Movement control device, movement control method, and movement control program

Abstract

To provide a movement control device capable of more accurately estimating the current position of a moving body.SOLUTION: A movement control device 1 controls the movement of a vehicle V on the basis of information on the current position of the vehicle. Specifically, the movement control device 1 comprises: an own-position estimating unit that estimates the current position of the vehicle V on the basis of GNSS information; an environment information acquiring unit that acquires environment information around the vehicle; and a traveling direction recognizing unit that recognizes the traveling direction of the vehicle. The own-position estimating unit estimates the current position of the vehicle V on the basis of the environment information when the GNSS information cannot be acquired. The movement control device 1 controls the movement of the vehicle on the basis of the current position of the vehicle V estimated by the own-position estimating unit and the traveling direction of the vehicle recognized by the traveling direction recognizing unit.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a movement control device, a movement control method, and a movement control program.

Background Art

[0002] In recent years, in order to achieve driver safety and comfort, vehicles equipped with an ADAS (Advanced Driver Assistance System) that enables the vehicle itself to grasp information on the surrounding external environment, control the running of the vehicle on behalf of the driver, and perform autonomous driving have become known (see, for example, Patent Document 1).

[0003] In the automatic driving method described in Patent Document 1, a GPS signal is received during the running of the vehicle to acquire the current position (absolute position) of the vehicle in real time. When the reliability of the position accuracy of the vehicle decreases, the coordinates and azimuth based on GPS (Global Positioning System) and the coordinates and azimuth based on an inertial measurement unit (IMU) are matched to correct the absolute position. Then, the running of the vehicle is controlled based on the information on the current position of the vehicle.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] By the way, in the travel control of a moving body as in Patent Document 1, there has been a demand for a technique for more accurately estimating the current position of a moving body even in an external environment where a GPS signal (GNSS information) cannot be acquired. Then, it has been required to use the technique for travel control of a moving body and to use it for a navigation service that guides a driver or an operator to a destination.

[0006] An object of the present invention is to provide a movement control device, a movement control method, and a movement control program capable of more accurately estimating the current position of a moving body.

Means for Solving the Problems

[0007] The above problem is solved by a movement control device of the present invention, which is a movement control device for controlling the movement of a moving body, and includes: a self-position estimation unit that acquires GNSS information through a GNSS receiver mounted on the moving body and estimates the current position of the moving body based on the GNSS information; an environment information acquisition unit that acquires environment information around the moving body through a sensor mounted on the moving body; and a traveling direction recognition unit that recognizes the traveling direction of the moving body. The self-position estimation unit estimates the current position of the moving body based on the environment information obtained by the environment information acquisition unit when the GNSS information cannot be acquired. The movement control device specifies, as a first reference point, a position changed from a first estimation state in which a first traveling direction is recognized by the traveling direction recognition unit and the self-position estimation unit estimates the current position of the moving body based on the GNSS information to a second estimation state in which the self-position estimation unit estimates the current position of the moving body based on the environment information. The movement control device further includes: a reference point specifying unit that specifies, as a second reference point different from the first reference point, a position changed from the second estimation state to the first estimation state when a second traveling direction different from the first traveling direction is recognized by the traveling direction recognition unit; a reference point recording unit that records a reference point that is a position where the traveling direction of the moving body is recognized and the estimation state is changed, specified by the reference point specifying unit; and a switching unit that switches the estimation state by the self-position estimation unit based on the reference point recorded by the reference point recording unit. The switching unit switches from the first estimation state to the second estimation state when the moving body reaches the first reference point or when the moving body reaches within a certain distance from the first reference point. The self-position estimation unit estimates the current position of the moving body based on the environment information in the switched second estimation state. The movement control device controls the movement of the moving body based on the current position of the moving body estimated by the self-position estimation unit and the traveling direction of the moving body recognized by the traveling direction recognition unit.

[0008] Further, according to the movement control method of the present invention, the problem is solved by a movement control method executed by a computer that controls the movement of a moving body, wherein the computer acquires GNSS information through a GNSS receiver mounted on the moving body, estimates the current position of the moving body based on the GNSS information, acquires environmental information around the moving body through a sensor mounted on the moving body, and recognizes the traveling direction of the moving body. When estimating the current position of the moving body, if the GNSS information cannot be acquired, the current position of the moving body is estimated based on the environmental information. The computer specifies a position changed from a first estimation state in which a first traveling direction is recognized and the current position of the moving body is estimated based on the GNSS information to a second estimation state in which the current position of the moving body is estimated based on the environmental information as a first reference point, specifies a position changed from the second traveling direction different from the first traveling direction and from the second estimation state to the first estimation state as a second reference point different from the first reference point, records the reference point that is the specified position where the traveling direction of the moving body is recognized and the estimation state is changed, and switches the estimation state based on the recorded reference point. When switching the estimation state, the moving body is switched from the first estimation state to the second estimation state when the moving body reaches the first reference point or when the moving body reaches within a certain distance from the first reference point. When estimating the current position of the moving body, the current position of the moving body is estimated based on the environmental information in the switched second estimation state. The computer also controls the movement of the moving body based on the estimated current position of the moving body and the recognized traveling direction of the moving body.

[0009] Also, according to the movement control program of the present invention, a computer as a movement control device that controls the movement of a moving body acquires GNSS information through a GNSS receiver mounted on the moving body, and estimates the current position of the moving body based on the GNSS information, and acquires environmental information around the moving body through a sensor mounted on the moving body, and recognizes the traveling direction of the moving body. In the process of estimating the current position of the moving body, when the GNSS information cannot be acquired, the current position of the moving body is estimated based on the environmental information. The computer identifies a position changed from a first estimation state in which a first traveling direction is recognized and the current position of the moving body is estimated based on the GNSS information to a second estimation state in which the current position of the moving body is estimated based on the environmental information as a first reference point. A process of identifying a position changed from the second estimation state to the first estimation state as a second reference point different from the first reference point when a second traveling direction different from the first traveling direction is recognized, and a process of recording a reference point that is the identified position where the traveling direction of the moving body is recognized and the estimation state is changed, and a process of switching the estimation state based on the recorded reference point. In the process of switching the estimation state, when the moving body reaches the first reference point or when the moving body reaches within a certain distance from the first reference point, the estimation state is switched from the first estimation state to the second estimation state. In the process of estimating the current position of the moving body, the current position of the moving body is estimated based on the environmental information in the switched second estimation state. The computer executes a process of controlling the movement of the moving body based on the estimated current position of the moving body and the recognized traveling direction of the moving body, which also solves the problem.

Effect of the Invention

[0010] According to the movement control device, movement control method, and movement control program of the present invention, it is possible to more accurately estimate the current position of the moving body.

Brief Description of the Drawings

[0011]

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Embodiments for Carrying Out the Invention

[0012] <Overall Configuration of the Traveling Control System (Movement Control System)> Hereinafter, an embodiment of the present invention will be described with reference to FIGS. 1 to 15. In this embodiment, a vehicle will be used as an example of the "mobile body" for explanation. Note that the "mobile body" may be a vehicle such as a bus or a truck in addition to a car, a railway vehicle such as a train or a steam locomotive, a vehicle such as an airplane or a ship, or an unmanned mobile body such as a drone. Alternatively, since a vehicle is used as an example of the "mobile body", in the following description, the movement of the position (location) is expressed as "traveling". However, this is not restrictive, and depending on the type of the "mobile body", it may be appropriately expressed as "navigation", "flight", etc., and replaced and expressed as appropriate. Also, these can be collectively referred to as "movement".

[0013] As shown in FIG. 1, the traveling control system S (movement control system) of this embodiment grasps the external environment of the vehicle V, plans a traveling planned route (also referred to as a "movement planned route") of the vehicle V on behalf of the driver, and controls the vehicle V along the traveling planned route to realize "automatic driving" for traveling (also referred to as "movement"), and a "following driving" for causing the vehicle V to travel while following a predetermined target vehicle FV. It is a system that can perform a "mode switching process" for switching between the automatic driving control mode and the following driving control mode. Note that the "following driving (following driving control)" may be referred to as "relative driving (relative driving control)". In this embodiment, it will be described hereinafter as "relative driving". Also, in this embodiment, hereinafter, the "automatic driving control mode (first driving control mode)" will be simply referred to as the "automatic driving mode", and the "following driving control mode (second driving control mode)" will be simply referred to as the "relative driving mode" for explanation.

[0014] "Automatic driving (automatic driving mode)" includes "autonomous driving (autonomous driving mode)" in which the vehicle V is autonomously driven (moved) by controlling the vehicle V, and "remote driving (remote driving mode)" in which an operator outside the vehicle V drives the vehicle V by remote operation (external operation). That is, "autonomous driving" and "remote driving" are collectively referred to as "automatic driving". Basically, when referring to automatic driving, it is described as meaning autonomous driving. Note that in remote driving, the above operator does not have to be a human and may be an AI (artificial intelligence).

[0015] In addition to the above "automatic driving" and "relative driving", there is "manual driving (manual driving mode)" in which the driver rides in the vehicle V and actually performs driving operations. In the above mode switching process, in addition to switching between this "manual driving mode" and the "automatic driving mode", it is also possible to switch between the "manual driving mode" and the "relative driving mode".

[0016] Note that the "vehicle V" is a vehicle equipped with a traveling control device 1 described later and having functions of autonomous driving and relative driving. The "target vehicle FV" is a vehicle equipped with a vehicle information transmitting device 50 described later and traveling (moving) in a state where it can transmit vehicle information (specifically, vehicle identification information, current position information, information on the planned traveling route) by communication. The target vehicle FV is not limited to a leading vehicle traveling (moving) in front of the vehicle V, and may be a side-by-side vehicle traveling alongside the vehicle V. Alternatively, it may be a trailing vehicle traveling behind the vehicle V. The target vehicle FV may be, for example, a bus, taxi, truck, etc. traveling along a preset planned traveling route, or a circular bus traveling along a predetermined circular route. Of course, it may also be other general vehicles.

[0017] <Hardware Configuration of Traveling Control System (Moving Control System)> As shown in FIGS. 1 to 4, the travel control system S is mounted on the vehicle V and includes a travel control device 1 (mobile control device) that comprehensively controls the travel of the vehicle V, an in-vehicle sensor 10 that detects the external environment around the vehicle V, an in-vehicle locator 20 that receives GNSS signals from the artificial satellite SA and the reference station ST and measures the current position of the vehicle V, an in-vehicle ECU 30 that controls the steering, acceleration, and deceleration of the vehicle V, and an in-vehicle communication device 40 that communicates with external devices. Further, the travel control system S includes a vehicle information transmitting device 50 that is mounted on the target vehicle FV, connected to the travel control device 1, and transmits target vehicle information including the position information of the target vehicle FV by communication, and an identification mark 60 that is attached to the target vehicle FV and in which the vehicle identification information of the target vehicle FV is embedded. Note that the vehicle V further includes the vehicle information transmitting device 50 and the identification mark 60 provided in the target vehicle FV, and the target vehicle FV may further include the in-vehicle sensor 10, the in-vehicle locator 20, the in-vehicle ECU 30, and the in-vehicle communication device 40 provided in the vehicle V. That is, the vehicle V and the target vehicle FV may have the same configuration, whereby the vehicle V and the target vehicle FV can be mutually interchanged to form the travel control system S. Furthermore, the travel control system S includes a remote control device 70 that is installed outside the vehicle V and operates (remotely operates) the travel (movement) of the vehicle V by communicating with the travel control device 1. Note that the travel control device 1, the vehicle information transmitting device 50, and the remote control device 70 may directly communicate with each other.

[0018] <Travel control device (mobile control device)> As shown in FIG. 2, the travel control device 1 is a computer connected to the in-vehicle sensor 10, the in-vehicle locator 20, the in-vehicle ECU 30, and the in-vehicle communication device 40 through an in-vehicle network (CAN). Specifically, the travel control device 1 is a computer including a CPU (processor) as a data calculation and control processing device, a ROM, a RAM, and an HDD (SSD) as storage devices, and a communication interface that transmits and receives information data through the in-vehicle network. In the storage device (memory) of the travel control device 1, in addition to the main program that performs the functions necessary for a computer, a travel control program is stored, and when these programs are executed by a CPU (processor), the functions of the travel control device 1 are exerted. Alternatively, it may be executed by a semiconductor integrated circuit or an FPGA (Field-Programmable Gate Array) on which the CPU is mounted. Note that the in-vehicle ECU 30 (integrated ECU 31), the vehicle information transmitting device 50, and the remote operation device 70 are also computers having a similar hardware configuration.

[0019] <<Autonomous driving, relative driving, remote driving>> In order to execute "autonomous driving", the travel control device 1 controls the in-vehicle ECU 30 (integrated ECU 31) based on the external environmental information obtained from the in-vehicle sensor 10, the position information and travel information of the vehicle V obtained from the in-vehicle locator 20, and the vehicle information obtained from the in-vehicle ECU 30, thereby controlling the "autonomous travel" of the vehicle V. Further, in order to execute "relative driving (following driving)", the travel control device 1 wirelessly communicates with the vehicle information transmitting device 50 through the in-vehicle communication device 40 and receives target vehicle information including the position information of a predetermined target vehicle FV. Then, based on the external environmental information, the position information of the vehicle V, and the target vehicle information including the position information of the target vehicle FV, the in-vehicle ECU 30 (integrated ECU 31) is controlled to control the "relative travel (following travel)" of the vehicle V with respect to the target vehicle FV. In addition, in order to execute "remote driving", the travel control device 1 wirelessly communicates with the remote operation device 70 through the in-vehicle communication device 40 and transmits the external environmental information, the position information and travel information of the vehicle V, and the vehicle information to the remote operation device 70. The remote operation device 70 receives these information, and in addition to displaying on the monitor 71 (navigation monitor 72) the content based on the external environmental information and the position information of the vehicle V, it can notify the operator.

