Vehicle driving control system

Abstract

To provide a vehicle drive control system which can perform proper collision avoidance control even for running-out of a pedestrian from a stop vehicle.SOLUTION: A travel_ECU 73 of a traffic control device 70 is configured to calculate control information for limiting a vehicle speed V of a target vehicle to a first set vehicle speed V1 or lower when determining that a stop vehicle exists within a set distance Dth2 on the front side of the target vehicle and the target vehicle can pass through the periphery of the stop vehicle, on the basis of road map information: and calculate the control information for limiting the vehicle speed of the target vehicle to a second set vehicle speed V2 or lower that is slower than the first set vehicle speed V1 until a set time from door opening elapses or the target vehicle passes through the periphery of the stop vehicle when the door of the stop vehicle is opened.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle driving control system having a driving control function when passing around a stopped vehicle. [Background technology]

[0002] In recent years, in vehicles such as automobiles, driving control devices that assist the driver in driving operations have been put into practical use in order to reduce the burden of driving operations on the driver and to improve safety. In this type of driving control device, various technologies have been developed for a driving control mode that performs steering assistance control and acceleration / deceleration control on the premise of the driver's proactive driving operation, and a driving control mode for driving the vehicle without the need for the driver's driving operation (so-called automatic driving mode) (for example, see Patent Document 1).

[0003] The driving control by the driving control device is basically realized by providing an adaptive cruise control (ACC) function and an active lane keep centering (ALKC) control function, etc. By using such driving control, the vehicle can automatically travel along the driving lane while maintaining the distance to the preceding vehicle.

[0004] In addition, in driving control devices, a technology has been put into practical use in which, when a driving environment recognition device using autonomous sensors such as cameras and radar recognizes an obstacle such as a vehicle or pedestrian in front of the vehicle, emergency braking (AEB (Autonomous Emergency Braking): collision damage mitigation brake) control is performed against the obstacle, and the vehicle is decelerated until the relative speed between the vehicle and the obstacle becomes zero. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2019-172113 A Summary of the Invention [Problem to be solved by the invention]

[0006] However, the above-mentioned emergency brake control is started after an obstacle is actually recognized based on information from an autonomous sensor mounted on the vehicle, etc. Therefore, for example, when a passenger who has gotten off a stopped vehicle jumps out in front of the vehicle as a pedestrian while passing around the stopped vehicle, it may be difficult to appropriately avoid a collision by the emergency brake control.

[0007] The present invention has been made in consideration of the above circumstances, and has an object to provide a vehicle driving control system that can perform appropriate collision avoidance control even when a pedestrian suddenly jumps out from a stopped vehicle. [Means for solving the problem]

[0008] A vehicle driving control system according to one aspect of the present invention is a vehicle driving control system comprising: a road map information update means for updating road map information in real time based on road traffic information and vehicle information collected from a moving body via wireless communication; a control information calculation means for calculating control information for the vehicle based on the road map information; and a driving control execution means for controlling the driving of the vehicle based on the control information, wherein the control information calculation means, when it is determined based on the road map information that a stopped vehicle exists within a set distance ahead of a target vehicle and that the target vehicle is able to pass around the stopped vehicle, calculates the control information for limiting the vehicle speed until the target vehicle passes around the stopped vehicle to a first set vehicle speed or less, and further, when the door of the stopped vehicle is open, calculates the control information for limiting the vehicle speed until the target vehicle passes around the stopped vehicle to a first set vehicle speed or less. Between The control information is calculated to limit the vehicle speed to a second set vehicle speed or lower that is slower than the first set vehicle speed. Effect of the Invention

[0009] According to the vehicle driving control system of the present invention, appropriate collision avoidance control can be performed even when a pedestrian suddenly jumps out from a stopped vehicle. [Brief description of the drawings]

[0010] [Figure 1] FIG. 1 is a schematic configuration diagram showing a vehicle driving control system according to a first embodiment of the present invention; [Diagram 2] FIG. 1 is an explanatory diagram showing a vehicle operation control device and a monitoring device connected to a control device by high-speed wireless communication according to the first embodiment. [Diagram 3] FIG. 1 is an explanatory diagram showing the monitoring area of ​​the stereo camera according to the first embodiment. [Figure 4] FIG. 2 is an explanatory diagram showing road traffic detection information and vehicle detection information transmitted from a vehicle driving control device according to the first embodiment; [Diagram 5] FIG. 2 is an explanatory diagram showing road traffic detection information transmitted from a monitoring device according to the first embodiment. [Figure 6] A flowchart showing a communication control routine in the communication control unit of the operation control device. [Figure 7] A flowchart showing a communication control routine in the communication control unit of the control device. [Figure 8] A flowchart showing a road map information recognition routine in the information recognition control unit of the traffic control device. [Figure 9] A flowchart showing a target steering amount calculation routine in the cruise control unit of the control device. [Figure 10] A flowchart showing a routine for setting a door-opening flag in the driving control unit of the control device. [Figure 11] A flowchart showing a target acceleration / deceleration calculation routine in the driving control unit of the control device (part 1) [Figure 12] A flowchart showing a target acceleration / deceleration calculation routine in the driving control unit of the control device (part 2) [Figure 13] FIG. 1 is an explanatory diagram showing the behavior of a target vehicle relative to a stopped vehicle. [Figure 14] FIG. 1 is an explanatory diagram showing the behavior of a target vehicle relative to a stopped vehicle. [Figure 15] FIG. 1 is an explanatory diagram showing the behavior of a target vehicle relative to a stopped vehicle. [Figure 16] FIG. 11 is a block diagram showing a main part of a communication terminal according to a modified example. [Figure 17] FIG. 1 is an explanatory diagram showing a vehicle driving control device, a communication terminal, and a monitoring device connected to a control device by high-speed wireless communication. [Figure 18] FIG. 1 is a schematic diagram showing a vehicle driving control system using a communication terminal according to the first embodiment of the present invention. [Figure 19] FIG. 1 is an explanatory diagram showing the behavior of a target vehicle relative to a stopped vehicle in a parking lot. [Figure 20] 1 is a flowchart showing a target acceleration / deceleration calculation routine in a cruise control unit of a control device according to a second embodiment of the present invention (part 1). [Figure 21] A flowchart showing a target acceleration / deceleration calculation routine in the driving control unit of the control device (part 2) [Figure 22] FIG. 11 is a schematic configuration diagram showing a vehicle driving control system according to a second embodiment of the present invention; [Diagram 23] A flowchart showing a communication control routine in the communication control unit of the control device. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, the embodiments of the present invention will be described with reference to the drawings. Fig. 1 to Fig. 15 relate to a first embodiment of the present invention, in which Fig. 1 is a schematic configuration diagram showing a vehicle driving control system, and Fig. 2 is an explanatory diagram showing a vehicle driving control device and a monitoring device connected to a control device by high-speed wireless communication.

[0012] As shown in FIG. 1, the driving control system 1 in this embodiment is configured to include a driving control device 10 mounted on a vehicle 5 which is a moving body, a monitoring device 50 installed along a road, and a plurality of control devices 70 consisting of narrow area servers installed in a network environment NW.

[0013] The driving control device 10 has, for example, a camera unit 11 as an autonomous sensor for detecting the driving environment outside the vehicle. The driving control device 10 also has a communication control unit (hereinafter referred to as "communication_ECU") 21, a driving control unit (hereinafter referred to as "driving_ECU") 22, an engine control unit (hereinafter referred to as "E / G_ECU") 23, a power steering control unit (hereinafter referred to as "PS_ECU") 24, a brake control unit (hereinafter referred to as "BK_ECU") 25, and an alarm control unit (hereinafter referred to as "alarm_ECU"). 26 These control units 21 to 26 are connected to each other via an in-vehicle communication line such as a CAN (Controller Area Network).

[0014] The camera unit 11 is fixed, for example, to the center of the upper part of the front part of the vehicle interior. The camera unit 11 has, for example, an in-vehicle camera (stereo camera) consisting of a main camera 11a and a sub-camera 11b, and an image processing unit (IPU) 11c.

[0015] The main camera 11a and the sub-camera 11b sense, for example, a real space in front of the vehicle 5. That is, the main camera 11a and the sub-camera 11b are arranged, for example, at symmetrical positions on either side of the center in the vehicle width direction of the vehicle 5, and capture stereoscopic images of a front area Af (see FIG. 3) of the vehicle 5 from different viewpoints.

[0016] The IPU 11c processes image information of the environment traveling ahead of the vehicle 5 stereoscopically captured by both cameras 11a, 11b in a predetermined manner, and generates image information (distance image information) including distance information calculated from the positional deviation amount of the corresponding object.

[0017] A transceiver 19 compatible with a high-reliability, low-latency communication system (e.g., a fifth-generation mobile communication system) is connected to the communication_ECU 21 as a transceiver for performing wireless communication between the control device 70 and the driving control device 10 of another vehicle 5.

