Vehicle control device, vehicle control method, and program

Abstract

To provide a vehicle control device, a vehicle control method, and a program which can improve riding comfortability while suppressing rapid acceleration / deceleration of an own vehicle involved in detection of an obstacle.SOLUTION: An automatic driving control device 100 includes a recognition part 130 for recognizing a peripheral situation of an own vehicle, an action plan generating part 150 for performing vehicle control of the own vehicle on the basis of the recognition result of the recognition part 130, and a second control part 160, wherein the action plan generating part 150 and the second control part 160 determine whether or not there exists an obstacle in the periphery of the own vehicle, on the basis of the recognition result of the recognition part 130, allow the own vehicle to travel at constant speed for a holding time obtained by dividing a distance value obtained by subtracting a stop distance travelled by the own vehicle when the own vehicle stops at predetermined deceleration from a distance from the obstacle, by the speed of the own vehicle, when determining that there exists the obstacle and the own vehicle accelerates, and then decelerates the own vehicle on the basis of target speed.SELECTED DRAWING: Figure 2

Description

Technical Field

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

Background Art

[0002] In recent years, research and practical application of automatic driving for automatically driving a vehicle have been promoted. Conventionally, in automatic driving, a technique is known in which a recognition area is set in advance in front of a vehicle, and speed control is performed according to the distance to an obstacle detected within the recognition area (for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the technique disclosed in Patent Document 1, even when an obstacle is detected, the vehicle may not decelerate or stop until approaching the obstacle. In this case, it may give an uncomfortable feeling to the vehicle occupants, and the occupants may perform unnecessary operations such as sudden acceleration or deceleration on the vehicle.

Means for Solving the Problems

[0005] The vehicle control device that achieves the above object includes a recognition unit that recognizes the surrounding situation of the host vehicle, and a driving control unit that performs vehicle control of the host vehicle based on the recognition result of the recognition unit. The driving control unit determines whether there is an obstacle around the host vehicle based on the recognition result of the recognition unit. When it is determined that the obstacle exists and the host vehicle is accelerating, a distance value obtained by subtracting the stopping distance traveled when the speed of the host vehicle stops at a predetermined deceleration from the distance to the obstacle is divided by the Actual holding time divided by the speed of the host vehicle is calculated, and a target speed for acceleration of the host vehicle is calculated. When the actual speed of the host vehicle reaches the target speed by accelerating the host vehicle to the target speed, the holding timeOnly the host vehicle of the actual speed A constant speed while maintaining the target speed After traveling is calculated for deceleration of the host vehicle such that the speed of the host vehicle stops due to the predetermined deceleration Based on the target speed, the host vehicle is decelerated, which is characterized in that.

[0006] According to such a configuration, it is possible to improve the riding comfort while suppressing sudden acceleration and deceleration of the host vehicle associated with the detection of an obstacle. In the vehicle control device, the distance value may be a value obtained by further subtracting the coasting distance obtained by multiplying the speed of the host vehicle by the response delay time of the own device.

[0007] According to such a configuration, it is possible to cope with an obstacle with a margin in consideration of the response delay time of the own device. In the vehicle control device, the distance value may be a value obtained by further subtracting the stop margin distance to the obstacle when the host vehicle stops.

[0008] According to such a configuration, it is possible to stop the host vehicle with a margin from the obstacle. In the vehicle control device, the target speed for accelerating the host vehicle may be a speed at which the sum of the distance that the host vehicle accelerates at a predetermined acceleration, the distance that the host vehicle travels at the constant speed for the holding time, the stopping distance, and the distance value match.

[0009] According to such a configuration, it is possible to suppress the host vehicle from traveling at an unnecessarily low speed until approaching the obstacle, and to suppress sudden deceleration associated with approaching the obstacle. In the vehicle control device, the driving control unit determines whether or not the obstacle exists around the host vehicle based on the recognition result of the recognition unit. When it is determined that the obstacle exists and the host vehicle is traveling at a constant speed, the host vehicle may not be caused to travel at a constant speed, and the host vehicle may be decelerated based on the target speed.

[0010] According to such a configuration, it is possible to improve the riding comfort while suppressing sudden acceleration and deceleration of the host vehicle associated with the detection of an obstacle. In the vehicle control device, the target speed for deceleration of the host vehicle may be a speed at which a distance traveled by the host vehicle accelerating at a predetermined acceleration and the distance value match.

[0011] According to such a configuration, it is possible to suppress unnecessary low-speed driving until approaching an obstacle, and to suppress sudden deceleration associated with approaching the obstacle. The vehicle control method for achieving the above object is such that a computer recognizes the surrounding situation of the host vehicle, performs vehicle control of the host vehicle based on the recognition result, determines whether there is an obstacle around the host vehicle based on the recognition result, and when it is determined that the obstacle exists and the host vehicle is accelerating, a distance value obtained by subtracting a stopping distance traveled when the speed of the host vehicle stops at a predetermined deceleration from the distance to the obstacle is divided by the Actual holding time is calculated, and a target speed for acceleration of the host vehicle is calculated. When the actual speed of the host vehicle reaches the target speed by accelerating the host vehicle to the target speed, the holding time only for the host vehicle of the actual speed is traveled at a constant speed while maintaining the target speed and then, is calculated for deceleration of the host vehicle such that the speed of the host vehicle stops due to the predetermined deceleration the host vehicle is decelerated based on the target speed.