[0020] More specifically, the driving control device 1 is newly installed in a vehicle V that is pre-equipped with an "autonomous driving function (in-vehicle sensor 10, in-vehicle locator 20, in-vehicle ECU 30)" to enhance the performance of the existing "autonomous driving function" and newly provide a "relative driving function" and a "remote driving function".

[0021] <<Driving Control Using Map Information>> The driving control device 1 performs self-position estimation using the "map information" shown in FIG. 6 to execute "autonomous driving", "relative driving", and "remote driving", and performs driving control (also referred to as "movement control") of the vehicle V while accurately estimating the position information of the vehicle V (hereinafter, also referred to as "current position" and "current location"). More specifically, the driving control device 1 uses "map information" including information on "reference points (first reference point, second reference point)" to recognize the "space (first space, second space, third space)" that has been reached when reaching the reference point, performs suitable self-position estimation according to the space, and performs the estimation process of the position information of the vehicle V and the driving control of the vehicle V. Of course, the driving control of the vehicle V may be performed while estimating the position information of the vehicle V.

[0022] The "space (first space, second space, third space)" is divided based on differences in self-position estimation methods in the ground space (which may be an underground space). Different spaces result in different self-position estimation methods by the vehicle V (driving control device 1). Note that the "space" may be expressed as a "region", a "specific range", etc. The "first space" indicates a space in which when the vehicle V exists in the space, the vehicle V (driving control device 1) can acquire GNSS information through external communication and can estimate its own position based on the GNSS information. The state where the self-position can be estimated based on the GNSS information is, for example, a state where when the reception sensitivity level of the GNSS information (GNSS signal) is measured, the sensitivity level is at a certain level (equal to or higher than a certain level). Note that the "first space" may be referred to as, for example, "outdoor (outdoor space)", and it may be expressed that the vehicle V exists (is located) outdoors (in the outdoor space).

[0023] The "second space" indicates a space in which, when the vehicle V exists in the space, the vehicle V (the travel control device 1) does not perform external communication, the vehicle alone can acquire external environment information, and the vehicle can estimate its own position based on the environment information. In other words, the "second space" indicates a space in which the vehicle V cannot estimate its own position based on GNSS information (a state in which the reception sensitivity level of the GNSS signal is less than a certain level). The state in which the own position can be estimated based on the environment information is, for example, a state in which the vehicle V (the in-vehicle sensor 10) can detect the external environment around the vehicle V and perform three-dimensional spatial mapping. Note that the "second space" and the "third space" may be referred to as, for example, "indoor (indoor space)", and it may be expressed that the vehicle V exists indoors (in the indoor space).

[0024] The "third space" indicates a space in which, when the vehicle V exists in the space, the vehicle V (the travel control device 1) does not perform external communication, the vehicle alone does not acquire external environment information, the vehicle V acquires travel information of the vehicle V, and estimates its own position based on the travel information. In other words, in the "third space", the vehicle V cannot estimate its own position based on GNSS information (a state in which external communication is not possible), and also indicates a space in which the vehicle V cannot acquire external environment information at a certain level or more. The state in which external communication is not possible and external environment information cannot be acquired is, for example, a state in which the vehicle V is located inside a tunnel or under an overpass, a state immediately after the vehicle V has moved from the "first space" to the "second space", or a state immediately after the vehicle V has moved from the "second space" to the "first space". When in this state, the vehicle V acquires the travel information of the vehicle V by the inertial measurement device 22. If the inertial measurement device 22 cannot acquire the travel information of the vehicle V while the above state continues for a certain period of time or more, the vehicle V (the travel control device 1) recognizes that a failure or a critical error (a fatal error) of the vehicle V has occurred, and ends the travel control process.

[0025] In the above, "when the vehicle V exists in the space" means when the position information (current position) of the vehicle belongs to that space (area). When the position information of the vehicle is represented by "vehicle position range information", it means when at least a part of the vehicle position range information belongs to that space. Also, "when the vehicle V does not exist in the space" means when the position information (current position) of the vehicle does not belong to that space (area). When the position information of the vehicle is represented by "vehicle position range information", it means when all of the vehicle position range information does not belong to that space.

[0026] Note that the vehicle V (travel control device 1) recognizes that the map information (the first space, the second space, and the third space) is continuous on the ground. Therefore, when the space is switched due to the travel of the vehicle V, it does not search for the space from all of the map information stored in the vehicle V. In the "map information", as shown in FIG. 6, the second space and the third space exist in the first space. Therefore, even when the vehicle V is traveling in the "indoors (the second space, the third space)", the coordinates (GNSS coordinates) based on the GNSS information can be grasped based on the "reference point".

[0027] By the way, when the vehicle V is in the state immediately after moving from the "first space" to the "second space", the vehicle V switches from self-position estimation based on GNSS information to self-position estimation based on environmental information. There is a slight time lag in the timing of the switch (the vehicle V may get lost). The same applies to the state immediately after moving from the "second space" to the "first space". Therefore, at the timing of the above switch, it is desirable that the vehicle V (travel control device 1) temporarily estimates its own position based on the travel information of the vehicle V and controls the travel of the vehicle V so that the self-position can be estimated more accurately. Therefore, as shown in FIG. 6, the travel control device 1 uses "map information" including information on the above-mentioned "reference points (first reference point, second reference point)", recognizes the "space (first space, second space, third space)" when reaching the reference point, and performs self-position estimation according to the space. In addition, when estimating the self-position after switching by the "reference point", the travel control device 1 can improve the self-position estimation accuracy and the exploration speed by limiting the exploration range of the "indoors (second space, third space)" based on the position and the traveling direction before switching of the "reference point" (it does not explore all of the "indoors").

[0028] The "reference point" indicates the position (entry / exit position, reference position) when the vehicle V enters or exits different spaces among the above-mentioned "first space", "second space", and "third space". When the vehicle V reaches the reference point, the method for estimating the self-position by the vehicle V (travel control device 1) will be switched. The "reference point" is recorded in the map information of FIG. 6. The "first reference point" is also called the entrance reference point, and is the position (reference position) indicating the "entrance of the second space" when the vehicle V traveling in the first space moves from the first space to the second space. In other words, the "first reference point" is the position (switching position) where the traveling vehicle V (travel control device 1) changes from the state of estimating the current position based on GNSS information (first estimation state) to the state of estimating the current position based on environmental information (second estimation state). In addition, the position (reference position) indicating the "entrance of the third space" when the vehicle V moves from the first space to the third space, and the position (reference position) indicating the "entrance of the third space" when the vehicle V moves from the second space to the third space are also referred to as the "first reference point (entrance reference point)".

[0029] The "second reference point" is also called the exit reference point, and is the position (reference position) indicating the "exit of the second space" when the vehicle V traveling in the second space moves from the second space to the first space. In other words, the "second reference point" is the position (switching position) where the traveling vehicle V (travel control device 1) changes from the state (second estimation state) of estimating the current position based on environmental information to the state (first estimation state) of estimating the current position based on GNSS information. In addition, the position (reference position) indicating the "exit of the third space" when the vehicle V moves from the third space to the first space, and the position (reference position) indicating the "exit of the third space" when the vehicle V moves from the third space to the second space are also referred to as the "second reference point (exit reference point)".

[0030] By using the map information in which the above reference points are recorded, the travel control device 1 can switch the estimation method (measurement method) of the self-position of the vehicle V when reaching the reference point, or can switch the estimation method of the self-position of the vehicle V in advance when reaching the reference point. By doing so, the travel control device 1 can smoothly control the travel of the vehicle V at the switching timing of self-position estimation. That is, the method of self-position estimation can be switched more timely, and the current position of the vehicle V can be estimated more accurately.

[0031] The "map information" includes map information, space information including information on the first space, the second space, and the third space, and reference point information including information on the first reference point and the second reference point, and is created and updated by the travel control system S (travel control device 1). Specifically, when the vehicle V is traveling on a predetermined planned travel route, the travel control device 1 specifies the position where it changes from the state (first estimation state) of estimating the current position of the vehicle V based on GNSS information to the state (second estimation state) of estimating the current position of the vehicle V based on environmental information as the first reference point (the same applies to the second reference point). Then, the information of the specified reference point is recorded and reflected in the map information. By doing so, the information of the reference point in the map information is updated, and the space information is also updated. Incidentally, the travel control device 1 may store environmental information in the vicinity of the "reference point" (within a certain distance from the "reference point") and vehicle information immediately before reaching the "reference point" (vehicle speed, acceleration / deceleration (roll, pitch, yaw), inclination information), and improve the estimation accuracy of the "reference point" based on this information. Incidentally, the map information may be created and updated by collecting and aggregating information on reference points and spatial information recorded by a plurality of vehicles V (travel control devices 1) managed by the travel control system S. By each vehicle V (travel control device 1) using the updated map information, it becomes possible to more accurately estimate the current position of the traveling vehicle V.

[0032] In this way, the "map information" is used not only for estimating the current position of the vehicle V, but also for specifying the actual travel route that the vehicle V has actually traveled. As shown in FIG. 6, in the "map information", the start position of the vehicle V, the destination position (goal position), and the planned travel route of the vehicle V are set. Incidentally, in the "map information" shown in FIG. 6, information on the "first space", "second space", and "third space" is also set, and the information on the space is used as reference information. That is, the travel control device 1 may recognize movement to different spaces based on the position of the reference point or the position where the estimation method of the self-position is switched.

[0033] <Configuration other than the travel control device> The in-vehicle sensor 10 detects moving objects (other vehicles, pedestrians, etc.), various structures, road shapes, etc. around the vehicle V as the external environment around the vehicle V. Specifically, it has a plurality of imaging devices 11, a plurality of radars 12, and a plurality of lidars 13. The in-vehicle sensor 10 is also referred to as an external world sensor and corresponds to the "first sensor" that detects environmental information around the vehicle V. Note that the in-vehicle sensor 10 may further include detection sensors other than those described above. Alternatively, among the above detection sensors, it may have only the imaging device 11, only the radar 12, or only the lidar 13.

[0034] The imaging device 11 is a small imaging camera (wide-angle camera) that captures an external image around the vehicle V. It creates external image data and transmits the external image data to the driving control device 1 in order to execute a "sensing function" for driving control of the vehicle V and a "monitoring function" for the driver (operator). A plurality of imaging devices 11 are mounted on the vehicle V. The first imaging device 11a, the second imaging device 11b, and the third imaging device 11c are attached to the windshield of the vehicle V and image the front, right side, and left side of the vehicle V. The fourth imaging device 11d is attached to the rear bumper of the vehicle V and images the rear of the vehicle V. The fifth imaging device 11e and the sixth imaging device 11f are attached to the left and right mirrors of the vehicle V and image the right rear diagonal and the left rear diagonal of the vehicle V. These are provided as main cameras. In addition, as sub-cameras, the imaging device 11 includes a seventh imaging device 11g attached to the front bumper of the vehicle V and imaging the front of the vehicle V, and an eighth imaging device 11h and a ninth imaging device 11i attached to the periphery of the left and right rear lights of the vehicle V and imaging the right rear diagonal and the left rear diagonal of the vehicle V. In this embodiment, a total of nine imaging devices 11 are attached to predetermined positions of the vehicle V. However, the number and attachment positions of the imaging devices 11 can be changed according to the vehicle type and shape of the vehicle V. The same applies to the radar 12 and the lidar 13.

[0035] The radar 12 is a millimeter-wave radar that transmits radio waves while continuously changing the irradiation direction, receives reflected waves from the target object to detect the target object (measures the position and speed of the target object), and performs three-dimensional spatial imaging. Compared with the imaging device 11 and the lidar 13, it can detect accurately even in environmental situations such as at night with poor visibility or in bad weather. The radar 12 acquires the detection result data (detection signal) of the target object and transmits the detection result data toward the travel control device 1. A plurality of radars 12 are mounted on the vehicle V, and include a first radar 12a and a second radar 12b attached to the peripheries of the left and right front lights of the vehicle V, and a third radar 12c and a fourth radar 12d attached to the peripheries of the left and right back lights of the vehicle V. Note that the radar 12 is not particularly limited to a millimeter-wave radar, and may be a radar such as a lidar or an ultrasonic sensor.

[0036] The lidar 13, also referred to as "Lidar", is a remote sensor that irradiates laser light, receives reflected light from a target object (for example, a structure, a pedestrian, etc.), measures the distance to the target object, and performs three-dimensional spatial imaging (mapping). Compared with the imaging device 11 and the radar 12, the distance to surrounding target objects can be measured in units of several centimeters. The lidar 13 acquires distance measurement data obtained by measuring the distance to the target object and transmits the distance measurement data toward the travel control device 1. A plurality of lidars 13 are mounted on the vehicle V, and include a first lidar 13a and a second lidar 13b attached to the peripheries of the left and right front lights of the vehicle V, a third lidar 13c attached to the back bumper of the vehicle V, and a fourth lidar 13d and a fifth lidar 13e attached to the peripheries of the left and right back lights of the vehicle V.

[0037] The in-vehicle locator 20 measures the current position of the vehicle V using a satellite positioning system that uses artificial satellites SA and a reference station ST, and measures the travel information (acceleration, angular velocity, etc.) of the vehicle V in order to improve the measurement accuracy of the current position of the vehicle V. Note that when the satellite positioning system cannot be used (when external communication is not possible), the current position of the vehicle V is measured using the travel information of the vehicle V. Specifically, the in-vehicle locator 20 includes a GNSS receiver 21 that receives GNSS radio waves (GPS radio waves) from a plurality of artificial satellites SA, and an inertial measurement device 22 that measures the travel information (acceleration, angular velocity, etc.) of the vehicle V. Note that the in-vehicle locator 20 may further include an encoder (wheel encoder) that measures driving information such as the rotational speed and rotational angle of the wheels of the vehicle V.