[0018] The input side of the communication_ECU 21 is connected to the camera unit 11, and also to various switches and sensors required for estimating the position of the vehicle 5 (the vehicle's position), such as the acceleration sensor 14, the speed sensor 15, the gyro sensor 16, and the GNSS receiver 17. The input side of the communication_ECU 21 is connected to a door switch 18 as a switch and sensor for detecting vehicle information as moving body information. The acceleration sensor 14 detects the longitudinal acceleration and lateral acceleration of the vehicle 5. The speed sensor 15 detects, for example, the rotational speed of each of the front, rear, left and right wheels. The gyro sensor 16 detects the angular velocity or angular acceleration of the vehicle 5. The GNSS receiver 17 receives positioning signals transmitted from a plurality of positioning satellites. The door switch 18 outputs a door switch signal (ON signal), for example, when a door of the vehicle body is opened.

[0019] The communication_ECU 21 generates road traffic detection information (first road traffic detection information) including various pieces of information input from the above-mentioned camera unit 11, acceleration sensor 14, speed sensor 15, gyro sensor 16, GNSS receiver 17, etc. The communication_ECU 21 also generates vehicle detection information as moving object detection information including various pieces of information input from the door switch 18, etc. The communication_ECU 21 transmits these pieces of detection information to the control device 70 at each preset control period.

[0020] Specifically, the communication_ECU 23 generates road traffic detection information (first road traffic detection information) including the vehicle ID of the vehicle 5, the transmission date and time, a distance image, the position of the vehicle 5 (latitude, longitude), the acceleration of the vehicle 5, the speed of the vehicle 5, and the traveling direction of the vehicle 5, as shown in FIG. 4. The communication_ECU 21 also generates vehicle detection information including the ON / OFF state of a door switch signal, for example, as information accompanying the road traffic information. The communication_ECU 21 can also generate the vehicle detection information independently of the road traffic information. The communication_ECU 21 then transmits the generated first road traffic detection information and vehicle detection information to the control device 70 via the transceiver 19.

[0021] In addition, the communication_ECU 21 receives road map information (described later) transmitted from the control device 70 as required via the transceiver 19.

[0022] Here, the road map information transmitted from the control device 70 is map information that reflects road traffic information that changes from moment to moment in real time based on information collected from each vehicle 5 and each monitoring device 50, etc., present within a specified control area.

[0023] Furthermore, the communication_ECU 21 receives control information (described later) transmitted from the control device 70 as required via the transceiver 19.

[0024] This control information includes, for example, a target acceleration / deceleration for limiting the speed of the host vehicle (target vehicle 5) to a predetermined set speed or less when the host vehicle passes around a stopped vehicle (other vehicle 5), and a target deceleration for performing deceleration control of the vehicle 5 in an emergency where there is a possibility of collision with an obstacle. Upon receiving the target acceleration / deceleration (target deceleration), the communication_ECU 21 outputs the received target deceleration to the E / G_ECU 23 and the BK_ECU 25. This enables the E / G_ECU 23 and the BK_ECU 25 to execute speed control of the vehicle 5 (host vehicle) based on the target acceleration / deceleration as interruption control.

[0025] The control information also includes, for example, a target steering angle for changing the vehicle 5 (host vehicle) to an adjacent lane when there is a stopped vehicle (other vehicle 5) ahead of the host vehicle's lane, and a target steering angle for performing steering control of the vehicle 5 in an emergency. Upon receiving the target steering angle, the communication_ECU 21 outputs the received target steering angle to the PS_ECU 24. This enables the PS_ECU 24 to execute steering control based on the target steering angle as interrupt control.

[0026] That is, in this embodiment, each piece of control information transmitted from the control device 70 takes priority over control information calculated in the travel_ECU 23 on the vehicle 5 side (to be described later).

[0027] In this embodiment, the camera unit 11, the acceleration sensor 14, the vehicle speed sensor 15, the gyro sensor 16, the GNSS receiver 17, and the like function as a first road traffic detection information acquisition means. The door switch 18 functions as a vehicle detection information acquisition means (mobile object detection information acquisition means). The first road traffic detection information acquisition means and the vehicle detection information acquisition means are collectively referred to as information acquisition means (mobile object side information acquisition means). The transceiver 19 functions as a mobile object side communication device (first communication device). The communication_ECU 21 can also transmit detection information such as the first road traffic detection information and the vehicle detection information to other vehicles 5 present in the vicinity of the vehicle 5 through the transceiver 19 (see FIG. 2).

[0028] The travel_ECU 22 calculates control information for the vehicle 5 (host vehicle) based on the road map information received from the control device 70. Here, in this embodiment, the travel_ECU 22 mainly calculates control information related to improving convenience for the driver.

[0029] For example, the traveling_ECU 22 calculates a target acceleration / deceleration as control information for adaptive cruise control (ACC) based on road map information. That is, when the traveling_ECU 22 recognizes that a preceding vehicle exists ahead of the host vehicle in the host vehicle's driving lane based on the road map information, the traveling_ECU 22 calculates a target acceleration / deceleration for making the host vehicle follow the preceding vehicle while maintaining a predetermined vehicle distance from the preceding vehicle. When the traveling_ECU 22 recognizes that a preceding vehicle does not exist ahead of the host vehicle in the host vehicle's driving lane based on the road map information, the traveling_ECU 22 calculates a target acceleration / deceleration for making the host vehicle travel at a constant speed at a set vehicle speed. Then, the traveling_ECU 22 outputs the calculated target acceleration / deceleration to the E / G_ECU 23 and the BK_ECU 25. This enables the E / G_ECU 23 and the BK_ECU 25 to execute vehicle speed control based on the target acceleration / deceleration.

[0030] Further, the traveling_ECU 22 calculates a target steering angle as control information for active lane keep centering (ALKC) control, for example, based on road map information. That is, the traveling_ECU 22 calculates a target steering angle for keeping the host vehicle in the center of the host vehicle's lane, based on the road map information. Then, the traveling_ECU 22 outputs the calculated target steering angle to the PS_ECU 24. This enables the PS_ECU 24 to execute steering control based on the target steering angle.

[0031] A throttle actuator 27 is connected to the output side of the E / G_ECU 23. This throttle actuator 27 opens and closes a throttle valve of an electronically controlled throttle provided in a throttle body of the engine. That is, the throttle actuator 27 opens and closes the throttle valve in response to a drive signal from the E / G_ECU 23 to adjust the intake air flow rate, thereby generating a desired engine output.

[0032] An electric power steering motor 28 is connected to the output side of the PS_ECU 24. The electric power steering motor 28 applies a steering torque to the steering mechanism by the rotational force of the motor. That is, the electric power steering motor 28 generates a desired steering angle by a drive signal from the PS_ECU 24.

[0033] A brake actuator 29 is connected to the output side of the BK_ECU 25. This brake actuator 29 adjusts the brake hydraulic pressure supplied to the brake wheel cylinders provided on each wheel. That is, when the brake actuator 29 is driven by a drive signal from the BK_ECU 25, it generates a braking force on each wheel through the brake wheel cylinders, forcibly decelerating the vehicle 5.

[0034] An alarm device 30 is connected to the output side of the alarm_ECU 26. The alarm device 30 issues a predetermined alarm to the driver. Here, the alarm device 30 is configured, for example, with a multi-information display and a speaker provided on an instrument panel. That is, the alarm device 30 issues a predetermined warning display or alarm sound to the driver in response to a drive signal from the alarm_ECU 26.

[0035] In this manner, in this embodiment, the E / G_ECU 23, the PS_ECU 24, and the BK_ECU 25 realize the function of an operation control execution unit.

[0036] The monitoring device 50 is, for example, a roadside infrastructure for observing the driving environment, and is arranged at fixed points at predetermined intervals along the roadside. The monitoring device 50 is configured to include, for example, a camera unit 51 and a communication_ECU 52.

[0037] The camera unit 51 is, for example, configured with a monocular camera. The camera unit 51 is disposed, for example, such that the optical axis is inclined at a predetermined depression angle from above the road side toward the road surface. In this way, the camera unit 51 detects image information including vehicles traveling on the road.

[0038] A transceiver 53 adapted for a high-reliability, low-latency communication system (e.g., a fifth-generation mobile communication system) is connected to the communication_ECU 52 as a transceiver for wireless communication with the control device 70. In addition, a camera unit 51 is connected to the input side of the communication_ECU 52.

[0039] The communication_ECU 52 generates road traffic detection information (second road traffic detection information) including the image information input from the above-mentioned camera unit 51, and transmits the information to the control device 70 at every preset control period.

[0040] 5, the communication_ECU 52 generates road traffic detection information including the ID of the monitoring device 50, the transmission date and time, the image, the position (latitude, longitude) of the monitoring device 50, etc. Then, the communication_ECU 52 transmits the generated road traffic detection information to the control device 70 via the transceiver 53.

[0041] Thus, in this embodiment, the camera unit 51 functions as a second road traffic detection information acquisition means, and the transceiver 53 functions as a roadside communication device (third communication device).

