Vehicle control device, vehicle control computer program, and vehicle control method

Abstract

To provide a vehicle control device that can stop a vehicle safely when an abnormality occurs in a driver.SOLUTION: A vehicle control device includes: a determination unit 231 that determines whether there is a control disabled point 60 where automatic control of travel of a vehicle 10 is not allowed within a predetermined range from a current position of the vehicle 10 to the front of a route of the vehicle 10, when it is determined that an abnormality occurs in a driver; and a setting unit 232 that sets a vehicle stop position P at which the vehicle 10 can stop in a further front position than the control disabled point 60, when the determination unit 231 has determined that there is the control disabled point 60.SELECTED DRAWING: Figure 2

Description

Technical Field

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

Background Art

[0002] An automatic control system mounted on a vehicle generates a navigation route of the vehicle based on the current position of the vehicle, the destination position of the vehicle, and a navigation map. The automatic control system estimates the current position of the vehicle using map information and controls the vehicle to travel along the navigation route.

[0003] The automatic control system controls the running of the vehicle so that a safe distance is maintained between the vehicle and other vehicles. When it becomes impossible to maintain a safe distance between the vehicle and other vehicles by automatic control, the operation of the vehicle is changed from automatic control to manual control, and the control of the vehicle is transferred to the driver.

[0004] In addition, when an abnormality occurs to the driver, the automatic control system controls the vehicle to stop (see, for example, Patent Document 1). This is also because when it becomes impossible to maintain a safe distance between the vehicle and other vehicles by automatic control, the control of the vehicle cannot be transferred to the driver.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] Automatic control systems have uncontrollable locations where vehicle control is not permitted. For example, uncontrollable locations include areas where high-precision maps used to estimate the vehicle's position are not available, and areas where the automatic control system cannot safely control the vehicle, such as roads with a small radius of curvature.

[0007] If a driver malfunctions before reaching the point of loss of control, and the vehicle is to stop at that point, there is a risk that the vehicle may not be able to stop safely.

[0008] This disclosure aims to provide a vehicle control device that can safely stop a vehicle in the event of a driver malfunction. [Means for solving the problem]

[0009] According to one embodiment, a vehicle control device is provided. This vehicle control device includes a determination unit that determines whether there is a point where automatic control of the vehicle's movement is not permitted within a predetermined range extending forward from the vehicle's current position when an abnormality in the driver is determined to exist, and a setting unit that, when the determination unit determines that there is a point where the vehicle is not permitted to move, sets a vehicle stopping position that can stop the vehicle at a position before the point where the vehicle is not permitted to move. It is characterized by having the following:

[0010] Furthermore, in this vehicle control device, if it is determined that there is an abnormality in the driver, it is preferable that the setting unit sets the vehicle stopping position by allowing the restrictions on the state that occurs in the vehicle as it travels from the vehicle's current position to the vehicle stopping position to exceed the restrictions that are permitted when it is determined that there is no abnormality in the driver.

[0011] Furthermore, in this vehicle control device, it is preferable that the uncontrollable points include curved points with a radius of curvature smaller than a predetermined reference radius, or points with a gradient greater than a predetermined reference gradient.

[0012] Furthermore, it is preferable that this vehicle control device determines whether or not there is an abnormality in the driver based on a monitoring image representing the vicinity of the driver's seat of the vehicle.

[0013] In another embodiment, a computer program for vehicle control is provided. This computer program for vehicle control is characterized by causing a processor to perform the following steps: if it is determined that there is an abnormality in the driver, it determines whether there is an uncontrollable point within a predetermined range in front of the vehicle's path from the vehicle's current position where automatic control of the vehicle's movement is not permitted; and if it is determined that there is an uncontrollable point, it sets a vehicle stopping position that can stop the vehicle at a position before the uncontrollable point.

[0014] In yet another embodiment, a vehicle control method is provided. This vehicle control method is performed by a vehicle control device and is characterized in that, when it is determined that there is an abnormality in the driver, it is determined whether there is a point where automatic control of the vehicle's movement is not permitted within a predetermined range in front of the vehicle's path from the vehicle's current position, and if it is determined that there is a point where the vehicle is not permitted to move, a vehicle stopping position is set at a position before the point where the vehicle is not permitted to move. [Effects of the Invention]

[0015] The vehicle control device described herein can safely stop the vehicle if a driver malfunction occurs. [Brief explanation of the drawing]

[0016] [Figure 1] This diagram illustrates the general operation of the vehicle stopping device of this embodiment. [Figure 2] This is a schematic diagram of a vehicle on which the vehicle control system of this embodiment is implemented. [Figure 3] This is an example of an operation flowchart related to the vehicle stopping planning process of the vehicle stopping device of this embodiment. [Figure 4]This is an example of an operation flowchart regarding the vehicle stop position setting process of the vehicle stop device according to this embodiment. [Figure 5] This is a diagram for explaining an example of the operation of the vehicle stop device according to this embodiment.