[0012] According to such a configuration, the same effect as the above-described vehicle control device can be obtained. The program for achieving the above object causes a computer to recognize the surrounding situation of the host vehicle, perform vehicle control of the host vehicle based on the recognition result, determine whether there is an obstacle around the host vehicle based on the recognition result, and when it is determined that the obstacle exists and the host vehicle is accelerating, a distance value obtained by subtracting a stopping distance traveled when the speed of the host vehicle stops at a predetermined deceleration from the distance to the obstacle is divided by the Actual holding time is calculated, and a target speed for acceleration of the host vehicle is calculated. When the actual speed of the host vehicle reaches the target speed by accelerating the host vehicle to the target speed, the holding time only for the host vehicle of the actual speed is traveled at a constant speed while maintaining the target speed and then, is calculated for deceleration of the host vehicle such that the speed of the host vehicle stops due to the predetermined deceleration the host vehicle is decelerated based on the target speed.

[0013] According to such a configuration, the same effects as those of the vehicle control device described above can be obtained.

Effects of the Invention

[0014] According to the present invention, it is possible to improve the riding comfort while suppressing sudden acceleration and deceleration of the host vehicle associated with the detection of an obstacle.

Brief Description of the Drawings

[0015]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Modes for Carrying Out the Invention

[0016] <Embodiment> Hereinafter, embodiments embodying a vehicle control device, a vehicle control method, and a program will be described with reference to the drawings. The vehicle control device of the embodiment is applied to, for example, an autonomous vehicle. Autonomous driving is, for example, performing driving control by controlling one or both of the steering or acceleration / deceleration of the vehicle. The above-described driving control includes, for example, driving controls such as ACC (Adaptive Cruise Control System), TJP (Traffic Jam Pilot), ALC (Auto Lane Changing), CMBS (Collision Mitigation Brake System), LKAS (Lane Keeping Assistance System), and the like. Further, in the autonomous vehicle, driving control by manual driving of the occupant may be executed.

[0017] [Overall Configuration] FIG. 1 is a configuration diagram of a vehicle system 1 according to an embodiment. The vehicle on which the vehicle system 1 is mounted is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using electric power generated by a generator connected to the internal combustion engine, or discharge electric power of a secondary battery or a fuel cell. Hereinafter, the vehicle on which the vehicle system 1 is mounted will be referred to as the host vehicle M.

[0018] The vehicle system 1 includes, for example, a finder 10, a vehicle sensor 20, a GNSS (Global Navigation Satellite System) receiver 30, a driving operator 80, an autonomous driving control device 100, a traveling driving force output device 200, a brake device 210, and a steering device 220. These devices and apparatuses are connected to each other by a multiplex communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. Note that the configuration shown in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added. The autonomous driving control device 100 is an example of the "vehicle control device".

[0019] The finder 10 is, for example, a LIDAR (Light Detection and Ranging). The finder 10 irradiates light around the host vehicle M and measures the scattered light. The finder 10 detects the distance to an object based on the time from light emission to light reception. The irradiated light is, for example, pulsed laser light. The finder 10 outputs the detection result to the automatic driving control device 100. In the present embodiment, a case where the finder 10 is attached to the front end of the host vehicle M and irradiates light radially forward of the host vehicle M to detect the distance to an object will be described.

[0020] The vehicle sensor 20 includes a vehicle speed sensor that detects the speed of the host vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects the angular velocity around the vertical axis, a direction sensor that detects the orientation of the host vehicle M, and the like.

[0021] The GNSS receiver 30 identifies the position of the host vehicle M based on the signals received from GNSS satellites. The position of the host vehicle M may be identified or supplemented by an INS (Inertial Navigation System) that utilizes the output of the vehicle sensor 20.

[0022] The driving operator 80 includes, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, a non-circular steering, a joystick, and other operators. A sensor for detecting the amount of operation or the presence or absence of an operation by an occupant or the like is attached to the driving operator 80, and the detection result is output to a part or all of the automatic driving control device 100, or the traveling driving force output device 200, the brake device 210, and the steering device 220.

[0023] The automatic driving control device 100 includes, for example, a first control unit 120, a second control unit 160, and a storage unit 180. The first control unit 120 and the second control unit 160 are each realized, for example, by a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Also, some or all of these components may be realized by hardware (including a circuit unit; circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or may be realized by the cooperation of software and hardware. The program may be stored in advance in a storage device (a storage device having a non-transitory storage medium) such as an HDD (Hard Disk Drive) or a flash memory of the automatic driving control device 100, or may be stored in a removable storage medium such as a DVD or a CD-ROM, and may be installed in the HDD or flash memory of the automatic driving control device 100 when the storage medium (non-transitory storage medium) is mounted on a drive device.

[0024] The storage unit 180 is realized by the above various storage devices. Also, the storage unit 180 is realized, for example, by an HDD, a flash memory, an EEPROM (Electrically Erasable Programmable Read Only Memory), a ROM (Read Only Memory), or a RAM (Random Access Memory), etc. The storage unit 180 stores, for example, a program and driving route information 181. The driving route information 181 is information indicating the coordinates of the driving route for driving the host vehicle M.

[0025] As shown in FIG. 2, the first control unit 120 includes, for example, a recognition unit 130 and a behavior plan generation unit 150. A combination of the behavior plan generation unit 150 and the second control unit 160 is an example of a "driving control unit".