[0038] Specifically, the GNSS receiver 21 is an RTK-GNSS receiver that receives GNSS radio waves from a plurality (specifically, four) of artificial satellites SA and generates "GNSS information" necessary for single-point positioning. In addition, it receives "GNSS correction information" necessary for relative positioning from an external reference station ST. Note that the reference station ST is a fixed reference station set at a known point. It receives GNSS radio waves from a plurality of artificial satellites SA, generates "GNSS correction information", and transmits it to the GNSS receiver 21. "GNSS information" is distance information between a plurality of artificial satellites SA and the GNSS receiver 21. "GNSS correction information" is distance information obtained by a reference station ST located at a known point receiving GNSS radio waves and the reference station ST and the GNSS receiver 21 communicating with each other to correct the measurement error of the "GNSS information".

[0039] The inertial measurement unit 22, also referred to as an IMU, includes a three-axis gyro sensor (angular velocity meter) and a three-axis acceleration sensor (accelerometer). It measures the three-dimensional angular velocity and acceleration of the vehicle V and transmits the driving information (acceleration and angular velocity information) of the vehicle V to the driving control device 1. The inertial measurement unit 22 (IMU), also referred to as an internal sensor, corresponds to the "second sensor" that measures the driving information of the vehicle V. The driving control device 1 can measure the current position of the vehicle V within a smaller error range by combining the GNSS information (GNSS correction information) received from the GNSS receiver 21 and the driving information of the vehicle V received from the inertial measurement unit 22 for positioning. In addition, when GNSS information cannot be used (when external communication is not possible), the travel control device 1 measures the current position of the vehicle V using the travel information of the vehicle V. At this time, when the in-vehicle locator 20 further includes an encoder, the travel control device 1 may measure the current position of the vehicle V by combining the travel information of the vehicle V received from the inertial measurement device 22 and the travel information of the vehicle V received from the encoder.

[0040] The in-vehicle ECU 30 is, for example, an ECU for ADAS, is connected to the travel control device 1, and includes a comprehensive ECU 31 at the upper layer that performs transmission and reception of various data, and a steering wheel ECU 32, an accelerator ECU 33, and a brake ECU 34 that are respectively connected to the comprehensive ECU 31 as the upper layer and control the steering, acceleration, and deceleration of the vehicle V in a subdivided manner, forming a hierarchical structure. Note that the steering wheel ECU 32 is also referred to as a driving support computer, and the accelerator ECU 33 and the brake ECU 34 are also referred to as power management control units. Note that the number and functions of the individual ECUs connected to the comprehensive ECU 31 are not particularly limited to the above three ECUs 32 to 34, and other ECUs at the same level as these ECUs may be further provided.

[0041] The steering wheel ECU 32 controls the electric power steering V1 of the vehicle V in response to an instruction from the comprehensive ECU 31, and mainly controls the traveling direction of the vehicle V. The electric power steering V1 includes a steering mechanism that steers the front wheels of the vehicle V. For example, in the manual driving mode, the front wheels of the vehicle V are steered by the steering operation of the steering wheel V1a by the driver.

[0042] The accelerator ECU 33 controls the electric throttle V2 of the vehicle V in response to an instruction from the comprehensive ECU 31, and mainly controls the acceleration and deceleration of the vehicle V. The electric throttle V2 is provided with a drive mechanism that outputs a driving force for rotating the drive wheels of the vehicle V. For example, in the manual driving mode, the output of the engine is adjusted in response to the accelerator operation of the accelerator pedal V2a by the driver.

[0043] The brake ECU 34 controls the electromagnetic brake device V3 of the vehicle V in response to an instruction from the integrated ECU 31, and mainly controls the deceleration and stop of the vehicle V. The electromagnetic brake device V3 is attached to each wheel of the vehicle V, and is provided with a mechanism for decelerating or stopping the vehicle V by applying resistance to the rotation of the wheel. For example, in the manual driving mode, the operation of the electromagnetic brake device V3 is adjusted in response to the brake operation of the brake pedal V3a by the driver.

[0044] The in-vehicle communication device 40 is a device that communicates information through a network with a vehicle information transmitting device 50 mounted on the target vehicle FV, a remote operation device 70 installed outside, and an external server (not shown). Specifically, the in-vehicle communication device 40 receives the target vehicle information including the position information of the target vehicle FV acquired by the vehicle information transmitting device 50 as information necessary for "relative driving", and transmits it to the travel control device 1. In addition, the in-vehicle communication device 40 transmits the information of the external video acquired by the travel control device 1 and the information of the current position as information necessary for "remote driving" to the remote operation device 70. Further, it receives the driving operation information of the vehicle V from the remote operation device 70 that has received the user input by the operator, and transmits it to the travel control device 1. In addition, the in-vehicle communication device 40 communicates information with an external server (not shown), and can also receive, for example, the latest traffic information and weather information from the external server.

[0045] As shown in FIGS. 1 and 3A, the vehicle information transmitting device 50 is a computer mounted on the target vehicle FV, which acquires target vehicle information including the current position information of the target vehicle FV, and transmits the target vehicle information to the vehicle V. As a specific hardware configuration, it includes an in-vehicle locator 51 and an in-vehicle communication device 52. The "target vehicle information" includes the position information (real-time position information) of the target vehicle FV, the information on the planned driving route, and the vehicle identification information, and is stored in the storage unit 500 of the vehicle information transmission device 50. The "vehicle identification information" is a vehicle ID for identifying the target vehicle FV. For each vehicle ID, information such as the vehicle type name, model, and chassis number is associated and stored in the storage unit 500. The vehicle identification information is stored in the storage unit 500 and is also embedded in the identification mark 60 attached to the target vehicle FV.

[0046] Similar to the in-vehicle locator 20 described above, the in-vehicle locator 51 has a GNSS receiver 51a that receives GNSS radio waves (GPS radio waves) from a plurality of artificial satellites SA, and an inertial measurement device 51b that measures the acceleration and angular velocity of the target vehicle FV. The in-vehicle locator 51 may further have an encoder. The in-vehicle communication device 52 is a device that communicates information with the driving control device 1 mounted on the vehicle V through a network. Specifically, the in-vehicle communication device 52 transmits the target vehicle information as information necessary for "relative driving" of the vehicle V to the driving control device 1 (in-vehicle communication device 40) constantly or as needed. In more detail, the in-vehicle communication device 52 can transmit the position information of the target vehicle FV in the target vehicle information in real time. "Transmitting in real time" includes not only the case of transmitting the position information at the same timing as the change in the position information of the target vehicle FV, but also the case of transmitting the position information with a certain time lag.

[0047] As shown in FIGS. 3A to 3C, the identification mark 60 is a two-dimensional barcode in which vehicle identification information for identifying the target vehicle FV is embedded (stored), and a plurality of the identification marks 60 are attached to the outer surface of the target vehicle FV. Note that information capable of specifying the planned driving route of the target vehicle FV may be embedded in the identification mark 60. The identification mark 60 is recognized by the imaging device 11 of the vehicle V. Specifically, when the imaging device 11 recognizes the identification mark 60 in the video captured by the imaging device 11, the imaging device 11 acquires, as recognition results, vehicle identification information of the target vehicle FV embedded in the identification mark 60, information capable of specifying a planned travel route, and the like. Then, the travel control device 1 can acquire the vehicle identification information of the target vehicle FV from the imaging device 11 through network communication in a predetermined communication method or in-vehicle network (CAN). In the above embodiment, it is assumed that the travel control device 1 can acquire vehicle identification information from the vehicle information transmission device 50 and the identification mark 60, but it is sufficient if it can be acquired from at least one of them.

[0048] The identification mark 60 includes a first identification mark 60a, a second identification mark 60b, and a third identification mark 60c respectively attached to the central portion, the left end portion, and the right end portion in the vehicle width direction at the rear surface of the target vehicle FV, and a fourth identification mark 60d, a fifth identification mark 60e, and a sixth identification mark 60f respectively attached to the central portion, the left end portion, and the right end portion at the front surface of the target vehicle FV. Further, the identification mark 60 includes a seventh identification mark 60g, an eighth identification mark 60h, and a ninth identification mark 60i respectively attached to the central portion, the front end portion, and the rear end portion in the vehicle longitudinal direction at the left side surface of the target vehicle FV, and a tenth identification mark 60j, an eleventh identification mark 60k, and a twelfth identification mark 60l respectively attached to the central portion, the front end portion, and the rear end portion at the right side surface of the target vehicle FV.

[0049] In addition to the vehicle identification information of the target vehicle FV being embedded in the identification marks 60a to 60l, mark position information indicating the position (vehicle body position) where each identification mark 60 is attached to the target vehicle FV is embedded. Therefore, when any one of the identification marks 60a to 60l is recognized by the imaging device 11 of the vehicle V, the travel control device 1 can acquire the vehicle identification information of the target vehicle FV and detect the target vehicle FV. Also, among the identification marks 60a to 60l, for example, when the identification marks 60a and 60c are recognized, or when only the identification mark 60c is recognized, the travel control device 1 can detect that the vehicle V is at a rear position of the target vehicle FV and further at a position on the right side of the target vehicle FV based on the mark position information. In particular, the travel control device 1 can accurately grasp the position (relative position) of the target vehicle FV with respect to the vehicle V based on the environmental information around the vehicle V, the position information of the vehicle V, the travel information of the vehicle V, the position information of the target vehicle FV, and the mark position information obtained by the identification mark 60.

[0050] As shown in FIGS. 1 and 4, the remote operation device 70 is a computer operated by an operator to perform "remote driving" of the vehicle V. As a specific hardware configuration, it includes a plurality of monitors 71, a navigation monitor 72, a steering wheel 73, an accelerator pedal 74, a brake pedal 75, and a plurality of operation switches 76. Note that the remote operation device 70 may further include components such as a speaker, a microphone, and a shift lever.

[0051] The monitors 71 and the navigation monitor 72 are display units that output visual information for performing "remote driving". On the monitor 71, a composite video (composite image) obtained by synthesizing external images of the vehicle V captured by a plurality of imaging devices 11a to 11i based on predetermined layout information is displayed. The predetermined layout information is, for example, a display mode of a layout that does not create a blind spot for the operator and is easy for the operator to operate. At this time, a plurality of layout information including the predetermined layout information may be associated with each other by a layout ID (layout identification information) and stored in the storage unit 100 of the travel control device 1. In this case, when a change operation of the predetermined layout information is performed using the operation switch 76 or the like, the changed layout ID is transmitted from the remote operation device 70 to the travel control device 1. Then, the driving control device 1 generates a composite image obtained by synthesizing an external video based on the layout information for the changed layout ID, and transmits the composite image toward the remote operation device 70. By doing so, the composite image is changed and displayed on the monitor 71.

[0052] The steering wheel 73 is an operation unit that is operated by an operator and is used to adjust the steering angle (steering amount) of the vehicle V. The accelerator pedal 74 and the brake pedal 75 are operation units that are respectively operated by an operator and are used to adjust the drive of the electric throttle V2 of the vehicle V and the operation of the electromagnetic brake device V3. The plurality of operation switches 76 are used, for example, to input user setting information for performing "remote driving". For example, when the operator appropriately operates the operation switch 76, it is possible to switch the external video (composite video) of the vehicle V to a predetermined layout display, and to switch the driving mode among the autonomous driving mode, the relative driving mode, and the remote driving mode.

[0053] <Functions of the driving control system> As shown in FIG. 5, from a functional perspective, the driving control device 1 mainly includes, in addition to the storage unit 100 that stores various programs and various data, an environment information acquisition unit 101, a driving information acquisition unit 102 (movement information acquisition unit), a self-position estimation unit 103, a driving control unit 104, a reference point identification unit 105, a reference point recording unit 106, a map creation unit 107, a recognition unit 108, an estimation mode switching unit 109, a detection unit 110, a position error measurement unit 111, a correction path setting unit 112, and a traveling direction recognition unit 113 as main components for executing the process of "estimating the current position of the vehicle". In addition, the driving control device 1 mainly includes a driving control unit 104, a vehicle detection unit 114, a communication unit 115, a driving mode change unit 116, a driving speed acquisition unit 117, and a video processing unit 118 for executing the driving control process of "autonomous driving, relative driving, and remote driving". These are composed of a CPU (processor), ROM, RAM, HDD, a communication interface, various programs, and the like. Note that the storage unit 100 stores vehicle identification information of the vehicle V, information on the planned travel route of the vehicle V, the "map information" shown in FIG. 6, the "data regarding the traveling direction at the time of self-position estimation" shown in FIG. 8, the "inter-vehicle distance data" shown in FIG. 11, and the like.

[0054] Explaining the vehicle information transmission device 50 from the functional aspect, it mainly includes a storage unit 500 that stores various programs and various data, a position information acquisition unit 501 that acquires the "current position information" of the target vehicle FV, and a communication unit 502 that transmits and receives various data to and from the travel control device 1. The storage unit 500 stores "target vehicle information" including the current position information of the target vehicle FV, information on the planned travel route, and vehicle identification information. The position information acquisition unit 501 acquires the "current position information" of the target vehicle FV in real time using the in-vehicle locator 51. By storing the acquired "current position information" in the storage unit 500, it becomes possible to record the travel trajectory (past travel route) of the target vehicle FV on which the vehicle information transmission device 50 is mounted. The storage unit 500 stores the state in which the travel trajectory of the target vehicle FV is stored. The communication unit 502 transmits the "target vehicle information" toward the travel control device 1 (in-vehicle communication device 40) using the in-vehicle communication device 52. Also, it transmits the "current position information" of the target vehicle FV in the target vehicle information in real time.

