Vehicle control device, vehicle control method, and program

Abstract

Compare road markings more appropriately depending on the road conditions. [Solution] The vehicle control device of the embodiment includes: a first recognition unit that recognizes the lane markings that demarcate the vehicle's driving lane as device lane markings based on the output of a detection device that detects the surrounding conditions of the vehicle; a second recognition unit that recognizes the lane markings that demarcate the vehicle's driving lane as map lane markings based on the vehicle's position information from map information; a comparison unit that compares the device lane markings and the map lane markings based on the recognition results of the first recognition unit and the second recognition unit; and a driving control unit that controls the vehicle based on the comparison results of the comparison unit. The comparison unit performs the comparison based on the lane markings from the point where the vehicle begins to turn to the other left or right, when there is a road shape in the driving lane in the direction of travel of the vehicle that turns to one side or the other left or right as viewed from the vehicle.

Description

[Technical Field]

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

[0002] In recent years, efforts have been intensified to provide access to sustainable transportation systems that also take into account vulnerable people among traffic participants. To achieve this goal, efforts are focused on research and development that further improves the safety and convenience of traffic through research and development related to automated driving technology. In relation to this, conventionally, in a first range ahead of a moving object, it is determined whether or not a first state is established in which a first angle difference between a lane recognized by a recognition means and a lane based on map information is continuously equal to or greater than a first threshold, and in a second range closer to the moving object than the first range, it is determined whether or not a second state is established in which a second angle difference between a lane recognized by the recognition means and a lane based on map information is equal to or greater than a second threshold. When it is determined that at least one of the first state and the second state is established, a technology is known that performs travel control giving priority to a recognition result obtained by the recognition means over map information (see, for example, Patent Document 1). [Prior Art Literature] [Patent Literature]

[0003] [Patent Document 1] Japanese Patent No. 2021-149321 [Brief Summary of the Invention] [Problem to be Solved by the Invention]

[0004] By the way, in conventional automated driving technology, in the case of a road shape having curvature and a changing bending direction of the road, the recognition accuracy of road lane markings recognized from detection devices such as cameras may decrease. Therefore, there has been a problem that comparison with road lane markings indicated in map information may not be appropriately performed in some cases.

[0005] One of the objectives of this application is to provide a vehicle control device, a vehicle control method, and a program that can more appropriately compare road markings according to road conditions, in order to solve the above-mentioned problems. Ultimately, this will contribute to the development of a sustainable transportation system. [Means for solving the problem]

[0006] The vehicle control device, vehicle control method, and program according to this invention employ the following configuration. (1) A vehicle control device according to one aspect of the present invention comprises: a first recognition unit that recognizes the lane markings that demarcate the vehicle's driving lane as device markings based on the output of a detection device that detects the surrounding conditions of the vehicle; a second recognition unit that recognizes the lane markings that demarcate the vehicle's driving lane as map markings based on the vehicle's position information from map information; a comparison unit that compares the device markings with the map markings based on the recognition results of the first recognition unit and the second recognition unit; and a driving control unit that controls the vehicle based on the comparison results of the comparison unit, wherein the comparison unit performs the comparison based on the markings from the point where the vehicle begins to turn to the other side of the driving lane in the direction of travel of the vehicle, when there is a road shape in the driving lane in the direction of travel of the vehicle that turns to either the left or right and then to the other side of the left or right as seen from the vehicle.

[0007] (2) In the embodiment of (1) above, the comparison unit performs the comparison within a range based on the comparison distance forward in the direction of travel from the vehicle, and shortens the comparison distance before the vehicle approaches the track shape and a point exists within the comparison distance from the vehicle where it begins to turn to the other side to the left or right.

[0008] (3) In the embodiment of (2) above, the comparison unit shortens the comparison distance as the vehicle approaches the point where it begins to turn to the other left or right, such that the comparison distance becomes shorter than the distance from the position of the vehicle to the point where it begins to turn to the other left or right.

[0009] (4) In the embodiment of (2) above, the comparison unit gradually returns the comparison distance to the distance before it was shortened after the vehicle has passed the point where it begins to turn to the other side.

[0010] (5) In the embodiment of (1) above, the road shape is such that the degree of curvature of the driving lane is less than a threshold, and the road curves to one side (left or right) and then to the other side (left or right) as seen from the perspective of the vehicle.

[0011] (6) In the embodiment of (5) above, the first recognition unit interrupts the recognition of the device lane markings when it is unable to acquire information about the driving lane, and does not interrupt the recognition of the device lane markings when the vehicle is traveling on the road shape in which the degree of curvature of the driving lane is less than a threshold, even if it is unable to acquire information about the driving lane.

[0012] (7) In the embodiment of (1) above, the comparison unit detects the point at which the map division line begins to curve to the other side based on the change in the direction of extension of the map division line.

[0013] (8) In the embodiment of (1) above, the control of the vehicle includes driving control in a first driving mode and a second driving mode in which the degree of driving assistance is lower or the task of the vehicle occupant is greater than that of the first driving mode, and the driving control unit continues driving control in the first driving mode when driving control in the first driving mode is being performed and the degree of deviation between the device lane lines and the map lane lines is less than a threshold.

[0014] (9): In the embodiment of (1) above, the system further comprises a correction unit that corrects the map section lines based on the device section lines, the correction unit performs the correction when the degree of deviation between the device section lines and the map section lines is less than a threshold, and the driving control unit controls the vehicle based on the corrected map section lines.

[0015] (10): In the embodiment of (1) above, the control of the vehicle includes driving control in a first driving mode and a second driving mode in which the degree of driving assistance is lower or the task of the vehicle occupant is greater than that of the first driving mode, and the driving control unit switches the control of the vehicle from the first driving mode to the second driving mode when it is performing driving control in the first driving mode and the degree of deviation between the device lane lines and the map lane lines is greater than or equal to a threshold.

[0016] (11): Another aspect of the present invention relates to a vehicle control method in which a computer recognizes the lane markings that demarcate the vehicle's driving lane as device markings based on the output of a detection device that detects the surrounding conditions of the vehicle, recognizes the lane markings that demarcate the vehicle's driving lane as map markings based on the vehicle's position information, compares the recognized device markings with the map markings, controls the vehicle based on the result of the comparison, and, if there is a road shape in the driving lane in the direction of travel of the vehicle in which the road turns to either the left or right and then to the other left or right as viewed from the vehicle, the comparison is performed based on the markings from the point where the road starts to turn to the other left or right to a point on the vehicle side.

[0017] (12): A program according to another aspect of the present invention causes a computer to recognize the lane markings that demarcate the vehicle's driving lane as device markings based on the output of a detection device that detects the surrounding conditions of a vehicle; to recognize the lane markings that demarcate the vehicle's driving lane as map markings based on the vehicle's position information from map information; to compare the recognized device markings with the map markings; to control the vehicle based on the result of the comparison; and, if there is a road shape in the driving lane in the direction of travel of the vehicle in which the road turns to either the left or right and then to the other left or right as viewed from the vehicle, to perform the comparison based on the markings from the point where the road starts to turn to the other left or right, on the vehicle's side. [Effects of the Invention]

[0018] According to the aspects (1) to (12) above, road marking comparison can be performed more appropriately in accordance with road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] [Figure 1] FIG. 1 is a configuration diagram of a vehicle system 1 including a vehicle control device according to an embodiment. [Figure 2] FIG. 2 is a functional configuration diagram of a first control unit 120 and a second control unit 160. [Figure 3] FIG. 3 is a diagram for explaining driving control of a vehicle M according to an embodiment. [Figure 4] FIG. 4 is a diagram for explaining driving control in a road shape including an inflection point. [Figure 5] FIG. 5 is a diagram for explaining how a distance D1 changes based on the distance between the vehicle M and an inflection point. [Figure 6] FIG. 6 is a flowchart showing an example of the flow of driving control processing in an embodiment. [Figure 7] FIG. 7 is a flowchart showing an example of S-curve handling processing. DETAILED DESCRIPTION OF THE INVENTION