Embodiments for Carrying Out the Invention

[0017] FIG. 1 is a diagram for explaining an overview of the operation of the vehicle stop device 18 according to this embodiment. Hereinafter, an overview of the operation regarding the vehicle control process of the vehicle stop device 18 disclosed in this specification will be described while referring to FIG. 1.

[0018] In the example shown in FIG. 1, the vehicle 10 is traveling on the road 50. The road 50 has two lanes 51, 52 and a road shoulder 53. The two lanes 51 and 52 are demarcated by lane demarcation lines 54, and the lane 51 and the road shoulder 53 are demarcated by a lane demarcation line 55. The vehicle 10 is traveling on the lane 51 adjacent to the road shoulder 53.

[0019] The vehicle 10 has a monitoring device 17 that determines whether there is an abnormality in the driver, a vehicle stop planning device 18 that sets a vehicle stop position where the vehicle 10 stops when it is determined that there is an abnormality in the driver, and a driving plan device 15 that generates a driving plan for the vehicle 10.

[0020] In the example shown in FIG. 1, at time T102, an abnormality of the driver is detected by the monitoring device 17, and after a warning is given to the driver, no operation related to the driving of the driver is detected. Therefore, at time T103, the monitoring device 17 determines that there is an abnormality in the driver.

[0021] The vehicle stop planning device 18 determines whether there is a non - controllable point within a predetermined range in front of the travel route of the vehicle 10 from the current position of the vehicle 10, where automatic control of the vehicle 10's travel is not permitted. The non - controllable points include points where it is impossible to safely control the vehicle 10 by automatic control due to reasons such as a small radius of curvature.

[0022] Within a predetermined range ahead of the vehicle 10's path, there is a curved point with a radius of curvature smaller than a predetermined standard radius of curvature, so the vehicle stopping planning device 18 determines that there is an uncontrollable point 60.

[0023] The vehicle stopping planning device 18 sets a vehicle stopping position P where the vehicle 10 can be stopped, located before the uncontrollable point 60. In the example shown in Figure 1, the vehicle stopping planning device 18 sets the vehicle stopping position P on the shoulder 53 before the uncontrollable point 60.

[0024] Normally, at the point of loss of control 60, the primary control of the vehicle 10 is transferred to the driver. However, if there is a problem with the driver, the primary control of the vehicle 10 cannot be transferred to the driver. Therefore, the vehicle stopping planning device 18 sets a vehicle stopping position P, which is located before the point of loss of control 60, in order to stop the vehicle 10 by automatic control.

[0025] The vehicle stopping planning device 18 requests the driving planning device 15 to generate a driving plan to stop the vehicle 10 at the vehicle stopping position P. The driving planning device 15 generates a driving plan to stop the vehicle 10 at the vehicle stopping position P.

[0026] The vehicle 10's driving planning device 15 generates a driving plan to move the vehicle 10 to the vehicle stopping position P on the shoulder 53 and stop it. As a result, the vehicle 10 changes lanes at time T105 and stops at vehicle stopping position P at time T106.

[0027] As explained above, the vehicle stopping planning device 18 can safely stop the vehicle 10 before the point of loss of control 60 if an abnormality occurs in the driver.

[0028] Figure 2 is a schematic diagram of a vehicle 10 on which the vehicle control system 1 of this embodiment is implemented. The vehicle 10 includes a front camera 2, a surveillance camera 3, a positioning information receiver 4, a navigation device 5, a user interface (UI) 6, a map information storage device 11, a position estimation device 12, an object detection device 13, a driving lane planning device 14, a driving planning device 15, a vehicle control device 16, a monitoring device 17, and a vehicle stopping planning device 18, etc. Furthermore, the vehicle 10 may also have a distance measuring sensor (not shown) such as a LiDAR sensor for measuring the distance to objects around the vehicle 10.