[0026] The recognition unit 130 recognizes the surrounding situation of the target vehicle. For example, based on the information input from the finder 10, the recognition unit 130 recognizes the states such as the position, speed, acceleration, and traveling direction of an object around the host vehicle M. The objects around the host vehicle M are, for example, surrounding vehicles and targets. The position of the object is recognized, for example, as a position on relative coordinates with the representative point of the host vehicle M as the origin, and is used for control. Hereinafter, the case where the representative point of the host vehicle M is the center of the drive shaft and the drive shaft of the host vehicle M is the drive shaft of the rear wheels will be described. The position of the object may be represented by a representative point such as the center of gravity, center, or corner of the object, or may be represented by the area where the object is represented. When the object is a vehicle, the "state" of the object may include the acceleration, jerk, or the action state such as whether the vehicle is changing lanes or about to change lanes.

[0027] The action plan generation unit 150 basically refers to the travel route information 181 and generates a target trajectory so as to travel along a predetermined travel route. In addition, the action plan generation unit 150 generates a target trajectory for the host vehicle M to travel in the future automatically (regardless of the driver's operation) so as to cope with the surrounding situation of the host vehicle M. The target trajectory includes, for example, a speed element. For example, the target trajectory is expressed as a sequence of points that the host vehicle M should reach. Hereinafter, the points that the host vehicle M should reach will be referred to as "trajectory points". The trajectory points are the points that the host vehicle M should reach at every predetermined travel distance in the along-the-road distance. Separately from that, the target speed and target acceleration at every predetermined sampling time are generated as part of the target trajectory. The predetermined travel distance is, for example, about several [m]. The predetermined sampling time is, for example, about 0 comma several [sec]. Also, the trajectory points may be the positions that the host vehicle M should reach at the sampling time at every predetermined sampling time. In this case, the information on the target speed and target acceleration is expressed by the interval between the trajectory points.

[0028] Based on the recognition result of the recognition unit 130, the action plan generation unit 150 determines whether there is an obstacle in the recognition area. The recognition area is, for example, within the driving route shown in the driving route information 181, within the range from the position of the host vehicle M to a position at a predetermined distance away in the driving route, and up to a position at a predetermined distance away in the width direction of the driving route.

[0029] When the action plan generation unit 150 determines that there is no obstacle in the recognition area, it performs speed control according to the distance of the driving route so that the speed of the host vehicle M becomes constant. When the action plan generation unit 150 determines that there is an obstacle in the recognition area and the host vehicle M is accelerating, after accelerating the host vehicle M to the target speed v required for acceleration, it maintains the host vehicle M at the target speed v for a holding time T C and runs at a constant speed. Then, the action plan generation unit 150 decelerates the host vehicle M based on the target speed v required for deceleration. Also, when the action plan generation unit 150 determines that there is an obstacle in the recognition area and the host vehicle M is already running at a constant speed with the actual speed v that is equal to or approximately equal to the target speed v a , it does not run the host vehicle M at a constant speed but decelerates the host vehicle M based on the target speed v required for deceleration. Details of the calculation process of the holding time T C of the action plan generation unit 150 and the calculation process of the target speed v will be described later.

[0030] The second control unit 160 controls the driving force output device 200, the brake device 210, and the steering device 220 so that the host vehicle M passes through the target trajectory generated by the action plan generation unit 150 at the scheduled time.

[0031] The second control unit 160 includes, for example, an acquisition unit 162, a speed control unit 164, and a steering control unit 166. The acquisition unit 162 acquires information on the target trajectory (that is, trajectory points) generated by the action plan generation unit 150 and stores it in a memory (not shown). The speed control unit 164 controls the traveling drive force output device 200 or the brake device 210 based on the speed element associated with the target trajectory stored in the memory. The steering control unit 166 controls the steering device 220 according to the degree of curvature of the target trajectory stored in the memory. The processes of the speed control unit 164 and the steering control unit 166 are realized, for example, by a combination of feedforward control and feedback control. As an example, the steering control unit 166 executes a combination of feedforward control according to the curvature of the road ahead of the host vehicle M and feedback control based on the deviation from the target trajectory.

[0032] The traveling drive force output device 200 outputs a traveling drive force (torque) for the vehicle to the drive wheels. The traveling drive force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, etc., and an ECU (Electronic Control Unit) that controls these. The ECU controls the above configuration according to the information input from the second control unit 160 or the information input from the operation operator 80.

[0033] The brake device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to the information input from the second control unit 160 or the information input from the operation operator 80, so that brake torque corresponding to the braking operation is output to each wheel. The brake device 210 may include, as a backup, a mechanism that transmits the hydraulic pressure generated by the operation of the brake pedal included in the operation operator 80 to the cylinder via the master cylinder. Note that the brake device 210 is not limited to the above-described configuration, and may be an electronically controlled hydraulic brake device that controls an actuator according to the information input from the second control unit 160 and transmits the hydraulic pressure of the master cylinder to the cylinder.

[0034] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor acts on, for example, a rack and pinion mechanism to change the direction of the steered wheels. The steering ECU drives the electric motor according to the information input from the second control unit 160 or the information input from the operation operator 80, and changes the direction of the steered wheels.

