs through the instructed driving area, in other words, at time t2 when the vehicle 100 is running in the previously instructed driving area, the automatic driving control unit 500 instructs the vehicle motion control unit 600 to set the next driving area (in other words, the second driving area).

[0051] Therefore, the driving area instructed by the automatic driving control unit 500 at time t2 will have an area that partially overlaps with the driving area instructed at the previous time t1. Furthermore, after instructing the driving area at time t2, the automatic driving control unit 500 instructs the next driving area at time t3, and thereafter, periodically repeats the instruction of the driving area in the same manner. Then, the vehicle motion control unit 600 sequentially acquires information on the driving area from the automatic driving control unit 500, sets a target driving trajectory that minimizes the lateral acceleration or the lateral jerk as much as possible, and outputs a control command for driving the vehicle 100 along the target driving trajectory to the actuator unit 700.

[0052] Here, the automatic driving control unit 500 instructs the vehicle motion control unit 600 to set the next driving area after the vehicle 100 has traveled in the previously instructed driving area for a predetermined time. In other words, after the vehicle 100 has traveled in the previously instructed driving area for a predetermined time, the vehicle motion control unit 600 acquires a driving area that has an area that partially overlaps with the previously instructed driving area.

[0053] Note that the automatic driving control unit 500 can instruct the vehicle motion control unit 600 to set the next driving area after the vehicle 100 has traveled a predetermined distance in the previously instructed driving area. In addition, the autonomous driving control unit 500 calculates the instruction timing of the driving area based on time and the instruction timing of the driving area based on the driving distance, and can, for example, instruct the vehicle motion control unit 600 of a new driving area at the earlier timing of the two.

[0054] FIG. 13 is a diagram showing a basic method for creating a driving area by the autonomous driving control unit 500. As shown in FIG. 13, the autonomous driving control unit 500 sets, as the driving area, the area between the left and right lane markers RL and RR on the road in front of the vehicle 100, or the area between the left and right road edges on the road in front of the vehicle 100.

[0055] FIG. 14 is a diagram showing a method for creating a driving area by the autonomous driving control unit 500 when there is some object in the standard driving area set as the left and right lane markers RL and RR. When there is some object in the standard driving area, the autonomous driving control unit 500 instructs, as the driving area, the area that does not include the object, that is, the area obtained by removing the object area from the standard driving area.

[0056] The example shown in FIG. 14 is a case where another vehicle 110 enters from a crosswalk into the lane in which the vehicle 100 in front of the vehicle 100 is traveling (in other words, within the standard driving area). At this time, the autonomous driving control unit 500 instructs the vehicle motion control unit 600, as the driving area, the area obtained by removing the area where another vehicle 110 exists (that is, the object area) from the standard driving area. Then, the vehicle motion control unit 600 sets a target driving trajectory within the driving area instructed by the autonomous driving control unit 500, and drives the host vehicle along a trajectory that avoids another vehicle 110.

[0057] Note that when an object is moving, the automatic driving control unit 500 can change the size of the area to be excluded from the standard driving area according to the moving direction and speed. In addition, when there is any object in the standard driving area, the automatic driving control unit 500 can instruct the vehicle motion control unit 600 about the information of the area obtained by excluding the object area from the standard driving area, and can also instruct the information of the standard driving area and the information of the object area (in other words, the information of the area to be excluded from the standard driving area).

[0058] FIG. 15 and FIG. 16 are diagrams showing a method for creating and instructing a driving area by the automatic driving control unit 500 when a predetermined situation change occurs regarding object information. As shown in FIG. 13, assuming that there is no object in the standard driving area and the automatic driving control unit 500 instructs the vehicle motion control unit 600 to use the standard driving area as the final target driving area as it is, then as shown in FIG. 15, assume that another vehicle 110 jumps out from a crosswalk into the lane in which the vehicle 100 is traveling.

