Vehicle control device and vehicle driving system

Abstract

To provide a vehicle control system that can reduce the waiting time for blind spot areas.SOLUTION: A vehicle control unit includes: a self-position acquisition unit; a sensor unit for detecting at least the front of a vehicle; a route generation unit that generates a driving route along which the vehicle travels; and a control unit that drives and controls the vehicle. The route generation unit is provided with a route calculation unit that calculates a travel route along which the vehicle travels, and a driving determination unit that determines whether or not the calculated travel route can be traveled. The route calculation unit generates a first driving route to avoid an object based on acquired object information. The driving determination unit determines whether the first driving route passes through a blind spot area, and if the first driving route is determined to pass through the blind spot area, the driving determination unit estimates whether the sensor unit of the vehicle can detect the blind spot area when the vehicle is assumed to travel along the first driving route, and the control unit allows the vehicle to travel along the first driving route if it is estimated to be detectable.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present application relates to a vehicle control device and a vehicle driving system. [Background technology]

[0002] Conventional vehicle navigation systems use roadside monitoring units (RSUs), which are devices installed on the roadside, to obtain object information such as the positions of objects within a predetermined area and provide the object information to autonomous vehicles within the area. More specifically, a server processes the object information obtained by the roadside monitoring units (RSUs) and sends it to autonomous vehicles within the area. The autonomous vehicles determine a driving route taking into account the object information and drive based on that route. This configuration enables autonomous vehicles that do not have sensors for detecting the surrounding environment to drive autonomously within the area.

[0003] However, because roadside monitoring units (RSUs) are often installed to monitor the ground from a high position, there are areas that cannot be detected due to occlusion by objects on the ground, i.e., blind spots, which are areas that are blind spots for the RSU. If there is an obstacle in a blind spot where the RSU cannot grasp the situation, an autonomous vehicle passing through the blind spot may collide with the obstacle. For this reason, a technology was needed to predict blind spots or eliminate blind spots, making those areas usable for autonomous driving, etc.

[0004] To address this issue, the applicant has proposed a vehicle driving system equipped with a device capable of estimating blind spot areas (see Patent Document 1). [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Publication No. 2022-100793 Summary of the Invention [Problem to be solved by the invention]

[0006] According to Patent Document 1, an object area, which is the area of ​​the object, is acquired based on object information, which is information about an object within a predetermined area detected by a detection unit, and a blind spot area, which is an area that becomes a blind spot for the detection unit due to the object, is estimated based on the object area. If the blind spot area is estimated to be caused by a stationary object, the autonomous vehicle determines a driving pattern to avoid the blind spot area, and if the blind spot area is estimated to be caused by a moving object, the autonomous vehicle stops just before the blind spot area and waits.

[0007] However, due to the demand for efficient vehicle traffic and advanced automated driving, there is a need to reduce waiting time in blind spots.

[0008] The present application discloses a technique for solving the above-mentioned problems, and aims to provide a vehicle control device and a vehicle driving system that can reduce waiting time for blind spot areas. [Means for solving the problem]

[0009] A vehicle control device disclosed in the present application is a vehicle control device that controls traveling of a vehicle by acquiring object information of an object detected by a roadside monitoring device and blind spot information estimated based on the object information and including a blind spot area that becomes a blind spot of the roadside monitoring device due to the object, a vehicle position acquisition unit that acquires the vehicle position; a sensor unit that detects at least a front portion of the vehicle; a route generation unit that generates a travel route along which the vehicle will travel using the position of the vehicle, the object information, and the blind spot information; a control unit that controls the driving of the vehicle, The route generation unit includes a route calculation unit that calculates a travel route along which the vehicle will travel, and a travel determination unit that determines whether the calculated travel route is travelable. a arrival time calculation unit that calculates an arrival time from the current location of the vehicle to the blind spot area; and the path calculation unit calculates a first travel path that avoids the object based on the acquired object information; The travel determination unit Determine whether the first driving route passes through the blind spot area caused by the object. 、 the arrival time calculation unit, when it is determined that the first driving route passes through the blind spot area caused by the object, calculates an arrival time from a current location of the vehicle to the blind spot area; The travel determination unit compares the calculated arrival time with a preset threshold value, When the arrival time is equal to or less than the threshold value, the route calculation unit calculates a second driving route that avoids the blind spot area, or the control unit causes the vehicle to wait; If the arrival time is greater than the threshold, estimating whether the blind spot area can be detected by the sensor unit of the vehicle when the vehicle is assumed to travel along the first travel route; When it is estimated that the blind spot area can be detected, a determination is made as to whether or not the vehicle can be driven, and the control unit controls the vehicle to drive along the first driving route according to a result of the determination as to whether or not the vehicle can be driven; When it is estimated that the blind spot area cannot be detected, it is determined that the vehicle is not capable of traveling, and the route calculation unit calculates a route to avoid the blind spot area. The aforementioned The control unit is configured to calculate a second travel route or to make the vehicle wait. [Effects of the Invention]