[0020] Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a program according to the present invention will be described with reference to the drawings. Hereinafter, an embodiment in which the vehicle control device is applied to an autonomous driving vehicle will be described. Autonomous driving refers to, for example, automatically controlling one or both of steering and vehicle speed to perform driving control. The driving control described above may include, for example, various driving controls such as ACC (Adaptive Cruise Control System), LKAS (Lane Keeping Assistance System), ALC (Automated Lane Change), TJP (Traffic Jam Pilot), and CMBS (Collision Mitigation Brake System). Further, an autonomous driving vehicle may also perform driving control by manual operation of a user of the vehicle (for example, an occupant), that is, so-called manual driving. Note that the vehicle control device according to the embodiment may be applied to moving bodies other than vehicles, for example, ships such as hovercraft that can travel on the ground, aircraft that can travel on roads, and standing riding vehicles having a power unit.

[0021] [Overall Configuration] Figure 1 is a configuration diagram of a vehicle system 1 including the vehicle control device according to the embodiment. A vehicle on which the vehicle system 1 is mounted (hereinafter referred to as vehicle M) is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle or micromobility, and the drive source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using electric power generated by a generator connected to an internal combustion engine, or electric power discharged from a battery (storage battery) such as a secondary battery or a fuel cell.

[0022] Vehicle system 1 includes, for example, a camera 10, a radar device 12, a LiDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a vehicle sensor 40, a navigation device 50, an MPU (Map Positioning Unit) 60, a driver control unit 80, an automatic driving control device 100, a driving force output device 200, a brake device 210, and a steering device 220. These devices and equipment are connected to each other by multiplex communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, etc. Note that the configuration shown in Figure 1 is merely an example, and some of the configuration may be omitted, or other configurations may be added. A combination of camera 10, radar device 12, LiDAR 14, and object recognition device 16 is an example of a "detection device DD". HMI 30 is an example of an "output device". Automatic driving control device 100 is an example of a "vehicle control device".

[0023] Camera 10 is a digital camera that uses a solid-state image sensor such as a CCD (Charge Coupled Device) or CMOS (Complementary Metal Oxide Semiconductor). Camera 10 is mounted at any location on the vehicle M on which the vehicle system 1 is installed. When imaging the front, camera 10 is mounted on the top of the front windshield, behind the rearview mirror, or on the front of the vehicle body. When imaging the rear, camera 10 is mounted on the top of the rear windshield or on the tailgate. When imaging the side, camera 10 is mounted on the door mirror or the like. Camera 10 periodically and repeatedly images the area around vehicle M. Camera 10 may also be a stereo camera.

[0024] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by surrounding objects (reflected waves) to determine at least the position (distance and direction) of an object. The radar device 12 can be mounted at any location on the vehicle M. The radar device 12 may also detect the position and velocity of an object using the FM-CW (Frequency Modulated Continuous Wave) method.

[0025] The LIDAR 14 illuminates the area around the vehicle M with light and measures the scattered light. The LIDAR 14 detects the distance to the target based on the time from emission to reception. The emitted light is, for example, pulsed laser light. The LIDAR 14 can be mounted at any location on the vehicle M.

[0026] The object recognition device 16 performs sensor fusion processing on some or all of the detection results from the camera 10, radar device 12, and LIDAR 14 included in the detection device DD to recognize the position, type, speed, etc., of an object. The object recognition device 16 outputs the recognition results to the automatic driving control device 100. Alternatively, the object recognition device 16 may output the detection results from the camera 10, radar device 12, and LIDAR 14 directly to the automatic driving control device 100. In that case, the object recognition device 16 may be omitted from the configuration of the vehicle system 1 (detection device DD).

[0027] The communication device 20 communicates with other vehicles in the vicinity of vehicle M, terminal devices of users using vehicle M, or various server devices, for example, by utilizing networks such as cellular networks, Wi-Fi networks, Bluetooth®, DSRC (Dedicated Short Range Communication), LAN (Local Area Network), WAN (Wide Area Network), and the Internet.

[0028] The HMI30 outputs various information to the occupants of vehicle M (including the driver) and accepts input operations from the occupants. The HMI30 includes, for example, a display unit and a speaker. The display unit is, for example, an LCD (Liquid Crystal Display) or an organic EL (Electro Luminescence) display device. The display unit displays various images (including video) in the embodiment. The display unit may be configured integrally with the input unit as a touch panel. The speaker outputs predetermined sounds (e.g., alarm sounds or message sounds). In addition to the display unit and speaker, the HMI30 may also include (or replace) a microphone, buzzer, touch panel, switches, keys, etc. Switches include switches that execute or terminate predetermined driving controls (e.g., ACC or LKAS) that can be executed by the driving control unit described later, and switches that approve (permit) or reject driving control recommendations (suggestions) from the system (vehicle system 1). Switches may also include switches for operating the turn signals (turn signal switches).

[0029] The vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting yaw rate (for example, the angular velocity of rotation around the vertical axis passing through the center of gravity of the vehicle M), and an orientation sensor for detecting the orientation of the vehicle M. The vehicle sensor 40 may also be provided with a position sensor for detecting the position of the vehicle. The position sensor is an example of a "position measurement unit". The position sensor is, for example, a sensor that acquires position information (longitude and latitude information) from a GPS (Global Positioning System) device. Alternatively, the position sensor may be a sensor that acquires position information using a GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50. The vehicle sensor 40 may derive the speed of the vehicle M from the difference (i.e., distance) of position information at a predetermined time in the position sensor. The results detected by the vehicle sensor 40 are output to the automatic driving control device 100.

[0030] The navigation device 50 includes, for example, a GNSS receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as an HDD (Hard Disk Drive) or flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be determined or supplemented by an INS (Inertial Navigation System) that utilizes the output of the vehicle sensor 40. The navigation HMI 52 includes a display device, speaker, touch panel, keys, etc. The GNSS receiver 51 may be provided on the vehicle sensor 40. The navigation HMI 52 may be partially or completely shared with the HMI 30 described above. The route determination unit 53 determines, for example, a route (hereinafter referred to as a route on the map) from the position of the vehicle M determined by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52, by referring to the first map information 54. The first map information 54 is information in which the shape of a road is represented by links indicating roads (an example of a travel route) and nodes connected by those links. The first map information 54 may also include POI (Point of Interest) information, etc. The route on the map is output to the MPU 60. The navigation device 50 may perform route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may transmit its current location and destination to the navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server. The navigation device 50 outputs the determined route on the map to the MPU 60.

[0031] The MPU 60 includes, for example, a recommended lane determination unit 61 and stores second map information 62 in a storage device such as an HDD or flash memory. The recommended lane determination unit 61 divides the map route provided by the navigation device 50 into multiple blocks (for example, every 100m with respect to the vehicle's direction of travel) and determines a recommended lane for each block by referring to the second map information 62. The recommended lane determination unit 61 makes decisions such as which lane from the left the vehicle should travel in. If there is a branching point in the map route, the recommended lane determination unit 61 determines a recommended lane so that the vehicle M can travel along a reasonable route to proceed to the branching point.