[0029] The front camera 2, surveillance camera 3, positioning information receiver 4, navigation device 5, UI 6, map information storage device 11, position estimation device 12, object detection device 13, driving lane planning device 14, driving planning device 15, vehicle control device 16, monitoring device 17, and vehicle stopping planning device 18 are communicated via an in-vehicle network 19 that conforms to standards such as a controller area network.

[0030] The front camera 2 is an example of an imaging unit provided on the vehicle 10. The front camera 2 is mounted on the vehicle 10 so as to face forward. The front camera 2 captures a camera image representing the environment of a predetermined area in front of the vehicle 10 at a camera image capture time set, for example, at a predetermined cycle. The camera image may show the road included within the predetermined area in front of the vehicle 10, and road features such as lane markings on the road surface. The front camera 2 has a two-dimensional detector composed of an array of photoelectric conversion elements sensitive to visible light, such as a CCD or C-MOS, and an imaging optical system that forms an image of the area to be captured on the two-dimensional detector.

[0031] Each time the front camera 2 takes a picture, it outputs the camera image and the time the image was taken to the position estimation device 12 and the object detection device 13, etc., via the in-vehicle network 19. The camera image is used by the position estimation device 12 to estimate the position of the vehicle 10. The camera image is also used by the object detection device 13 to detect other objects around the vehicle 10.

[0032] The surveillance camera 3 is positioned inside the vehicle to capture surveillance images including the vicinity of the driver's seat. The surveillance images may include the face of the driver operating the vehicle 10. The surveillance camera 3 is an example of a camera that captures surveillance images including the driver's face. The surveillance camera 3 may be positioned, for example, on the steering column, rearview mirror, instrument panel, instrument hood, etc. (not shown).

[0033] The surveillance camera 3 captures surveillance images at times set, for example, at predetermined intervals. The surveillance camera 3 has a two-dimensional detector composed of an array of photoelectric conversion elements sensitive to infrared light, such as a CCD or C-MOS, and an imaging optical system that forms an image of the area to be captured on the two-dimensional detector. Each time the surveillance camera 3 captures a surveillance image, it outputs the surveillance image and the time the surveillance image was captured to the monitoring device 17, etc., via the in-vehicle network 19.

[0034] The positioning information receiver 4 outputs positioning information representing the current location of the vehicle 10. For example, the positioning information receiver 4 can be a GNSS receiver. Each time the positioning information receiver 4 acquires positioning information at a predetermined reception cycle, it outputs the positioning information and the time the positioning information was acquired to the navigation device 5 and the map information storage device 11, etc.

[0035] The navigation device 5 generates a navigation route from the vehicle 10's current position to the destination based on navigation map information, the vehicle 10's destination location input from the UI 6, and positioning information representing the vehicle 10's current position input from the positioning information receiver 4. The navigation route includes positional information such as right turns, left turns, merges, and junctions. The navigation device 5 generates a new navigation route for the vehicle 10 when a new destination location is set, or when the vehicle 10's current position deviates from the navigation route. Each time the navigation device 5 generates a navigation route, it outputs that navigation route to the position estimation device 12, the driving lane planning device 14, and the vehicle stopping planning device 18, etc., via the in-vehicle network 19.

[0036] UI6 is an example of a notification unit. UI6 is controlled by the navigation device 5, the driving planning device 15, and the vehicle control device 16, etc., to notify the driver of driving information of the vehicle 10 and warnings requesting the driver to take action while driving. Driving information of the vehicle 10 includes information about the vehicle's current position, lane changes, navigation routes, and other information about the vehicle's current and future routes. UI6 has a display device 6a, such as a liquid crystal display or a touch panel, to display driving information, etc. UI6 may also have an audio output device (not shown) for notifying the driver of driving information, etc. UI6 also generates operation signals in response to operations from the driver to the vehicle 10. Examples of operation information include destination location, waypoints, vehicle speed, and other control information. UI6 has an input device, such as a touch panel or operation buttons, to input operation information from the driver to the vehicle 10. UI6 outputs the input operation information to the navigation device 5, the driving planning device 15, and the vehicle control device 16, etc., via the in-vehicle network 19.