[0010] According to the present application, it is possible to provide a vehicle control device and a vehicle driving system that can reduce the waiting time for a blind spot area. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a diagram showing a vehicle travel system according to a first embodiment. [Figure 2] 1 is a functional block diagram showing a configuration of a roadside monitoring device according to a first embodiment. [Figure 3] 3A and 3B are diagrams for explaining the mechanism by which a blind spot occurs due to an object and a method for calculating the blind spot area, with FIG. 3A being a side view and FIG. 3B being a plan view. [Figure 4] FIG. 2 is a functional block diagram showing the configuration of a fusion server according to the first embodiment. [Figure 5]1 is a block diagram showing the configuration of a vehicle control device mounted on a vehicle according to a first embodiment. [Figure 6] FIG. 2 is a diagram for explaining the relationship between a blind spot area and a driving route. [Figure 7] 3 is a diagram for explaining a method for estimating whether or not a blind spot can be eliminated in the vehicle driving system according to the first embodiment. FIG. [Figure 8] 8A to 8D are diagrams illustrating a procedure for estimating whether or not a blind spot can be eliminated in the vehicle traveling system according to the first embodiment. [Figure 9] FIG. 4 is another diagram for explaining the method for estimating whether or not a blind spot can be eliminated in the vehicle traveling system according to the first embodiment. [Figure 10] FIG. 2 is a diagram illustrating a detection area of ​​a sensor mounted on a vehicle. [Figure 11] 10A and 10B are diagrams illustrating an example in which it is not possible to estimate that a blind spot area can be eliminated. [Figure 12] 4 is a flowchart showing the operation of the vehicle travel system and the vehicle control device according to the first embodiment. [Figure 13] FIG. 10 is a block diagram showing the configuration of a vehicle control device according to a second embodiment. [Figure 14] FIG. 10 is a diagram for explaining a method for calculating a time required to reach a blind spot area. [Figure 15] 15A is a diagram illustrating an example of a driving route when the arrival time is t1, and FIGS. 15B and 15C are diagrams illustrating examples of a driving route when the arrival time is t2. [Figure 16] 10 is a flowchart showing the operation of the vehicle travel system and the vehicle control device according to the second embodiment. [Figure 17] 10A and 10B are diagrams illustrating an example in which it is estimated that a blind spot area at an intersection can be eliminated. [Figure 18] FIG. 1 is a diagram showing a hardware configuration of a vehicle travel system according to first and second embodiments. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, embodiments of the vehicle driving system disclosed in the present application will be described with reference to the drawings. In the following embodiments, the vehicle to which the vehicle driving system is applied is assumed to be capable of automated driving equivalent to Level 3 or 4 as defined by the Society of Automotive Engineers (SAE International). In addition, the same reference numerals in each drawing indicate the same or corresponding parts. Therefore, detailed descriptions thereof may be omitted to avoid duplication.

[0013] Embodiment 1 The vehicle travel system according to the first embodiment will be described below with reference to the drawings. <Device configuration> Fig. 1 is a diagram showing a vehicle traveling system according to the present embodiment 1. In Fig. 1, the vehicle traveling system 1 includes a roadside monitoring device RSU that generates an object region, which is a region of an object within a predetermined region, and a blind spot region, which is a region that becomes a blind spot of a detection unit due to the object, a fusion server 2 that generates an integrated object region and blind spot region based on the object regions and blind spot regions generated by multiple roadside monitoring devices RSU, and an autonomously driven vehicle 3 (hereinafter simply referred to as vehicle 3) that has a function of generating a traveling route.

[0014] <Configuration of Roadside Monitoring Unit (RSU)> 2 is a functional block diagram showing an example of the configuration of the roadside monitoring device RSU. In FIG. 2, the roadside monitoring device RSU includes a detection unit 11, a primary fusion unit 12, a location unit 13, and a communication unit 14.

[0015] The detection unit 11 is configured by a sensor capable of detecting object information, which is information about objects within a target area, and a support circuit for the sensor. In the first embodiment, the sensors include a camera 111, a radio wave radar 112, and a laser radar 113, and the object information is information corresponding to the detection results of the camera 111, the radio wave radar 112, and the laser radar 113. The object may be a moving object or a stationary object.

[0016] The primary fusion unit 12 processes object information detected by the detection unit 11. The primary fusion unit 12 includes an object fusion unit 121, which is an acquisition unit, and a blind spot calculation unit 122, which is an estimation unit. The object fusion unit 121 acquires an object region, which is the region of an object within a target region, by calculation or the like, based on the object information detected by the detection unit 11. The object fusion unit 121 also determines whether the object is a stationary object or a moving object. The blind spot calculation unit 122 estimates, by calculation or the like, a blind spot region, which is the region that becomes a blind spot of the detection unit 11 due to the object, based on the calculated object region.

[0017] The location unit 13 acquires the position of the roadside monitoring device RSU and the orientation (e.g., azimuth) of the roadside monitoring device RSU. The location unit 13 is configured with a positioning module of a quasi-zenith satellite such as GPS, "Michibiki," or a GNSS (Global Navigation Satellite System) such as Beidou, Galileo, GLONASS, or NAVIC, and an orientation measurement means using the inertial principle such as a gyroscope.

[0018] The communication unit 14 transmits the information on the object area and blind spot area from the primary fusion unit 12 and the information on the position and orientation of the roadside monitoring device RSU acquired by the location unit 13 to the fusion server 2. The communication unit 14 is configured by, for example, a general-purpose communication device or a device of a dedicated communication network.

[0019] FIG. 3 illustrates the mechanism by which a blind spot occurs due to an object and a method for calculating the blind spot area. FIG. 3A is a side view viewed from the horizontal direction on the ground, and FIG. 3B is a plan view viewed from the vertical direction on the ground. In FIGS. 3A and 3B, the detection range 11S of the roadside monitoring device RSU is indicated by the area within the dashed line, and an object 6 within the detection area and a blind spot 7 of the roadside monitoring device RSU generated by the object 6 are illustrated. That is, FIGS. 3A and 3B illustrate the object area, which is the area of ​​the object 6 that can be detected by the roadside monitoring device RSU, and the blind spot area, which is the area of ​​the blind spot 7 on the opposite side of the object 6 that cannot be detected by the roadside monitoring device RSU. The blind spot area, which is the area of ​​the blind spot 7, can be calculated by geometric calculation based on the object area. For example, it can be calculated using the method disclosed in Patent Document 1.

[0020] <Configuration of Fusion Server 2> Fig. 4 is a functional block diagram showing the configuration of the fusion server 2 according to the first embodiment. In Fig. 4, the fusion server 2 includes an RSU communication unit 21 that communicates with the roadside monitoring device RSU, a map information storage unit 22 that has map information, a dynamic map generation unit 23 that generates a dynamic map, a blind spot fusion unit 24 that integrates information on blind spot areas estimated by the roadside monitoring device RSU, and a vehicle communication unit 25 that communicates with the vehicle 3. The map information storage unit 22, the dynamic map generation unit 23, and the blind spot fusion unit 24 correspond to a second fusion unit.

[0021] The RSU communication unit 21 receives information such as object areas and blind spot areas from multiple roadside monitoring devices RSUs. The RSU communication unit 21 synchronizes the multiple roadside monitoring devices RSUs using a known technique.