[0035] [Regarding the calculation process of the holding time T C The calculation process of the holding time T C of the action plan generation unit 150 will be described below. The action plan generation unit 150 includes the distance L to the obstacle, the stop margin distance L0, the actual speed v a of the host vehicle M, the obstacle detection deceleration A D , the predetermined acceleration A A , and the response delay time D t to calculate the holding time T C . The stop margin distance L0 is the distance from the host vehicle M to the obstacle when the host vehicle M stops due to the presence of an obstacle in the recognition area. The obstacle detection deceleration A D is, for example, a deceleration at which the passengers of the host vehicle M do not feel a sudden deceleration. The obstacle detection deceleration A D is, for example, a predetermined deceleration, which is a deceleration of about minus 0 comma number [m / s 2 . The predetermined acceleration A A is, for example, an acceleration at which the passengers of the host vehicle M do not feel a sudden acceleration. The predetermined acceleration A A is, for example, a predetermined acceleration, which is an acceleration of about 0 comma number [m / s 2 . The response delay time D t is the time required until the automatic driving control device 100 determines that there is an obstacle in the recognition area, and / or the time required from when the automatic driving control device 100 starts the stop control of the host vehicle M until the host vehicle M actually stops. Specifically, the action plan generation unit 150 calculates the holding time T C based on the following formula (1).

[0036] ​ T C =(L - L0 - v a D t -(v a 2 / 2A D )) / v a …(1) v a : The actual speed of the vehicle M D t : Response delay time A D : Obstacle detection deceleration A A : Predetermined acceleration L: Distance to the obstacle L0: Stop margin distance Hereinafter, the actual speed v a multiplied by the response delay time D t is also referred to as the "coasting distance". Also, the square of the actual speed v a divided by twice the obstacle detection deceleration A D is also referred to as the "stopping distance". Further, the value obtained by subtracting the stop margin distance L0, the coasting distance, and the stopping distance from the distance L to the obstacle is also referred to as the "distance value". Therefore, the action plan generation unit 150 calculates the value obtained by dividing the distance value by the actual speed v a as the holding time T C . The obstacle detection deceleration A D is an example of the "predetermined deceleration".

[0037] Also, when the calculated holding time T C is greater than or equal to the maximum time T max , the action plan generation unit 150 sets the value of the holding time T C to the maximum time T max . The maximum time T max is, for example, a predetermined time and is on the order of several [seconds].

[0038] [Calculation process of the target speed v] Hereinafter, the calculation process of the target speed v by the action plan generation unit 150 will be described. The action plan generation unit 150 calculates that the calculated holding time T C is greater than 0 and the maximum time Tmax When the above conditions are met, after accelerating to the target speed v, the holding time T C (In this case, the maximum time T max ) keeps the actual speed v of the host vehicle M a constant at the target speed v and drives. Also, the action plan generation unit 150 determines that the holding time T C is greater than 0 and less than the maximum time T max , after accelerating to the target speed v, the holding time T C keeps the actual speed v of the host vehicle M a constant at the target speed v and drives.

[0039] The action plan generation unit 150 calculates the target speed v for acceleration. The action plan generation unit 150 calculates, for example, based on the distance L to the obstacle, the stop margin distance L0, the actual speed v of the host vehicle M a , the obstacle detection deceleration A D , the predetermined acceleration A A , the response delay time D t , and the holding time T C . Specifically, the action plan generation unit 150 calculates the target speed v at a constant speed during acceleration and the holding time T C based on the following equation (2).

[0040] ((v 2 - v a 2 ) / 2A A ) + vT C + (v 2 / 2A D ) = (L - L0 - vD t )…(2) v: Target speed v a : Actual speed of the host vehicle M A A : Predetermined acceleration T C : Holding time A D : Obstacle detection deceleration L: Distance to the obstacle L0: Stop margin distance D t : Response delay time As shown in Equation (2), the target speed v applied to acceleration is the speed at which the sum of the stopping distance, the distance traveled by the host vehicle M at a constant speed for the holding time, and the distance by which the host vehicle M accelerates by a predetermined acceleration A A matches the distance value.

[0041] When the host vehicle M is traveling at a constant speed at the actual speed v that already matches or substantially matches the target speed v a , or after traveling while keeping the speed of the host vehicle M at a constant speed for the holding time T C , the action plan generation unit 150 decelerates the host vehicle M based on the target speed v. Here, when the host vehicle M is traveling at a constant speed at the actual speed v that already matches or substantially matches the target speed v a , the holding time T C becomes 0. The action plan generation unit 150 calculates the target speed v applied to deceleration. The action plan generation unit 150 calculates based on the distance L to the obstacle, the stop margin distance L0, the obstacle detection deceleration A D , and the response delay time D t . Specifically, the action plan generation unit 150 calculates the target speed v applied to deceleration based on the following Equation (3).

[0042] v 2 / 2A D =(L - L0 - vD t )…(3) v: Target speed A D : Obstacle detection deceleration L: Distance to the obstacle L0: Stop margin distance D t : Response delay time [Regarding the relationship between the target speed v and the actual speed v a Hereinafter, with reference to FIGS. 3 to 5, the relationship between the target speed v and the actual speed v a will be described. In FIG. 3, the holding time T C is the maximum time T max or more, and when the value of the holding time T C is set to the maximum time T max , the target speed v and the actual speed v a ​The relationship with [is shown]. The waveform W1 shown in FIG. 3 is a waveform showing the change over time of the target speed v. The waveform W2 is the actual speed v a of the change over time.