[0042] The control device 70 is, for example, an edge server (so-called MEC server) in a network environment using edge computing, and is arranged for each predetermined control area. The control device 70 is configured to include, for example, a communication_ECU 71, an information recognition control unit (hereinafter referred to as "information recognition_ECU") 72, and a driving control unit (hereinafter referred to as "driving_ECU") 73. These control units 71 to 73 are connected via a predetermined communication line. Here, each of the control units 71 to 73 has higher performance specifications than each of the control units mounted on the vehicle 5. It is also possible to configure each of the control units 71 to 73 by a single control unit.

[0043] A transceiver 74 compatible with a high-reliability, low-latency communication system (e.g., a fifth-generation mobile communication system) is connected to the communication_ECU 71 as a transceiver for wireless communication between each vehicle's driving control device 10 and each monitoring device 50.

[0044] When the transceiver 74 receives road traffic detection information from the driving control device 10 and each monitoring device 50 of each vehicle 5 , the communication_ECU 71 outputs the received road traffic detection information to the information recognition_ECU 72 .

[0045] Also, communication_ECU 71 When vehicle control information (described later) is input from the travel_ECU 73, the control unit 71 transmits the input control information to the corresponding vehicle 5 via the transceiver 74.

[0046] In addition, communication_ECU 71 When the road map information is input from the information recognition_ECU 72 , the road map information is transmitted to each vehicle 5 via the transceiver 74 .

[0047] Thus, in this embodiment, the transceiver 74 functions as a control side communication device (second communication device).

[0048] The information recognition_ECU 72 is connected to a high-precision road map database 75. The high-precision road map database 75 is a large-capacity storage medium such as an HDD, and stores high-precision road map information (dynamic map) as information required for driving control of each vehicle 5 traveling on a road. The high-precision road map information is composed of static information that mainly constitutes road information, and semi-dynamic information that mainly constitutes traffic information. , and It has three layers of information:

[0049] Static information is made up of information that needs to be updated within one month, such as roads, structures on roads, lane information, road surface information, and permanent traffic regulations.

[0050] Semi-dynamic information consists of information that requires updates within one minute, such as the actual traffic congestion conditions and driving restrictions at the time of observation, temporary driving impairments such as fallen objects and obstacles, actual accident conditions, and narrow-area weather information.

[0051] The dynamic information is composed of information that needs to be updated within one second, such as information transmitted / exchanged between moving bodies, information on currently displayed traffic signals, information on pedestrians / motorcycles in an intersection, information on vehicles going straight through an intersection, etc. Furthermore, in this embodiment, the dynamic information includes various types of vehicle information related to the state of the vehicle 5, such as information on whether the doors are open or closed.

[0052] Such road map information is maintained and updated periodically until the next information is received from the driving control device 10 and each monitoring device 50 of each vehicle 5, and the updated information is appropriately output to the communication_ECU 71 and the traveling_ECU 73. Note that, although it is possible to output all of the road map information within the controlled area as the road map information to be output to the communication_ECU 71, it is preferable to extract only the road map information required for each vehicle 5 to calculate the control information in the traveling_ECU 23, taking into consideration the communication load with the communication_ECU 21 on the vehicle 5 side, and output it as individual road map information associated with the ID of each vehicle 5.

[0053] When updating the road map information, the information recognition_ECU 72 analyzes the road traffic detection information received from the driving control device 10 of each vehicle 5 and each monitoring device 50, and performs recognition processing of the road traffic information.

[0054] For example, when road traffic detection information is received from the driving control device 10, the information recognition_ECU 72 recognizes the current position of the vehicle 5 on a road map, as well as the moving direction and moving speed of the vehicle 5, etc.

[0055] Furthermore, based on the received distance image information and the like, the Information Recognition_ECU 72 obtains lane markings that divide the road around the vehicle 5. The Information Recognition_ECU 72 also obtains the road curvature [1 / m] of each marking line that divides the left and right sides of the road, and the width between each marking line (lane width).

[0056] Furthermore, the information recognition_ECU 72 performs predetermined pattern matching on the distance image information to recognize three-dimensional objects such as guardrails and curbs along the road, and pedestrians, motorcycles, and vehicles other than motorcycles that are on the road. Here, the three-dimensional object recognition in the information recognition_ECU 72 recognizes, for example, the type of the three-dimensional object, the distance to the three-dimensional object, the speed of the three-dimensional object, and the like.

[0057] Similarly, when road traffic detection information is received from the monitoring device 50, the information recognition_ECU 72 performs a well-known image recognition process or the like based on the received image information or the like, thereby performing a recognition process for the road traffic information.

[0058] In addition, the information recognition_ECU 72 analyzes the vehicle detection information received from the driving control device 10 and performs a recognition process for the vehicle information.

[0059] For example, when the received vehicle detection information includes a door switch signal (ON signal), the information recognition_ECU 72 recognizes the door open state of the vehicle 5 as the vehicle information.

[0060] In this way, when the road traffic information and vehicle information are recognized based on the road traffic detection information and vehicle detection information from the driving control device 10 and the monitoring device 50, the information recognition_ECU 72 updates the road map information stored in the high-precision road map database 75 as needed based on the recognized road traffic information and vehicle information. This information update is performed not only on static information but also on semi-dynamic information and dynamic information. As a result, the road map information includes the latest road traffic information acquired by communication with the outside of the control device 70, and information on moving objects such as vehicles traveling on roads is updated in real time.

[0061] In this manner, in this embodiment, the information recognition_ECU 72 realizes the function of a road map information updating unit.

[0062] The travel_ECU 73 calculates control information for each vehicle 5 present within the control area of ​​the control device 70. For example, when a stopped vehicle is present on a road within the control area, the travel_ECU 73 calculates control information for other vehicles 5 traveling in a direction approaching the stopped vehicle to safely avoid the stopped vehicle. The travel_ECU 73 also calculates control information for each vehicle 5 to emergency avoid collision with an obstacle. Here, various programs for calculating the control information and the like in the travel_ECU 73 can be updated to the latest programs at any time, for example, through the network environment NW.

[0063] Specifically, when the travel_ECU 73 detects a stopped vehicle based on road map information reflecting road traffic information and vehicle information, the travel_ECU 73 extracts the vehicle 5 traveling in a direction approaching the stopped vehicle on the same road as the target vehicle. Then, the travel_ECU 73 calculates control information for each target vehicle to avoid the stopped vehicle and pass by at a speed equal to or lower than a set vehicle speed.

[0064] For example, when the lane in which the target vehicle is traveling is the same as the stopped vehicle and an adjacent lane in which the target vehicle can travel is adjacent to the lane in which the target vehicle is traveling, the traveling_ECU 73 calculates a target steering angle for causing the target vehicle to change lanes to the adjacent lane just before the stopped vehicle.

[0065] That is, the traveling_ECU 73 sets the position of the target vehicle at the time when the distance D from the target vehicle to the stopped vehicle becomes equal to or shorter than the set distance Dth1 based on, for example, road map information, as the control start position, and sets the center of the adjacent lane as the target lateral position. In addition, the traveling_ECU 73 uses a lateral jerk allowed according to the vehicle speed of the target vehicle to calculate a first distance from the control start position to an intermediate position between the control start position and the target lateral position. ofCalculate a target path and a second target path from the intermediate position to the target lateral position. Then, the traveling ECU 73 sets a target steering angle for causing the target vehicle to travel along the target path as control information. Note that the set distance Dth1 in this case can be variably set based on a preset map or the like so as to increase as the vehicle speed V of the target vehicle increases.

[0066] Also, when the target vehicle is traveling in a lane different from the stopped vehicle on the same road as the stopped vehicle and the target vehicle can pass by the periphery of the stopped vehicle (for example, the side of the stopped vehicle), the traveling ECU 73 calculates control information for restricting the vehicle speed V of the target vehicle to be equal to or lower than the set vehicle speed.

[0067] That is, for example, when the distance D from the target vehicle to the stopped vehicle becomes equal to or less than the set distance Dth2 (Dth2 < Dth1) based on the road map information, the traveling ECU 73 sets, as control information, a target acceleration / deceleration for restricting the vehicle speed V of the target vehicle to be equal to or lower than the first set vehicle speed V1 (for example, 30 km / h). This target acceleration / deceleration is, for example, the target acceleration / deceleration for making the vehicle speed V of the target vehicle equal to the first set vehicle speed V1 from when the distance D to the stopped vehicle becomes equal to or less than the set distance Dth2 until the target vehicle reaches the set distance D0 in front of the stopped vehicle. Further, after making the vehicle speed V of the target vehicle equal to the first set vehicle speed V1, the traveling ECU 73 sets, as control information, a target acceleration / deceleration for maintaining the first set vehicle speed V1 until the target vehicle passes by the periphery of the stopped vehicle.

[0068] Furthermore, when the door of the stopped vehicle is open and the distance D from the target vehicle to the stopped vehicle becomes equal to or less than the set distance Dth2, the travel_ECU 73 sets, as the control information, a target acceleration / deceleration for limiting the vehicle speed V of the target vehicle to equal to or less than a second set vehicle speed V2 (e.g., 10 km / h) slower than the first set vehicle speed V1. This target acceleration / deceleration is, for example, a target acceleration / deceleration for setting the vehicle speed of the target vehicle to the second set vehicle speed V2 from the time when the distance D to the stopped vehicle becomes equal to or less than the set distance Dth2 until the target vehicle reaches the set distance D0 in front of the stopped vehicle. After setting the vehicle speed V of the target vehicle to the second set vehicle speed V1, the travel_ECU 73 sets, as the control information, a target acceleration / deceleration for maintaining the second set vehicle speed V2 for a shorter period of time between the time when the door is opened and the time when a set time has elapsed or the time when the target vehicle passes around the stopped vehicle.