[0032] The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, the number of lanes (number of travel routes), the type and shape of road markings (hereinafter referred to as markings), information on the center of the lanes, or information on road boundaries. The second map information 62 may also include information on whether the road boundary is a boundary (physical boundary) that includes a structure that vehicles cannot pass through (including crossing or contact). A physical boundary is, for example, a guardrail, curb, median strip, fence, etc. The second map information 62 may also include road shape information, traffic regulation information, address information (address and postal code), facility information, parking information, telephone number information, etc. Road shape information includes, for example, lane width (width), gradient, branching, merging, intersections, road curvature (which may be rephrased as radius of curvature; the same applies hereinafter), and change in curvature (change in curvature per predetermined distance). The second map information 62 may be updated as needed by the communication device 20 communicating with an external device. The first map information 54 and the second map information 62 may be provided together as map information. The map information may also be stored in the storage unit 190.

[0033] The driver control unit 80 includes, for example, a steering wheel, an accelerator pedal, and a brake pedal. The driver control unit 80 may also include a shift lever, a modified steering wheel, a joystick, or other controls. Each control of the driver control unit 80 is equipped with an operation detection unit that detects, for example, the amount of operation performed by the occupant on the control unit or whether or not an operation has been performed. The operation detection unit detects, for example, the steering angle and steering torque of the steering wheel, the amount of depression of the accelerator pedal and brake pedal, etc. The operation detection unit then outputs the detection result to the automatic driving control device 100, or to one or both of the driving force output device 200, the brake device 210, and the steering device 220.

[0034] The automatic driving control device 100 performs various driving controls belonging to automatic driving on the vehicle M. The automatic driving control device 100 includes, for example, a first control unit 120, a second control unit 160, an HMI control unit 180, and a storage unit 190. The first control unit 120, the second control unit 160, and the HMI control unit 180 are each realized by a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Furthermore, some or all of these components may be realized by hardware (including circuitry) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), and SOC (System On Chip), or by the cooperation of software and hardware. The above-mentioned program may be stored in advance in a storage device (a storage device equipped with a non-transient storage medium) such as the HDD or flash memory of the automatic driving control device 100, or it may be stored in a removable storage medium such as a DVD, CD-ROM, or memory card, and installed in the storage device of the automatic driving control device 100 when the storage medium (non-transient storage medium) is inserted into a drive device or card slot.

[0035] The storage unit 190 may be implemented using the various storage devices described above, or an EEPROM (Electrically Erasable Programmable Read Only Memory), ROM (Read Only Memory), or RAM (Random Access Memory), etc. The storage unit 190 may store, for example, various information and programs as described in the embodiment. The storage unit 190 may also store map information (for example, first map information 54 and second map information 62).

[0036] Figure 2 is a functional configuration diagram of the first control unit 120 and the second control unit 160. The first control unit 120 includes, for example, a recognition unit 130 and an action plan generation unit 140. The first control unit 120 implements, for example, functions using AI (Artificial Intelligence) and functions using a pre-defined model in parallel. For example, the function of "recognizing intersections" may be implemented by simultaneously performing intersection recognition using deep learning and recognition based on pre-defined conditions (such as pattern-matchable signals and road markings), scoring both, and comprehensively evaluating them. This ensures the reliability of autonomous driving. The first control unit 120 also performs control related to the autonomous driving of the vehicle M based on instructions from, for example, the MPU 60 and the HMI control unit 180.

[0037] The recognition unit 130 recognizes the surrounding conditions of vehicle M based on the recognition results of the detection device DD (information input from camera 10, radar device 12, and LIDAR 14 via object recognition device 16). For example, the recognition unit 130 recognizes the position, speed, acceleration, and other states of objects present around vehicle M (within a predetermined distance). Objects include other vehicles, pedestrians, bicycles, and other traffic participants, as well as physical boundaries that demarcate roads (travel paths). The position of an object is recognized, for example, as a position on an absolute coordinate system with a representative point of vehicle M (such as the center of gravity or the center of the drive axis) as the origin, and is used for control. The position of an object may be represented by a representative point such as the center of gravity or a corner of the object, or by a represented region. The "state" of an object may include, for example, the acceleration or jerk of a moving object, or its "action state" (for example, whether the other vehicle is changing lanes or is about to change lanes), if the object is a moving object such as another vehicle.

[0038] Furthermore, the recognition unit 130 recognizes, for example, stop lines, obstacles, red lights, toll booths, other road events, road markings (speed limits), and road signs indicating speed limits. The recognition unit 130 also includes, for example, a first recognition unit 132 and a second recognition unit 134. Details of these functions will be described later.

[0039] The action plan generation unit 140 generates an action plan for driving vehicle M by autonomous driving based on the recognition results of the recognition unit 130, etc. For example, the action plan generation unit 140, in principle, drives in the recommended lane determined by the recommended lane determination unit 61, and further generates a target trajectory for vehicle M to travel automatically (without driver operation) in the future, based on the recognition results of the recognition unit 130 and the surrounding road shape based on the current position of vehicle M obtained from map information, etc., so as to respond to the surrounding conditions of vehicle M. The target trajectory includes, for example, a speed element. For example, the target trajectory is expressed as a sequence of points (trajectory points) that vehicle M should reach. The trajectory points are points that vehicle M should reach at predetermined driving distances (e.g., a few meters) along the road, and separately, target speed and target acceleration at predetermined sampling times (e.g., a few tenths of a second) are generated as part of the target trajectory. Alternatively, the trajectory points may be the positions that vehicle M should reach at the sampling time for each predetermined sampling time. In this case, information about the target velocity and target acceleration is represented by the interval between trajectory points.

[0040] The action plan generation unit 140 may set automated driving events when generating a target trajectory. These events include, for example, a constant speed driving event that drives vehicle M in the same lane at a constant speed, a follow driving event corresponding to ACC that causes vehicle M to follow the nearest vehicle that is within a predetermined distance (for example, within 100 [m]) in front of vehicle M, a lane keeping driving event corresponding to LKAS that causes vehicle M to drive in the center of the driving lane, a lane change event corresponding to ALC that causes vehicle M to change lanes from its own lane to an adjacent lane, a branching event that branches vehicle M to the destination lane at a road branching point, a merging event that causes vehicle M to merge onto the main road at a merging point, and a takeover event to end automated driving and switch to manual driving. Furthermore, events may include, for example, an overtaking event in which vehicle M temporarily changes lanes to an adjacent lane, overtakes a preceding vehicle in the adjacent lane, and then changes lanes back to its original lane, and an avoidance event in which vehicle M brakes and / or steers to avoid an obstacle in front of vehicle M.

[0041] Furthermore, the action plan generation unit 140 may, for example, change an event already determined for the current section to another event, or set a new event for the current section, depending on the surrounding conditions of vehicle M recognized while vehicle M is in motion. Also, the action plan generation unit 140 may change an event already set for the current section to another event, or set a new event for the current section, depending on the occupant's operation on the HMI 30. The action plan generation unit 140 generates a target trajectory according to the set event.

[0042] Furthermore, the action plan generation unit 140 includes, for example, a comparison unit 142, an operation control unit 144, and a correction unit 146. Details of these functions will be described later.

[0043] The second control unit 160 controls the driving force output device 200, the braking device 210, and the steering device 220 so that the vehicle M passes through the target trajectory generated by the action plan generation unit 140 at the scheduled time.