[0043] [Holding time T C = Maximum time T max In an example shown in FIG. 3, the action plan generation unit 150 determines that there is an obstacle in the recognition area at time t11. Accordingly, the action plan generation unit 150 calculates the holding time T C . As described above, in the scene of FIG. 3, the holding time T C takes a value greater than or equal to the maximum time T max . Therefore, the action plan generation unit 150 sets the value of the holding time T C to the maximum time T max . Then, the action plan generation unit 150 calculates the target speed v for acceleration based on the holding time T C (in this case, the maximum time T max ). As shown by the waveform W1, the target speed v decreases at the timing of time t11. The action plan generation unit 150 and the second control unit 160 accelerate the actual speed v a by a predetermined acceleration A A . As shown by the waveform W2, the actual speed v a of the host vehicle M reaches the target speed v at time t12. Thereafter, the action plan generation unit 150 and the second control unit 160 keep the actual speed v C (in this case, the maximum time T max ) of the host vehicle M traveling at the target speed v for the duration of the holding time T a .

[0044] Also, the action plan generation unit 150 calculates the target speed v for deceleration. As shown by the waveform W1, the target speed v decreases at the timing of time t13 when the maximum time T max has elapsed from time t12. As shown by the waveform W2, the action plan generation unit 150 and the second control unit 160 decelerate the actual speed v a at the obstacle detection deceleration A D ​to decelerate it. As shown by the waveform W2, the actual speed v of the host vehicle M a is from the timing after the response delay time D t has elapsed since time t13 until the time t14 when the actual speed v a of the host vehicle M becomes 0, and it decreases. The fact that the actual speed v of the host vehicle M a becomes 0 is synonymous with the distance value becoming 0.

[0045] [holding time T C = 0] In FIG. 4, the relationship between the target speed v and the actual speed v C when the holding time T a is 0 is shown. The waveform W3 shown in FIG. 4 is a waveform showing the change over time of the target speed v. The waveform W4 is a waveform showing the change over time of the actual speed v a .

[0046] In an example shown in FIG. 4, the behavior plan generation unit 150 determines that an obstacle exists in the recognition area at time t21. Accordingly, the behavior plan generation unit 150 calculates the holding time T C . As described above, in the scene of FIG. 4, the holding time T C takes a value of 0. Also, as described above, when the host vehicle M is traveling at a constant speed with the actual speed v a already matching or substantially matching the target speed v, the holding time T C becomes 0. Therefore, the behavior plan generation unit 150 does not cause the host vehicle M to travel at a constant speed, but decelerates the host vehicle M based on the target speed v.

[0047] The behavior plan generation unit 150 calculates the target speed v for deceleration. As shown by the waveform W3, the target speed v decreases at the timing of time t21. As shown by the waveform W4, the behavior plan generation unit 150 and the second control unit 160 decelerate the actual speed v a by the obstacle detection deceleration A D . As shown by the waveform W4, the actual speed v a of the host vehicle M is from the timing after the response delay time D t has elapsed since time t21 until the actual speed v aIt decreases until the time t22 when it becomes 0.

[0048] [0 < Holding time T C < Maximum time T max In FIG. 5, the holding time T C is greater than 0 and less than the maximum time T max when the relationship between the target speed v and the actual speed v a is shown. The waveform W5 shown in FIG. 5 is a waveform showing the change over time of the target speed v. The waveform W6 is the actual speed v a of the change over time.

[0049] In an example shown in FIG. 5, the action plan generation unit 150 determines that there is an obstacle in the recognition area at time t31. Accordingly, the action plan generation unit 150 calculates the holding time T C As described above, in the scenario of FIG. 5, the holding time T C is greater than 0 and less than the maximum time T max and takes a value less than that. Then, the action plan generation unit 150 calculates the target speed v for acceleration based on the holding time T C As shown by the waveform W5, the target speed v decreases at the timing of time t31. The action plan generation unit 150 and the second control unit 160 accelerate the actual speed v a by a predetermined acceleration A A As shown by the waveform W6, the actual speed v a of the host vehicle M reaches the target speed v at time t31. Thereafter, the action plan generation unit 150 and the second control unit 160 cause the actual speed v C of the host vehicle M to travel while maintaining the actual speed v at the target speed v for the holding time T a .

[0050] Also, the action plan generation unit 150 calculates the target speed v for deceleration. As shown by the waveform W5, the target speed v decreases at the timing of time t32 when the holding time T C has elapsed from time t31. As shown by the waveform W6, the action plan generation unit 150 and the second control unit 160 a ​to the obstacle detection deceleration speed A D and decelerate it. As shown by the waveform W6, the actual speed v of the host vehicle M a decreases from the timing after the response delay time D t has elapsed since time t32 until the time t33 when the actual speed v of the host vehicle M a becomes 0.

[0051] [Operation Flow] Hereinafter, with reference to FIG. 6, the process executed by the automatic driving control device 100 will be described. The process of the flowchart shown in FIG. 6 is executed, for example, at predetermined time intervals. First, the action plan generation unit 150 determines whether or not there is an obstacle in the recognition area based on the recognition result of the recognition unit 130 (step S100). The action plan generation unit 150 does not proceed with the process and waits until it determines that there is an obstacle in the recognition area. When the action plan generation unit 150 determines that there is an obstacle in the recognition area, it calculates the holding time T C (step S102).