[0069] Here, the control information for limiting the vehicle speed V to a second set vehicle speed V2 or less is given priority over the control information for limiting the vehicle speed V to a first set vehicle speed V1 or less.

[0070] In addition, when the driving_ECU 73 detects an obstacle ahead of the vehicle 5 on the roadway that is likely to collide with the vehicle 5 based on road map information, it calculates control information for emergency braking (AEB (Autonomous Emergency Braking): collision damage mitigation brake) control to stop the vehicle in front of the obstacle.

[0071] Here, the obstacle in this embodiment refers to a three-dimensional object that may collide with the vehicle 5, and specifically refers to a three-dimensional object in front of the vehicle 5 on the roadway, at least a part of which laps the vehicle 5. This obstacle includes not only another vehicle 5 parked near the road shoulder, but also a preceding vehicle 5 that has suddenly decelerated or stopped in front of the vehicle 5, and a pedestrian crossing the roadway. In this embodiment, the pedestrian naturally includes a passenger who has gotten out of a stopped vehicle.

[0072] The control information for this emergency brake control is based on an obstacle recognized by the information recognition_ECU 72, and for example, control information for primary brake control and control information for secondary brake control are set in a sequential, step-by-step manner.

[0073] The primary brake control is a warning brake control for prompting the driver to perform an operation to avoid a collision with an obstacle, and is a gentle brake control for decelerating the vehicle 5 using a relatively small deceleration a0.

[0074] The secondary brake control is a type of brake control that is performed when the driver does not perform appropriate collision avoidance operations in response to the primary brake control, and is a strong brake control that decelerates the vehicle 5 using a deceleration rate ap greater than that of the primary brake control until the relative speed between the vehicle 5 and the obstacle becomes "0".

[0075] The control information for these brake controls is set when the relationship between the relative speed Vrel and the relative distance D between the vehicle 5 and the obstacle becomes equal to or smaller than a threshold value.

[0076] In this embodiment, specifically, the traveling_ECU 73 calculates the brake control start distances Dth3 and Dth4, which are distance thresholds, from the relationship between the relative speed Vrel between the vehicle 5 and the obstacle and the overlap ratio Rap. In order to calculate these distance thresholds Dth3 and Dth4, a map for setting the primary brake control start distance and a map for setting the secondary brake control start distance are set in advance and stored in the traveling_ECU 73 based on experiments, simulations, etc. These maps are basically set so that the lower the relative speed Vrel is, the smaller the distance threshold is set to delay the deceleration start timing, and the lower the overlap ratio R is, the smaller the distance threshold is set to delay the deceleration start timing. That is, each map is set so that the lower the relative speed Vrel is and the lower the overlap ratio R is, the more room is left for the driver to avoid a collision with the obstacle by his / her own driving operation.

[0077] Then, when the relative distance D becomes equal to or smaller than the primary brake control start distance Dth3, the travel_ECU 73 sets the target deceleration a0 as the control information for the vehicle 5.

[0078] Furthermore, when the driver does not perform appropriate evasive maneuvers during the primary brake control and the relative distance D becomes equal to or shorter than the secondary brake control start distance Dth4, the traveling_ECU 73 sets a target deceleration ap as control information for the vehicle 5.

[0079] Note that a time to collision (TTC), which will be described later, is a parameter in brake control that is substantially synonymous with the relative distance D. Therefore, it is also possible to use the time to collision TTC as a parameter that indicates the relationship between the relative speed Vrel and the relative distance D.

[0080] During execution of the secondary brake control, the travel_ECU 73 calculates a time to collision (TTC) which is a time until the vehicle 5 collides with an obstacle. As the time to collision TTC, for example, a value ((relative distance D) / (relative speed Vrel)) is calculated by dividing the relative distance D between the vehicle 5 and the obstacle ahead by the relative speed Vrel between the vehicle 5 and the obstacle ahead.

[0081] When the time to collision TTC is equal to or less than a preset threshold Tth, the travel_ECU 73 determines that it is difficult to avoid a collision with an obstacle by braking control, and calculates control information for emergency steering (AES (Autonomous Emergency Steering): automatic steering avoidance) control in order to avoid an emergency collision with the obstacle by steering. Here, the threshold Tth is a threshold for determining whether there is enough time to avoid a collision between the vehicle 5 and the obstacle by emergency braking control in relation to the time to collision TTC.

[0082] In this steering control, the traveling_ECU 73 calculates a target lateral position for the vehicle 5 to avoid collision with an obstacle. The traveling_ECU 73 also calculates, as a target route for emergency steering control, a first target route from the control start position to an intermediate position between the control start position and the target lateral position, and a second target route from the intermediate position to the target lateral position, using, for example, a vehicle position at the time when the time to collision TTC becomes equal to or less than a set threshold value Tth as a control start position, and a lateral jerk allowed according to the vehicle speed. The traveling_ECU 73 then sets, as control information, a target steering angle for driving the vehicle 5 along the target route.

[0083] Furthermore, if another vehicle 5 is affected by the behavior of the vehicle 5 for which the control information has been set, the driving_ECU 73 calculates control information for collision avoidance (control information for emergency braking control / emergency steering control) for the other vehicle 5 as necessary and appropriately.

[0084] Each piece of control information calculated in this manner is output from the travel_ECU 73 to the communication_ECU 71, and the communication_ECU 71 transmits each piece of control information to the corresponding vehicle 5 via the transceiver 74. In this manner, in this embodiment, the travel_ECU 73 realizes the function of a control information calculation means.

[0085] Next, the communication control in the communication_ECU 21 of the operation control device 10 will be described with reference to the flowchart of the communication control routine shown in Fig. 6. This routine is repeatedly executed in the communication_ECU 21 at set intervals.

[0086] When the routine starts, the communication_ECU 21 checks in step S101 whether the vehicle 5 is present within the communication range (control area) of the control device 70 or not.

[0087] Then, in step S101, if it is determined that the vehicle 5 is outside the communication range, the communication_ECU 21 exits the routine.

[0088] On the other hand, if it is determined in step S101 that the vehicle 5 is within the communication range, the communication_ECU 21 proceeds to step S102 and checks whether a set time (e.g., 200 msec) has elapsed since the first road traffic detection information and vehicle detection information were last transmitted.

[0089] Then, if it is determined in step S102 that the set time has elapsed, the communication_ECU 21 proceeds to step S103, where it transmits the first road traffic detection information and the vehicle detection information via the transceiver 19, and then proceeds to step S104.

[0090] On the other hand, if it is determined in step S102 that the set time has not elapsed, the communication_ECU 21 proceeds directly to step S104.

[0091] When proceeding to step S104 from step S102 or step S103, the communication_ECU 21 checks whether or not control information is being received through the transceiver 19 from the control device 70 corresponding to the controlled area in which the vehicle 5 is currently located.

[0092] Then, if it is determined in step S104 that the control information has not been received, the communication_ECU 21 proceeds to step S109.

[0093] On the other hand, if it is determined in step S104 that the control information has been received, the communication_ECU 21 proceeds to step S105 and checks whether or not the received control information includes a target acceleration / deceleration.

[0094] Then, in step S105, if it is determined that the received control information includes the target acceleration / deceleration, the communication_ECU 21 proceeds to step S106, where it outputs the target deceleration to the E / G_ECU 23, the BK_ECU 25, and the warning_ECU 26, and then proceeds to step S107. As a result, the E / G_ECU 23 and the BK_ECU 25 perform vehicle speed control when passing around a stopped vehicle, or emergency brake control for an obstacle, based on the input target acceleration / deceleration. Also, the warning_ECU 26 appropriately performs a predetermined warning control according to the target deceleration.

[0095] On the other hand, if it is determined in step S105 that the received control information does not include the target acceleration / deceleration, the communication_ECU 21 proceeds directly to step S107.

[0096] When the process proceeds from step S105 or step S106 to step S107, the communication_ECU 21 checks whether or not the received control information includes a target steering angle.

[0097] Then, in step S107, if it is determined that the received control information includes a target steering angle, the communication_ECU 21 proceeds to step S108, where it outputs the target steering angle to the PS_ECU 24 and the warning_ECU 26, and then proceeds to step S109. As a result, the SP_ECU 24 performs lane change control to avoid a stopped vehicle or emergency steering control for an obstacle based on the input target steering angle. Also, the warning_ECU 26 appropriately performs a predetermined warning control according to the target steering angle.

[0098] On the other hand, if it is determined in step S107 that the received control information does not include the target steering angle, the communication_ECU 21 proceeds directly to step S109.

[0099] When the process proceeds from step S107 or step S108 to step S109, the communication_ECU 21 checks whether or not road map information is being received via the transceiver 19 from the control device 70 corresponding to the controlled area in which the vehicle 5 is currently located.