[0022] The map information storage unit 22 stores narrow-area map information and provides the map information to the dynamic map generation unit 23. The dynamic map generation unit 23 adds object area information acquired by the RSU communication unit 21 to the static map information acquired from the map information storage unit 22 to generate a dynamic map.

[0023] The blind spot fusion unit 24 refers to the dynamic map and integrates the blind spot information acquired by the RSU communication unit 21. Note that the blind spot information may be added to the dynamic map.

[0024] The vehicle communication unit 25 transmits the dynamic map containing the object information and the integrated blind spot information to each vehicle 3 within the area.

[0025] <Configuration of vehicle control device 30> 5 is a functional block diagram showing the configuration of a vehicle control device 30 mounted on a vehicle 3 according to embodiment 1. In Fig. 5, the vehicle control device 30 includes a communication unit 31 that communicates with the fusion server 2, a self-position acquisition unit 32 that acquires the position of the vehicle 3 itself, a sensor unit 33 that detects objects around the vehicle and acquires the detected objects as object information, a route generation unit 34 that generates a route for automatic driving, and a control unit 35 that drives the vehicle 3.

[0026] The communication unit 31 communicates with the fusion server 2 and receives the object information and blind spot information integrated by the fusion server 2 together with the dynamic map.

[0027] The vehicle position acquisition unit 32 measures and acquires the vehicle position and orientation (e.g., direction) in a similar manner to the location unit 13 of the roadside monitoring device RSU. The vehicle position and orientation acquired by the vehicle position acquisition unit 32 are expressed in a global coordinate system.

[0028] The sensor unit 33 includes a sensor, similar to the detection unit 11 of the roadside monitoring device RSU, so as to be able to detect an object (obstacle) within a certain range ahead of the vehicle 3. Supporter Circuit The sensor includes at least one of a camera and a radar (radio wave radar, laser radar). A sonar sensor may also be provided. In this embodiment, it is necessary to be able to detect at least an object in front, but it may also be possible to be able to detect the surroundings including not only the front but also the sides and rear.

[0029] The camera is installed in a position where it can capture images of the front, sides, and rear of the vehicle, and from the captured images, it obtains information about the environment in which the vehicle is located, such as information about the lane and obstacles in front of the vehicle. The radio wave radar emits radio waves ahead of the vehicle and detects the reflected waves to measure the relative distance and relative speed of an obstacle present ahead of the vehicle, and outputs the measurement results. Laser radar , for example, LiDAR ( Light Detection and Ranging (LIDAR) andLiDAR detects the position of an object by shining a laser around the vehicle and detecting the time difference between the time it takes for the laser to reflect off an object and return. A sonar sensor detects the position and distance of an object by emitting ultrasonic waves to the area around the vehicle and detecting the time difference between the time it takes for the waves to reflect off an object and return.

[0030] The route generation unit 34 includes a route calculation unit 341 and a travel determination unit 342. The route calculation unit 341 calculates a travel route that the host vehicle should travel, based on the position of the host vehicle acquired by the host position acquisition unit 32, object information around the host vehicle acquired by the sensor unit 33, the destination, and the object area, blind spot area, and dynamic map (map in the global coordinate system) acquired from the fusion server 2. The travel determination unit 342 determines whether the travel route calculated by the route calculation unit 341 is travelable.

[0031] The control unit 35 controls the host vehicle so that it travels along the travel route generated by the route generation unit 34. Specifically, the control unit 35 generates control target values ​​such as vehicle speed and steering angle, and drives the vehicle. Note that if the travel determination unit 342 of the route generation unit 34 determines that travel is not possible and a new travel route cannot be generated, the control unit 35 controls the vehicle to stop.

[0032] <Blind spots and driving routes> FIG. 6 is a diagram for explaining the relationship between the blind spot area and the driving route. In Fig. 6, a vehicle 3 is traveling along a travel route ra. The travel route ra is a travel route to an initially set destination. When the roadside monitoring device RSU detects an object 6, a travel route rb is calculated that is modified to avoid the object. Since this corrected travel route rb passes through a blind spot area caused by a blind spot 7, in the example of Patent Document 1, the vehicle 3 waits or passes along a travel route rc that has been modified to avoid the blind spot area.

[0033] <Method for estimating whether blind spots can be eliminated according to the present embodiment> FIG. 7 is a diagram for explaining a method for estimating whether a blind spot area can be eliminated in the vehicle navigation system according to the first embodiment, and FIG. 8 is a diagram for explaining the procedure for estimating whether a blind spot area can be eliminated, in the order of FIG. 8A to FIG. 8D. In the vehicle navigation system according to the first embodiment, when the roadside monitoring device RSU detects an object 6 as shown in FIG. 8A, the route calculation unit 341 of the vehicle control device 30 calculates a corrected route rb so as to avoid the object as shown in FIG. 8B. The vehicle control device 30 also acquires the blind spot area from the fusion server 2. In the diagram, the detection range 33S of the sensor unit 33 of the vehicle 3 is indicated by the hatched area with dots.

[0034] Meanwhile, the vehicle control device 30 includes a sensor unit 33 that detects objects around the vehicle and acquires the detected objects as object information. Therefore, when the vehicle is assumed to be traveling along the travel route rb, the travel determination unit 342 of the vehicle control device 30 determines whether the vehicle can travel while detecting the blind spot area. Figures 8C and 8D show the position of the vehicle 3 and the transition of the detection range 33S of the sensor unit 33 when the vehicle 3 is assumed to be traveling along the travel route rb. For example, in Figure 7, a calculation is performed to determine whether the detection range 33S of the sensor unit 33 of the vehicle 3 traveling along the travel route rb, indicated by the dotted line, can cover the blind spot area, and an estimate is made as to whether the blind spot area will be eliminated by the sensor unit 33 of the vehicle 3 covering the blind spot area, as shown in Figure 7.