[0052] Next, the action plan generation unit 150 determines whether or not the calculated holding time T C is greater than or equal to the maximum time T max (step S104). When the action plan generation unit 150 determines that the holding time T C is greater than or equal to the maximum time T max , it sets the value of the holding time T C to the maximum time T max , and then calculates the target speed v for acceleration (step S106). The action plan generation unit 150 and the second control unit 160 accelerate the actual speed v a to the target speed v with a predetermined acceleration A A , and then, during the holding time T C (in this case, the maximum time T max ), keep the actual speed v a constant at the target speed v and drive (step S108).

[0053] Next, the action plan generation unit 150 calculates the target speed v for deceleration (step S110). Based on the calculated target speed v, the action plan generation unit 150 and the second control unit 160 decelerate the actual speed v a to the target speed v by the obstacle detection deceleration A D (step S112). The action plan generation unit 150 determines whether the distance value is 0 (step S114). Until the distance value becomes 0, the action plan generation unit 150 proceeds to step S100 and repeats the processes of steps S100 to S112. When the action plan generation unit 150 determines that the distance value is 0, that is, when the actual speed v a becomes 0 with deceleration, the process ends.

[0054] When the action plan generation unit 150 determines that the calculated holding time T C is not more than the maximum time T max , it determines whether the holding time T C is greater than 0 and less than the maximum time T max (step S116). When the action plan generation unit 150 determines that the holding time T C is greater than 0 and less than the maximum time T max , it calculates the target speed v for acceleration based on the calculated holding time T C (step S118). Based on the calculated target speed v, the action plan generation unit 150 and the second control unit 160 accelerate the actual speed v a to the target speed v by a predetermined acceleration A A , and then keep the actual speed v C constant at the target speed v for the holding time T a while driving (step S120). Next, the action plan generation unit 150 proceeds to step S110. Since the subsequent processes are the same as the above-described processes, the description is omitted.

[0055] When the action plan generation unit 150 determines that the calculated holding time T C is not more than the maximum time T max , and is greater than 0 and not less than the maximum time T max , the holding time TC It is determined that it is 0. As described above, when the actual speed v of the host vehicle M already matches or substantially matches the target speed v and the host vehicle M is traveling at a constant speed by v, the holding time T a becomes 0. Therefore, the action plan generation unit 150 does not cause the host vehicle M to travel at a constant speed, but decelerates the host vehicle M based on the target speed v. Accordingly, the action plan generation unit 150 calculates the holding time T C If it is determined that it is not greater than the maximum time T C and is greater than 0 and not less than the maximum time T max and less than the maximum time T max If it is determined that it is not less than the maximum time T, the process proceeds to step S110. Since the subsequent processing is the same as the above-described processing, the description thereof is omitted.

[0056] [Effects of the Embodiment] According to the above embodiment, the following effects can be obtained. (1) The automatic driving control device 100 includes a recognition unit 130, an action plan generation unit 150, and a second control unit 160. The recognition unit 130 recognizes the surrounding situation of the host vehicle M. The action plan generation unit 150 and the second control unit 160 perform vehicle control of the host vehicle M based on the recognition result of the recognition unit 130. Further, the action plan generation unit 150 and the second control unit 160 determine whether there is an obstacle around the host vehicle M based on the recognition result of the recognition unit 130. When it is determined that there is an obstacle and the host vehicle M is accelerating, the distance value obtained by subtracting the stopping distance traveled when the speed of the host vehicle M stops due to the obstacle detection deceleration A from the distance L to the obstacle is divided by the speed of the host vehicle M, and the host vehicle M is caused to travel at a constant speed for the holding time T D only, and then the host vehicle M is decelerated based on the target speed v. C

[0057] ​Here, in the conventional technology, even when an obstacle is detected, the vehicle may not decelerate or stop until approaching the obstacle. In this case, it may give a sense of unease to the vehicle occupants, and the occupants may perform unnecessary operations such as decelerating the vehicle. On the other hand, according to such a configuration, the action plan generation unit 150 and the second control unit 160 control the actual speed v a based on the target speed v, and do not continuously perform acceleration and deceleration, but run the host vehicle M at a constant speed for a holding time T C only. Thereby, the action plan generation unit 150 can make the occupants of the host vehicle M feel that acceleration has stopped with the detection of an obstacle, and can give a sense of security to the occupants. Further, when accelerating or decelerating the host vehicle M, the action plan generation unit 150 uses a predetermined acceleration A A and an obstacle detection deceleration A D . For this reason, the action plan generation unit 150 can suppress sudden acceleration and deceleration. Therefore, the action plan generation unit 150 can improve the riding comfort while suppressing sudden acceleration and deceleration of the host vehicle M accompanying the detection of an obstacle.

[0058] (2) The distance value is a value obtained by further subtracting the coasting distance obtained by multiplying the actual speed v t of the host vehicle M by the response delay time D a of the own device. According to such a configuration, the action plan generation unit 150 can respond to an obstacle with a margin in consideration of the response delay time D t of the own device.

[0059] (3) The distance value is a value obtained by further subtracting the stop margin distance L0 to the obstacle when the host vehicle M stops. According to such a configuration, the action plan generation unit 150 can stop the host vehicle M with a margin from the obstacle.