[0100] Then, in step S109, if it is determined that the road map information has not been received, the communication_ECU 21 exits the routine.

[0101] On the other hand, if it is determined in step S109 that the road map information has been received, the communication_ECU 21 proceeds to step S110, where it outputs the received road map information to the driving_ECU 22, and then exits the routine.

[0102] Although detailed description is omitted, the communication_ECU 52 of the monitoring device 50 also performs the same processes as those in steps S102 and S103 described above, and transmits the second road traffic detection information to the control device 70.

[0103] Next, the communication control executed in the communication_ECU 71 of the control device 70 will be described with reference to the flowchart of the communication control routine in Fig. 7. This routine is repeatedly executed in the communication_ECU 71 at set intervals.

[0104] When the routine starts, in step S201, the communication_ECU 71 checks whether or not information has been received from the outside. That is, the communication_ECU 71 checks whether or not at least one of the first road traffic detection information and the vehicle detection information from the driving control device 10 of the vehicle 5 existing in the control area and the second road traffic detection information from the monitoring device 50 has been received.

[0105] Then, in step S201, if it is determined that information has been received from the outside, the communication_ECU 71 proceeds to step S202, where it outputs the received information to the information recognition_ECU 72, and then proceeds to step S203.

[0106] On the other hand, if it is determined in step S201 that no information has been received from the outside, the communication_ECU 71 proceeds directly to step S203.

[0107] When the process proceeds from step S201 or step S202 to step S203, the communication_ECU 71 checks whether or not control information has been input from the traveling_ECU 73.

[0108] Then, if it is determined in step S203 that control information has been input, the communication_ECU 71 proceeds to step S204, where it transmits the control information via the transceiver 74 to the vehicle 5 having the ID corresponding to the input control information, and then proceeds to step S205.

[0109] On the other hand, if it is determined in step S204 that the control information has not been input, the communication_ECU 71 proceeds directly to step S205.

[0110] When the process proceeds from step S203 or step S204 to step S205, the communication_ECU 71 checks whether or not newly updated road map information has been input from the information recognition_ECU 72.

[0111] Then, if it is determined in step S205 that road map information has been input, the communication_ECU 71 proceeds to step S206, where it transmits the input road map information to each vehicle 5 within the controlled area, and then exits the routine.

[0112] On the other hand, if it is determined in step S205 that the road map information has not been input, the communication_ECU 71 exits the routine.

[0113] Next, the information recognition process executed in the information recognition_ECU 72 will be described with reference to a flowchart of an information recognition routine shown in Fig. 8. This routine is repeatedly executed in the information recognition_ECU 72 at set time intervals.

[0114] When the routine starts, the information recognition_ECU 72 checks whether or not information has been input from the outside via the communication_ECU 71.

[0115] If it is determined in step S301 that no information has been input from the outside, the information recognition_ECU 72 exits the routine.

[0116] On the other hand, if it is determined in step S301 that information has been input from the outside, the information recognition_ECU 72 proceeds to step S302 and checks whether the input information is information from the vehicle 5, i.e., whether the input information is the first road traffic detection information and vehicle detection information.

[0117] Then, in step S302, if it is determined that the input information is not information from the vehicle 5, that is, if it is determined that the input information is the second road traffic detection information, the information recognition_ECU 72 proceeds directly to step S305.

[0118] On the other hand, if it is determined in step S302 that the input information is information from the vehicle 5, the information recognition_ECU 72 proceeds to step S303. Then, in step S303, the information recognition_ECU 72 recognizes the current position of the vehicle 5 on the road map, the traveling direction of the vehicle 5, the speed of the vehicle 5, etc., based on the first road traffic detection information, and then proceeds to step S304.

[0119] When the process proceeds from step S303 to step S304, the information recognition_ECU 72 recognizes the vehicle information based on the vehicle detection information, and then proceeds to step S305. That is, for example, when the vehicle detection information includes a door switch signal, the information recognition_ECU 72 recognizes that the door is in an open state as the vehicle information of the vehicle 5.

[0120] When the process proceeds from step S302 or step S304 to step S305, the information recognition_ECU 72 recognizes road traffic information based on the input road traffic detection information.

[0121] For example, when recognizing road traffic information based on the first road traffic detection information, the information recognition_ECU 72 recognizes various information such as lane markings on the road, lane widths, and three-dimensional objects such as other vehicles and pedestrians, based on the vehicle position and traveling direction recognized in step S303. Furthermore, the information recognition_ECU 72 recognizes the moving speeds of various three-dimensional objects based on the relative speed with respect to the vehicle 5.

[0122] For example, when recognizing road traffic information based on the second road traffic detection information, the information recognition_ECU 72 recognizes various information such as lane markings on the road, lane widths, and three-dimensional objects such as other vehicles and pedestrians, based on the coordinates of the monitoring device 50 and the optical axis direction of the camera unit 51. Furthermore, the information recognition_ECU 72 recognizes the moving speeds of various three-dimensional objects.

[0123] Then, when the process proceeds from step S305 to step S306, the information recognition_ECU 72 updates the road map information using the vehicle information and road traffic information recognized in steps S304 and S305, and then proceeds to step S307.

[0124] Then, when the process proceeds from step S306 to step S307, the information_recognition_ECU 72 outputs the road map information updated in step S306 to the communication_ECU 71 and the driving_ECU 73, and then the process exits the routine.

[0125] Next, the calculation of the target steering amount in the traveling_ECU 73 will be described with reference to a flowchart of a target steering amount calculation routine shown in Fig. 9. This routine is executed in the traveling_ECU 73 by sequentially extracting each vehicle 5 existing in the control area as a target vehicle and repeatedly at set intervals.

[0126] When the routine starts, in step S401, the travel_ECU 73 checks whether or not there is a stopped vehicle ahead on the road on which the target vehicle is traveling, based on road map information. Here, the road on which the target vehicle is traveling includes not only the lane on which the target vehicle is traveling, but also other lanes in the same traveling direction as the oncoming lane, oncoming lanes, road shoulders, etc.

[0127] Then, in step S401, if it is determined that there is no stopped vehicle ahead on the road on which the target vehicle is traveling, the travel_ECU 73 directly exits the routine.

[0128] On the other hand, if it is determined in step S401 that a stopped vehicle is present ahead on the road on which the target vehicle is traveling, the driving_ECU 73 proceeds to step S402 and checks whether the distance D from the target vehicle to the stopped vehicle is equal to or less than the set distance Dth1.

[0129] Then, in step S402, if it is determined that the distance D from the target vehicle to the stopped vehicle is greater than the set distance Dth1, the travel_ECU 73 exits the routine.

[0130] On the other hand, if it is determined in step S402 that the distance D from the target vehicle to the stopped vehicle is equal to or less than the set distance Dth1, the driving_ECU 73 proceeds to step S403 and checks whether the target vehicle is traveling in the same lane as the stopped vehicle.

[0131] Then, in step S403, if it is determined that the target vehicle is traveling in a lane different from that of the stopped vehicle, the traveling_ECU 73 exits the routine.

[0132] On the other hand, if it is determined in step S403 that the target vehicle is traveling in the same lane as the stopped vehicle, the traveling_ECU 73 proceeds to step S404 and checks whether or not there is an adjacent lane in which the target vehicle can travel.

[0133] Then, in step S404, if it is determined that there is no adjacent lane in which the target vehicle can travel, the travel_ECU 73 directly exits the routine.

[0134] On the other hand, if it is determined in step S404 that there is an adjacent lane in which the target vehicle can travel, the traveling_ECU 73 proceeds to step S405 to check whether or not it is time for the target vehicle to change lanes. That is, the traveling_ECU 73 checks, based on the road map information, whether or not there is a vehicle traveling parallel or a following vehicle on the adjacent lane that would prevent the target vehicle from changing lanes.

[0135] Then, in step S405, if it is determined that the timing is not yet suitable for the target vehicle to change lanes, the driving_ECU 73 exits the routine.

[0136] On the other hand, if it is determined in step S405 that the timing is right for the target vehicle to change lanes, the driving_ECU 73 proceeds to step S406 and calculates a target steering angle for changing lanes to the adjacent lane.

[0137] Then, when the process proceeds from step S406 to step S407, the traveling_ECU 73 outputs the calculated target steering angle to the communication_ECU 71, and then exits the routine.

[0138] Next, the setting of the door open flag in the travel_ECU 73 will be described with reference to a flowchart of a door open flag setting routine shown in Fig. 10. This routine is repeatedly executed in the travel_ECU 73 at set intervals.

[0139] When the routine starts, in step S501, the driving_ECU 73 checks, based on road map information, whether or not there is a stopped vehicle ahead on the road on which the target vehicle is traveling.

[0140] Then, in step S501, if it is determined that a stopped vehicle is present ahead on the road on which the target vehicle is traveling, the traveling_ECU 73 proceeds to step S503.

[0141] On the other hand, if it is determined in step S501 that there is no stopped vehicle ahead on the road on which the target vehicle is traveling, the driving_ECU 73 proceeds to step S502 and checks whether the target vehicle is traveling around (e.g., to the side of) the stopped vehicle.