[0035] 9 is a diagram illustrating another example of a method for estimating whether a blind spot area can be eliminated in the vehicle navigation system according to the first embodiment, which illustrates an example at an intersection. At this intersection, multiple roadside monitoring devices RSU1, RSU2, and RSU3 are installed, monitoring the intersection area from different directions, and each has its own detection range 11S1, 11S2, and 11S3. A vehicle 3 is planning to turn right at the intersection, but the lane after the right turn along the travel route ra contains an object area where the roadside monitoring device RSU1 has detected an object 6 and a blind spot area due to a blind spot 7. These object area and blind spot area cannot be covered by the detection ranges 11S2 and 11S3 of the other roadside monitoring devices RSU2 and RSU3.

[0036] The vehicle control device 30 acquires the blind spot area from the fusion server 2, and the route calculation unit 341 calculates whether the current driving route ra passes through the blind spot area. Then, assuming that the vehicle will pass through the driving route ra, the driving determination unit 342 of the vehicle control device 30 determines whether the vehicle can drive while detecting the blind spot area. In FIG. 9, the detection range 33SA of the sensor unit 33 at point A for the vehicle 3 driving on the driving route ra does not reach the blind spot area. The vehicle 3 further drives, and a calculation is made to determine whether the detection range 33SB of the sensor unit 33 of the vehicle 3 at point B, indicated by the dotted line, can cover the blind spot area, Figure 9 In this way, it is estimated whether the blind spot area will be eliminated by being covered by the detection range 33SB of the sensor unit 33 of the vehicle 3. If the blind spot area can be eliminated, the travel determination unit 342 determines that travel is possible.

[0037] 7 to 9, even if a driving route includes a blind spot area, assuming that the vehicle 3 will be driving on that route, the driving determination unit 342 estimates whether the blind spot area can be eliminated, and if it is estimated that the blind spot area can be eliminated, the driving determination unit 342 determines that driving is possible, so waiting is not an option just because there is a blind spot area. Therefore, it is possible to reduce the waiting time.

[0038] Next, the vehicle travel route and blind spot elimination estimation will be described in more detail. Fig. 10 is a diagram for explaining an example in which it is estimated that the blind spot area can be eliminated and it is determined that the vehicle can travel, and Fig. 11 is a diagram for explaining an example in which it is determined that the blind spot area cannot be eliminated and it is determined that the vehicle cannot travel.

[0039] FIG. 10 shows a state in which vehicle 3 travels along travel route rb, which passes through a blind spot 7. FIG. 10 also shows a predicted travel area boundary line 3d, which indicates the predicted boundary of the area in which vehicle 3 will exist if vehicle 3 travels along travel route rb from its current location, and a predicted sensing area 33PS, which is the integrated value of the transition of the detection area 33S detected by the sensor unit 33 of vehicle 3. The predicted sensing area 33PS is the area hatched with dots. When vehicle 3 travels along travel route rb, the predicted travel area boundary line 3d, where vehicle 3 exists as it passes through the blind spot area, is part of the blind spot area. Although the predicted sensing area 33PS cannot cover the entire blind spot area, it is possible to detect objects beyond the predicted travel area boundary line 3d. Therefore, if the predicted travel area boundary line 3d is within the predicted sensing area 33PS of the blind spot area, the travel determination unit 342 estimates that the blind spot area will be eliminated and determines that travel is permitted.

[0040] Fig. 11 shows an example of vehicle 3 traveling on a curved road, and shows a predicted traveling area boundary line 3d indicating the predicted boundary of the vehicle 3's existence range when vehicle 3 travels along traveling route rb in the same manner as Fig. 10, and a predicted sensing area 33PS obtained by integrating the transition of detection range 33S by sensor unit 33 of vehicle 3. In Fig. 11, when vehicle 3 travels along traveling route rb, predicted sensing area 33PS cannot cover the predicted traveling area boundary line 3d when passing through blind spot 7. Therefore, in this case, traveling determination unit 342 estimates that the blind spot area cannot be eliminated and determines that traveling is not possible.

[0041] That is, when the vehicle 3 travels along a travel route that includes a blind spot area, the travel determination unit 342 calculates the predicted travel area boundary line 3d and the predicted sensing area 33PS, and estimates whether the predicted sensing area 33PS will be able to cover the predicted travel area boundary line 3d when passing through the blind spot area. If it is estimated that the predicted sensing area 33PS can cover the predicted travel area boundary line 3d, it estimates that the blind spot area will be eliminated, and determines that travel is possible.

[0042] In addition, if the driving determination unit 342 estimates that the blind spot area can be eliminated, when the vehicle 3 enters the oncoming lane, as shown in Figure 7, it obtains information about objects beyond the blind spot area from the roadside monitoring equipment RSU and the fusion server 2, and obtains information about objects behind the vehicle 3 from the roadside monitoring equipment RSU, the fusion server 2, and the sensor that detects the rear of the sensor unit 33, and determines whether there is a possibility of a collision or the like outside the blind spot area, and determines whether it is possible to drive.

[0043] <Operations of the vehicle travel system 1 and the vehicle control device 30 according to the first embodiment> Next, the operation of the vehicle traveling system 1 according to the first embodiment will be described with reference to the flowchart in Fig. 12, focusing on the operation of the vehicle control device 30. The processing of the flowchart in Fig. 12 is repeatedly executed while the vehicle 3 is traveling. Each step in Fig. 12 will be described in association with each functional unit shown in the functional block diagrams in Figs. 2, 4 and 5.

[0044] First, the roadside monitoring device RSU transmits information about the object area and blind spot area detected within the detection range 11S, including information about the position and orientation of the roadside monitoring device RSU, to the fusion server 2. The fusion server 2 integrates the information about the object area and the blind spot area collected from each roadside monitoring device RSU to generate a dynamic map, and transmits the dynamic map with the object information and the blind spot area information to a vehicle 3 within the target area.

[0045] In step S101, the communication unit 31 of the vehicle control device 30 acquires from the fusion server 2 a dynamic map containing object information and information on blind spots.

[0046] Next, in step S102, the route calculation unit 341 of the route generation unit 34 calculates a driving route for the vehicle 3 based on the self-position acquired by the self-position acquisition unit 32, the dynamic map containing the object information acquired from the fusion server 2, and the information on blind spots. Note that the initial driving route ra may be generated in advance based on the destination and map information.