[0044] The second control unit 160 includes, for example, a target trajectory acquisition unit 162, a speed control unit 164, and a steering control unit 166. The target trajectory acquisition unit 162 acquires information on the target trajectory (trajectory points) generated by the action plan generation unit 140 and stores it in memory (not shown). The speed control unit 164 controls the driving force output device 200 or the brake device 210 based on the speed elements associated with the target trajectory stored in memory. The steering control unit 166 controls the steering device 220 according to the curvature of the target trajectory stored in memory. The processing of the speed control unit 164 and the steering control unit 166 is realized, for example, by a combination of feedforward control and feedback control. As an example, the steering control unit 166 performs a combination of feedforward control according to the curvature of the road in front of the vehicle M and feedback control based on the deviation from the target trajectory.

[0045] Returning to Figure 1, the HMI control unit 180 notifies the occupant of predetermined information via the HMI 30. The predetermined information includes, for example, information related to the driving of vehicle M, such as information regarding the status of vehicle M and information regarding driving control. Information regarding the status of vehicle M includes, for example, the speed of vehicle M, engine speed, and shift position. Information regarding driving control includes, for example, information inquiring whether or not to perform driving control by automatic driving, whether or not to start automatic driving, information regarding the status of driving control by automatic driving, information regarding the driving mode, and information prompting the occupant to take action when switching from automatic driving to manual driving. The predetermined information may also include information regarding the surrounding conditions recognized by the detection device DD. The predetermined information may also include information unrelated to the driving of vehicle M, such as content stored on a storage medium such as a television program or DVD (e.g., a movie). The predetermined information may also include, for example, the current location and destination in automatic driving, and information regarding the remaining fuel level of vehicle M. The HMI control unit 180 may output the information received by the HMI 30 to the communication device 20, the navigation device 50, the first control unit 120, etc.

[0046] Furthermore, the HMI control unit 180 may output to the HMI 30 information such as inquiry information for the occupants and processing results from the first control unit 120 and the second control unit 160. In addition, the HMI control unit 180 may transmit various information to be output to the HMI 30 to terminal devices used by the occupants of the vehicle M via the communication device 20.

[0047] The driving force output device 200 outputs driving force (torque) to the drive wheels for the vehicle to move. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and an ECU (Electronic Control Unit) that controls them. The ECU controls the above configuration according to information input from the second control unit 160 or information input from the accelerator pedal of the driver control unit 80.

[0048] The brake system 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to information input from the second control unit 160 or from the brake pedal of the driver control unit 80, so that brake torque corresponding to the braking operation is output to each wheel. The brake system 210 may be equipped with a backup mechanism that transmits the hydraulic pressure generated by the operation of the brake pedal to the cylinder via a master cylinder. The brake system 210 is not limited to the configuration described above, and may also be an electronically controlled hydraulic brake system that controls an actuator according to information input from the second control unit 160 to transmit hydraulic pressure from the master cylinder to the cylinder.

[0049] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the second control unit 160 or information input from the steering wheel of the driver control unit 80.

[0050] [Recognition unit and action plan generation unit] Next, we will explain the details of the vehicle M's driving control based on the functions of the recognition unit 130 (mainly the first recognition unit 132 and the second recognition unit 134) and the action plan generation unit 140 (mainly the comparison unit 142, the driving control unit 144, and the correction unit 146).

[0051] Figure 3 is a diagram illustrating the driving control of vehicle M in the embodiment. In the example of Figure 3, device lane markings CL1 and CL2 recognized by the detection device DD, and map lane markings ML1 and ML2 obtained from map information (e.g., second map information 62) based on the position information of vehicle M are shown. For example, in the map information, lane L1 is demarcated by map lane markings ML1 and ML2. Lane L1 shown in Figure 3 is a lane that can be traveled in the extending direction (X-axis direction in the figure), and the road shape has a curvature less than a threshold. Hereinafter, when device lane markings CL1 and CL2 are not distinguished, they will simply be referred to as "device lane marking CL," and when map lane markings ML1 and ML2 are not distinguished, they will simply be referred to as "map lane marking ML." Also, in the first scene shown in Figure 3, vehicle M is traveling on lane L1 at speed VM. Also, as necessary, lane L1 on which vehicle M is traveling may be referred to as "driving lane L1" (the same applies to lane L2 described later).

[0052] In the example shown in Figure 3, the first recognition unit 132 recognizes the surrounding conditions (external environment) of vehicle M based on the output of the detection device DD, which detects the surrounding conditions (external environment) of vehicle M. For example, the first recognition unit 132 recognizes the left and right lane markings that demarcate the vehicle M's driving lane (lane L1) as seen from vehicle M as device lane markings CL1 and CL2, based on the image captured by the camera 10 (hereinafter referred to as the camera image). In the example shown in Figure 3, the device lane markings CL1 and CL2 in front of vehicle M are shown, but the side and rear device lane markings CL1 and CL2 may also be recognized.

[0053] For example, the first recognition unit 132 analyzes the camera image, extracts edge points with large brightness differences from adjacent pixels in the image, and connects these edge points to recognize device demarcation lines CL1 and CL2 in the image plane. The first recognition unit 132 also converts the positions of the device demarcation lines CL1 and CL2, based on the position of a representative point of the vehicle M, into the vehicle coordinate system (for example, the XY plane coordinates in Figure 3).

[0054] Furthermore, the first recognition unit 132 may recognize, for example, the curvature of the device lane markings CL1 and CL2. The first recognition unit 132 may also recognize the amount of change in curvature of the device lane markings CL1 and CL2. The first recognition unit 132 may also recognize the curvature or amount of change in curvature of the lane demarcated by the device lane markings CL1 and CL2 by averaging the respective curvature or amount of change in curvature of the device lane markings CL1 and CL2. The device lane markings CL1 and CL2 may be recognized or corrected based on the output of detection devices other than the camera 10 (e.g., radar device 12, LIDAR 14).

[0055] The second recognition unit 134 recognizes lane markings around vehicle M from map information based on the position of vehicle M detected by, for example, vehicle sensor 40 or GNSS receiver 51. For example, the second recognition unit 134 refers to map information based on the position information of vehicle M and recognizes the left and right lane markings that demarcate vehicle M's driving lane L1 as map markings ML1 and ML2.

[0056] Furthermore, the second recognition unit 134 may recognize the curvature or the amount of change in curvature of the map lane lines ML1 and ML2 from the second map information 62. Alternatively, the second recognition unit 134 may average the curvature or the amount of change in curvature of the map lane lines ML1 and ML2 to recognize the curvature or the amount of change in curvature of the driving lane L1.

[0057] The comparison unit 142 compares the device lane marking CL recognized by the first recognition unit 132 with the map lane marking ML recognized by the second recognition unit 134. For example, the comparison unit 142 compares the left lane marking CL1, which demarcates the left side of the driving lane L1, with the map lane marking ML1, and compares the right lane marking CL2, which demarcates the right side of the driving lane L1, with the map lane marking ML2, within a section (comparison range) from the current position of the vehicle M (point P0 in the figure) to a position (point P1 in the figure) located a distance (comparison distance) D1 in the direction of travel (forward).

[0058] For example, the comparison unit 142 compares at least one of the following between the device lane line CL1 and the map lane line ML1: position, extension direction (angle), curvature, and amount of curvature change, as a comparison of the left lane line within the comparison range (judgment range, monitoring range) based on distance D1. For example, the comparison unit 142 superimposes the device lane line CL1 and the map lane line ML1 on the vehicle coordinate system plane (XY plane) with respect to the position of a representative point of the vehicle M, compares the lateral position (lane width direction, Y-axis direction in the figure) of the device lane line CL1 and the map lane line ML1, and obtains the displacement amount W1. The displacement amount W1 may be the maximum displacement within the comparison range, or it may be the average.