[0055] Explaining the remote operation device 70 from the functional aspect, it mainly includes a storage unit 700 that stores various programs and various data, a communication unit 701 that transmits and receives various data to and from the travel control device 1, a screen display unit 702 that displays the external video of the vehicle V and vehicle information on the monitor 71, and also displays content based on the information of the current position of the vehicle V (for example, vehicle navigation) on the navigation monitor 72, an operation data creation unit 703 that receives user operations and creates operation data, and a user notification unit 704 that notifies the operator.

[0056] Hereinafter, the functions of the travel control device 1 will be described in detail. <<1. Estimation of own position>> The travel control device 1 performs travel control of the vehicle V while estimating the current position of the vehicle V. The specific details of the own position estimation process are as follows. The environment information acquisition unit 101 acquires "environment information (strictly speaking, detection information of the external environment)" around the vehicle V through the vehicle-mounted sensor 10 (first sensor) mounted on the vehicle V. Specifically, as "environment information", external video data around the vehicle V is acquired from the imaging device 11, detection result data of target objects around the vehicle V is acquired from the radar 12, and distance measurement data obtained by measuring the distance to the target object of the vehicle V is acquired from the lidar 13. Note that "environment information" is specifically detection information of moving objects (other vehicles, pedestrians, etc.), various structures, road shapes, etc. around the vehicle V, which is also referred to as travel environment information and includes traffic environment information, road environment information, etc.

[0057] The travel information acquisition unit 102 (movement information acquisition unit) acquires "travel information" of the vehicle V through the inertial measurement unit 22 (second sensor) mounted on the vehicle V. "Travel information" is specifically behavior information (information based on behavior) of the vehicle V including information on the acceleration and angular velocity of the vehicle V. The "travel information" may include information such as the rotational speed and rotational angle of the wheels of the vehicle V, information on traveling actions, acceleration actions, deceleration actions, stop actions, left turn actions, right turn actions, reverse actions, etc. of the vehicle V at a constant speed. Note that "travel information" may also be referred to as odometry information.

[0058] The own position estimation unit 103 estimates the current position of the vehicle V based on the information obtained through the vehicle-mounted sensor 10 and the vehicle-mounted locator 20 (GNSS receiver 21, inertial measurement unit 22) mounted on the vehicle V. Specifically, the own position estimation unit 103 includes a first position estimation unit 103a, a second position estimation unit 103b, a third position estimation unit 103c, and a reception determination unit 103d.

[0059] The first position estimation unit 103a acquires "GNSS information" necessary for single positioning through the GNSS receiver 21, and calculates the "absolute position" of the vehicle V by single positioning. The "absolute position" of the vehicle V is the three-dimensional position of the vehicle V obtained by receiving GNSS radio waves from a plurality of artificial satellites SA, measuring the distances between the artificial satellites SA located at known points and the vehicle V respectively, and solving a three-dimensional equation for obtaining an unknown point from each measured distance (corresponding to GNSS information). The first position estimation unit 103a estimates the current position of the vehicle V based on the "absolute position" of the vehicle V.

[0060] The second position estimation unit 103b estimates the current position of the vehicle V using the "environmental information" around the vehicle V obtained by the environmental information acquisition unit 101. The third position estimation unit 103c estimates the current position of the vehicle V using the "running information" of the vehicle V obtained by the running information acquisition unit 102. The position accuracy of the vehicle V estimated by the first position estimation unit 103a is higher than the position accuracy of the vehicle V estimated by the second position estimation unit 103b and the third position estimation unit 103c. Also, the position accuracy of the vehicle V estimated by the second position estimation unit 103b is higher than the position accuracy of the vehicle V estimated by the third position estimation unit 103c.

[0061] The reception determination unit 103d determines whether "GNSS information" can be acquired in real time, and when it is determined that "GNSS information" can be acquired, the first position estimation unit 103a estimates the current position of the vehicle V based on the "GNSS information" (the first estimation). Specifically, the reception determination unit 102d assumes a case where there are obstacles or the like around the vehicle V and radio waves cannot be received from the artificial satellite SA, and determines whether radio waves can be received from the artificial satellite SA. When the reception determination unit 103d determines that it cannot obtain the "GNSS information", it further determines whether it can obtain the "environmental information". When it determines that it can obtain the "environmental information", the second position estimation unit 103b estimates the current position of the vehicle V based on the "environmental information" (second estimation). When the reception determination unit 103d determines that it cannot obtain the "environmental information", it further determines whether it can obtain the "travel information". When it determines that it can obtain the "travel information", the third position estimation unit 103c estimates the current position of the vehicle V based on the "travel information" (third estimation). When the reception determination unit 103d determines that it cannot obtain the "environmental information" within a certain period of time, the self-position estimation unit 103 ends the self-position estimation process.

[0062] Note that the first position estimation unit 103a obtains the "GNSS information" and estimates the current position of the vehicle V using the "absolute position" calculated by single-point positioning. However, it may also estimate the current position of the vehicle V using the "relative position" calculated by relative positioning. The "relative position" of the vehicle V is a three-dimensional position of the vehicle V obtained by receiving GNSS radio waves at a reference station ST located at a known point, obtaining distances with smaller measurement errors from the reference station ST (the distances between each artificial satellite SA and the vehicle V), and calculating from each measured distance (corresponding to GNSS correction information). As the calculation method of the "relative position", there are a calculation method of the RTK positioning method (interferometric positioning method) and a calculation method of the DGPS positioning method (relative positioning method). Any calculation method may be used. The first position estimation unit 103a obtains the above "GNSS correction information" necessary for relative positioning from the reference station ST and estimates the current position of the vehicle V using the "relative position" calculated by relative positioning. The position accuracy of the "relative position" is higher than that of the "absolute position" and is said to be about ±40 cm.

[0063] Alternatively, the first position estimator 103a may further acquire the "travel information" of the vehicle V through the inertial measurement unit 22, calculate the "corrected absolute position (corrected relative position)" obtained by correcting the absolute position (relative position) of the vehicle V based on the "GNSS information (GNSS correction information)" and the "travel information", and estimate the current position of the vehicle V using the "corrected absolute position (corrected relative position)". The "corrected absolute position" of the vehicle V is a three-dimensional position of the vehicle V obtained by combining GNSS information and the travel information of the vehicle V (also called IMU information) for positioning. The "corrected relative position" of the vehicle V is a three-dimensional position of the vehicle V obtained by combining GNSS correction information and the travel information of the vehicle V for positioning. The position accuracy of the "corrected absolute position" is higher than that of the "absolute position". Also, the position accuracy of the "corrected relative position" is higher than that of the "corrected absolute position" and is said to be about ±5 cm.

[0064] The first position estimator 103a may estimate the current position of the vehicle V using any of the above "absolute position", "relative position", "corrected absolute position", and "corrected relative position", but it is preferable to estimate the current position of the vehicle V using the "corrected relative position" with the highest position accuracy.

[0065] The travel control device 1 can record the travel trajectory (past travel route) of the vehicle V by storing the position information obtained by the self-position estimator 103 in the storage unit 100, and the storage unit 100 stores the travel trajectory of the vehicle V. This travel trajectory of the vehicle V is used to determine whether the vehicle V is on the planned travel route and to set a new planned travel route to guide the vehicle V onto the planned travel route if necessary.

[0066] <<2. Estimation of Self-Position and Travel Control Using Map Information>> When performing the above self-position estimation, the travel control device 1 uses the "map information" shown in FIG. 6 described above to perform travel control of the vehicle V while estimating the current position of the vehicle V with higher accuracy. Specifically, the travel control device 1 uses "map information" including information on "reference points (first reference point, second reference point)" to recognize the "space (first space, second space, third space)" that has been reached when reaching the reference point, performs self-position estimation according to the space, and performs travel control of the vehicle V while estimating the current position of the vehicle V. Specifically, it is as follows.

[0067] (Creation and Update of Map Information) As shown in FIG. 6, the "map information" stored in the storage unit 100 includes map information, space information including information on the first space, second space, and third space, and reference point information including information on the first reference point and second reference point, and is pre-created by the travel control system S. The "map information" is updated by the reference point specifying unit 105, the reference point recording unit 106, and the map creation unit 107. Note that the "map information" may be newly created based on the map information by the reference point specifying unit 105, the reference point recording unit 106, and the map creation unit 107.

[0068] The reference point specifying unit 105 specifies the position changed from the state (first estimation state) where the self-position estimation unit 103 estimates the current position of the vehicle V based on "GNSS information" to the state (second estimation state) where the self-position estimation unit 103 estimates the current position of the vehicle V based on "environmental information" as the "first reference point (entrance reference point)". The reference point specifying unit 105 also specifies the position changed from the first estimation state to the state (third estimation state) where the self-position estimation unit 103 estimates the current position of the vehicle V based on "travel information" as the "first reference point". In addition, the reference point specifying unit 105 specifies the position changed from the second estimation state or the third estimation state to the first estimation state as the "second reference point (exit reference point)".

[0069] Specifically, when the estimated state of the current position based on the "GNSS information" (first estimated state) changes to the estimated state of the current position based on the "environmental information" (second estimated state), the reference point specifying unit 105 specifies the current position based on the "GNSS information" obtained at the timing of the change as the "first reference point". In other words, the "GNSS information" obtained at the timing of the change can also be said to be the "GNSS information" obtained immediately before the change. The same applies when changing from the first estimated state to the third estimated state.

[0070] Further, when the reference point specifying unit 105 changes from the second estimated state to the first estimated state, it specifies the current position based on the "GNSS information" obtained at the timing of the change as the "second reference point". In other words, the "GNSS information" obtained at the timing of the change can also be said to be the "GNSS information" obtained immediately after the change. In this way, when estimating the current position of the vehicle V, by specifying the position of the reference point based on the "GNSS information" obtained immediately before or immediately after the change, it becomes possible to specify the position of the reference point with higher accuracy.

[0071] In addition, when the reference point specifying unit 105 changes from the estimated state of the current position based on the "running information" of the vehicle V (third estimated state) to the estimated state of the current position based on the "GNSS information" (first estimated state), it specifies the current position based on the "running information" obtained at the timing of the change as the "second reference point". The reason is that when changing from the third estimated state to the first estimated state, a position error described later occurs at the change point (see Fig. 7). Therefore, by using the information on the current position based on the "running information" obtained immediately before the change rather than the information on the current position based on the "GNSS information" obtained after the change, a more accurate reference point can be specified.

[0072] The reference point recording unit 106 records the information of the first reference point and the second reference point specified by the reference point specifying unit 105, and stores it in the storage unit 100 as the recorded information (history information) of the reference point. The map creation unit 107 updates the "map information" based on the history information of the reference point recorded by the reference point recording unit 106. Specifically, the information of the first reference point and the second reference point is newly updated in the map information included in the "map information". The travel control device 1 appropriately transmits the map information updated by the map creation unit 107, that is, the information of the reference point, to a management server (cloud server) (not shown). By doing so, the travel control system S can update the existing map information at any time by aggregating the recorded information of the reference points recorded and updated by various vehicles V (travel control devices 1) to the management server. The vehicle V (travel control device 1) can acquire the updated map information and use the map information.

[0073] (Self-position estimation using map information) When the vehicle V is traveling along a predetermined planned travel route or within a certain time after stopping, the recognition unit 108 uses the map information to recognize that the vehicle V has reached the reference points (first reference point, second reference point) recorded by the reference point recording unit 106. When the above recognition is made by the recognition unit 108, the estimation mode switching unit 109 switches the estimation mode at the reference point.

[0074] Specifically, when the vehicle V is traveling in the "first space" in the map information shown in FIG. 6, the recognition unit 108 recognizes that the vehicle V has reached the first reference point (the boundary point between the first space and the second space). Then, the estimated mode switching unit 109 switches from the "first estimation mode (also referred to as the first estimation state)" in which the self-position estimation unit 103 estimates the current position of the vehicle V based on "GNSS information" to the "second estimation mode (also referred to as the second estimation state)" in which the self-position estimation unit 103 estimates the current position of the vehicle V based on "environmental information". The self-position estimation unit 103 estimates the current position of the vehicle V in the second estimation mode set by the estimated mode switching unit 109. And, while estimating the current position of the vehicle V in the second estimation mode, the travel control unit 104 controls the travel of the vehicle V in the "second space".

[0075] Also, when the vehicle V is traveling in the "second space" in the map information shown in FIG. 6, the recognition unit 108 recognizes that the vehicle V has reached the second reference point. Then, the estimated mode switching unit 109 switches the self-position estimation unit 103 from the "second estimation mode" to the "first estimation mode". The self-position estimation unit 103 estimates the current position of the vehicle V in the first estimation mode. And, while estimating the current position of the vehicle V in the first estimation mode, the travel control unit 104 controls the travel of the vehicle V in the "first space".

[0076] Also, when the vehicle V is traveling in the "first space" in the map information shown in FIG. 6, the recognition unit 108 recognizes that the vehicle V has reached the first reference point (the boundary point between the first space and the third space). Then, the estimated mode switching unit 109 switches from the "first estimation mode" to the "third estimation mode (also referred to as the third estimation state)" in which the self-position estimation unit 103 estimates the current position of the vehicle V based on "travel information". The self-position estimation unit 103 estimates the current position of the vehicle V in the third estimation mode. And, while estimating the current position of the vehicle V in the third estimation mode, the travel control unit 104 controls the travel of the vehicle V in the "third space". Note that the same applies to the switching from the "third estimation mode" to the "first estimation mode".