[0059] At this time, as shown in FIG. 15, the automatic driving control unit 500 promptly instructs the vehicle motion control unit 600 about a new driving area, that is, the driving area obtained by excluding the object area where the other vehicle 110 exists from the lane in which the vehicle 100 is traveling, without waiting for the instruction timing of the reference driving area, so as to set a target driving trajectory that avoids the other vehicle 110. Note that when instructing a new driving area based on the above sudden situation change, the automatic driving control unit 500 can instruct the vehicle motion control unit 600 to set the driving area to be shorter than the standard.

[0060] Then, after the automatic driving control unit 500 instructs a driving area shorter than the standard based on a sudden situation change, as shown in FIG. 16, before the vehicle 100 runs through the instructed driving area, the automatic driving control unit 500 instructs the vehicle motion control unit 600 to a new driving area. The examples shown in FIGS. 15 and 16 are cases where a situation change occurs in the object information. However, even when a situation change occurs in the road surface information that is not reflected in the previously instructed driving area, the automatic driving control unit 500 can instruct a new driving area that reflects the situation change regardless of the elapsed time (or driving distance) from the previous instruction of the driving area.

[0061] FIG. 17 illustrates a case where a driving area including an area protruding left and right from the standard driving area is instructed. The example shown in FIG. 17 is a case where another vehicle 110 enters the lane in which the vehicle 100 is traveling, and it is difficult for the vehicle 100 to avoid the other vehicle 110 and travel in the same lane.

[0062] At this time, in order to avoid the other vehicle 110 and make the own vehicle travel, the automatic driving control unit 500 instructs a driving area that protrudes from the lane in which the vehicle 100 is traveling and includes an adjacent lane (specifically, an overtaking lane, an oncoming lane, etc.). That is, when an object such as another vehicle 110 exists in the own lane and it is difficult to make the vehicle 100 travel while avoiding the object in the own lane, if conditions such as there being no vehicle traveling in the adjacent lane are satisfied, the automatic driving control unit 500 instructs the vehicle motion control unit 600 to a driving area that protrudes from the own lane to the adjacent lane.

[0063] Then, the vehicle motion control unit 600 sets a target driving trajectory within the driving area instructed by the automatic driving control unit 500, so that the vehicle 100 travels along a driving trajectory that avoids the object existing in the own lane. Note that when there is no adjacent lane or when another vehicle is traveling in the adjacent lane, etc., and the automatic driving control unit 500 cannot instruct a driving area that protrudes into the adjacent lane, the automatic driving control unit 500 outputs a braking command to the vehicle motion control unit 600 to stop the vehicle 100 in front of an object existing within the lane.

[0064] FIG. 18 shows a case where the warning area for protrusion is set as the collision risk area as one aspect when a driving area excluding the collision risk area from the standard driving area is instructed. The example shown in FIG. 18 is a situation where a signboard 120 is erected on the left side of the standard driving area (in other words, the own lane), and there is a concern about a pedestrian protruding from behind the signboard 120, which becomes a blind spot, into the own lane.

[0065] At this time, the automatic driving control unit 500 sets a collision risk area (in other words, a warning area for protrusion) from behind the signboard 120, which is a blind spot, toward the own lane, and instructs the vehicle motion control unit 600 to set the area excluding the collision risk area from the standard driving area as the driving area. As a result, the vehicle motion control unit 600 causes the own vehicle to travel on a trajectory that avoids the collision risk area (specifically, the warning area for protrusion) in advance, and the driving safety of the vehicle 100 is improved.

[0066] FIG. 19 shows a case where the vicinity area of an object existing on the road shoulder is set as the collision risk area as one aspect when a driving area excluding the collision risk area from the standard driving area is instructed. The example shown in FIG. 19 is a case where a high wall 130 is erected on the right road shoulder, and such a wall 130 does not directly obstruct driving.

[0067] Here, the automatic driving control unit 500 can set the vicinity of the wall 130 as the collision risk area so that the vehicle 100 does not travel in the vicinity of the wall 130, and instruct the vehicle motion control unit 600 to set a driving area that avoids the vicinity of the wall 130. As a result, the vehicle motion control unit 600 causes the host vehicle to travel on a trajectory that avoids the vicinity of an object such as the wall 130.