[0059] Furthermore, the comparison unit 142 may compare the extension directions of the device demarcation line CL1 and the map demarcation line ML1 to obtain the deviation angle θ1 of the demarcation line. The deviation angle θ1 may be the maximum deviation angle in the comparison range, or it may be the average. The comparison unit 142 may also compare the curvature or the amount of change in curvature of the device demarcation line CL1 and the map demarcation line ML1 to obtain the degree (magnitude) of the difference. Then, the comparison unit 142 may obtain the degree of deviation based on the deviation amount W1, the deviation angle θ1, and the degree of difference in curvature or the amount of change in curvature. In this case, the larger the deviation amount W1, the larger the deviation angle θ1, and the larger the degree of difference in curvature (amount of change in curvature), the greater the degree of deviation.

[0060] Furthermore, the comparison unit 142, similar to the comparison of the left-side grid lines, compares at least one of the following between the device grid line CL2 and the map grid line ML2: position (amount of displacement W2 in the figure), displacement angle, curvature, and amount of curvature change, or obtains the degree of deviation. Alternatively, the comparison unit 142 may combine the comparison results of the left-side grid lines and the right-side grid lines to obtain the degree of deviation between the device grid line CL and the map grid line ML.

[0061] The driving control unit 144 controls the vehicle M (driving control) based on the recognition results of the first recognition unit 132 and the second recognition unit 134, the comparison results of the comparison unit 142, etc. For example, the driving control unit 144 determines the driving control for the vehicle M based on the above recognition results and comparison results, etc., and generates a target trajectory based on the determined driving control. "Determining driving control" may include, for example, determining the content (type) of the driving control or deciding whether or not to execute (suppress) the driving control. Also, "executing driving control" may include, for example, switching and executing the content of the driving control, as well as continuing the driving control that is already being executed. "Suppressing driving control" may include not only not executing driving control, but also lowering the mode (automation level) of the driving control.

[0062] Here, the driving control includes a first driving mode and a second driving mode in which the degree of driving assistance is lower than that of the first driving mode, or in which the tasks of the vehicle M occupants are greater than those of the first driving mode. A lower degree of driving assistance means, for example, a low automation rate in the driving control. A low automation rate means, for example, a low degree to which the automatic driving control device 100 controls the steering or speed of the vehicle M (the degree to which the driver needs to intervene in steering or acceleration / deceleration operations is high). A greater tasks for the occupants includes, for example, a large number of tasks assigned to the occupants or tasks that are heavy. Tasks include, for example, monitoring the surroundings of the vehicle M or the occupants operating the driving controls 80. Operating the driving controls 80 includes, for example, the state in which the driver holds the steering wheel (hereinafter referred to as the hands-on state). The driving control may also include a third driving mode, etc., in which the degree of driving assistance is lower than that of the second driving mode, or in which the tasks of the vehicle M occupants are greater than those of the second driving mode. Furthermore, the driving mode in which the degree of driver assistance is lowest or the task of the vehicle M occupant is greatest may be the fully manual driving mode (a mode in which no driving control is performed).

[0063] For example, in the first driving mode, the occupant has no (or minimal) tasks and driving control (e.g., ACC, LKAS, ALC, TJP, CMBS, etc.) is permitted when the occupant of vehicle M is not holding the steering wheel (hereinafter referred to as the hands-off state). In the second driving mode, tasks assigned to the occupant may include, for example, monitoring the surroundings of vehicle M while also being in the hands-on state.

[0064] For example, the driving control unit 144, while executing a first driving mode (for example, driving control in a hands-off state), will continue the first driving mode if, as a result of comparing the left lane markings and the right lane markings in the comparison range, the degree of deviation of both lane markings is below a threshold. For example, when the driving control unit 144 is executing LKAS which drives in the center of the driving lane L1 as the first driving mode, it generates a target trajectory for driving in the center of the driving lane L1 based on device lane markings CL1, CL2 or map lane markings ML1, ML2, and causes the second control unit 160 to execute control to drive along the generated target trajectory K1.

[0065] In this embodiment, if the degree of deviation of both lane markings is below a threshold, the correction unit 146 may correct the position of the map lane marking ML before the target trajectory K1 is generated by the driving control unit 144. In this case, the correction unit 146 may correct the position of the map lane marking ML to match the position of the device lane marking CL in the section from the current position of the vehicle M (point P0) to a position (point P1) that is a distance D1 in the direction of travel. Position correction may be, for example, correction of the amount of lateral (lane width direction) deviation of the lane markings, correction of the deviation angle, or correction of curvature or the amount of change in curvature. Correcting to match means correcting so that the positions of the left and right lane markings are aligned (overlapped), and correcting so that the degree of deviation is within an acceptable range even smaller than the threshold. The correction unit 146 may also perform correction for each map lane marking ML1 and ML2, correct the position of lane L1 (lateral deviation or angular deviation), or correct the position of the entire map information. The operation control unit 144 can generate a more appropriate target track K1 by using the corrected map section lines ML1 and ML2, and can then achieve more appropriate operation control using this target track K1.

[0066] Furthermore, the operation control unit 144 may, while the second operation mode is running, perform control to switch from the second operation mode to the first operation mode if the degree of deviation of the lane markings in the comparison range is less than a threshold. In this case, when performing the switching control, the operation control unit 144 may output information to the HMI 30 inquiring whether or not the occupant can switch (or information suggesting a switch), and switch the operation mode when information indicating permission to switch is received from the occupant. Alternatively, the operation control unit 144 may switch from the second operation mode to the first operation mode when the degree of deviation of the left and right lane markings falls below a threshold after the HMI 30 has given an instruction to switch to the first operation mode.

[0067] Furthermore, the operation control unit 144 may suppress operation control by the first operation mode if the degree of deviation of the lane markings in the comparison range is greater than or equal to a threshold. For example, the operation control unit 144 may, for example, execute operation control to switch from the first operation mode to the second operation mode if the degree of deviation of the lane markings in the comparison range is greater than or equal to a threshold while the first operation mode is being executed. This can further enhance safety.

[0068] Furthermore, if the degree of deviation on one side is greater than or equal to the threshold, and the degree of deviation on the other side is less than the threshold, the driving control unit 144 may set the lane marking on the other side at a position offset by the same distance on the other side, based on the lateral (lane width direction) distance between the other lane marking and the vehicle M, and continue the first driving mode. This allows the hands-off state to be maintained and improves the continuity of driving control. In addition, if the degree of deviation of the lane markings in the comparison range is greater than or equal to the threshold while the second driving mode is being executed, the driving control unit 144 may control the system so that it cannot switch back to the first driving mode.

[0069] Here, if the lane (road) on which vehicle M is traveling has a road shape (hereinafter referred to as an "S-curve") where the road curves to one side (left or right) and then to the other side (left or right) from the perspective of vehicle M, the detection accuracy of the device lane marking CL decreases beyond the inflection point of the S-curve (the point where the road begins to curve to the other side after curving to one side). As a result, the accuracy of the comparison of lane markings by the comparison unit 142 in the section beyond the inflection point (comparison range) decreases. This is largely due to the difficulty of approximating the lane markings with a polynomial in an S-curve, rather than the accuracy of the detection device such as the camera 10. This effect leads to lower accuracy and a larger degree of discrepancy in the matching of lane markings near the inflection point. Therefore, the possibility of the driving mode switching near the inflection point increases. In particular, in the case of a slight S-curve, the occupants of vehicle M perceive the road as being nearly straight, and therefore they do not understand why the driving mode switches from the first driving mode (e.g., hands-off state) to the second driving mode (hands-on state). In this embodiment, the comparison unit 142 adjusts the distance (comparison distance) D1 when there is a road shape with an inflection point in the driving lane of vehicle M.