[0077] In this way, by the vehicle V (travel control device 1) recognizing the reference points (first reference point, second reference point), the travel control device 1 can switch the estimation method of the self-position of the vehicle V in a well-timed manner (immediately perform the switching process) when it reaches the reference points. That is, at the switching timing of the self-position estimation, the travel control device 1 can smoothly control the travel of the vehicle V.

[0078] (Preparation for mode switching) Based on the information of the reference points (first reference point, second reference point) included in the "map information", the travel control device 1 may perform the preparation for switching the self-position estimation (start the activation for switching) when the vehicle V approaches the reference point. Specifically, it is as follows. When the detection unit 110 detects that the vehicle V has reached within a certain distance from the reference point included in the "map information" while the vehicle V is traveling on a predetermined planned travel route based on the "map information". When the vehicle V is detected by the detection unit 110, the estimation mode switching unit 109 performs the preparation for switching the estimation mode at the reference point.

[0079] Specifically, when the vehicle V is traveling in the "first space", the detection unit 110 detects that the vehicle V has reached within a certain distance from the first reference point (the boundary point between the first space and the second space) included in the "map information". Then, the estimation mode switching unit 109 performs the preparation for switching from the first estimation mode to the second estimation mode at the first reference point. That is, it prepares to be in a state where the self-position can be estimated based on the environmental information (performs the startup preparation and starts the self-position estimation by the in-vehicle sensor 10). By doing so, the method of self-position estimation can be switched more timely, and the current position of the vehicle V can be estimated more accurately.

[0080] (Setting of the travel correction route) As shown in Fig. 7, the process of changing from the "third estimation mode (third estimation state)" in which self-position estimation is performed using "travel information" to the "first estimation mode (first estimation state)" in which self-position estimation is performed using "GNSS information" will be described in more detail. As described above, the case where the "third estimation mode" is performed is a state where the vehicle V is located inside a tunnel or under an elevated structure, or a state immediately after the vehicle V has moved from the "second space" to the "first space", etc. At this time, the vehicle V acquires the "travel information" of the vehicle V by the inertial measurement device 22. Here, as shown in Fig. 7, there may be a position error between the current position estimated by the "third estimation mode" based on travel information and the current position estimated by the "first estimation mode" based on GNSS information. For example, it is a case where the accuracy of the information on the current position of the vehicle V in the third space becomes low and the vehicle V deviates from the planned travel route by a certain distance. In this case, the information on the current position (position information immediately before switching) by the "third estimation mode" at the second reference point (exit reference point) becomes a position along the planned travel route (a position different from the actual position). On the other hand, the information on the current position (position information immediately after switching) by the "first estimation mode" becomes a position deviating from the planned travel route (the actual position).

[0081] When the above-mentioned position error occurs, the travel control device 1 calculates the position error and sets a travel correction route for guiding the vehicle to the planned travel route. Then, the travel control device 1 controls the travel of the vehicle V along the travel correction route, and when the vehicle V returns to the planned travel route, it controls the travel of the vehicle V along the planned travel route to guide the vehicle V to the target position. The specific process is as follows.

[0082] As shown in Fig. 7, when the vehicle V travels in the "third space" in the "third estimation mode" and reaches the second reference point (the boundary point between the third space and the first space), the recognition unit 108 recognizes that the vehicle V has reached the second reference point. When the recognition unit 108 performs the above recognition, the estimated mode switching unit 109 switches from the "third estimated mode" to the "first estimated mode" at the second reference point. Then, the position error measurement unit 111 measures the position error between the current position of the vehicle V (a position different from the actual position) estimated in the "third estimated mode" and the current position of the vehicle V (the actual position) estimated in the "first estimated mode" at the second reference point. The correction path setting unit 112 sets a driving correction path for guiding the vehicle to the planned driving path based on the position error measured at the second reference point. Then, the driving control unit 104 controls the driving of the vehicle V along the above driving correction path, and when the vehicle V returns to the planned driving path, it controls the driving of the vehicle V along the planned driving path to guide the vehicle V to the target position.

[0083] As described above, even when a position error occurs at the reference point when estimating the self-position of the vehicle V, a new driving correction path based on the position error is set, and the vehicle V can be smoothly guided to the planned driving path and driven to the target position. In addition to the case shown in FIG. 7 above, a case where the mode is changed from the "third estimated mode (third estimated state)" to the "second estimated mode (second estimated state)" is assumed as a case where a position error occurs.

[0084] <<3. Recognition of Travel Direction>> The driving control unit 104 controls the driving of the vehicle V based on the "position information (current position)" of the vehicle V estimated by the self-position estimation unit 103 and the "travel direction" of the vehicle V recognized by the travel direction recognition unit 113. The "travel direction" indicates the direction in which the vehicle V moves forward when the estimated state (estimated mode) is changed by the self-position estimation unit 103 (estimated mode switching unit 109), and is also referred to as the travel vector (movement vector) of the vehicle V. When the travel control device 1 recognizes the "travel direction", when the self-position estimation method is changed (switched), the behavior of the vehicle V immediately after the change (immediately after the switch) can be grasped, and the travel of the vehicle V can be controlled more smoothly. The specific process is as follows.

[0085] (Recognition of travel direction) The self-position estimation unit 103 estimates the current position of the vehicle V based on the "first estimation state", the "second estimation state", and the "third estimation state". When the estimation state is changed by the self-position estimation unit 103 while the vehicle V is traveling or within a certain time after stopping, the travel direction recognition unit 113 recognizes the "travel direction" of the vehicle V based on the mode of the change. In other words, the travel direction recognition unit 113 recognizes the "travel direction" of the vehicle V based on the change mode of the information (GNSS information, environmental information, travel information) used for the self-position estimation.

[0086] When the self-position estimation unit 103 changes from the first estimation state to the second estimation state, the travel direction recognition unit 113 recognizes the travel direction of the vehicle V as the "first travel direction". The "first travel direction" indicates the direction in which the vehicle V advances from the "first space" to the "second space", in other words, the direction in which the vehicle V advances from the "outdoor space" to the "indoor space". Also, when the self-position estimation unit 103 changes from the second estimation state to the first estimation state, the travel direction recognition unit 113 recognizes the travel direction of the vehicle V as the "second travel direction". The "second travel direction" indicates the direction in which the vehicle V advances from the "second space" to the "first space", in other words, the direction in which the vehicle V advances from the "indoor space" to the "outdoor space". Specifically, it is as shown in the "data on travel direction at the time of self-position estimation" shown in FIG. 8.

[0087] According to FIG. 8, when the information used for estimating the self-position changes from "GNSS information" to "environmental information" (when changing from the first estimation state to the second estimation state), the traveling direction recognition unit 113 recognizes the traveling direction of the vehicle V as the "first traveling direction". The same applies when the information used for estimating the self-position changes from "GNSS information" to "traveling information" and then to "environmental information" (when changing from the first estimation state to the third estimation state and then to the second estimation state).

[0088] When the information used for estimating the self-position changes from "GNSS information" to "traveling information" and then to "GNSS information" (when changing from the first estimation state to the third estimation state and then to the first estimation state), the traveling direction recognition unit 113 recognizes the traveling direction of the vehicle V as the "third traveling direction". The "third traveling direction" indicates the direction in which the vehicle V travels from the "first space" through the "third space" temporarily and then back to the "first space", in other words, the direction in which the vehicle V travels so as to return from the "outdoor space" through the "indoor space" temporarily and then back to the "outdoor space". This is the case when the vehicle V is in a state where it cannot obtain GNSS information temporarily (a state where external communication is not possible), for example, when the vehicle V travels in a tunnel or under an elevated structure temporarily.

[0089] When the information used for estimating the self-position changes from "environmental information" to "GNSS" (when changing from the second estimation state to the first estimation state), the traveling direction recognition unit 113 recognizes the traveling direction of the vehicle V as the "second traveling direction". Also, the same applies when the information used for estimating the self-position changes from "environmental information" to "traveling information" temporarily and then to "GNSS information" (when changing from the second estimation state to the third estimation state and then to the first estimation state). In addition, when the information used for estimating the vehicle's own position changes from "environmental information" to "travel information" and then back to "environmental information" temporarily (when changing from the second estimated state to the third estimated state and then back to the second estimated state), the traveling direction of the vehicle V is not set. This is because when considering the "second space" and "third space" as the "indoor space" and the "first space" as the "outdoor space", there is no movement between the "indoor space" and the "outdoor space". In other words, it indicates that there has been no change in the traveling direction of the vehicle V.

[0090] (Timing for recognizing the traveling direction) The timing for the traveling direction recognition unit 113 to recognize the traveling direction of the vehicle V is as follows. When the vehicle V changes from the "first estimated state" to the "second estimated state" while traveling, the traveling direction recognition unit 113 recognizes the "first traveling direction" at the timing when the own position estimation unit 103 starts estimating the current position of the vehicle V based on the "environmental information". In addition, when the vehicle V changes from the "second estimated state" to the "first estimated state" while traveling, the traveling direction recognition unit 113 recognizes the "second traveling direction" at the timing when the own position estimation unit 103 starts estimating the current position of the vehicle V based on the "GNSS information". Specifically, it is as shown in the "data regarding the traveling direction at the time of own position estimation" shown in FIG. 8.

[0091] According to FIG. 8, when the information used for estimating the own position changes from "GNSS information" to "environmental information" (when changing from the first estimated state to the second estimated state), the traveling direction recognition unit 113 recognizes the traveling direction (first traveling direction) of the vehicle V at the timing when the own position estimation unit 103 starts estimating the current position of the vehicle V based on the "environmental information". In addition, when the information used for estimating the own position changes from "environmental information" to "GNSS information" (when changing from the second estimated state to the first estimated state), the traveling direction recognition unit 113 recognizes the traveling direction (second traveling direction) of the vehicle V at the timing when the own position estimation unit 103 starts estimating the current position of the vehicle V based on the "GNSS information". Also, when the information used for estimating the self-position changes from "GNSS information" to "travel information" and then back to "GNSS information" (when it is changed back from the first estimation state to the first estimation state via the third estimation state), the traveling direction recognition unit 113 recognizes the traveling direction (third traveling direction) of the vehicle V at the timing when the self-position estimation unit 103 starts estimating the current position of the vehicle V based on the "GNSS information".

[0092] In this way, when the method of self-position estimation is changed, the traveling direction recognition unit 113 recognizes the traveling direction of the vehicle V at the timing when it starts acquiring the information (GNSS information or environmental information) obtained immediately after the change. By doing so, when the information used for estimating the self-position changes, the travel control unit 104 can control the travel of the vehicle V using "the information obtained after the change (for example, environmental information)" and "the traveling direction of the vehicle V (for example, the first traveling direction)" recognized at the timing when the acquisition of the information starts. That is, the travel of the vehicle V can be controlled while grasping the behavior of the vehicle V.

[0093] (Switching position of the estimation state) When the reference point specifying unit 105 is changed from the "first estimation state based on GNSS information" to the "second estimation state based on environmental information" by the self-position estimation unit 103 and the "first traveling direction" is recognized by the traveling direction recognition unit 113, the reference point specifying unit 105 specifies the position where the self-position estimation unit 103 starts estimating the self-position of the vehicle V based on the "environmental information" as the "reference point (first reference point)". Also, when the reference point specifying unit 105 is changed from the "second estimation state based on environmental information" to the "first estimation state based on GNSS information" and the "second traveling direction" is recognized, the reference point specifying unit 105 specifies the position where the self-position estimation unit 103 starts estimating the self-position of the vehicle V based on the GNSS information as the "reference point (second reference point)". Specifically, it is as shown in the "data regarding the traveling direction at the time of self-position estimation" shown in FIG. 8. In this way, when the information used for estimating the self-position changes, by specifying the position of the reference point based on "the information obtained after the change" and "the traveling direction of the vehicle V", the reference point can be specified at a more accurate position.

[0094] On the other hand, as shown in FIG. 8, the reference point specifying unit 105 is changed from the "first estimated state based on GNSS information" to the "second estimated state based on environmental information" via the "third estimated state based on traveling information", and when the "first traveling direction" is recognized by the traveling direction recognizing unit 113, the self-position estimating unit 103 specifies the position where the self-position estimation of the vehicle V starts based on the "traveling information" as the "reference point (first reference point)" (the second one in FIG. 8). Further, the reference point specifying unit 105 is changed from the "first estimated state based on GNSS information" to the "first estimated state based on GNSS" via the "third estimated state based on traveling information", and when the "third traveling direction" is recognized, the self-position estimating unit 103 specifies the position where the self-position estimation of the vehicle V starts based on the "traveling information" as the "reference point (second reference point)" (the third one in FIG. 8). As described above (as described in FIG. 7), a position error occurs between the current position estimated by the "third estimated state" based on the traveling information and the current position estimated by the "first estimated state (second estimated state)" based on the GNSS information (environmental information). Therefore, by using the information on the current position based on the "traveling information" obtained immediately before the change rather than the information on the current position based on the "GNSS information (environmental information)" obtained after the change, a more accurate reference point is specified. From this, the reference point specifying unit 105 specifies the position where the information on the current position based on the "traveling information" starts to be obtained as the reference point.

[0095] After the reference point is specified by the reference point specifying unit 105 and the reference point is recorded by the reference point recording unit 106, the self-position estimating unit 103 (estimation mode switching unit 109) changes the estimation mode at the reference point, and the traveling direction recognizing unit 113 recognizes the traveling direction of the vehicle V. Then, the travel control unit 104 performs travel control of the vehicle V based on the current position of the vehicle V estimated by the self-position estimation unit 103 and the travel direction of the vehicle V recognized by the travel direction recognition unit 113. By switching the self-position estimation method using the reference point in this way and recognizing the travel direction of the vehicle V, it becomes possible to more accurately grasp the behavior of the vehicle V when passing through the reference point. As a result, the travel of the vehicle V can be controlled more smoothly.