[0142] Then, if it is determined in step S502 that the target vehicle is not traveling around the stopped vehicle, that is, if there is no stopped vehicle ahead on the road on which the target vehicle is traveling, or if it is determined that the stopped vehicle has passed around the stopped vehicle, the driving_ECU73 proceeds to step S509.

[0143] On the other hand, if it is determined in step S502 that the target vehicle is traveling around the stopped vehicle, the traveling_ECU 73 proceeds to step S503.

[0144] When the process proceeds from step S501 or step S502 to step S503, the travel_ECU 73 checks whether or not the door of the stopped vehicle has just been opened.

[0145] Then, in step S503, if it is determined that the door of the stopped vehicle has not just been opened, or if it is determined that the door of the stopped vehicle has not even been opened, the travel_ECU 73 proceeds to step S505.

[0146] On the other hand, if it is determined in step S503 that the door of the stopped vehicle has just been opened, the travel_ECU 73 proceeds to step S504, sets a door open flag F to "1" indicating that the door of the stopped vehicle has been opened, and then proceeds to step S505.

[0147] When the process proceeds from step S503 or step S504 to step S505, the travel_ECU 73 checks whether the door open flag F is set to "1".

[0148] Then, in step S505, if it is determined that the door open flag F is cleared to "0", the travel_ECU 73 exits the routine as is.

[0149] On the other hand, if it is determined in step S505 that the door open flag F is set to "1", the travel_ECU 73 proceeds to step S506, increments the counter T indicating the elapsed time since the door of the stopped vehicle was opened (T←T+1), and then proceeds to step S507.

[0150] When proceeding from step S506 to step S507, the travel_ECU 73 checks whether or not a counter T indicating an elapsed time is equal to or greater than a preset counter threshold value Tth (for example, a counter threshold value equivalent to about 3 minutes).

[0151] Then, when it is determined in step S507 that the counter T is equal to or greater than the counter threshold value Tth, the traveling_ECU 73 proceeds to step S509.

[0152] On the other hand, if it is determined in step S507 that the counter T is less than the counter threshold value Tth, the travel_ECU 73 proceeds to step S508 and checks whether or not the door of the stopped vehicle has been closed.

[0153] Then, in step S508, if it is determined that the door remains open, the travel_ECU 73 leaves the routine while maintaining the door open flag at "1".

[0154] On the other hand, if it is determined in step S508 that the door is closed, the travel_ECU 73 proceeds to step S509.

[0155] When the process proceeds from step S502 or step S508 to step S509, the travel_ECU 73 clears the door open flag F to "0", and then clears the counter T to "0" in the following step S510, after which the process exits the routine.

[0156] Next, the target acceleration / deceleration calculation in the traveling ECU 73 will be described according to the flowchart of the target acceleration / deceleration calculation routine shown in FIGS. 11 and 12. This routine is repeatedly executed at each set period.

[0157] When the routine starts, in step S601, the traveling ECU 73 checks whether there is a stopped vehicle ahead on the road on which the target vehicle is traveling based on the road map information.

[0158] And, in step S601, if it is determined that there is no stopped vehicle ahead on the road on which the target vehicle is traveling, the traveling ECU 73 proceeds to step S610.

[0159] On the other hand, in step S601, if it is determined that there is a stopped vehicle ahead on the road on which the target vehicle is traveling, the traveling ECU 73 proceeds to step S602 and checks whether the distance D from the target vehicle to the stopped vehicle is equal to or less than a set distance Dth2 (Dth2 < Dth1).

[0160] And, in step S602, if it is determined that the distance D from the target vehicle to the stopped vehicle is greater than the set distance Dth2, the traveling ECU 73 exits the routine as it is.

[0161] On the other hand, in step S602, if it is determined that the distance D from the target vehicle to the stopped vehicle is equal to or less than the set distance Dth2, the traveling ECU 73 proceeds to step S603 and checks whether the target vehicle is traveling in the same lane as the stopped vehicle.

[0162] And, in step S603, if it is determined that the target vehicle is traveling in the same lane as the stopped vehicle, the traveling ECU 73 proceeds to step S605, sets the target vehicle speed Vt of the target vehicle to "0", and then proceeds to step S608.

[0163] On the other hand, if it is determined in step S603 that the target vehicle is not traveling on the same lane as the stopped vehicle, the travel_ECU 73 proceeds to step S604 and checks whether the door open flag F is set to "1".

[0164] Then, when it is determined in step S604 that the door-open flag F is cleared to "0", the travel_ECU 73 proceeds to step S606, where it sets the target vehicle speed Vt to the first set vehicle speed V1, and then proceeds to step S608.

[0165] On the other hand, if it is determined in step S604 that the door-open flag F is set to "1", the travel_ECU 73 proceeds to step S607, sets the target vehicle speed Vt to the second set vehicle speed V2, and then proceeds to step S608.

[0166] When proceeding to step S608 from step S605, step S606, or step S607, the driving_ECU 73 calculates a target acceleration / deceleration rate for bringing the vehicle speed V of the target vehicle to the target vehicle speed Vt until the distance D between the target vehicle and the stopped vehicle becomes the set distance D0, and then proceeds to step S609.

[0167] When the process proceeds from step S608 to step S609, the traveling_ECU 73 outputs the calculated target acceleration / deceleration to the communication_ECU 71, and then exits the routine.

[0168] Furthermore, when the process proceeds from step S601 to step S610, the travel_ECU 73 checks whether or not the target vehicle is traveling around (for example, to the side of) the stopped vehicle.

[0169] Then, in step S610, if it is determined that the target vehicle is not traveling around the stopped vehicle, that is, if there is no stopped vehicle ahead on the road on which the target vehicle is traveling, or if it is determined that the stopped vehicle has passed around the stopped vehicle, the driving_ECU73 exits the routine.

[0170] On the other hand, if it is determined in step S610 that the target vehicle is traveling around the stopped vehicle, the travel_ECU 73 proceeds to step S611 and checks whether the door open flag F is set to "1".

[0171] Then, when it is determined in step S611 that the door-open flag F is cleared to "0", the travel_ECU 73 proceeds to step S612, sets the target vehicle speed Vt to the first set vehicle speed V1, and then proceeds to step S614.

[0172] On the other hand, if it is determined in step S611 that the door-open flag F is set to "1", the travel_ECU 73 proceeds to step S613, sets the target vehicle speed Vt to the second set vehicle speed V2, and then proceeds to step S614.

[0173] When the process proceeds from step S612 or step S613 to step S614, the travel_ECU 73 calculates a target acceleration / deceleration for making the vehicle speed V of the subject vehicle equal to the target vehicle speed Vt, and then proceeds to step S615.

[0174] When the process proceeds from step S614 to step S615, the traveling_ECU 73 outputs the calculated target acceleration / deceleration to the communication_ECU 71, and then exits the routine.

[0175] According to this embodiment, the plurality of vehicles 5 can receive signals by wireless communication. collectionThe vehicle driving control system 1 includes a control device 70 having an information recognition_ECU 72 that updates road map information in real time based on road traffic information and vehicle information obtained by the control device 70, and a traveling_ECU 73 that calculates control information for the vehicle 5 based on the road map information, and the E / G_ECU 23, PS_ECU 24, and BK_ECU 25 of the vehicle 5 execute driving control based on the control information. When the traveling_ECU 73 of the control device 70 determines based on the road map information that a stopped vehicle exists within a set distance (second set distance Dth2) ahead of the target vehicle and that the target vehicle can pass around the stopped vehicle, the traveling_ECU 73 calculates control information for limiting the vehicle speed V of the target vehicle to a first set vehicle speed V1 or less, and further, when the door of the stopped vehicle is open, calculates control information for limiting the vehicle speed of the target vehicle to a second set vehicle speed V2 slower than the first set vehicle speed V1 until a set time has elapsed since the door is opened or until the target vehicle passes around the stopped vehicle, thereby making it possible to perform appropriate emergency brake control even when a pedestrian rushes out from a stopped vehicle.

[0176] That is, for example, as shown in FIG. 13, when a target vehicle passes around a stopped vehicle, the vehicle speed V of the target vehicle is limited to less than or equal to a first set vehicle speed V1 between the time when the distance D between the target vehicle and the stopped vehicle becomes less than or equal to the set distance Dth2 and the time when it becomes the set distance D0, and the vehicle speed V is maintained at less than or equal to the first set vehicle speed V1 until the target vehicle passes around the stopped vehicle (see the hatched area in FIG. 13), thereby making it possible to appropriately avoid a collision with a pedestrian or the like even if the pedestrian or the like jumps out from behind the stopped vehicle by emergency brake control.