[0070] The comparison unit 142 detects inflection points (locations of inflection points) based, for example, on changes in the extension direction of map lane markings obtained from map information. Specifically, the comparison unit 142 uses the distribution of the direction (map yaw [rad]) of map lane markings (or driving lanes) obtained from map information to detect points where the direction of change changes as inflection points. In the embodiment, the comparison unit 142 may detect inflection points based on curvature information included in the map information, but it is preferable to detect inflection points based on changes in the extension direction of map lane markings ML because the accuracy of the curvature included in the map information may not be very high, and inflection points can be accurately detected from changes in extension direction even in the case of minor S-curves. This allows for accurate detection of inflection points or S-curves. The comparison unit 142 may also recognize inflection points based on the recognition results of the first recognition unit 132.

[0071] Figure 4 is a diagram illustrating driving control in a track shape that includes an inflection point. Figure 5 is a diagram illustrating how the distance D1 changes based on the distance between the vehicle M and the inflection point.

[0072] In the example in Figure 4, vehicle M is shown traveling at speed VM on a driving lane L2 that includes a road shape that curves left and then right from the perspective of vehicle M. Figure 4 also shows the inflection point IP1 of map lane ML1 and the inflection point IP2 of map lane ML2. On the road, the point where inflection points IP1 and IP2 are connected by a straight line is the inflection point. Hereafter, inflection points on the road may be referred to as "inflection point IP". In Figure 4, the position and speed of vehicle M at time T* are represented as M(T*) and VM(T*), respectively. Also, at time T*0, the device lane CL1 and CL2 recognized by the first recognition unit 132 are represented as CL1(T*) and CL2(T*), respectively. In the example in Figure 4, time T0 is the earliest, and the times are slowest in the order of T1, T2, and T3.

[0073] In the example in Figure 5, the horizontal axis represents time, and the vertical axis represents distance [m]. The example in Figure 5 shows the relationship between the distance to the inflection point IP when vehicle M moves at a predetermined speed VM, the distance to the furthest point of the device lane line CL, and the adjusted comparison distance (distance D1). Note that in the example in Figure 5, the distance to the furthest point of the device lane line CL changes with time (time), which is due to, for example, changes in the surrounding road shape or the influence of disturbances such as sunlight and streetlights.

[0074] For example, at time T0, the map demarcation lines ML1 and ML2 extend along the X-axis direction in the diagram, as seen from the front (direction of travel) of vehicle M(T0). There are no inflection points IP in the section from the position of vehicle M(T0) to the furthest point of device demarcation line CL detectable by the detection device DD. Therefore, at time T0, the comparison unit 142 sets the distance D1 to the distance from the position of vehicle M(T0) to the furthest point of device demarcation line CL detectable by the detection device DD. The comparison unit 142 then performs comparisons between device demarcation line CL1(T0) and map demarcation line ML1, and between device demarcation line CL2(T0) and map demarcation line ML2, etc., within the comparison range up to distance D1. The driving control unit 144 then executes driving control based on the comparison results. At this time, the correction unit 146 may perform a correction to align the position of map demarcation line ML with the position of device demarcation line CL based on the comparison results.

[0075] Furthermore, the comparison unit 142 performs a comparison based on the lane markings up to a point closer to vehicle M than the inflection point IP, if an inflection point IP exists in the driving lane L2 in the direction of vehicle M's travel. Time T1 indicates the point in time when vehicle M(T1) approaches the inflection point IP (or the road shape containing the inflection point IP) and the furthest point of the device lane marking CL detectable by the detection device DD becomes the inflection point IP (in Figure 4, the point where the road turns right after turning left). At this point, the comparison unit 142 shortens the distance D1 before the inflection point IP is included in the comparison range.

[0076] Specifically, the comparison unit 142 sets the distance D1 to the distance to points BP1 and BP2, which are a predetermined distance (several meters) before (on the vehicle M side) the inflection points IP1 and IP2, as shown in Figure 4, so that the inflection points are not included in the comparison range. The comparison unit 142 then performs a comparison between the device lane markings CL1(T1) and CL2(T2) and the map lane markings ML1 and ML2 within the comparison range up to the set distance D1. This allows for lane marking comparison without including the inflection point IP (or the section beyond the inflection point), thereby reducing the impact of reduced accuracy when approximating lane markings with polynomials in S-curves. As an additional effect of the above process, the processing load can be reduced, and lane marking comparison can be performed more appropriately. Furthermore, since the degree of deviation is less likely to exceed a threshold, the continuity of driving control can be improved.

[0077] Furthermore, from time T1 until time T2 when vehicle M reaches the inflection point, the comparison unit 142 shortens distance D1 as vehicle M approaches the inflection point IP, so that distance D1 is shorter than the distance from vehicle M to the inflection point IP (in other words, the comparison range does not include the inflection point IP or the section beyond the inflection point IP). For example, the comparison unit 142 sets distance D1 from vehicle M to the distance from vehicle M's current position to points BP1 and BP2.

[0078] However, if the comparison range is adjusted by adjusting the distance D1 as described above, the comparison range may become too short if it approaches the inflection point, making it impossible to properly compare the lane markings, and potentially preventing the proper execution of driving control based on the comparison results. Therefore, as shown in Figure 5, the comparison unit 142 may set a lower limit value DL for the distance D1 and adjust it so that the distance D1 does not become smaller than the lower limit value DL. The lower limit value DL may be, for example, a value in which the accuracy of the comparison result is expected to be above a threshold depending on the surrounding conditions, a value in which the first driving mode is expected to be able to continue, or a fixed value.

[0079] Furthermore, when comparing lane markings within a comparison range based on the lower limit value DL, the comparison will be conducted over the section including the inflection point IP. However, because the comparison range is short, it is possible to suppress large discrepancies. Therefore, it is possible to perform a more appropriate comparison of lane markings while maintaining the safety of the driving control.

[0080] Time T2 is the time when vehicle M(T2) reaches the position of inflection point IP. At this point, the comparison unit 142 compares the device lane lines CL1(T2) and CL2(T2) based on the lower limit value DL described above with the map lane lines ML1 and ML2. After time T2 (after vehicle M has passed the inflection point IP), the comparison unit 142 adjusts distance D1 so that the comparison target distance returns to its original state (i.e., returns to the distance to the furthest point of device lane line CL). If distance D1 is returned to its original state instantaneously, the comparison accuracy (degree of deviation) may change significantly due to the abrupt change in the comparison target range. Therefore, as shown in Figure 5, the comparison unit 142 can compare lane lines more appropriately by gradually increasing distance D1 to return it to its original state, thereby improving the continuity of driving control. Alternatively, as shown in Figure 5, the comparison unit 142 may be adjusted to gradually return to its original distance within a predetermined time ΔT from time T2. Furthermore, the comparison unit 142 may gradually adjust the distance away from the inflection point IP to the original distance by an amount of change (increase) corresponding to the amount of change (decrease) that is reduced according to the distance to the inflection point IP when approaching the inflection point IP.

[0081] Furthermore, at time T3, distance D1 becomes the distance from the position of vehicle M(T3) to the furthest point of device lane line CL detectable by detection device DD (returning to the original distance). The comparison unit 142 performs comparisons between device lane lines CL1(T3) and CL2(T3) and map lane lines ML1 and ML2 within the comparison range up to distance D1. The driving control unit 144 then executes driving control based on the comparison results.

[0082] Furthermore, the comparison unit 142 may include, as a condition for adjusting the distance D1 described above, the case where the curvature of the lane markings (device lane markings CL, map lane markings ML) or the degree of curvature of the driving lane is less than a predetermined value. This improves the continuity of driving control on straight (or gently curving) S-shaped roads, and reduces the discomfort experienced by occupants due to the switching of driving control. In addition, it can prevent excessive continuation of driving control on roads where the degree of curvature is greater than a predetermined value, thereby further improving safety.