[0068] FIGS. 20 to 22 illustrate a case where a target command that the automatic driving control unit 500 gives to the vehicle motion control unit 600 includes road surface information and / or object information in front of the vehicle 100 in addition to a command for a travel area. FIG. 20 illustrates a case where a plurality of objects exist in the travel area and a signboard 120 and a parked vehicle 140 exist in the travel area in front of the vehicle 100.

[0069] In such a situation, the automatic driving control unit 500 instructs the vehicle motion control unit 600 of the travel area and commands, as object information, information on the position and size of the signboard 120 and information on the position and size of the parked vehicle 140. The vehicle motion control unit 600, which has been instructed of the travel area and object information, sets a target travel trajectory within the instructed travel area while avoiding objects such as the signboard 120 and the parked vehicle 140 existing in the travel area.

[0070] FIG. 21 illustrates a case where a signboard 120 as an object exists in the travel area and a road surface cant 150 partially exists in the travel area. Note that the road surface cant 150 is an inclination in the left-right direction of the road surface. In this case, the automatic driving control unit 500 instructs the vehicle motion control unit 600 of the travel area and commands, as object information, information on the position and size of the signboard 120, and further commands, as road surface information, information such as the area, inclination angle, and inclination direction of the road surface cant 150.

[0071] The vehicle motion control unit 600, which has been instructed of the travel area and object information and road surface information, sets a target travel trajectory in consideration of the object information and road surface information within the instructed travel area. Here, the vehicle motion control unit 600 sets a target travel trajectory so as to avoid the signboard 120 within the travel area. Furthermore, if it is possible for the vehicle motion control unit 600 to travel while avoiding the road edge 150, the vehicle motion control unit 600 sets a target travel trajectory that avoids the area of the road edge 150. If it is difficult to travel while avoiding the road edge 150, the vehicle motion control unit 600 selects, as the target travel trajectory, a trajectory that provides the best possible ride quality among the trajectories passing through the road edge 150.

[0072] FIG. 22 illustrates a case where a signboard 120 exists as an object within the travel area and a road surface 160 with a low friction coefficient μ (hereinafter referred to as the low-μ road surface 160) partially exists within the travel area. Note that the low-μ road surface 160 is a road surface on which water puddles, freezing, snow accumulation or snow compaction has occurred, or a road surface on which sand, fallen leaves, etc. have been blown.

[0073] In this case, the automatic driving control unit 500 instructs the vehicle motion control unit 600 regarding the travel area, commands information on the position and size of the signboard 120 as object information, and further commands information on the area of the low-μ road surface 160 etc. as road surface information. The vehicle motion control unit 600, to which the travel area, object information, and road surface information are instructed, sets a target travel trajectory within the instructed travel area while taking into account the object information and the road surface information.

[0074] Here, the vehicle motion control unit 600 sets a target travel trajectory so as to avoid the signboard 120 within the travel area. Furthermore, if it is possible for the vehicle motion control unit 600 to travel while avoiding the low-μ road surface 160, the vehicle motion control unit 600 sets a target travel trajectory that avoids the area of the low-μ road surface 160. If it is difficult to travel while avoiding the low-μ road surface 160, the vehicle motion control unit 600 selects, as the target travel trajectory, a trajectory that provides the best possible ride quality among the trajectories passing through the low-μ road surface 160.

[0075] Incidentally, the automatic driving control unit 500 can instruct the vehicle motion control unit 600 about the driving area (and road surface information and object information), and can also instruct the recommended trajectory, which is the driving trajectory recommended within the driving area. Then, the vehicle motion control unit 600 can drive the vehicle 100 along the instructed recommended trajectory, and when it determines that there are no deteriorating factors related to ride comfort, comfort, motion sickness, etc. on the recommended trajectory, it outputs a control command for driving the vehicle 100 along the recommended trajectory.