[0060] (4) The target speed v for acceleration is a speed at which the sum of the distance that the host vehicle M accelerates at a predetermined acceleration A A , the distance that the host vehicle M travels at a constant speed for a holding time T C , the stopping distance, and the distance value coincide.

[0061] Here, in the conventional technology, when an obstacle is detected, the vehicle immediately starts to decelerate, and there are cases where it travels at an unnecessarily low speed until approaching the obstacle. According to such a configuration, the action plan generation unit 150 can suppress the unnecessary low-speed travel of the host vehicle M until approaching the obstacle, and can suppress the sudden deceleration associated with approaching the obstacle.

[0062] (5) The action plan generation unit 150 and the second control unit 160 determine whether there is an obstacle around the host vehicle M based on the recognition result of the recognition unit 130. When it is determined that there is an obstacle and the host vehicle M is traveling at a constant speed, the host vehicle M is not caused to travel at a constant speed, but is decelerated based on the target speed v.

[0063] According to such a configuration, when the host vehicle M is already traveling at a constant speed at an actual speed v that is equal to or substantially equal to the target speed v a even if deceleration is immediately started upon detection of an obstacle, it does not travel at an unnecessarily low speed until approaching the obstacle. Therefore, the action plan generation unit 150 can suppress sudden acceleration and deceleration of the host vehicle M associated with the detection of an obstacle and improve the riding comfort.

[0064] (6) The target speed v for deceleration is such that the target speed v for deceleration of the host vehicle M is the speed at which the distance by which the host vehicle M accelerates at a predetermined acceleration A A matches the distance value. According to such a configuration, the action plan generation unit 150 can suppress the unnecessary low-speed travel until approaching the obstacle, and can suppress the sudden deceleration associated with approaching the obstacle.

[0065] The above embodiments may be modified as follows. Note that the above embodiments and the following separate examples may be combined with each other within a technically non-conflicting range. When it is not necessary to leave a margin for the distance to an obstacle when the host vehicle M stops due to the presence of an obstacle within the recognition area, the distance value may be a value obtained by subtracting the stopping distance from the distance L to the obstacle, or a value obtained by subtracting the coasting distance and the stopping distance from the distance L to the obstacle.

[0066] 〇Response delay time D t When it is not necessary to consider the coasting distance, such as when the response delay time D is sufficiently short, the distance value may be a value obtained by subtracting the stopping distance from the distance L to the obstacle, or a value obtained by subtracting the stop margin distance L0 and the stopping distance from the distance L to the obstacle.

[0067] ○The vehicle system 1 may be configured to include a camera instead of (or in addition to) the finder 10 as a component for detecting the distance to an object existing around the host vehicle M. The camera is, for example, a digital camera using a solid-state imaging device such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera can be attached to any location of the host vehicle M. For example, when imaging the front of the host vehicle M, the camera can be attached to the upper part of the front windshield, the back surface of the rearview mirror, etc. Also, when imaging the rear of the host vehicle M, the camera can be attached to the upper part of the rear windshield, etc. Further, when imaging the right side or the left side of the host vehicle M, the camera can be attached to the right side surface or the left side surface of the vehicle body or the door mirror. The camera may be provided for each imaging direction. In this case, a front camera, a rear camera, etc. for imaging the front or the rear may be more sensitive than a side camera for imaging the right side or the left side. The camera, for example, periodically and repeatedly images the periphery of the host vehicle M. The camera may be a stereo camera.

[0068] ○ The vehicle system 1 may be provided with a radar device instead of (or in addition to) the finder 10 as a configuration for detecting the distance to an object existing around the host vehicle M. The radar device radiates radio waves such as millimeter waves around the host vehicle M, detects the radio waves (reflected waves) reflected by the object, and detects at least the distance to the object and the azimuth of the object. The radar device is attached to an arbitrary location of the host vehicle M. The radar device may detect the position and speed of the object by the FM-CW (Frequency Modulated Continuous Wave) method.

[0069] 〇 Instead of (or in addition to) the travel route shown in the travel route information 181, the host vehicle M may travel on a route determined by a navigation device. The navigation device includes a navigation HMI (Human Machine Interface), a route determination unit, and first map information. The route determination unit determines, for example, a map route from the position of the host vehicle M specified by the GNSS receiver 30 (or an arbitrary input position) to the destination input by the occupant using the navigation HMI (Human Machine Interface) with reference to the first map information. The first map information is information in which the road shape is represented by, for example, links indicating roads and nodes connected by the links. The first map information may include the curvature of the road, POI (Point Of Interest) information, etc. The map route is output to the MPU (Map Positioning Unit). The navigation device may perform route guidance using the navigation HMI based on the map route. The navigation device may be realized by, for example, the function of a terminal device such as a smartphone or a tablet terminal owned by the occupant. The navigation device may transmit the current position and the destination to a navigation server via a communication device that communicates with a device external to the host vehicle M, and acquire a route equivalent to the map route from the navigation server.

[0070] The MPU includes, for example, a recommended lane determination unit, and holds second map information in a storage device such as an HDD or a flash memory. The recommended lane determination unit divides the on-map route provided from the navigation device into a plurality of blocks (for example, divides every 100 [m] in the vehicle traveling direction), and determines the recommended lane for each block with reference to the second map information. The recommended lane determination unit makes a determination as to which lane from the left the vehicle should drive in. When there is a branch point on the on-map route, the recommended lane determination unit determines the recommended lane so that the host vehicle M can drive on a reasonable route for proceeding to the branch destination.