[0083] Furthermore, in this embodiment, the first recognition unit 132 may interrupt the recognition of the device lane marking CL (information about the vehicle M's driving lane) if it is unable to recognize the device lane marking CL due to surrounding conditions (e.g., wear of lane markings or reflection of sunlight) within a predetermined range. However, the first recognition unit 132 may not interrupt the recognition of the device lane marking CL even if it cannot be recognized if the curvature (e.g., the curvature of the map lane marking ML) is less than a predetermined value. This allows the first recognition unit 132 to continue recognition even when the degree of deviation of the lane markings is large, thereby improving the continuity of the driving control (first driving mode).

[0084] Furthermore, if the first recognition unit 132 is unable to recognize the device lane marking CL (information about the vehicle M's driving lane) due to the influence of surrounding conditions, and the degree of curvature of the lane marking (for example, the map lane marking ML) is less than a predetermined value, the comparison unit 142 may refrain from comparing the device lane marking CL with the map lane marking ML until a predetermined time has elapsed. In the case of a gentle S-curve with a degree of curvature less than a predetermined value, even if the device lane marking CL cannot be recognized temporarily, it is possible to continue driving by maintaining the target trajectory up to the previous moment. Therefore, by refraining from making a comparison, the continuity of driving control can be improved.

[0085] [Processing flow] The following describes the processes performed by the automated driving control device 100 of this embodiment. The following description will focus primarily on the driving control processes based on the recognition results of lane markings, etc., among the processes performed by the automated driving control device 100. The processes described below may be repeatedly executed at predetermined timings or predetermined cycles.

[0086] Figure 6 is a flowchart showing an example of the flow of the driving control process in the embodiment. In the example in Figure 6, the first recognition unit 132 recognizes the surrounding conditions, including lane markings (device lane markings CL) present around the vehicle M, based on the output of the detection device DD which has detected the surrounding conditions of the vehicle M (step S100). Next, the second recognition unit 134 refers to map information based on the location information of the vehicle M and recognizes lane markings (map lane markings ML) present around the vehicle M from the map information (step S110).

[0087] Next, the driving control unit 144 determines whether or not to start a predetermined driving control (step S120). The predetermined driving control is a driving control in which the steering and speed of the vehicle M are controlled based on the recognized lane markings, and includes, for example, ACC and LKAS. The predetermined driving control may be started, for example, when an instruction to execute the predetermined driving control is received by the occupant of the vehicle M through operation of the HMI 30, or when the surrounding conditions recognized by the first recognition unit 132 satisfy the conditions for starting the predetermined driving control. If it is determined that the predetermined driving control should be started, the driving control unit 144 determines whether or not the hands-off conditions are met (step S130). The hands-off conditions are the conditions for executing driving control in a hands-off state (first driving mode), and for example, in the case of LKAS, this includes, but is not limited to, the recognition of the left and right lane markings and the contact margin time (TTC) with surrounding obstacles (other vehicles, etc.) being longer than a predetermined time. The contact margin time (TTC) can be derived, for example, by dividing the relative distance between the vehicle M and the obstacle by the relative velocity.

[0088] If it is determined that the hands-off condition is met, the driving control unit 144 starts a first driving mode in which the hands-off state is possible (step S140). In the process of step S140, for example, when LKAS is executed as the first driving mode, the driving control unit 144 generates a target trajectory for the vehicle M to pass through the center of the driving lane demarcated by the recognized left and right device lane lines CL or map lane lines ML, and causes the second control unit 160 to perform steering control and speed control of the vehicle M so that the vehicle M travels along the generated target trajectory.

[0089] Next, the comparison unit 142 compares the lane markings (device lane markings CL and map lane markings ML) on the left and right sides of the vehicle M within a comparison range based on a distance (partition target distance) D1 set according to the road conditions (step S150), and determines whether the degree of deviation is less than a threshold (step S160). If it is determined that the degree of deviation is not less than a threshold, the driving control unit 144 performs control to switch from the first driving mode to the second driving mode, which is a hands-on state (step S170).

[0090] Furthermore, if the degree of deviation is determined to be less than a threshold during the processing of step S160, the driving control unit 144 continues driving control in the first driving mode (hands-off state) (step S180). The comparison unit 142 also determines whether or not an S-curve exists in the direction of travel (forward) of the vehicle M (step S190). If it is determined that an S-curve exists in the direction of travel, the action plan generation unit 140 executes S-curve response processing (step S200). Details of the processing in step S200 will be described later.

[0091] After the processing in step S200, the operation control unit 144 determines whether or not to terminate the first operation mode based on the result of the S-curve handling process (step S210). If it is determined that the first operation mode should be terminated, the process in step S170 is performed. If it is determined that the first operation mode should not be terminated, the process returns to step S150. Also, if it is determined in step S190 that there is no S-curve in the direction of travel, the process returns to step S150. This completes the processing of this flowchart. Furthermore, if it is determined in step S120 that the predetermined operation control should not be started, or if it is determined in step S130 that the hands-off condition is not met, the processing of this flowchart also completes.

[0092] [Step S200: S-curve handling process] Figure 7 is a flowchart showing an example of S-curve handling processing. The example in Figure 7 is a concrete example of the processing in step S200 described above. In the example in Figure 7, the comparison unit 142 obtains the position of the inflection point IP (step S201). Next, the comparison unit 142 adjusts the reference distance (comparison distance) for the comparison range in which the device lane line CL and the map lane line ML are compared, based on the distance to the inflection point IP and the positional relationship (for example, whether the vehicle M is approaching the inflection point IP or is far from the inflection point IP) (step S202). For example, in the processing of step S202, the comparison unit 142 adjusts the comparison distance based on the relationship between the distance to the inflection point IP and the distance to the furthest point of the device lane line CL, as shown in Figure 5.

[0093] Next, the comparison unit 142 compares the device demarcation line CL and the map demarcation line ML within a comparison range based on the comparison distance (step S203) and determines whether the degree of deviation is less than a threshold (step S204). If it determines that the degree of deviation is less than a threshold, the operation control unit 144 continues in the first operation mode (step S205). Next, the comparison unit 142 determines whether or not an S-curve has been passed (step S206). If it determines that an S-curve has not been passed, it returns to the process in step S201, and if it determines that an S-curve has been passed, the process in this flowchart ends. Also, if it determines in the process of step S204 that the degree of deviation is not less than a threshold, the operation control unit 144 switches to the second operation mode (by turning on the flag for switching) (step S207). This completes the process in this flowchart.

[0094] Furthermore, if the degree of deviation is determined to be less than a threshold in the process of step S160 or step S204 described above, the correction unit 146 may perform a correction to align the map boundary lines ML with the device boundary lines CL.

[0095] [Differentiation] In the embodiment described above, if there are multiple inflection points in the direction of travel of the vehicle M, control is performed to adjust the distance D1 based on the nearest inflection point. Furthermore, if there are inflection points IP both in front of and behind the vehicle M, the adjustment of the distance D1 is prioritized for the inflection point IP in front. This makes it possible to perform appropriate control for the inflection point that has the greatest impact on the comparison of lane markings or driving control, and as a result, the continuity of driving control can be improved.

[0096] Furthermore, the HMI control unit 180 may generate information indicating the comparison result by the comparison unit 142 described above and output it to the HMI 30. In this case, it may also generate information indicating that the distance (comparison distance) D1 is being adjusted near the inflection point and output it to the HMI 30. This allows the occupants to more accurately understand the status of the comparison of the lane markings.