[0076] On the other hand, when the vehicle motion control unit 600 determines that it cannot drive the vehicle 100 along the instructed recommended trajectory, and / or when it determines that there are deteriorating factors related to ride comfort, comfort, motion sickness, etc. on the recommended trajectory, it independently obtains a target driving trajectory different from the recommended trajectory. That is, when the vehicle motion control unit 600 determines that it cannot drive the vehicle 100 along the recommended trajectory instructed by the automatic driving control unit 500, it newly obtains a target driving trajectory along which the vehicle 100 can follow instead of the recommended trajectory.

[0077] Also, when the vehicle motion control unit 600 determines that there is a driving trajectory that can improve ride comfort, etc. compared to the recommended trajectory instructed by the automatic driving control unit 500, it obtains a target driving trajectory with better ride comfort, etc. instead of the recommended trajectory. Then, the vehicle motion control unit 600 outputs a control command for driving the vehicle 100 along the independently obtained target driving trajectory.

[0078] Figs. 23 - 25 show the setting of the target driving trajectory in the vehicle motion control unit 600 when the automatic driving control unit 500 instructs the recommended trajectory. Fig. 23 shows the recommended trajectory and the target driving trajectory when it is possible to drive along the recommended trajectory instructed by the automatic driving control unit 500 and there are no deteriorating factors related to ride comfort, etc. on the recommended trajectory. In this case, the vehicle motion control unit 600 sets the recommended trajectory as the target driving trajectory as it is, and outputs a control command for causing the vehicle 100 to travel along the target driving trajectory to the actuator unit 700.

[0079] FIG. 24 shows the recommended trajectory and the actual driving trajectory when an object such as a falling object exists on the recommended trajectory instructed by the automatic driving control unit 500 and the vehicle 100 cannot travel along the recommended trajectory. At this time, based on the driving area, the recommended trajectory, and the object information instructed from the automatic driving control unit 500, the vehicle motion control unit 600 determines that an object exists on the recommended trajectory, and instead of the recommended trajectory, sets a target driving trajectory for causing the vehicle 100 to travel while avoiding the object within the instructed driving area.

[0080] FIG. 25 shows a case where there is a deterioration factor regarding ride comfort or the like in the recommended trajectory instructed by the automatic driving control unit 500. At this time, the vehicle motion control unit 600 estimates lateral acceleration, lateral jerk, etc. that occur when the vehicle 100 travels on the recommended trajectory, and sets as the target driving trajectory a trajectory that can reduce the lateral acceleration or lateral jerk generated in the vehicle 100 compared to when the vehicle 100 travels along the recommended trajectory.

[0081] Incidentally, the vehicle motion control unit 600 can define the driving trajectory as a line within the driving area instructed from the automatic driving control unit 500, and can also set the driving trajectory as an area including the possibility of the vehicle 100 traveling, and output a control command to the actuator unit 700 so that the vehicle 100 passes through an area where the possibility setting is as high as possible. In other words, the vehicle 100 passes through a position as close as possible to a position where the possibility becomes an extreme value. FIGS. 26 to 29 are diagrams for explaining the setting of the target driving trajectory as an area including the possibility of the vehicle 100 traveling.

[0082] FIG. 26 shows an aspect of the driving area instructed by the automatic driving control unit 500, the trajectory actually traveled by the vehicle 100, and the area where the vehicle 100 is highly likely to travel. Also, FIGS. 27-29 show the setting states of the driving possibilities in the left-right direction at each point I, II, III (see FIG. 26) where the distances from the current position of the vehicle 100 are different in the driving area instructed by the automatic driving control unit 500.

[0083] The vehicle motion control unit 600 sets the driving possibility based on the driving area instructed by the automatic driving control unit 500 while considering the ride comfort, comfort, motion sickness, etc. of the vehicle 100. In FIGS. 27-29, the front-rear direction of the vehicle 100 at the current position of the vehicle 100 is used as the reference line SL, and the distances from the reference line SL to the left and right ends of the driving area represent the left-right positions at each point I, II, III.