[0177] In addition, for example, as shown in Fig. 14, when the door of the stopped vehicle is open, it is predicted that there is a high possibility that an occupant who has got off the stopped vehicle will suddenly jump out in front of the target vehicle as a pedestrian, and by limiting the vehicle speed V of the target vehicle to a second set vehicle speed V2 or less that is slower than the first set vehicle speed V1, even if an occupant jumps out from the stopped vehicle, a collision with a pedestrian or the like can be more effectively avoided by applying emergency braking. In this case, if a set time has elapsed since the door of the stopped vehicle is opened, it is determined that there is a low possibility that an occupant will get off the stopped vehicle, and traveling at or below the second set vehicle speed V2 is canceled (i.e., the vehicle is accelerated to the first set vehicle speed V1), thereby preventing the vehicle speed V from being restricted more than necessary and reducing the discomfort felt by the occupants.

[0178] Also, for example, as shown in Figures 13 and 14, when the target vehicle is traveling in the same lane as the stopped vehicle, the target vehicle can be caused to change lanes when the distance D between the target vehicle and the stopped vehicle becomes less than or equal to the set distance Dth1, thereby allowing the target vehicle to continue traveling.

[0179] In these cases, the information recognition_ECU 72 of the control device 70 updates the road map information in real time based on information collected from each vehicle 5 and the monitoring device 50 present in the control area, so that information that is difficult to recognize only by the autonomous sensor provided in each vehicle 5 can be quickly recognized. Then, the travel_ECU 73 of the control device 70 calculates control information for each vehicle 5 based on the updated road map information, so that the control information for the vehicle 5 traveling on a road with poor visibility can also be set at an appropriate timing. Therefore, for example, as shown in FIG. 15, even if a stopped vehicle is present on a curve with poor visibility, control such as lane change and vehicle speed limit for the target vehicle can be executed at an appropriate timing.

[0180] In the above-mentioned embodiment, the communication_ECU 21, the traveling_ECU 22, the E / G_ECU 23, the PS_ECU 24, the BK_ECU 25, the alarm_ECU 26, the communication_ECU 52, the communication_ECU 71, the information recognition_ECU 72, the traveling_ECU 73, etc. are configured with a well-known microcomputer equipped with a CPU, a RAM, a ROM, a non-volatile storage unit, etc., and with its peripheral devices, and the ROM stores programs to be executed by the CPU and fixed data such as data tables in advance. Note that all or part of the functions of the processor may be configured with a logic circuit or an analog circuit, and the processing of various programs may be realized by an electronic circuit such as an FPGA.

[0181] The invention described in the above embodiment is not limited to the embodiment, and various modifications can be made in the implementation stage without departing from the gist of the invention.

[0182] For example, in the above embodiment, an example has been described in which the vehicle 5 is equipped with the camera unit 11 consisting of a stereo camera, but the present invention is not limited to this, and for example, instead of the camera unit consisting of a stereo camera, it is also possible to apply a camera unit consisting of a monocular camera, a millimeter wave radar, a Lidar (light detection and ranging), etc. Similarly, in the monitoring device 50, instead of the camera unit 51 consisting of a monocular camera, it is also possible to apply a camera unit consisting of a stereo camera, a millimeter wave radar, a Lidar, etc.

[0183] Furthermore, for example, as shown in FIG. 16, a communication terminal 80 such as a smartphone or a mobile phone can be used as a mobile object for providing the first road traffic detection information to the control device .

[0184] In this case, the communication terminal 80 has, as a first road traffic detection acquisition means, a camera unit 81, an acceleration sensor 84, a speed sensor 85, a gyro sensor 86, a GNSS receiver 87, and the like, which are connected to the communication_ECU 82. The communication terminal 80 also has, as a first communication device, a transceiver 88 connected to the communication_ECU 82.

[0185] The camera unit 81, the acceleration sensor 84, the speed sensor 85, the gyro sensor 86, the GNSS receiver 87, etc. correspond to the camera unit 11, the acceleration sensor 14, the speed sensor 15, the gyro sensor 16, the GNSS receiver 17, etc. in the above-mentioned embodiment. The communication_ECU 82 corresponds to the communication_ECU 21 in the above-mentioned embodiment. The transceiver 88 corresponds to the transceiver 19 in the above-mentioned embodiment. Therefore, detailed description of each of these components will be omitted.

[0186] Such a communication terminal 80 can, for example, be held by a pedestrian 100 or the like within a controlled area, as shown in FIG. 17, to acquire first road traffic detection information and transmit the acquired first road traffic detection information to a control device 70.

[0187] Also, for example, as shown in FIG. 18, the communication terminal 80 can be applied to the vehicle 5 equipped with the driving control device 10 that does not include a camera unit, a transceiver, or the like. In this case, the communication terminal 80 fixed to the dashboard of the vehicle 5 or the like can be connected to the driving control device 10 via a communication cable such as a USB (Universal Serial Bus) cable. This allows the communication terminal 80 to acquire first road traffic detection information and transmit the acquired first road traffic detection information to the control device 70. At that time, the communication terminal 80 can also acquire vehicle detection information from a door switch (not shown) or the like provided in the vehicle 5 via the communication cable. Furthermore, the communication terminal 80 can output the control information received from the control device 70 to each of the ECUs 23 to 26.

[0188] In the above embodiment, the control information related to the safety of each vehicle is calculated in the control device, and the control information for the control for convenience such as cruise control is calculated in the traveling_ECU provided separately in each vehicle. However, the present invention is not limited to this, and for example, the control information for convenience may be calculated in the control device. In this case, the traveling_ECU provided in the driving control device of each vehicle may be omitted as appropriate.

[0189] Conversely, it is also possible for the travel_ECU provided in each vehicle to calculate control information for convenience, control information for control related to the safety of each vehicle, and control information for convenience, based on the road map information transmitted from the control device 70. In this case, as described above, it is desirable that the road map information transmitted from the control device 70 to each vehicle is limited to only road map information necessary for each vehicle to calculate the control information in the travel_ECU, and the road map information thus limited includes vehicle information indicating the open / closed state of the doors.

[0190] In this manner, in this embodiment, the driving_ECU 22 provided in the driving control device 10 of the vehicle 5 is capable of functioning as a mobile body side control information calculation means, and the driving_ECU 73 provided in the control device 70 is capable of functioning as a control side control information calculation means.

[0191] Furthermore, the passing control of a stopped vehicle by the driving control system 1 is not limited to control on a road, and can also be applied to cases where a target vehicle passes around (in front of, etc.) a stopped vehicle in a parking lot (on a road in a broad sense), for example, as shown in Fig. 19. As is clear from this, lane change control (steering control) for a stopped vehicle is not necessarily required.

[0192] Next, a second embodiment of the present invention will be described with reference to Figs. 20 and 21. Note that the same components as those in the first embodiment are denoted by the same reference numerals. hand Explanations will be omitted as appropriate. 。

[0193] This embodiment is an embodiment for stopping a target vehicle regardless of whether the target vehicle is traveling in the same lane as a stopped vehicle or in another lane when the door of the stopped vehicle is open.

[0194] Regarding such control, for example, it will be described according to the flowchart of the target acceleration / deceleration calculation routine shown in FIGS. 20 and 21. This routine is repeatedly executed at each set period.

[0195] When the routine starts, the traveling ECU 73 checks, in step S601, whether there is a stopped vehicle ahead on the road on which the target vehicle is traveling based on the road map information.

[0196] And, in step S601, if it is determined that there is no stopped vehicle ahead on the road on which the target vehicle is traveling, the traveling ECU 73 proceeds to step S610.

[0197] On the other hand, in step S601, if it is determined that there is a stopped vehicle ahead on the road on which the target vehicle is traveling, the traveling ECU 73 proceeds to step S602 and checks whether the distance D from the target vehicle to the stopped vehicle is equal to or less than a set distance Dth2 (Dth2 < Dth1).

[0198] And, in step S602, if it is determined that the distance D from the target vehicle to the stopped vehicle is greater than the set distance Dth2, the traveling ECU 73 exits the routine as it is.

[0199] On the other hand, in step S602, if it is determined that the distance D from the target vehicle to the stopped vehicle is equal to or less than the set distance Dth2, the traveling ECU 73 proceeds to step S603 and checks whether the target vehicle is traveling in the same lane as the stopped vehicle.

[0200] Then, in step S603, if it is determined that the target vehicle is traveling in the same lane as the stopped vehicle, the traveling_ECU 73 proceeds to step S607.

[0201] On the other hand, if it is determined in step S603 that the target vehicle is not traveling on the same lane as the stopped vehicle, the travel_ECU 73 proceeds to step S604 and checks whether the door open flag F is set to "1".

[0202] Then, when it is determined in step S604 that the door-open flag F is cleared to "0", the travel_ECU 73 proceeds to step S606, where it sets the target vehicle speed Vt to the first set vehicle speed V1, and then proceeds to step S608.

[0203] On the other hand, if it is determined in step S604 that the door open flag F is set to "1", the travel_ECU 73 proceeds to step S607.

[0204] When the process proceeds from step S603 or step S604 to step S607, the travel_ECU 73 sets the target vehicle speed Vt to a second set vehicle speed V2, and then proceeds to step S608. Here, in this embodiment, the second set vehicle speed V2 is set to "0".

[0205] When proceeding to step S606, or from step S607 to step S608, the driving_ECU 73 calculates a target acceleration / deceleration rate for bringing the vehicle speed V of the target vehicle to the target vehicle speed Vt until the distance D between the target vehicle and the stopped vehicle becomes the set distance D0, and then proceeds to step S609.