[0047] In step S102, when the travel route is calculated (Yes in step S102), the process proceeds to step S103. In step S103, if there is an object 6 that is an obstacle on the travel route (Yes in step S103), the route calculation unit 341 returns to step S102 and generates a travel route that avoids the object 6. If there is no object on the travel route, the process proceeds to step S104 (No in step S103).

[0048] Next, in step S104, if the route calculation unit 341 determines that there is a blind spot area on the driving route (Yes in step S104), the process proceeds to step S105. If there is no blind spot area on the driving route (No in step S104), the process proceeds to step S107.

[0049] If it is determined that there is a blind spot area on the driving route, in step S105, the driving determination unit 342 estimates whether the blind spot area can be detected by the sensor unit 33 mounted on the vehicle 3 when the vehicle 3 drives along that route, i.e., whether the blind spot area can be eliminated. If it is estimated that the blind spot area can be eliminated (Yes in step S105), the process proceeds to step S106. If the blind spot area cannot be detected by the sensor unit 33 and it is estimated that the blind spot area cannot be eliminated (No in step S105), the process returns to step S102, and a driving route that avoids the blind spot area is generated.

[0050] If the blind spot area is estimated to be eliminable by the sensor unit 33, in step S106, the travel determination unit 342 determines whether there is a possibility of a collision or the like outside the blind spot area, and determines whether travel is possible. Specifically, if the road is wide and the blind spot area is within a lane, travel may be permitted only by estimating that the blind spot area is eliminable by the sensor unit 33. If the blind spot area is in the oncoming lane, object information beyond the blind spot area is obtained from the roadside monitoring device RSU and the fusion server 2, and object information behind the vehicle 3 is obtained from the roadside monitoring device RSU, the fusion server 2, and a sensor that detects the rear of the sensor unit 33, and determines whether there is a possibility of a collision with another object outside the blind spot area, and determines whether travel is possible. Furthermore, if the blind spot area is in an overtaking lane, object information is obtained from a sensor that detects the rear of the vehicle 3 of the sensor unit 33, and determines whether there is a possibility of a rear-end collision from a vehicle behind, and determines whether travel is possible.

[0051] In step S106, if it is determined that the driving route is navigable (Yes in step S106), the process proceeds to step S107, where the control unit 35 controls the vehicle 3 to travel along the generated driving route. In step S106, if it is determined that the vehicle 3 is not navigable (No in step S106), it is sufficient to wait for a vehicle ahead to pass in the oncoming lane, and to wait for a vehicle ahead to pass in the overtaking lane. passing lane Since it is only necessary to wait for the rear vehicle that has entered the lane to pass, the control unit 35 makes the vehicle 3 wait until the rear vehicle passes (step S108). After that, the process proceeds to step S107, and the control unit 35 makes the vehicle 3 travel along the travel route.

[0052] Note that, when returning from step S103 and step S105 to step S102, if it is not possible to calculate a driving route that avoids the object area or blind spot area (No in step S102), the process proceeds to step S109, where the control unit 35 controls the vehicle 3 to stop the vehicle 3 in front of the object area or blind spot area, and issues a warning as necessary. Also, as in Patent Document 1, a decision may be made to wait or to generate a detour route depending on whether the object is a stationary object or a moving object.

[0053] As described above, according to the first embodiment, there is provided a vehicle control device that controls vehicle driving by acquiring object information of an object detected by a roadside monitoring device and blind spot information including blind spot areas that become blind spots for the roadside monitoring device due to the object, and the vehicle control device includes a self-position acquisition unit that acquires the vehicle's own position, a sensor unit that detects at least the area ahead of the vehicle, a route generation unit that generates a driving route for the vehicle to travel using the vehicle's own position, the acquired object information, and the blind spot information, and a control unit that drives and controls the vehicle, and the route generation unit has a route calculation unit that calculates the driving route for the vehicle to travel, and a driving determination unit that determines whether the calculated driving route is drivable or not, and the route calculation unit calculates a first driving route that avoids the object based on the acquired object information, and the driving determination unit determines whether the first driving route passes through the blind spot area, and if it is determined that the first driving route will pass through the blind spot area, it estimates whether the sensor unit can detect the blind spot area when it is assumed that the vehicle will travel along the first driving route, and if it is estimated that the blind spot area can be detected, the control unit controls the vehicle to travel along the first driving route. This eliminates the need to wait even in a blind spot area if it is estimated that the area can be detected by the sensor of the vehicle itself, thereby reducing the waiting time.

[0054] Also, a detection unit that detects an object within a predetermined area, and a blind spot calculation unit that calculates a blind spot area of ​​the roadside monitoring device due to the object based on object information of the detected object; of have roadside monitoring equipment , one or more roadside monitoring equipment The vehicle driving system is made up of a fusion server that integrates object information and blind spot information obtained from the server and transmits it to the vehicle, and a vehicle equipped with the above-mentioned vehicle control device, thereby reducing waiting time and enabling a system that enables smooth driving of autonomous vehicles.

[0055] Embodiment 2 The vehicle travel system according to the second embodiment will be described below with reference to the drawings. Fig. 13 is a functional block diagram of a vehicle control device 30 according to the second embodiment. The difference from Fig. 5 of the first embodiment is that the route generation unit 34 further includes an arrival time calculation unit 343. Other configurations of the roadside monitoring device RSU and the fusion server 2 are the same as those of the first embodiment, and therefore description thereof will be omitted.

[0056] The operation of the arrival time calculation unit 343 included in the route generation unit 34 will be described. The arrival time calculation unit 343 calculates the arrival time required for the vehicle 3 to reach the blind spot area from its current location. Fig. 14 is a diagram for explaining a method for calculating the arrival time to the blind spot area. The arrival time t from the current location of the vehicle 3 to the blind spot area can be calculated by t = L / V, where V is the vehicle's traveling speed and L is the distance between the vehicle 3 and the blind spot area.

[0057] The traveling determination unit 342 compares the arrival time t calculated by the arrival time calculation unit 343 with a preset threshold value th_t, and if t>th_t, estimates whether the blind spot area can be detected by the sensor unit 33 mounted on the vehicle 3 when the vehicle 3 travels along that route, i.e., whether the blind spot area can be eliminated. On the other hand, if t≦th_t, it determines that traveling is not possible.