[0084] Then, as shown in FIG. 26, the distance from the reference line SL to the left end of the driving area at point I is defined as distance A, the distance from the reference line SL to the left end of the driving area at point II is defined as distance C, and the distance from the reference line SL to the left end of the driving area at point III is defined as distance D. Here, in the example shown in FIG. 26, distance C < distance A < distance D, the distance from the reference line SL to the right end of the driving area is distance B at each point I, II, III, and further, distance A = distance B.

[0085] Since distance A = distance B, at point I, the reference line SL is located at the center of the driving area. Therefore, as shown in FIG. 27, the vehicle motion control unit 600 sets the driving possibility of the vehicle 100 such that the vehicle 100 passes through a position as close as possible to the position of the reference line SL at point I, and the driving possibility has an extreme value at the position of the reference line SL (i.e., the center of the driving area).

[0086] On the other hand, at Location II, it is preferable that the distance C from the reference line SL to the left end of the driving area is shorter than the distance B from the reference line SL to the right end of the driving area, and the vehicle 100 passes through a course closer to the right of the reference line SL. Therefore, as shown in FIG. 28, the vehicle motion control unit 600 sets the drivability of the vehicle 100 such that it has an extreme value closer to the right of the reference line SL so that the vehicle 100 passes through a course closer to the right of the reference line SL at Location II.

[0087] Also, at Location III, it is preferable that the distance D from the reference line SL to the left end of the driving area is longer than the distance B from the reference line SL to the left end of the driving area, and the vehicle 100 passes through a course closer to the left of the reference line SL. Therefore, as shown in FIG. 29, the vehicle motion control unit 600 sets the drivability of the vehicle 100 such that it has an extreme value closer to the left of the reference line SL so that the vehicle 100 passes through a course closer to the left of the reference line SL at Location III. Note that the vehicle motion control unit 600 basically sets the possibility so that the vehicle 100 travels near the center of the driving area, and sets the position where the possibility becomes an extreme value in consideration of the ride comfort of the vehicle 100.

[0088] Incidentally, the vehicle control system 200 is not limited to the configuration shown in FIG. 1, that is, it does not consist of an automatic driving control unit 500 having a function as a recognition judgment unit and a vehicle motion control unit 600 having a function as a control unit that outputs a control command to the actuator unit 700 based on the instruction information of the driving area. For example, instead of the automatic driving control unit 500 and the vehicle motion control unit 600 shown in FIG. 1, the vehicle control system 200 can be provided with an integrated control unit having both a function as a recognition judgment unit and a function as a control unit.

[0089] The vehicle control system 200 shown in FIG. 30 includes an integrated control unit 800 having functions as a recognition and determination unit and as a control unit, instead of the automatic driving control unit 500 and the vehicle motion control unit 600. In addition, in FIG. 30, the same elements as those in FIG. 1 are denoted by the same reference numerals, and detailed descriptions thereof are omitted.

[0090] The integrated control unit 800 is configured by mounting two microcomputers 810 and 820 in the same housing. The first microcomputer 810 has a function as a recognition and determination unit as software, and the second microcomputer 820 has a function as a control unit as software that outputs a control command to the actuator unit 700 based on the instruction information of the driving area instructed from the first microcomputer 810.

[0091] Here, the first microcomputer 810 includes functions as the surrounding situation recognition unit 510, the action plan unit 520, and the target generation unit 530 shown in FIG. 1, that is, functions as a recognition and determination unit as software. In addition, the second microcomputer 820 includes functions as the trajectory processing unit 610 and the trajectory following control unit 620 shown in FIG. 1, that is, functions as a control unit as software.

[0092] Then, the first microcomputer 810 sets a driving area by recognition and determination based on the information from the external recognition unit 300, and instructs the driving area to the second microcomputer 820. On the other hand, the second microcomputer 820 outputs a control command for driving the vehicle 100 at the speed and driving trajectory of the vehicle 100 based on the specifications related to the driving of the vehicle 100 in the driving area acquired from the first microcomputer 810 to the actuator unit 700.