[0097] As described above, according to the embodiment described above, the automatic driving control device 100 (an example of a vehicle control device) includes: a first recognition unit 132 that recognizes the lane markings that demarcate the vehicle M's driving lane as device lane markings based on the output of a detection device that detects the surrounding conditions of the vehicle M; a second recognition unit 134 that recognizes the lane markings that demarcate the vehicle M's driving lane as map lane markings based on the vehicle M's position information from map information; a comparison unit 142 that compares the device lane markings and map lane markings based on the recognition results of the first recognition unit 132 and the second recognition unit 134; and a driving control unit 144 that controls the vehicle M based on the comparison results of the comparison unit 142. The comparison unit 142 can compare road markings more appropriately according to the road conditions by making a comparison based on the lane markings from the point on the vehicle M side of the point where the turn to the other side begins, when there is a road shape in the driving lane in the direction of travel of the vehicle M that turns to either the left or right and then to the other side as seen from the vehicle M. And, in turn, it can contribute to the development of a sustainable transportation system.

[0098] According to the embodiment, boundary lines that are farther than the inflection point, which cannot be represented by the cubic curve of the device boundary line, can be excluded from the range of comparison with the map boundary line, and by comparing the boundary lines in the section near the inflection point, a more appropriate comparison of boundary lines can be performed. Furthermore, by performing the comparison in a range that does not include the inflection point, it is possible to suppress the degree of deviation from exceeding a threshold, thereby improving the continuity of operation control such as the first operation mode.

[0099] The embodiments described above can be expressed as follows. A storage medium that stores computer-readable instructions, A processor connected to the storage medium, The processor executes the computer-readable instructions to: Based on the output of a detection device that detects the surrounding conditions of the vehicle, the lane markings that demarcate the vehicle's driving lane are recognized as device lane markings. Based on the vehicle's location information, the lane markings that demarcate the vehicle's driving lane are recognized from the map information as map lane markings. The recognized device boundary lines are compared with the map boundary lines, Based on the comparison results, the vehicle is controlled. If, in the direction of travel of the vehicle, there exists a road shape in which the road curves to either the left or right, and then to the other left or right, the comparison is performed based on the lane markings from the point where the curve to the other left or right begins to a point on the vehicle's side. Vehicle control device.

[0100] Although embodiments for carrying out the present invention have been described above using examples, the present invention is not limited in any way to these embodiments, and various modifications and substitutions can be made without departing from the spirit of the present invention. [Explanation of Symbols]

[0101] 1...Vehicle system, 10...Camera, 12...Radar device, 14...LIDAR, 16...Object recognition device, 20...Communication device, 30...HMI, 40...Vehicle sensor, 50...Navigation device, 60...MPU, 80...Driver control unit, 100...Automatic driving control device, 120...First control unit, 130...Recognition unit, 132...First recognition unit, 134...Second recognition unit, 140...Action plan generation unit, 142...Comparison unit, 144...Driving control unit, 146...Correction unit, 160...Second control unit, 162...Target trajectory acquisition unit, 164...Speed ​​control unit, 166...Steering control unit, 180...HMI control unit, 190...Memory unit, 200...Driving force output device, 210...Brake device, 220...Steering device, M...Vehicle

Claims

1. A first recognition unit recognizes the lane markings that demarcate the vehicle's driving lane as device lane markings based on the output of a detection device that detects the surrounding conditions of the vehicle, A second recognition unit recognizes the lane markings that demarcate the vehicle's driving lane from map information based on the vehicle's location information, A comparison unit compares the device demarcation line and the map demarcation line based on the recognition results of the first recognition unit and the second recognition unit, The vehicle is controlled by an operation control unit that controls the vehicle based on the comparison results from the comparison unit, The comparison unit performs the comparison based on the lane markings from the point where the turn to the other side begins to a point on the vehicle's side, when the lane in the vehicle's direction of travel has a road shape that curves to either the left or right and then to the other side as viewed from the vehicle. Vehicle control device.

2. The comparison unit is, The comparison is performed within a range based on the comparison target distance in front of the vehicle in the direction of travel. The comparison distance is shortened before the vehicle approaches the track shape and a point exists within the comparison distance from the vehicle where it begins to turn to the other side (left or right). The vehicle control device according to claim 1.

3. The comparison unit shortens the comparison distance as the vehicle approaches the point where it begins to turn to the other side, such that the comparison distance becomes shorter than the distance from the vehicle's position to the point where it begins to turn to the other side. The vehicle control device according to claim 2.

4. The comparison unit, after the vehicle has passed the point where it begins to turn to the other side (left or right), gradually returns the comparison distance to the distance before it was shortened. The vehicle control device according to claim 2.

5. The aforementioned road shape is such that the degree of curvature of the driving lane is less than a threshold, and the road curves to one side (left or right) and then to the other side (left or right) as viewed from the vehicle. The vehicle control device according to claim 1.

6. The first recognition unit is, If the information of the aforementioned driving lane cannot be obtained, the recognition of the device lane markings is interrupted. If the vehicle is traveling on the road shape in which the curvature of the lane is less than a threshold, the recognition of the device lane markings will not be interrupted even if information about the lane cannot be obtained. The vehicle control device according to claim 5.

7. The comparison unit detects the point where the map boundary lines begin to curve to the other side based on the change in their extension direction. The vehicle control device according to claim 1.

8. The control of the vehicle includes driving control in a first driving mode and a second driving mode in which the degree of driving assistance is lower than in the first driving mode or the task of the vehicle occupant is greater. The operation control unit continues the operation control in the first operation mode when it is performing operation control according to the first operation mode and the degree of deviation between the device boundary line and the map boundary line is less than a threshold. The vehicle control device according to claim 1.

9. The system further includes a correction unit that corrects the map division lines based on the device division lines, The correction unit performs the correction when the degree of deviation between the device boundary line and the map boundary line is less than a threshold. The operation control unit controls the vehicle based on the corrected map lane lines. The vehicle control device according to claim 1.

10. The control of the vehicle includes driving control in a first driving mode and a second driving mode in which the degree of driving assistance is lower than in the first driving mode or the task of the vehicle occupant is greater. The operation control unit switches the control of the vehicle from the first operation mode to the second operation mode when it is performing operation control according to the first operation mode and the degree of deviation between the device lane lines and the map lane lines is greater than or equal to a threshold. The vehicle control device according to claim 1.

11. Computers Based on the output of a detection device that detects the surrounding conditions of the vehicle, the lane markings that demarcate the vehicle's driving lane are recognized as device lane markings. Based on the vehicle's location information, the lane markings that demarcate the vehicle's driving lane are recognized from the map information as map lane markings. The recognized device boundary lines are compared with the map boundary lines, Based on the comparison results, the vehicle is controlled. If, in the direction of travel of the vehicle, there exists a road shape in which the road curves to either the left or right, and then to the other left or right, the comparison is performed based on the lane markings from the point where the curve to the other left or right begins to a point on the vehicle's side. Vehicle control method.

12. On the computer, Based on the output of a detection device that detects the surrounding conditions of the vehicle, the lane markings that demarcate the vehicle's driving lane are recognized as device lane markings. Based on the vehicle's location information, the lane markings that demarcate the vehicle's driving lane are recognized as map lane markings from the map information. The recognized device boundary lines and the map boundary lines are compared, Based on the comparison results, the vehicle is controlled. If the lane in the direction of travel of the vehicle has a road shape that curves to either the left or right, and then to the other left or right, the comparison is made based on the lane markings from the point where the curve to the other left or right begins to a point on the vehicle's side. program.

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