[0096] (Advantages of recognizing the reference point and travel direction) In the travel control device 1, there are cases where the vehicle V has "information in the second space" as map information in advance ("Case 1") and cases where the vehicle V does not have "information in the second space" as map information ("Case 2"). The above "Case 1" is, for example, either that the vehicle V itself has visited that location in the past or that it has acquired information about that location from other vehicles. The above "Case 2" indicates something different from the above "Case 1".

[0097] In the above "Case 1", when the vehicle V has "information in the second space" as map information, the map information has the information of the first space, the second space, and the third space associated with the information of the reference point and is stored in each vehicle V, and is also in a state managed by a management server (cloud server). Therefore, even when there are similar locations in the space during the travel of the vehicle V, by the vehicle V recognizing the reference point, the corresponding map information (space information) can be specified. Similar locations are, for example, locations with structures having similar pillar positions and shapes, window positions and shapes, or locations with buildings built by the same construction company. As shown in FIG. 9, the map information has the information of the space associated with the information of the reference point, and also includes azimuth information (north, south, east, west) as map information. The vehicle V can recognize the travel direction of the vehicle V by specifying the information of the reference point (entrance reference point, exit reference point) and the azimuth information.

[0098] In the case of the above "Case 1", as shown in FIG. 9, when the vehicle V moves from the first space to the second space, it unfolds the "map information" (sets it to be usable), and sets the irradiation range of the lidar 13 (radar 12) within a previously specified range. That is, the irradiation range of the lidar 13 is not set to the entire range (it is not necessary to tilt the vehicle V to irradiate the entire range). The vehicle V can control the traveling direction, the traveling distance, etc. of the vehicle V using the "travel information" while recognizing an object (such as a structure or a moving object) within the preset irradiation range of the lidar 13 using the "map information". By limiting the search range in this way, the search process can be shortened, and the processing speed of self-position estimation can be increased. Also, the accuracy of self-position estimation can be improved within the second space. This is the advantage that the vehicle V can recognize the reference point and the traveling direction.

[0099] As an example of the above "Case 1", as shown in FIG. 9, assume a case where the vehicle V moves from the first space (south side) to the second space (north side), then turns 90 degrees within the second space and travels eastward, and moves from the second space (west side) to the first space (east side). Even in the case where the vehicle V cannot estimate its own position based on the "environmental information" when moving from the first space to the second space in this case, the vehicle V can identify the information of the space, the information of the reference point, and the information of the orientation using the "map information" and recognize the traveling direction, thereby grasping how far to go straight and how much to turn at which position.

[0100] On the other hand, in the case of the above "Case 2", when the vehicle V does not have the "information within the second space" as map information, naturally the vehicle V cannot grasp the information of the second space. Therefore, when the vehicle V moves from the first space to the second space, it is necessary to set the irradiation range of the lidar 13 to the entire range. That is, it is necessary to perform an omnidirectional search (also called a full search) of the second space. This is because similar locations may exist in different places within the space, and in such cases, if the vehicle V does not perform a full search, the vehicle V cannot accurately travel within the second space (the vehicle V will go back and forth and circle around the same position).

[0101] When the vehicle V performs a full - range search of the second space as in the above - mentioned "Case 2", it takes time for the search process. Also, there is a risk of incorrect self - position estimation processing within the second space.

[0102] <<4. Autonomous Driving Control>> The driving control unit 104 controls the integrated ECU 31 based on the "environmental information" obtained by the environmental information acquisition unit 101 and the "position information (current position) of the vehicle V" obtained by the self - position estimation unit 103, and performs "autonomous driving control" of the vehicle V (see Fig. 10A). Note that when performing "autonomous driving control" of the vehicle V, the driving control unit 104 may obtain the "vehicle information" of the vehicle V from the in - vehicle ECU 30, and further combine the "vehicle information" to control the integrated ECU 31.

[0103] When the vehicle V starts to travel along the planned travel route, the driving control unit 104 performs "autonomous driving control" and starts the autonomous driving of the vehicle V. Specifically, when the vehicle V starts to travel, the "autonomous driving mode" is set, and the driving control unit 104 performs autonomous driving control in the state where the "autonomous driving mode" is set. Thereafter, while the driving mode is changed between the "autonomous driving mode" and the "relative driving mode" by the driving mode change unit 116, the vehicle V travels toward the destination of the planned travel route. In addition, when the vehicle V starts running and the target vehicle FV that has already become the following target is detected and the position information of the target vehicle FV can be obtained in real time, even if it is changed from the "autonomous driving mode" to the "relative driving mode" by the driving mode changing unit 116. In that case, the driving control unit 104 performs relative driving control in a state where the "relative driving mode" is set, and starts the relative driving of the vehicle V with respect to the target vehicle FV. Alternatively, when the vehicle V starts running, it may be set to the "remote driving mode" instead of the "autonomous driving mode", and the driving control unit 104 may perform remote driving control in a state where the "remote driving mode" is set.

[0104] The vehicle detection unit 114 detects that a predetermined preceding vehicle running in front of the vehicle V is the target vehicle FV that becomes the following target on the planned travel route of the vehicle V (see FIG. 10B). The "target vehicle to be followed" includes, in addition to a vehicle traveling on a planned travel route that at least partially matches the planned travel route of the vehicle V, a vehicle that will travel on the same route as the planned travel route of the vehicle V within a certain travel distance (travel time). For example, it applies to vehicles running around the vehicle V when running on a highway or a general road where there are no branch points within a certain travel distance (travel time).

[0105] Specifically, the vehicle detection unit 114 detects that the preceding vehicle is the target vehicle FV based on the recognition result of the identification mark 60 of the predetermined preceding vehicle recognized by the imaging device 11. For example, when the first identification mark 60a of the target vehicle FV is recognized, the vehicle detection unit 114 detects that the target vehicle FV exists at a position in front of the vehicle V. Alternatively, when the seventh identification mark 60g of the target vehicle FV is recognized, the vehicle detection unit 114 detects that the target vehicle FV exists at a position on the right side of the vehicle V.

[0106] More specifically, the vehicle detection unit 114 can accurately detect in real time the relative position of the target vehicle FV with respect to the vehicle V from the vehicle identification information (the shape and size of the target vehicle FV) of the target vehicle FV and the mark position information embedded in each of the identification marks 60a to 60l by acquiring in real time the recognition results of each of the identification marks 60a to 60l of the target vehicle FV from the imaging device 11. For example, the travel control device 1 can accurately detect that the target vehicle FV is traveling at a position slightly to the left front of the vehicle V, or that the target vehicle FV is traveling parallel to the vehicle V and is traveling slightly in front of the vehicle V. In this case, the relative position of the target vehicle FV may be specified, for example, by a three-dimensional coordinate position with the vehicle V as the center position. By doing so, as shown in FIG. 10B, the vehicle V can be relatively driven while maintaining an appropriate inter-vehicle distance between the vehicle V and the target vehicle FV. Also, as shown in FIG. 10C, the vehicle V can be autonomously driven so that the vehicle V can appropriately overtake the target vehicle FV.

[0107] Note that the vehicle detection unit 114 detects the target vehicle FV based on the recognition result of the identification mark 60, but the target vehicle FV may be detected by other detection means. For example, the vehicle detection unit 114 may acquire the vehicle identification information of the target vehicle FV from the vehicle information transmission device 50 mounted on the target vehicle FV by wireless communication using the in-vehicle communication device 40, and detect the target vehicle FV based on the vehicle identification information. In other words, the target vehicle FV may be in a state where it can be detected by the identification mark 60 attached to the target vehicle FV, or the target vehicle FV may be in a state where it can be detected by wireless communication with the vehicle information transmission device 50 mounted on the target vehicle FV.

[0108] The communication unit 115 receives target vehicle information including at least the position information of the target vehicle FV detected by the vehicle detection unit 114. Specifically, when the target vehicle FV is detected by the vehicle detection unit 114, the communication unit 115 starts communication with the vehicle information transmitting device 50 via the network. Then, the communication unit 115 receives the position information of the target vehicle FV and the information of the planned travel route from the vehicle information transmitting device 50 mounted on the target vehicle FV. Note that the position information acquisition unit 501 of the vehicle information transmitting device 50 acquires the "current position information" of the target vehicle FV in real time in the same manner as the above-described self-position estimation unit 103.

[0109] <<5. Mode change (autonomous driving ⇒ relative driving)>> When a predetermined relative driving start condition is satisfied, the driving mode change unit 116 changes from the "autonomous driving mode (autonomous driving control)" to the "relative driving mode (relative driving control)". Specifically, as shown in FIG. 10A, when autonomous driving control is being performed in a state where the "autonomous driving mode" is set, when the target vehicle FV is detected by the vehicle detection unit 114 and the target vehicle information is received by the communication unit 115, as shown in FIG. 10B, the driving mode is changed from the "autonomous driving mode" to the "relative driving mode". More specifically, when the vehicle detection unit 114 detects a preceding vehicle as a "predetermined relative driving start condition", it determines whether the preceding vehicle is the target vehicle FV. If it is determined that the preceding vehicle is the target vehicle FV, the preceding vehicle is recognized as the target vehicle FV. Then, the driving mode change unit 116 changes from the "autonomous driving mode" to the "relative driving mode". Note that if it is determined that the preceding vehicle is not the target vehicle FV, even if the preceding vehicle is detected, the "predetermined relative driving start condition" is not satisfied, and thus the mode change by the driving mode change unit 116 is not performed. Here, the "target vehicle FV" is a vehicle having a vehicle ID registered in advance by the travel control device 1 (storage unit 100) mounted on the vehicle V and identified by the vehicle ID. When the vehicle ID is set for the preceding vehicle, the "predetermined relative driving start condition" is satisfied, and when the vehicle ID is not set, the condition is not satisfied.

[0110] Specifically, when the autonomous driving control is being performed with the "autonomous driving mode" set, the driving mode change unit 116 sets the "relative driving mode" while maintaining the "autonomous driving mode" when the target vehicle FV is detected. In other words, while keeping the "autonomous driving mode" in an active state, the "relative driving mode" is changed from an inactive state to an active state. At this time, the driving mode change unit 116 gives priority to and continues the "autonomous driving mode" with both modes set. That is, the driving control unit 104 continues to perform autonomous driving control. Then, when the target vehicle information of the target vehicle FV is obtained while the autonomous driving control is continuing with both modes set, the driving mode change unit 116 gives priority to and executes the "relative driving mode" with both modes set. That is, the driving control unit 104 newly performs relative driving control. Note that when the target vehicle information of the target vehicle FV cannot be obtained while the autonomous driving control is continuing with both modes set, that is, when wireless communication with the vehicle information transmission device 50 mounted on the target vehicle FV cannot be established, the driving mode change unit 116 returns the once-set "relative driving mode" to an unset state. In other words, the "relative driving mode" is changed from an active state to an inactive state. At this time, since the "autonomous driving mode" remains set (active state), the driving control unit 104 will continue to perform autonomous driving control.

[0111] <<6. Relative Driving Control>> The driving control unit 104 controls the integrated ECU 31 based on the "environmental information", the "position information of vehicle V", and the "target vehicle information of the target vehicle FV", and performs "relative driving control" of vehicle V with respect to the target vehicle FV (see Fig. 10B). Note that when executing the "relative driving control", the driving control unit 104 further combines the "vehicle identification information of the target vehicle FV" obtained from the recognition result of the identification mark 60 to control the integrated ECU 31, thereby enabling a suitable relative driving according to the vehicle type (shape, size, driving performance, fuel consumption, displacement, etc.) of the target vehicle FV.

[0112] In addition, the "relative driving control" performed by the driving control unit 104 is a control process for specifying the position information for the vehicle V to travel on the travel trajectory drawn based on the "position information of the target vehicle FV" included in the target vehicle information acquired from the target vehicle FV. In this relative driving control, control is performed to travel at predetermined position information with a set inter-vehicle distance corresponding to the traveling speed of the vehicle V on the travel trajectory to appropriately ensure the inter-vehicle distance between the vehicle V and the target vehicle FV. Specifically, the traveling speed acquisition unit 117 acquires the "traveling information (acceleration and angular velocity)" of the vehicle V from the inertial measurement device 22, and obtains the "traveling speed" of the vehicle V in real time by integrating the acceleration and the angular velocity. Then, while referring to the "inter-vehicle distance data" shown in FIG. 11 stored in the storage unit 100, the driving control unit 104 specifies the position information for the vehicle V to travel based on the position information of the target vehicle FV, and performs relative driving control to make the vehicle V travel relative to the target vehicle FV based on the position information of the vehicle V and the environmental information. In this relative driving control, a process of correcting and trajectory-correcting the "position information of the vehicle V" is performed so that the vehicle V actually travels at the position information specified based on the position information of the target vehicle FV. That is, it is a process of correcting and trajectory-correcting the deviation (error) between the position information for the moving body to travel specified based on the position information of the target vehicle FV and the position information at which the moving body is actually traveling. Thereby, the storage unit 100 stores the travel trajectory (travel trajectory based on the position information of the vehicle V) actually traveled by the vehicle V.

[0113] The "inter-vehicle distance data" shown in FIG. 11 is a data table showing the correspondence between the traveling speed of the vehicle V and the set inter-vehicle distance. For example, when the traveling speed (average traveling speed) of the vehicle V is "80 km / h", the set inter-vehicle distance between the vehicle V and the target vehicle FV is set to "40 to 70 m". Note that the "inter-vehicle distance data" may be graph data in which the running speed of the vehicle V is taken as the X-axis, the set inter-vehicle distance is taken as the Y-axis, and the set inter-vehicle distance increases in proportion to the running speed (increases quadratically).