[0093] FIG. 31 shows a vehicle control system in which one microcomputer is mounted on the integrated control unit. In addition, in FIG. 31, the same elements as those in FIG. 1 are denoted by the same reference numerals, and detailed descriptions thereof are omitted.

[0094] The vehicle control system 200 shown in FIG. 31 includes an integrated control unit 850 having a function as a recognition determination unit and a function as a control unit. The integrated control unit 850 includes one microcomputer 860 having functions as a recognition determination unit and a control unit as software. That is, the microcomputer 860 is equipped with a first logic 861 (in other words, a higher-level unit logic or a recognition determination logic) that embodies the surrounding situation recognition unit 510, the action plan unit 520, and the target generation unit 530, and a second logic 862 (in other words, a lower-level unit logic or a control logic) that embodies the trajectory processing unit 610 and the trajectory following control unit 620.

[0095] Then, the first logic 861 sets a travel area based on information from the external world recognition unit 300 and instructs the second logic 862 of the information on the travel area. The second logic 862 obtains a control command for running the vehicle 100 at a speed and a running trajectory of the vehicle 100 based on specifications related to the running of the vehicle 100 in the travel area indicated by the first logic 861, and outputs the obtained control command to the actuator unit 700.

[0096] Also, as shown in FIG. 30, in the integrated control unit equipped with the first microcomputer and the second microcomputer, the sharing of the computing functions of each microcomputer is not limited to the sharing shown in FIG. 30. FIG. 32 shows a vehicle control system 200 in which the sharing of the computing functions of each microcomputer is changed. In addition, in FIG. 32, the same elements as those in FIG. 1 are denoted by the same reference numerals, and detailed descriptions thereof are omitted.

[0097] The integrated control unit 870 shown in FIG. 32 is equipped with a first microcomputer 880 and a second microcomputer 890. The first microcomputer 880 has, as software, a function as a peripheral situation recognition unit 510, and the second microcomputer 890 has, as software, functions as an action planning unit 520, a target generation unit 530, a trajectory processing unit 610, and a trajectory tracking control unit 620.

[0098] That is, the first microcomputer 880 is equipped with a part of the function as a cognitive judgment unit, and the second microcomputer 890 is equipped with the remaining part of the function as a cognitive judgment unit and the function as a control unit. Note that the first microcomputer 880 can be equipped with the function as a cognitive judgment unit and a part of the function as a control unit, and the second microcomputer 890 can be equipped with the remaining part of the function as a control unit.

[0099] Each technical idea described in the above embodiment can be used in appropriate combination as long as there is no contradiction. In addition, although the content of the present invention has been specifically described with reference to the preferred embodiment, it is obvious that those skilled in the art can adopt various modified forms based on the basic technical idea and teaching of the present invention.

[0100] For example, when a sudden situation change occurs, the cognitive judgment unit of the vehicle control system 200 can instruct the control unit with road surface information and object information related to the situation change instead of instructing the control unit with a new driving area corresponding to the situation change. In addition, the cognitive judgment unit of the vehicle control system 200 can change the length of the vehicle traveling direction of the driving area instructed to the control unit and / or the instruction period of the driving area according to conditions such as the speed of the vehicle 100, the time interval from the preceding vehicle, and the presence or absence of the preceding vehicle.

[0101] In addition, the recognition and judgment unit of the vehicle control system 200 can acquire weather information (wind direction, wind speed, rainfall, snow accumulation, etc.) around the vehicle 100, and can change the instruction of the driving area based on this weather information. For example, when the recognition and judgment unit of the vehicle control system 200 gives an instruction for the driving area, when there is a strong crosswind or when there is a possibility of being affected by a crosswind due to the approach of a large vehicle, etc., it can narrow the width in the left-right direction compared to when the influence of the crosswind is small and instruct a driving area, or can instruct a driving area closer to the windward side than the center of the lane.