[0071] The second map information is map information with higher accuracy than the first map information. The second map information includes, for example, information on the center of the lane or information on the boundary of the lane. Further, the second map information may include road information, traffic regulation information, address information (address and postal code), facility information, telephone number information, and the like. The second map information may be updated at any time when the communication device communicates with other devices. The action plan generation unit 150 executes the various processes described above using the recommended lane determined by the MPU as the driving route. According to such a configuration, the action plan generation unit 150 and the second control unit 160 can apply the processes described above to driving routes other than the driving route predetermined by the driving route information 181.

[0072] ○ The identification of the position of the host vehicle M may be realized by a ranger system or SLAM (Simultaneous Localization and Mapping) instead of (or in addition to) the GNSS receiver 30.

Explanation of Signs

[0073] 1…Vehicle system, 10…Finder, 11…Time, 20…Vehicle sensor, 21…Time, 30…GNSS receiver, 80…Driver operator, 100…Autonomous driving control device, 120…First control unit, 130…Recognition unit, 150…Action plan generation unit, 160…Second control unit, 162…Acquisition unit, 164…Speed control unit, 166…Steering control unit, 180…Memory unit, 181…Travel route information, 200…Travel driving force output device, 210…Brake device, 220…Steering device, A A …Predetermined acceleration, A D …Obstacle detection deceleration, D t …Response delay time, L…Distance to obstacle, L0…Stop margin distance, M…Own vehicle, T C …Holding time, T max …Maximum time, v…Target speed, v a …Actual speed.

Claims

1. a recognition unit that recognizes the surrounding situation of the host vehicle; a driving control unit that performs vehicle control of the host vehicle based on the recognition result of the recognition unit, wherein the driving control unit determines whether an obstacle exists around the host vehicle based on the recognition result of the recognition unit, and when it is determined that the obstacle exists and the host vehicle is accelerating, calculates a holding time by dividing a distance value obtained by subtracting a stopping distance traveled when the speed of the host vehicle stops at a predetermined deceleration from the distance to the obstacle by the actual speed of the host vehicle, calculates a target speed for acceleration of the host vehicle, and when the actual speed of the host vehicle reaches the target speed by accelerating the host vehicle to the target speed, causes the host vehicle to travel at the target speed at a constant speed for the holding time, and then decelerates the host vehicle based on a target speed for deceleration of the host vehicle calculated so that the speed of the host vehicle stops at the predetermined deceleration; A vehicle control device characterized by the above.

2. The distance value is a value obtained by further subtracting a coasting distance obtained by multiplying the speed of the host vehicle by the response delay time of the own device. The vehicle control device according to claim 1.

3. The distance value is a value obtained by further subtracting a stop margin distance to the obstacle when the host vehicle stops. The vehicle control device according to claim 1 or 2.

4. The target speed for acceleration of the host vehicle is a speed at which the distance traveled by the host vehicle when accelerating at a predetermined acceleration, the distance traveled by the host vehicle at the constant speed for the holding time, the stopping distance, and the distance value match. The vehicle control device according to any one of claims 1 to 3.

5. The driving control unit determines whether an obstacle exists around the host vehicle based on the recognition result of the recognition unit, and when it is determined that the obstacle exists and the host vehicle is traveling at a constant speed, does not cause the host vehicle to travel at a constant speed, and decelerates the host vehicle based on a target speed for deceleration of the host vehicle. The vehicle control device according to any one of claims 1 to 4.

6. The target speed for deceleration of the host vehicle is a speed at which the distance traveled by the host vehicle when accelerating at a predetermined acceleration and the distance value match. The vehicle control device according to any one of claims 1 to 5.

7. A computer recognizes the surrounding situation of the host vehicle, Based on the recognition result, perform vehicle control of the host vehicle. Based on the recognition result, determine whether there is an obstacle around the host vehicle. When it is determined that the obstacle exists and the host vehicle is accelerating, calculate the holding time by dividing the distance value obtained by subtracting the stopping distance traveled when the speed of the host vehicle stops at a predetermined deceleration from the distance to the obstacle by the actual speed of the host vehicle. At the same time, calculate the target speed for the acceleration of the host vehicle. When the actual speed of the host vehicle reaches the target speed by accelerating the host vehicle to the target speed, keep the actual speed of the host vehicle at the constant target speed for the holding time, and then decelerate the host vehicle based on the target speed for the deceleration of the host vehicle calculated so that the speed of the host vehicle stops at the predetermined deceleration. A vehicle control method characterized by the above.

8. Cause a computer to recognize the surrounding situation of the host vehicle, perform vehicle control of the host vehicle based on the recognition result, determine whether there is an obstacle around the host vehicle based on the recognition result. When it is determined that the obstacle exists and the host vehicle is accelerating, calculate the holding time by dividing the distance value obtained by subtracting the stopping distance traveled when the speed of the host vehicle stops at a predetermined deceleration from the distance to the obstacle by the actual speed of the host vehicle. At the same time, calculate the target speed for the acceleration of the host vehicle. When the actual speed of the host vehicle reaches the target speed by accelerating the host vehicle to the target speed, keep the actual speed of the host vehicle at the constant target speed for the holding time, and then decelerate the host vehicle based on the target speed for the deceleration of the host vehicle calculated so that the speed of the host vehicle stops at the predetermined deceleration. A program characterized by the above.

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