[0058] As shown in FIG. 14, the driving route rb changes lanes at point C so as to avoid the object area and enter the blind spot area. At this time, if t≦th_t, a sudden steering operation is required just before the object area, or if the vehicle is at point C of object area of This may force the vehicle 3 to set the blind spot area too close, which may delay the timing at which the vehicle 3 detects the blind spot area. Therefore, if t≦th_t, it is determined that the vehicle 3 is not allowed to travel.

[0059] FIG. 15 shows three driving routes when t>th_t. FIG. 15A shows an example of arrival time t1 to the blind spot area, and FIGS. 15B and 15C show examples of arrival time t2 to the blind spot area, which satisfy the condition t2>t1>th_t. In all three cases, when vehicle 3 travels along the route, the blind spot area can be detected by the sensor unit 33 mounted on vehicle 3. In FIG. 15B, like the driving route rb1 in FIG. 15A, a driving route rb2 is generated that enters the blind spot area just before the object area. However, because the arrival time to the blind spot area is long, it is possible to correct it to a driving route rb3, as shown in FIG. 15C, in which vehicle 3 makes a gradual lane change and the blind spot area can be detected by the sensor unit 33 more quickly.

[0060] <Operations of the vehicle travel system 1 and the vehicle control device 30 according to the second embodiment> Next, the operation of the vehicle travel system 1 according to the second embodiment will be described with reference to the flowchart in Fig. 16, focusing on the operation of the vehicle control device 30. The processing of the flowchart in Fig. 16 is repeatedly executed while the vehicle 3 is traveling.

[0061] Steps S201 to S204 are the same as steps S101 to S104 in FIG. 12 of the first embodiment, and therefore a description thereof will be omitted. If it is determined in step S204 that there is a blind spot area on the driving route, the process proceeds to step S205, where the arrival time calculation unit 343 calculates the arrival time t required for the vehicle 3 to reach the blind spot area from the current location. The driving determination unit 342 compares the arrival time t calculated by the arrival time calculation unit 343 with a preset threshold th_t, and if t>th_t (Yes in step S205), the process proceeds to step S206. If t≦th_t, the process determines that driving is not possible (No in step S205), and the process returns to step S202, where the driving route is calculated again.

[0062] In step S206, assuming that the vehicle 3 will travel along that route, the travel determination unit 342 estimates whether the blind spot area can be detected by the sensor unit 33 mounted on the vehicle 3, i.e., whether the blind spot area can be eliminated. If it is estimated that the blind spot area can be eliminated (Yes in step S206), the process proceeds to step S207. If the blind spot area cannot be detected by the sensor unit 33 and it is estimated that the blind spot area cannot be eliminated (No in step S206), the process returns to step S202, and a travel route that avoids the blind spot area is generated.

[0063] If the sensor unit 33 estimates that the blind spot area can be eliminated, in step S207, the travel determination unit 342 determines whether there is a possibility of a collision or the like outside the blind spot area, and determines whether travel is possible. The determination of whether travel is possible is the same as in step S106, and therefore a description thereof will be omitted.

[0064] If it is determined in step S207 that the driving route is navigable (Yes in step S207), the process proceeds to step S208, where the control unit 35 controls the vehicle 3 to drive along the generated driving route. If it is determined in step S207 that the vehicle 3 is not navigable (No in step S207), in the oncoming lane, it is mainly necessary to wait for a vehicle ahead to pass, and in the overtaking lane, it is necessary to first passing lane Since it is only necessary to wait for the rear vehicle that has entered the designated area to pass, the control unit 35 makes the vehicle 3 wait until the rear vehicle passes (step S209). After that, the process proceeds to step S208, and the control unit 35 makes the vehicle 3 travel along the travel route.

[0065] Note that if the process returns to step S202 from step S203, step S205, or step S206 and a driving route that avoids the object area or blind spot area cannot be calculated (No in step S202), the process proceeds to step S210, where the control unit 35 controls the vehicle 3 to stop the vehicle 3 just before the object area or blind spot area, and issues a warning as necessary. Also, as in Patent Document 1, a decision may be made to wait or to generate a detour route depending on whether the object is a stationary or moving object.

[0066] As described above, according to the second embodiment, the same effects as those of the first embodiment can be obtained. of Furthermore, the route generation unit of the vehicle control device further includes an arrival time calculation unit that calculates the arrival time from the vehicle's current location to the blind spot area when the travel determination unit determines that the first travel route passes through a blind spot area caused by an object. The travel determination unit compares the calculated arrival time t with a preset threshold th_t, and if the arrival time is equal to or less than the threshold (t≦th_t), the route calculation unit calculates a second travel route that avoids the blind spot area, or the control unit causes the vehicle to wait. This makes it possible to reconstruct a travel route without overly estimating whether the blind spot area can be eliminated. Furthermore, if the arrival time is greater than the threshold (t>th_t), the route calculation unit can correct lane changes in the first travel route as necessary to be more gradual, making it possible to provide a smooth travel route.

[0067] In step S105 in the first embodiment and step S206 in the second embodiment, even if the sensor unit 33 is unable to detect a blind spot area and it is estimated that the blind spot area cannot be eliminated, if the proportion of blind spots that cannot be eliminated is within a preset proportion, the travel determination unit 342 may correct the travel route so that the blind spot area can be eliminated. This proportion varies depending on conditions such as the travel route, blind spot area, vehicle position, and vehicle orientation, and is therefore preferably set as a tuning parameter together with these conditions. Although it depends on the conditions, if the proportion of blind spots that cannot be eliminated when it is estimated that the blind spot area cannot be eliminated is, for example, 5% or less, it is possible to generally eliminate the blind spot area with the following correction. For example, as shown in the relationship between Figures 15B and 15C, the change position of the vehicle 3's driving route can be changed to a position away from the object area or blind spot area, and by making such a change, it is possible to eliminate the blind spot area.