[0114] When calculating the "running speed" of the vehicle V, the running speed acquisition unit 117 may calculate the "speed" of the vehicle V by processing the "GNSS information (GNSS correction information)" and the "acceleration and angular velocity information" with a Kalman filter. By doing so, the "running speed" can be calculated with higher accuracy. Note that when acquiring the "speed information" of the vehicle V, a wheel speed sensor may be newly installed in the vehicle V, and the "speed information" may be acquired through the wheel speed sensor.

[0115] The driving control unit 104 performs relative driving control with a set inter-vehicle distance according to the running speed of the vehicle V. However, depending on the synchronization state between the vehicle V and the target vehicle FV (for example, when the target vehicle FV travels "1 m", the vehicle V also travels "1 m"), relative driving control of the vehicle V with respect to the target vehicle FV may be performed. In the case of the synchronization state, it is preferable that the driving control unit 104 acquires the environmental information around the vehicle V, the position information of the vehicle V, and the target vehicle information including the position information of the target vehicle FV in real time, and performs relative driving control by combining these information.

[0116] <<7. Mode change (relative driving ⇒ autonomous driving)>> (When the target vehicle stops operating) When relative driving control is being performed with the "relative driving mode" set as shown in FIG. 10B, the driving mode change unit 116 changes from the relative driving mode to the "autonomous driving mode" when a "predetermined condition according to the running state" of the target vehicle FV is satisfied. Then, as shown in FIG. 10C, the driving control unit 104 performs autonomous driving control in the "autonomous driving mode". The "predetermined conditions according to the driving state" refer to the case where, in order for the vehicle V to drive efficiently, it is detected from the behavior of the target vehicle FV that the vehicle V needs to overtake the target vehicle FV, or that the vehicle V needs to drive on a route different from that of the target vehicle FV. For example, when it is detected from the behavior of the target vehicle FV that the target vehicle FV running on the road has stopped or started to stop on the roadside (roadside strip). Also, for example, when it is detected from the behavior of the target vehicle FV that the target vehicle FV running on the road has started to drive on a route different from the planned driving route (specifically, a route leading to a rest area). That is, the "predetermined conditions according to the driving state" can also be rephrased as "relative driving cancellation conditions" for canceling the relative driving control of the vehicle V. Hereinafter, as shown in FIG. 10C, the case where the target vehicle FV running on the road stops on the roadside will be assumed and described.

[0117] When the relative driving control is being performed in the state where the "relative driving mode" is set as shown in FIG. 10B, the environmental information acquisition unit 101 detects, as detection information regarding the driving state of the target vehicle FV, that the target vehicle FV has stopped (started to stop) on the roadside. Then, when it is detected based on the detection result by the environmental information acquisition unit 101 that the target vehicle FV has stopped on the roadside as a predetermined condition according to the driving state of the target vehicle FV, the driving mode change unit 116 regards that the predetermined condition is satisfied. And it changes from the "relative driving mode" to the "autonomous driving mode". Then, the driving control unit 104 performs autonomous driving control in the "autonomous driving mode". Specifically, while grasping the driving environment information around the vehicle V, the autonomous driving control of the vehicle V is performed so as to overtake the target vehicle FV as shown in FIG. 10C. Since the "autonomous driving mode" is always set (valid state), the driving control unit 104 can smoothly shift from relative driving control to autonomous driving control.

[0118] (When the target vehicle branches off) In addition to the above conditions, when relative driving control is being performed with the "relative driving mode" set, the driving mode change unit 116 changes from the relative driving mode to the "autonomous driving mode" if a predetermined condition corresponding to the planned driving route of the target vehicle FV is satisfied. Then, the driving control unit 104 performs autonomous driving control in the "autonomous driving mode". The "predetermined condition corresponding to the planned driving route" is the case where it is detected that the planned driving route of the target vehicle FV and the planned driving route of the vehicle V do not match. For example, it is assumed that the planned driving route of the target vehicle FV has been acquired in advance, and it is detected that the planned driving route does not match, or the planned driving route of the target vehicle FV has been changed and the changed planned driving route does not match, etc. Hereinafter, a case where the target vehicle FV and the vehicle V separate at a branch point will be assumed and described.

[0119] The communication unit 115 receives "target vehicle information" including the position information of the target vehicle FV and the information of the planned driving route from the vehicle information transmitting device 50. Then, when relative driving control is being performed with the "relative driving mode" set as shown in FIG. 10B, the driving mode change unit 116 determines that the "predetermined condition corresponding to the driving state" is satisfied when it is detected that the planned driving routes of both do not match based on the target vehicle information obtained by the communication unit 115. Then, it changes from the relative driving mode to the "autonomous driving mode". Then, the driving control unit 104 performs autonomous driving control in the "autonomous driving mode". Specifically, it separates from the target vehicle FV at a predetermined branch point and starts autonomous driving control of the vehicle V.

[0120] With the above configuration, a driving control device 1 that enables the vehicle V to travel relative to the target vehicle FV and can change the driving state of the vehicle V as necessary can be realized. Also, by using the driving control device 1, the position information of the target vehicle FV can be received in real time, and the switching between "autonomous driving control" and "relative driving control" can be performed according to the behavior (change in driving state) of the target vehicle FV.

[0121] <<8. Remote Driving Control>> Next, "remote driving control" will be described. The video processing unit 118 acquires external video data of the vehicle V from a plurality of imaging devices 11a - 11i respectively, and creates a composite video (composite video data) by synthesizing each external video based on predetermined layout information. By generating the above composite video and transmitting the generated composite video data to the remote operation device 70, the data communication cost can be reduced as compared with the case of transmitting a plurality of external video data.

[0122] The communication unit 115 executes data transmission and reception between the travel control device 1 and the remote operation device 70 using the in - vehicle communication device 40. Specifically, the communication unit 115 transmits the "environmental information" obtained by the environmental information acquisition unit 101 and the "current position information" obtained by the self - position estimation unit 103 to the remote operation device 70 as information necessary for "remote driving" of the vehicle V. In addition, the communication unit 115 receives the "driving operation information" of the vehicle V from the remote operation device 70 that has received a user input by the operator. The travel control unit 104 controls the integrated ECU 31 based on the "driving operation information" of the vehicle V acquired from the remote operation device 70, and executes "remote driving control" of the vehicle V.

[0123] With the above configuration, it is possible to realize a travel control device 1 that can also perform "remote driving control" in which an operator remotely operates and drives the vehicle V. Therefore, it is also possible to switch between "remote driving control" and "relative driving control" according to the behavior of the target vehicle FV. When switching from "remote driving control" to "relative driving control", the operator is released from the work of remotely driving the vehicle V.

[0124] <Travel Control Method (Movement Control Method)> Next, an example of the processing of a driving control program (driving control method) executed by the driving control system S will be described with reference to FIGS. 12 to 15. The above program according to this embodiment is, as a functional component of the driving control device 1 including the storage unit 100, the environment information acquisition unit 101, the driving information acquisition unit 102, the self-position estimation unit 103, the driving control unit 104, the reference point identification unit 105, the reference point recording unit 106, the map creation unit 107, the recognition unit 108, the estimation mode switching unit 109, the detection unit 110, the position error measurement unit 111, the correction path setting unit 112, the traveling direction recognition unit 113, the vehicle detection unit 114, the communication unit 115, the driving mode change unit 116, the driving speed acquisition unit 117, and the video processing unit 118. It is a program for realizing, and the CPU (processor) of the driving control device 1 executes this driving control program. The above program is executed by receiving an operation instruction from a user (specifically, the driver of the vehicle V or an external operator).

[0125] FIG. 12 is a flowchart showing the flow of processing performed in the driving control device 1 and showing a driving control method (1) related to the estimation of the self-position. FIG. 13 is a flowchart showing a driving control method (2) related to the estimation of the self-position using map information. FIG. 14 is a flowchart showing a driving control method (3) based on the traveling direction. FIG. 15 is a flowchart showing a driving control method (4) related to the change of the driving mode.

[0126] In the driving control flow (1) shown in FIG. 12, first, the driving control device 1 starts from step 1 (S1) where it starts the process of estimating the self-position along with the start of the driving of the vehicle V.

[0127] In step 2, the self-position estimation unit 103 (reception determination unit 103d) determines whether it can receive the "GNSS information" of the vehicle V in real time. When it is determined that "GNSS information" can be received (step 2: Yes), the process proceeds to step 3, where the first position estimation unit 103a acquires the "GNSS information" necessary for single positioning and calculates the "absolute position" of the vehicle V by single positioning. On the other hand, when it is determined that "GNSS information" cannot be received (step 2: No), the process proceeds to step 7.

[0128] In step 4, the first position estimation unit 103a estimates the current position of the vehicle V based on the "absolute position" of the vehicle V. Then, in step 5, the travel control unit 104 performs travel control of the vehicle V while estimating the current position of the vehicle V. Then, in step 6, the travel control device 1 ends the estimation of its own position and travel control when the vehicle V arrives at the target position. If the vehicle V has not arrived at the target position, the process returns to step 2.

[0129] In step 7, the reception determination unit 103d determines whether it is possible to receive "environmental information" around the vehicle V in real time. When it is determined that "environmental information" can be received (step 7: Yes), the process proceeds to step 8, where the second position estimation unit 103b acquires the "environmental information" of the vehicle V. Then, the process proceeds to step 4, where the second position estimation unit 103b estimates the current position of the vehicle V based on the "environmental information" of the vehicle V. Then, the process proceeds to step 5, where the travel control unit 104 performs travel control of the vehicle V while estimating the current position of the vehicle V. In step 6, the travel control device 1 ends the estimation of its own position and travel control when the vehicle V arrives at the target position. On the other hand, when it is determined that "environmental information" cannot be acquired (step 7: No), the process proceeds to step 9.

[0130] In step 9, the reception determination unit 103d determines whether it is possible to receive the "travel information" of the vehicle V in real time. When it is determined that "travel information" can be received (step 9: Yes), the process proceeds to step 10, and the third position estimation unit 103c acquires the "travel information" of the vehicle V. Then, the process proceeds to step 4, and the third position estimation unit 103c estimates the current position of the vehicle V based on the "travel information" of the vehicle V. Then, the process proceeds to step 5, and the travel control unit 104 performs travel control of the vehicle V while estimating the current position of the vehicle V. In step 6, the travel control device 1 ends the estimation of its own position and travel control when the vehicle V arrives at the destination position. On the other hand, when it is determined that "travel information" cannot be acquired (step 9: No), the estimation of its own position and travel control are terminated. After going through the above steps, the process of FIG. 12 ends.

[0131] Next, as shown in FIG. 13, the processing flow of the travel control method (2) for estimating the own position using map information will be described. In this flow, first, it starts from step 101 (S101) where the travel control device 1 starts the travel control process with the start of travel of the vehicle V.

[0132] In step 102, the own position estimation unit 103 estimates the own position of the vehicle V by the "first estimation mode" based on GNSS information. Then, the travel control unit 104 controls the travel of the vehicle V based on the map information and the "position information (current position)" of the vehicle V.

[0133] In step 103, when the vehicle V is traveling along a predetermined planned travel route, the recognition unit 108 recognizes that the vehicle V has reached the first reference point (entrance reference point) using the map information. Then, in step 104, the estimation mode switching unit 109 switches the estimation mode at the first reference point. Specifically, the estimation mode switching unit 109 switches from the "first estimation mode" based on GNSS information to the "second estimation mode" based on environmental information. Then, in step 105, the self-position estimation unit 103 estimates the current position of the vehicle V in the "second estimation mode" set by the estimation mode switching unit 109. Then, the travel control unit 104 controls the travel of the vehicle V based on the map information and the "position information" of the vehicle V. Note that the estimation mode switching unit 109 may switch from the "first estimation mode" to the "third estimation mode" based on the travel information.

[0134] In step 106, when the vehicle V is traveling along a predetermined planned travel route, the recognition unit 108 recognizes that the vehicle V has reached the second reference point (exit reference point) using the map information. Then, in step 107, the estimation mode switching unit 109 switches the estimation mode at the second reference point. Specifically, the estimation mode switching unit 109 switches back from the "second estimation mode" to the "first estimation mode". Then, in step 108, the self-position estimation unit 103 estimates the current position of the vehicle V in the "first estimation mode" set by the estimation mode switching unit 109. Then, the travel control unit 104 controls the travel of the vehicle V based on the map information and the "position information" of the vehicle V.

[0135] Finally, in step 109, the travel control device 1 ends the travel control when the vehicle V arrives at the destination. If the vehicle V has not arrived at the destination, it returns to step 102. After the above steps, the process in FIG. 13 ends.

[0136] Next, as shown in FIG. 14, the processing flow of the travel control method (3) based on the traveling direction will be described. In this flow, first, the travel control device 1 starts from step 201 (S201) where it starts the travel control process with the start of the travel of the vehicle V.

[0137] In step 202, the self-position estimation unit 103 estimates the self-position of the vehicle V according to a predetermined estimation state (the first estimation state or the second estimation state). Then, the travel control unit 104 controls the travel of the vehicle V based on the "position information (current position)" of the vehicle V.