[0102] In addition, the control unit can control the electronic control suspension 750 based on the road surface information such as undulations and potholes acquired from the recognition and judgment unit, and adjust the damping force and vehicle height. In addition, when the recognition and judgment unit of the vehicle control system 200 instructs the control unit for the recommended trajectory, it can obtain a route avoiding an object as the recommended trajectory.

[0103] In addition, the degree of priority of ride comfort (specifically, the maximum allowable lateral acceleration or the maximum allowable lateral jerk) in the vehicle control system 200 can be configured to be arbitrarily selectable by the occupant of the vehicle 100 operating a mode setting switch or the like. In addition, the recognition and judgment unit can be provided outside the vehicle 100, and the control unit mounted on the vehicle 100 can receive a target command including the driving area wirelessly from the outside using a road-vehicle communication device 330 or the like.

[0104] In addition, when setting the driving area based on the collision risk area, the information of the degree of risk can be included in the information of the collision risk area, and the target vehicle speed and / or the target driving trajectory can be changed based on the degree of risk. For example, when the degree of risk is lower than a predetermined value, it can be configured to allow the setting of a driving trajectory that passes through the collision risk area while reducing the target vehicle speed.

Explanation of symbols

[0105] 100…Vehicle, 200…Vehicle control system, 300…External recognition unit, 400…Vehicle motion detection unit, 500…Autonomous driving control unit (first control unit), 510…Surrounding situation recognition unit, 520…Action planning unit, 530…Target generation unit, 540…Microcomputer (cognitive judgment unit), 600…Vehicle motion control unit (second control unit, vehicle control device), 610…Trajectory processing unit, 620…Trajectory tracking control unit, 630…Microcomputer (control unit), 700…Actuator unit

Claims

1. A vehicle control device including a control unit that performs a calculation based on input information and outputs a calculation result, The control unit includes: A first travel area in front of the vehicle is acquired, which is a target command instructed by a recognition and judgment unit that performs recognition and judgment; outputting a control command for causing the vehicle to travel at a speed and along a travel path of the vehicle based on specifications related to the travel of the vehicle in the first travel region; While the vehicle is traveling in the first traveling area, a second traveling area is acquired, the second traveling area being a target command instructed by the recognition and determination unit and having an area in front of the vehicle that partially overlaps with the first traveling area; outputting a control command for causing the vehicle to travel at a speed and along a travel path of the vehicle based on specifications related to the travel of the vehicle in the second travel region; Vehicle control device.

2. A vehicle control method, comprising: A first travel area in front of the vehicle is acquired, which is a target command instructed by a recognition and judgment unit that performs recognition and judgment; outputting a control command for causing the vehicle to travel at a speed and along a travel path of the vehicle based on specifications related to the travel of the vehicle in the first travel region; While the vehicle is traveling in the first traveling area, a second traveling area is acquired, the second traveling area being a target command instructed by the recognition and determination unit and having an area in front of the vehicle that partially overlaps with the first traveling area; outputting a control command for causing the vehicle to travel at a speed and along a travel path of the vehicle based on specifications related to the travel of the vehicle in the second travel region; A vehicle control method.

3. A recognition and judgment unit that recognizes and judges; A control unit, Acquire a first travel area ahead of the vehicle, which is a target command instructed by the recognition and judgment unit; outputting a control command for causing the vehicle to travel at a speed and along a travel path of the vehicle based on specifications related to the travel of the vehicle in the first travel region; While the vehicle is traveling in the first traveling area, a second traveling area is acquired, the second traveling area being a target command instructed by the recognition and determination unit and having an area in front of the vehicle that partially overlaps with the first traveling area; outputting a control command for causing the vehicle to travel at a speed and along a travel path of the vehicle based on specifications related to the travel of the vehicle in the second travel region; The control section, an actuator unit that acquires the control command output from the control unit and drives the vehicle; A vehicle control system comprising:

Images