[0068] 17A shows an example of an intersection, and when vehicle 3 travels along travel route rb11 in FIG. 17A, predicted sensing area 33PS11 does not completely cover the predicted travel area boundary line 3d11 in the blind spot area. However, in FIG. 17B, by generating a right-turn route that bulges out like travel route rb12, it becomes possible for predicted sensing area 33PS12 to cover the predicted travel area boundary line 3d12 in the blind spot area. If the travel determination unit 342 has the function to make such minor corrections, it becomes unnecessary to return to the step of recalculating the travel route, which also contributes to reducing the waiting time of vehicle 3.

[0069] The functional units of the vehicle travel system 1, the fusion server 2, the vehicle control device 30, and the roadside monitoring device RSU in the above-described first and second embodiments are configured by the hardware configuration illustrated in FIG. 18, that is, a calculation processing circuit 1001, a storage device 1002 including a ROM (Read Only Memory) storing a program for executing the function of each functional unit and a RAM (Random Access Memory) for storing data of the execution results of each functional unit, which are the results of calculations performed by the program, an input / output circuit 1003, and a communication circuit 1004. It is composed.

[0070] A processor such as a CPU (Central Processing Unit) or a DSP (Digital Signal Processor) is applied to the arithmetic processing circuit 1001. Dedicated hardware may also be applied to the arithmetic processing circuit 1001. When the arithmetic processing circuit 1001 is dedicated hardware, the arithmetic processing circuit 1001 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a combination of these.

[0071] Furthermore, each functional unit of the vehicle driving system 1, the fusion server 2, the vehicle control device 30, and the roadside monitoring device RSU may be realized by an individual arithmetic processing circuit, or they may be realized together by a single arithmetic processing circuit. Furthermore, each functional unit of the vehicle driving system 1, fusion server 2, vehicle control device 30, and roadside monitoring equipment RSU can realize the above-mentioned functions by hardware, software, etc., or a combination of these, with some functions being realized by dedicated hardware processing circuits and other functions being realized by software.

[0072] The communication circuit 1004 includes a wide-area communication unit and a short-range communication unit as a communication module. The wide-area communication unit uses a predetermined wide-area wireless communication standard, such as LTE (Long Term Evolution), 4G, or 5G (5th Generation; fifth generation mobile communication system). The short-range communication unit uses, for example, DSRC (Dedicated Short Range Communications), and although not described in the above embodiment, it can be used for communication with other vehicles to obtain information about other vehicles around the vehicle. can. These communications are guaranteed to have a certain communication speed.

[0073] Within the vehicle 3, connections are made using, for example, a Control Area Network (CAN: registered trademark) or the like, and information communication is carried out.

[0074] <Other embodiments> Although the above description has been given using an automobile as an example of a vehicle, the application is not limited to automobiles and can be applied to various other mobile objects. For example, the system can be used as a system for generating travel routes for mobile objects such as an in-building mobile robot that inspects the interior of a building, a line inspection robot, and a personal mobility vehicle. For objects other than automobiles, the information acquired by the roadside monitoring device RSU can be, for example, information from an obstacle information detection unit installed inside a building, on a line, or within the range in which the personal mobility vehicle operates.

[0075] Although the present application describes various exemplary embodiments and examples, the various features, aspects, and functions described in one or more embodiments are not limited to application to a particular embodiment, but may be applied to the embodiments alone or in various combinations. Therefore, countless variations not illustrated are conceivable within the scope of the technology disclosed in the present specification, including, for example, cases where at least one component is modified, added, or omitted, and cases where at least one component is extracted and combined with components of another embodiment.

[0076] Various aspects of the present disclosure are summarized below as appendices.

[0077] (Appendix 1) A vehicle control device that controls traveling of a vehicle by acquiring object information of an object detected by a roadside monitoring device and blind spot information estimated based on the object information and including a blind spot area that becomes a blind spot of the roadside monitoring device due to the object, a vehicle position acquisition unit that acquires the vehicle position; a sensor unit that detects at least a front portion of the vehicle; a route generation unit that generates a travel route along which the vehicle will travel using the position of the vehicle, the object information, and the blind spot information; a control unit that controls the driving of the vehicle, The route generation unit includes a route calculation unit that calculates a travel route along which the vehicle will travel, and a travel determination unit that determines whether the calculated travel route is travelable, the path calculation unit calculates a first travel path that avoids the object based on the acquired object information; The travel determination unit determining whether the first driving path passes through the blind spot area caused by the object; If it is determined that the vehicle will pass through the blind spot area, estimating whether the blind spot area can be detected by the sensor unit of the vehicle when it is assumed that the vehicle will travel along the first travel route; When it is estimated that the blind spot area can be detected, a determination is made as to whether or not the vehicle is capable of traveling, and the control unit controls the vehicle to travel along the first traveling route according to a result of the determination as to whether or not the vehicle is capable of traveling; A vehicle control device that, when it is estimated that the blind spot area cannot be detected, determines that driving is not possible, and calculates a second driving route that avoids the blind spot area in the route calculation unit, or causes the vehicle to wait by the control unit. (Appendix 2) The path generation unit a travel time calculation unit that calculates a travel time from a current location of the vehicle to the blind spot area when the travel determination unit determines that the first travel route passes through the blind spot area caused by the object, The vehicle control device described in Appendix 1, wherein the driving determination unit compares the calculated arrival time with a preset threshold, and if the arrival time is equal to or less than the threshold, the route calculation unit calculates a second driving route that avoids blind spot areas, or the control unit causes the vehicle to wait. (Appendix 3) The path calculation unit 3. The vehicle control device according to claim 2, wherein the driving determination unit calculates a route modified so that lane changes on the first driving route are gradual when the arrival time is greater than the threshold value. (Appendix 4) When the travel determination unit determines that the first travel route passes through the blind spot area caused by the object, and when it is estimated that the blind spot area cannot be detected by the sensor unit of the vehicle when it is assumed that the vehicle will travel along the first travel route, the travel determination unit calculates a proportion of the blind spot area that cannot be detected by the sensor unit, and compares whether or not the proportion of the blind spot area that cannot be detected is equal to or less than a preset proportion, The path calculation unit A vehicle control device as described in any one of appendix 1 to 3, which, when it is determined that the proportion of the blind spot area that cannot be detected by the sensor unit is equal to or less than a predetermined proportion, calculates a correction route for the first driving route so that the blind spot area becomes detectable by the sensor unit of the vehicle. (Appendix 5) A vehicle driving system comprising: a roadside monitoring device having a detection unit that detects an object within a predetermined area and a blind spot calculation unit that calculates a blind spot area that becomes a blind spot of the roadside monitoring device due to the object based on object information of the detected object; a fusion server that integrates the object information and the blind spot information obtained from one or more of the roadside monitoring devices and transmits the information to the vehicle; and a vehicle equipped with the vehicle control device described in any one of Supplementary Notes 1 to 4. [Explanation of symbols]