[0138] In step 203, when the vehicle V is traveling, the self-position estimation unit 103 changes the estimation state of the self-position along with the change of the external environment of the vehicle V. Then, in step 204, based on the mode of change of the estimation state, the traveling direction recognition unit 113 recognizes the "traveling direction" of the vehicle V. In other words, based on the change mode of the information (GNSS information, environment information, travel information) used for the estimation of the self-position, the traveling direction recognition unit 113 recognizes the "traveling direction" of the vehicle V. Specifically, when the self-position estimation unit 103 changes from the "first estimation state" to the "second estimation state", the traveling direction recognition unit 113 recognizes the traveling direction of the vehicle V as the "first traveling direction" (see FIG. 8). More specifically, when the traveling direction recognition unit 113 changes from the "first estimation state" to the "second estimation state", at the timing when the self-position estimation unit 103 starts estimating the current position of the vehicle V based on the "environment information", the traveling direction recognition unit 113 recognizes the "first traveling direction".

[0139] In step 205, the reference point specifying unit 105 specifies the change position (switching position) of the estimation state as the reference point. Specifically, when the reference point specifying unit 105 changes from the "first estimation state" to the "second estimation state" and the "first traveling direction" is recognized, the reference point specifying unit 105 specifies the position where the self-position estimation unit 103 starts estimating the self-position of the vehicle V based on the "environment information" as the "first reference point".

[0140] In step 206, the self-position estimation unit 103 estimates the self-position of the vehicle V according to the changed estimation state. Then, the travel control unit 104 controls the travel of the vehicle V based on the "position information (current position)" of the vehicle V.

[0141] Finally, in step 207, the driving control device 1 ends the driving control when the vehicle V arrives at the target position. If the vehicle V has not arrived at the target position, the process returns to step 202. The process of FIG. 14 ends after going through the above steps.

[0142] Next, as shown in FIG. 15, the processing flow of the driving control method (4) regarding the change of the driving mode will be described. In this flow, first, the driving control device 1 sets the "autonomous driving mode" when the own vehicle V starts driving. It starts from step S301. Note that the driving control device 1 may set the "remote operation driving mode" instead of the "autonomous driving mode". If the "remote operation driving mode" is set, in step S303 described later, the driving control unit 104 will perform the remote operation driving control of the own vehicle V.

[0143] Next, in step S302, the environment information acquisition unit 101 starts acquiring the "environment information" around the own vehicle V, and the own position estimation unit 103 starts acquiring the "position information of the own vehicle V". Then, in step S303, the driving control unit 104 controls the integrated ECU 31 based on the environment information and the position information of the own vehicle V, and performs the "autonomous driving control" of the own vehicle V (see FIG. 10A).

[0144] Next, in step S304, the vehicle detection unit 114 detects whether a predetermined preceding vehicle is a target vehicle FV to be followed in the planned driving route of the own vehicle V. Specifically, based on the recognition result of the identification mark 60 of the predetermined preceding vehicle recognized by the imaging device 11, the vehicle detection unit 114 determines whether the preceding vehicle is the target vehicle FV based on the above-mentioned predetermined relative driving start condition. When the vehicle detection unit 114 determines that the vehicle is the target vehicle FV by satisfying a predetermined relative driving start condition (step S304: Yes), the process proceeds to step S305. On the other hand, when the vehicle detection unit 114 does not satisfy the predetermined relative driving start condition and does not determine that the vehicle is the target vehicle FV (step S304: No), the process returns to step S302. That is, the autonomous driving control in the "autonomous driving mode" is continued.

[0145] Next, in step S305, the driving mode change unit 116 sets the "relative driving mode" in a state where the "autonomous driving mode" is set. In other words, the "relative driving mode" is changed from the invalid state to the valid state while keeping the "autonomous driving mode" in the valid state.

[0146] Next, in step S306, the communication unit 115 attempts to receive "target vehicle information" including the "position information of the target vehicle FV" detected by the vehicle detection unit 114. Specifically, the communication unit 115 starts communication with the vehicle information transmitting device 50 mounted on the target vehicle FV via a network and attempts to receive the position information of the target vehicle FV from the vehicle information transmitting device 50.

[0147] When the communication unit 115 receives the position information of the target vehicle FV from the target vehicle FV (step S306: Yes), the process proceeds to step S307, and the driving control unit 104 controls the integrated ECU 31 based on the "environmental information", the "position information of the host vehicle V", and the "target vehicle information of the target vehicle FV", and performs "relative driving control" of the host vehicle V with respect to the target vehicle FV (see FIG. 10B). On the other hand, when the communication unit 115 does not receive the position information of the target vehicle FV (step S306: No), the process proceeds to step S308. In a state where the "autonomous driving mode" is set, the driving mode change unit 116 changes the "relative driving mode" from the valid state to the invalid state and releases it, and then returns to step S302.

[0148] Next, in step S309, when relative driving control is being performed with the "relative driving mode" set by the driving mode change unit 116, the driving mode change unit 116 determines whether the target vehicle FV satisfies the "predetermined conditions". Specifically, the driving mode change unit 116 determines whether the target vehicle FV satisfies the "predetermined conditions according to the driving state" or whether the target vehicle FV satisfies the "predetermined conditions according to the planned driving route". Note that when the driving mode change unit 116 determines that either one of the "predetermined conditions according to the driving state" and the "predetermined conditions according to the planned driving route" of the target vehicle FV is satisfied, it determines that the above "predetermined conditions" are satisfied.

[0149] When it is determined that the target vehicle FV satisfies the "predetermined conditions" (step S309: Yes), the process proceeds to step S310, and the driving mode change unit 116 changes the "relative driving mode" from the enabled state to the disabled state and releases it. Then, in step S311, the driving control unit 104 performs autonomous driving control in the "autonomous driving mode" as shown in FIG. 10C. For example, when it is detected that the target vehicle FV in motion has stopped operating and the "predetermined conditions according to the driving state" are satisfied, the driving mode change unit 116 releases the "relative driving mode", and the driving control unit 104 switches from relative driving control to autonomous driving control. On the other hand, when it is determined that the target vehicle FV does not satisfy the "predetermined conditions" (step S309: No), the process returns to step S307.

[0150] Finally, in step S312, when the driving control device 1 determines that the host vehicle V has reached the destination or has terminated the autonomous driving control in the autonomous driving mode (step S312: Yes), the process of FIG. 15 ends. On the other hand, when the driving control device 1 continues to perform the driving control of the host vehicle V (step S312: No), the process returns to step S302.

[0151] According to the above driving control program, it is possible to more accurately estimate the current position of the driving vehicle. In addition, the vehicle V can travel relative to the target vehicle FV, and the driving state of the vehicle V can be changed as necessary.

[0152] <Other Embodiments> In the above embodiment, the driving control program is stored in a recording medium readable by the driving control device 1, and the process is executed by the driving control device 1 reading and executing the program. Here, the recording medium readable by the driving control device 1 refers to a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, etc. In addition, dedicated software may be started using a terminal (portable terminal) serving as the driving control device 1, and the driving control program may be executed on a web browser.

[0153] In the above embodiment, the driving control device, the driving control method, and the driving control program according to the present invention have been mainly described. However, the above embodiment is only an example for facilitating the understanding of the present invention, and does not limit the present invention. The present invention can be changed and improved without departing from its gist, and it goes without saying that equivalents of the present invention are included therein.

Explanation of Reference Numerals

[0154] S Driving control system (Movement control system) V Vehicle, own vehicle (Moving body) V1 Electric power steering V1a Steering wheel V2 Electric throttle V2a Accelerator pedal V3 Electromagnetic brake device V3a Brake pedal FV Target vehicle (Target moving body) 1 Driving control device (Movement control device) 10 In-vehicle sensor (First sensor, External sensor) 11 Imaging device 11a to 11i, First imaging device to Ninth imaging device 12, Radar (millimeter-wave radar) 12a to 12d, First radar to Fourth radar 13, LiDAR 13a to 13e, First LiDAR to Fifth LiDAR 20, Vehicle-mounted locator 21, GNSS receiver (RTK-GNSS receiver) 22, Inertial measurement unit (IMU, Second sensor, Internal sensor) 30, Vehicle-mounted ECU 31, Integrated ECU 32, Steering wheel ECU 33, Accelerator ECU 34, Brake ECU 40, Vehicle-mounted communication device 50, Vehicle information transmitting device (Information transmitting device) 51, Vehicle-mounted locator 51a, GNSS receiver 51b, Inertial measurement unit 52, Vehicle-mounted communication device 60, Identification mark 60a to 60l, First identification mark to Twelfth identification mark 70, Remote operation device (Operation device) 71, Display monitor 72, Display navigation monitor 73, Steering wheel 74, Accelerator pedal 75, Brake pedal 76, Operation switch 100, Storage unit 101, Environment information acquisition unit 102, Driving information acquisition unit (Movement information acquisition unit) 103, Self-position estimation unit 103a, Reception determination unit 103b, First position estimation unit 103c, Second position estimation unit 103d, Third position estimation unit 104, Driving control unit 105, Reference point specification unit 106, Reference point recording unit 107 Map Creation Unit 108 Recognition Unit 109 Estimation Mode Switching Unit 110 Detection Unit 111 Position Error Measurement Unit 112 Correction Route Setting Unit 113 Travel Direction Recognition Unit 114 Vehicle Detection Unit 115 Communication Unit 116 Driving Mode Change Unit 117 Travel Speed Acquisition Unit 118 Image Processing Unit 500 Memory Unit 501 Position Information Acquisition Unit 502 Communication Unit (Second Communication Unit) 700 Memory Unit 701 Communication Unit (Third Communication Unit) 702 Screen Display Unit 703 Operation Data Creation Unit 704 User Notification Unit SA Artificial Satellite ST Reference Station

Claims

1. A movement control device for controlling the movement of a moving body, comprising: a self-position estimation unit that acquires GNSS information through a GNSS receiver mounted on the moving body and estimates the current position of the moving body based on the GNSS information; an environment information acquisition unit that acquires environment information around the moving body through a sensor mounted on the moving body; a traveling direction recognition unit that recognizes the traveling direction of the moving body, wherein the self-position estimation unit estimates the current position of the moving body based on the environment information obtained by the environment information acquisition unit when the GNSS information cannot be acquired; the movement control device specifies, as a first reference point, a position changed from a first estimation state in which a first traveling direction is recognized by the traveling direction recognition unit and the self-position estimation unit estimates the current position of the moving body based on the GNSS information to a second estimation state in which the self-position estimation unit estimates the current position of the moving body based on the environment information, and specifies, as a second reference point different from the first reference point, a position changed from the second estimation state to the first estimation state when a second traveling direction different from the first traveling direction is recognized by the traveling direction recognition unit; a reference point specifying unit; a reference point recording unit that records a reference point that is a position at which the traveling direction of the moving body is recognized and the estimation state is changed, specified by the reference point specifying unit; a switching unit that switches the estimation state by the self-position estimation unit based on the reference point recorded by the reference point recording unit, wherein the switching unit switches from the first estimation state to the second estimation state when the moving body reaches the first reference point or when the moving body reaches within a certain distance from the first reference point; the self-position estimation unit estimates the current position of the moving body based on the environment information in the switched second estimation state; the movement control device controls the movement of the moving body based on the current position of the moving body estimated by the self-position estimation unit and the traveling direction of the moving body recognized by the traveling direction recognition unit.

2. A movement control method executed by a computer for controlling the movement of a moving body, comprising: the computer acquiring GNSS information through a GNSS receiver mounted on the moving body and estimating the current position of the moving body based on the GNSS information; Obtaining environmental information around the mobile body through sensors mounted on the mobile body, Recognizing the traveling direction of the mobile body, and executing, When estimating the current position of the mobile body and GNSS information cannot be obtained, estimating the current position of the mobile body based on the environmental information, The computer, Identifying a position changed from a first estimation state in which a first traveling direction is recognized and the current position of the mobile body is estimated based on the GNSS information to a second estimation state in which the current position of the mobile body is estimated based on the environmental information as a first reference point, recognizing a second traveling direction different from the first traveling direction, and identifying a position changed from the second estimation state to the first estimation state as a second reference point different from the first reference point, Recording a reference point that is the identified position where the traveling direction of the mobile body is recognized and the estimation state is changed, Executing switching the estimation state based on the recorded reference point, When switching the estimation state, switching from the first estimation state to the second estimation state when the mobile body reaches the first reference point or when the mobile body reaches within a certain distance from the first reference point, When estimating the current position of the mobile body, estimating the current position of the mobile body based on the environmental information according to the switched second estimation state, A movement control method in which the computer controls the movement of the mobile body based on the estimated current position of the mobile body and the recognized traveling direction of the mobile body.

3. In a computer as a movement control device for controlling the movement of a mobile body, Obtaining GNSS information through a GNSS receiver mounted on the mobile body and performing a process of estimating the current position of the mobile body based on the GNSS information, Obtaining environmental information around the mobile body through sensors mounted on the mobile body, Executing a process of recognizing the traveling direction of the mobile body, In the process of estimating the current position of the mobile body, when the GNSS information cannot be obtained, estimating the current position of the mobile body based on the environmental information, In the computer, Identify the position changed from the first estimated state, in which the first traveling direction is recognized and the current position of the moving object is estimated based on the GNSS information, to the second estimated state, in which the current position of the moving object is estimated based on the environmental information, as a first reference point, and recognize a second traveling direction different from the first traveling direction, and identify the position changed from the second estimated state to the first estimated state as a second reference point different from the first reference point, and a process of recording the reference point that is the identified position where the traveling direction of the moving object is recognized and the estimated state is changed; execute a process of switching the estimated state based on the recorded reference point; In the process of switching the estimated state, switch from the first estimated state to the second estimated state when the moving object reaches the first reference point or when the moving object reaches within a certain distance from the first reference point. In the process of estimating the current position of the moving object, estimate the current position of the moving object based on the environmental information according to the switched second estimated state. A movement control program that causes the computer to execute a process of controlling the movement of the moving object based on the estimated current position of the moving object and the recognized traveling direction of the moving object.

Images