[0206] That is, in this embodiment, when the target vehicle is traveling in the same lane as the stop lane and when the door open flag F is set to "1", a target acceleration / deceleration is calculated to stop the target vehicle before the distance D between the target vehicle and the stopped vehicle becomes the set distance D0.

[0207] When the process proceeds from step S608 to step S609, the traveling_ECU 73 outputs the calculated target acceleration / deceleration to the communication_ECU 71, and then exits the routine.

[0208] Furthermore, when the process proceeds from step S601 to step S610, the travel_ECU 73 checks whether or not the target vehicle is traveling around (for example, to the side of) the stopped vehicle.

[0209] Then, in step S610, if it is determined that the target vehicle is not traveling around the stopped vehicle, that is, if there is no stopped vehicle ahead on the road on which the target vehicle is traveling, or if it is determined that the stopped vehicle has passed around the stopped vehicle, the driving_ECU73 exits the routine.

[0210] On the other hand, if it is determined in step S610 that the target vehicle is traveling around the stopped vehicle, the travel_ECU 73 proceeds to step S611 and checks whether the door open flag F is set to "1".

[0211] Then, when it is determined in step S611 that the door-open flag F is cleared to "0", the travel_ECU 73 proceeds to step S612, sets the target vehicle speed Vt to the first set vehicle speed V1, and then proceeds to step S614.

[0212] On the other hand, when it is determined in step S611 that the door-opening flag F is set to "1", the travel_ECU 73 proceeds to step S613, where it sets the target vehicle speed Vt to a second set vehicle speed V2, and then proceeds to step S614. Here, in this embodiment, the second set vehicle speed V2 is set to "0".

[0213] When the process proceeds from step S612 or step S613 to step S614, the travel_ECU 73 calculates a target acceleration / deceleration for making the vehicle speed V of the subject vehicle equal to the target vehicle speed Vt, and then proceeds to step S615.

[0214] When the process proceeds from step S614 to step S615, the traveling_ECU 73 outputs the calculated target acceleration / deceleration to the communication_ECU 71, and then exits the routine.

[0215] According to such an embodiment, when the door of a stopped vehicle is opened, control is intervened to stop the target vehicle until a set time has elapsed since the door is opened, regardless of whether the target vehicle is traveling in the same lane as the stopped vehicle or in another lane.

[0216] Therefore, it is possible to achieve more appropriate collision avoidance when a pedestrian suddenly jumps out from a stopped vehicle.

[0217] Next, a third embodiment of the present invention will be described with reference to Figures 22 and 23. Note that the same components as those in the first embodiment described above are given the same reference numerals and the description thereof will be omitted as appropriate.

[0218] In this embodiment, the transceiver 74 of the control device 70 and the transceiver of the operation control device 10 19 4 is an embodiment for reducing information transmitted to the

[0219] Specifically, in this embodiment, the transceiver 74 of the control device 70 to the transceiver of the operation control device 10 19 The information transmitted to the vehicle 5 is only control information related to ensuring the safety of the vehicle 5.

[0220] That is, in this embodiment, the transceiver 74 19 Basically, the road map information is not transmitted to the vehicle 10. For example, as shown in Fig. 23, the communication_ECU 71 of the control device 70 performs only the processes of steps S201 to S204 in the first embodiment described above.

[0221] For this reason, for example, in a vehicle 5 equipped with a driving assistance control function for improving convenience, the camera unit 11 is provided with an information recognition unit 11d for recognizing road traffic information based on distance image information generated in the IPU 11c.

[0222] For example, based on distance image information, the information recognition unit 11d calculates lane markings that divide the roads around the vehicle 5, the road curvature of each marking line that divides the left and right sides of the road, and the lane width. In addition, the information recognition unit 11d performs a recognition process of various three-dimensional objects by, for example, performing a predetermined pattern matching on the distance image information.

[0223] The road traffic information recognized in this manner by the information recognition unit 11d is output to the traveling_ECU 22. Then, the traveling_ECU 22 calculates control information for, for example, follower distance control and lane centering control, based on the road traffic information input from the information recognition unit 11d.

[0224] In this embodiment in which road traffic information is not transmitted from the control device 70, it is also possible to appropriately provide, in addition to or instead of the camera unit 11, an autonomous sensor such as a millimeter wave radar or a laser radar, and a locator unit having road map information independent of the road map information of the control device 72, as a configuration for recognizing road traffic information.

[0225] According to such an embodiment, the transceiver 74 of the control device 70 to the transceiver of the vehicle 5 19 By limiting the information transmitted to the transceiver 74 to control information for ensuring the safety of the vehicle 5, 19 Therefore, the control information calculated with high accuracy in the travel_ECU 73 of the control device 70 can be instantly transmitted to the target vehicle 5, and a higher level of control for ensuring the safety of the vehicle 5 can be realized.

[0226] That is, for example, even when driving control based on control information calculated in the driving_ECU 22 of the driving control device 10 is being executed, driving control for a stopped vehicle and collision avoidance control for an obstacle based on control information transmitted from the control device 70 can be quickly executed as interrupt control. R .

[0227] It should be noted that the configurations shown in the above-mentioned embodiments and modified examples can be combined as appropriate, and further, even if some of the constituent elements are deleted from all of the constituent elements shown in the above-mentioned embodiments and modified examples, if the problem described can be solved and the effect described can be obtained, then the configuration from which the constituent elements are deleted can be extracted as an invention. [Explanation of symbols]

[0228] 1 … Driving control system 5 … Vehicles 10 ... Operation control device 11 ... Camera unit 11a ... Main camera 11b … Sub camera 11c … IPU 11d … Information Recognition part 14 ... Acceleration sensor 15 ... Speed ​​sensor 16 ... Gyro sensor 17 … GNSS receiver 18 ... Door switch 19 … Transmitter / Receiver 21 … Communication_ECU 22 … Driving_ECU 23 … E / G_ECU 24 … PS_ECU 25 … BK_ECU 27… vinegar Throttle Actuator 28 … Electric power steering motor 29 ... Brake actuator 30…Alarm device 50 … Monitoring device 51 ... Camera unit 52 … Communication_ECU 53 ... Transmitter / Receiver 70 … Control device 71 … Communication_ECU 72 … Information recognition_ECU 73 … Driving_ECU 74 … Transmitter / Receiver 75 … High-precision road map database 80 … Communication terminal 81 ... Camera unit 82 … Communication_ECU 84 ... Acceleration sensor 85 … Speed ​​sensor 86 ... Gyro sensor 87 … GNSS receiver 88 ... Transmitter / Receiver 100 … Pedestrians NW: Network environment

Claims

1. a road map information update means for updating road map information in real time based on road traffic information and / or mobile object information collected from the mobile object via wireless communication; a control information calculation means for calculating vehicle control information based on the road map information; A vehicle driving control system including: A vehicle driving control system characterized in that, when it is determined based on the road map information that a stopped vehicle is present within a set distance ahead of a target vehicle and that the target vehicle is able to pass around the stopped vehicle, the control information calculation means calculates the control information for limiting the vehicle speed until the target vehicle passes around the stopped vehicle to a first set vehicle speed or less, and further, when the door of the stopped vehicle is open, calculates the control information for limiting the vehicle speed from the door opening until a set time has elapsed to a second set vehicle speed or less that is slower than the first set vehicle speed.

2. 2. The vehicle driving control system according to claim 1, wherein the control information calculation means calculates the control information for changing lanes of the target vehicle to an adjacent lane when the lane in which the target vehicle is traveling is the same as the lane in which the stopped vehicle is traveling and an adjacent lane in which the target vehicle can travel is adjacent to the traveling lane.

3. an information acquisition means provided in the moving body for acquiring road traffic detection information and moving body detection information; A mobile communication device provided in the mobile unit; A control-side communication device provided in a control device arranged in each control area, the road map information update means and the control information calculation means are provided in the control device, The vehicle driving control system according to claim 1 or claim 2, characterized in that the road map information update means recognizes the road traffic information and the moving object information based on the road traffic detection information and / or the moving object detection information received by the control side communication device through the moving object side communication device.

4. an information acquisition means provided in the vehicle, which is the moving body, for acquiring road traffic detection information and moving body detection information; A mobile communication device provided in the mobile unit; A control-side communication device provided in a control device arranged in each control area, the road map information update means is provided in the control device, and recognizes the road traffic information and / or the moving object information based on the road traffic detection information and / or the moving object detection information received by the control side communication device through the mobile object side communication device; the control information calculation means comprises at least one of a control-side control information calculation means provided in the control device and calculating the control information based on the road traffic information and / or the mobile body information, or a mobile body-side control information calculation means provided in the target vehicle and calculating the control information based on the road traffic information and / or the mobile body information received by the mobile body-side communication device through the control-side communication device; The vehicle driving control system according to claim 1 or 2, characterized in that the driving control execution means performs the driving control based on at least one of the control information calculated by the control side control information calculation means or the control information calculated by the moving body side control information calculation means.

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