[0078] 1: Vehicle driving system, 2: Fusion server, 3: Vehicle, 3d, 3d1, 3d2, 3d3, 3d11, 3d12: Predicted driving area boundary, 6: Object, 7: Blind spot, 11: Detection unit, 11S, 11S1, 11S2, 11S3: Detection range, 111: Camera, 112: Radio wave radar, 113: Laser radar, 12: Primary fusion unit, 121: Object fusion unit, 122: Blind spot calculation unit, 13: Location unit, 14: Communication unit, 21: RSU communication unit, 22: Map information storage unit, 23: Dynamic map generation unit, 24: Blind spot fusion unit, 25: Vehicle communication unit, 30: Vehicle control device, 31: Communication unit, 32: Self-position acquisition unit, 33: Sensor unit, 33S, 33SA, 33SB: detection range, 33PS, 33PS11, 33PS12: predicted sensing area, 34: route generation unit, 341: route calculation unit, 342: driving determination unit, 343: arrival time calculation unit, 35: control unit, RSU, RSU1, RSU2, RSU3: roadside monitoring equipment, ra, rb, rc, rb1, rb2, rb3, rb11, rb12: driving route.

Claims

1. A vehicle control device that controls traveling of a vehicle by acquiring object information of an object detected by a roadside monitoring device and blind spot information estimated based on the object information and including a blind spot area that becomes a blind spot of the roadside monitoring device due to the object, a vehicle position acquisition unit that acquires the vehicle position; a sensor unit that detects at least a front portion of the vehicle; a route generation unit that generates a travel route along which the vehicle will travel using the position of the vehicle, the object information, and the blind spot information; a control unit that controls the driving of the vehicle, the route generation unit includes a route calculation unit that calculates a travel route along which the vehicle will travel, a travel determination unit that determines whether the calculated travel route is travelable, and an arrival time calculation unit that calculates a travel time from a current location of the vehicle to the blind spot area; the path calculation unit calculates a first travel path that avoids the object based on the acquired object information; The travel determination unit determining whether the first driving path passes through the blind spot area caused by the object; the arrival time calculation unit, when it is determined that the first traveling route passes through the blind spot area caused by the object, calculates an arrival time from a current location of the vehicle to the blind spot area; The travel determination unit compares the calculated arrival time with a preset threshold value, If the arrival time is equal to or less than the threshold, the route calculation unit calculates a second driving route that avoids the blind spot area, or the control unit causes the vehicle to wait; If the arrival time is greater than the threshold value, estimating whether the blind spot area can be detected by the sensor unit of the vehicle when it is assumed that the vehicle is traveling along the first traveling route; When it is estimated that the blind spot area can be detected, a determination is made as to whether or not the vehicle can be driven, and the control unit controls the vehicle to drive along the first driving route according to a result of the determination as to whether or not the vehicle can be driven; A vehicle control device that, when it is estimated that the blind spot area cannot be detected, determines that driving is not possible, and calculates the second driving route that avoids the blind spot area in the route calculation unit, or causes the vehicle to wait by the control unit.

2. The path calculation unit The vehicle control device according to claim 1 , wherein the travel determination unit calculates a route modified so that lane changes on the first travel route are gentler when the arrival time is greater than the threshold value.

3. A vehicle control device that controls vehicle travel by acquiring object information of an object detected by a roadside monitoring device and blind spot information estimated based on the object information and including a blind spot area that becomes a blind spot for the roadside monitoring device due to the object, a vehicle position acquisition unit that acquires the vehicle position; a sensor unit that detects at least a front portion of the vehicle; a route generation unit that generates a travel route along which the vehicle will travel using the position of the vehicle, the object information, and the blind spot information; a control unit that controls the driving of the vehicle, The route generation unit includes a route calculation unit that calculates a travel route along which the vehicle will travel, and a travel determination unit that determines whether the calculated travel route is travelable, the path calculation unit calculates a first travel path that avoids the object based on the acquired object information; The travel determination unit determining whether the first driving path passes through the blind spot area caused by the object; If it is determined that the vehicle will pass through the blind spot area, estimating whether the blind spot area can be detected by the sensor unit of the vehicle when it is assumed that the vehicle will travel along the first travel route; When it is estimated that the blind spot area can be detected, a determination is made as to whether or not the vehicle can be driven, and the control unit controls the vehicle to drive along the first driving route according to a result of the determination as to whether or not the vehicle can be driven; When it is estimated that the blind spot area is undetectable, the sensor unit calculates a ratio of the blind spot area that is undetectable, and compares whether the ratio of the undetectable area is equal to or less than a preset ratio, The path calculation unit when it is determined that the ratio of the blind spot area that cannot be detected by the sensor unit is equal to or less than a predetermined ratio, a correction route of the first traveling route is calculated so that the blind spot area becomes detectable by the sensor unit of the vehicle; A vehicle control device that, when it is determined that the proportion of the blind spot area that cannot be detected by the sensor unit is greater than a predetermined proportion, determines that driving is not possible, and calculates a second driving route that avoids the blind spot area in the route calculation unit, or causes the vehicle to wait using the control unit.

4. A vehicle driving system comprising: a roadside monitoring device having a detection unit that detects an object within a predetermined area and a blind spot calculation unit that calculates a blind spot area that becomes a blind spot for the roadside monitoring device due to the object based on object information of the detected object; a fusion server that integrates the object information and the blind spot information obtained from one or more of the roadside monitoring devices and transmits the information to the vehicle; and a vehicle equipped with the vehicle control device described in any one of claims 1 to 3.

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