[0037] The map information storage device 11 stores wide-area map information covering a relatively wide area (for example, an area of ​​10 to 30 km square) including the current location of the vehicle 10. This map information includes high-precision map information, such as three-dimensional information of the road surface, road speed limits, road radius of curvature, road gradient, road features such as lane markings, and information representing the type and location of structures. This map information also includes information such as the location of stop lines on roads, the number of lanes, the location of toll booths on expressways, and the location of service areas or parking areas on expressways. Furthermore, the map information includes discrepancy location information for points where the road information contained in the map information differs from the actual road information.

[0038] The map information storage device 11 receives wide-area map information from an external server via a base station through wireless communication via a wireless communication device (not shown) mounted on the vehicle 10, according to the current location of the vehicle 10, and stores it in the storage device. Each time positioning information is input from the positioning information receiver 4, the map information storage device 11 refers to the stored wide-area map information and outputs map information for a relatively narrow area (for example, a range of 100m square to 10km square) including the current location represented by the positioning information to the position estimation device 12, object detection device 13, driving lane planning device 14, driving planning device 15, vehicle control device 16, and vehicle stopping planning device 18, etc., via the in-vehicle network 19.

[0039] The position estimation device 12 estimates the position of the vehicle 10 at the time the camera image was taken, based on road features around the vehicle 10 shown in the camera image captured by the front camera 2. For example, the position estimation device 12 compares the lane markings identified in the camera image with the lane markings shown in the map information input from the map information storage device 11 to determine the estimated position and azimuth angle of the vehicle 10 at the time the camera image was taken. The position estimation device 12 also estimates the lane the vehicle 10 is traveling in on the road based on the lane markings shown in the map information and the estimated position and azimuth angle of the vehicle 10. Each time the position estimation device 12 determines the estimated position, azimuth angle, and lane of the vehicle 10 at the time the camera image was taken, it outputs this information to the object detection device 13, the lane planning device 14, the driving planning device 15, the vehicle control device 16, and the vehicle stopping planning device 18, etc.

[0040] The object detection device 13 detects other objects and their types (e.g., other vehicles) around the vehicle 10 based on the camera image. Other objects include other vehicles traveling around the vehicle 10. The object detection device 13 tracks the detected other objects to determine their trajectories and speeds. Based on the lane markings represented in the map information and the positions of the other objects, the object detection device 13 identifies the lane in which the other objects are traveling. The object detection device 13 also outputs object detection information, including information indicating the type of detected other object, information indicating its position and speed, and information indicating the lane it is traveling in, to the lane planning device 14, the driving planning device 15, the vehicle control device 16, and the vehicle stopping planning device 18, etc.

[0041] The driving lane planning device 14, at a driving lane plan generation time set at a predetermined interval, selects a lane on the road in which the vehicle 10 will travel (for example, 10 km) selected from the navigation route, based on map information, navigation route and surrounding environment information, and the current position of the vehicle 10, and generates a driving lane plan representing the lane in which the vehicle 10 will travel. The surrounding environment information includes the position and speed of other vehicles traveling around the vehicle 10. The driving lane planning device 14 generates a driving lane plan so that, for example, the vehicle 10 travels in a lane other than the overtaking lane. Each time the driving lane planning device 14 generates a driving lane plan, it outputs that driving lane plan to the driving planning device 15.

[0042] The driving plan device 15 performs a driving plan process at a driving plan generation time set at a predetermined cycle, generating a driving plan that represents the planned driving trajectory of the vehicle 10 up to a predetermined time (for example, 5 seconds) ahead, based on the driving lane plan, map information, the current position of the vehicle 10, surrounding environment information, and vehicle status information. The vehicle status information includes the current position, vehicle speed, acceleration, and direction of travel of the vehicle 10. The driving plan is represented as a set of target positions for the vehicle 10 and target vehicle speeds at these target positions at each time from the current time to a predetermined time ahead. The cycle for generating the driving plan is preferably shorter than the cycle for generating the driving lane plan. If the driving plan device 15 determines that there is no abnormality with the driver, it generates a driving plan within the limits of the conditions that occur in the vehicle 10 during driving. Examples of conditions that occur in the vehicle 10 during driving include acceleration, deceleration, yaw rate (angular velocity), angular acceleration, etc. Furthermore, the driving plan device 15 generates a driving plan that maintains a distance of a predetermined distance or greater between the vehicle 10 and other objects (vehicles, etc.). Each time the driving plan is generated, the driving plan 15 outputs it to the vehicle control device 16.

[0043] The vehicle control device 16 controls various parts of the vehicle 10 based on the vehicle's current position, vehicle speed and yaw rate, and the driving plan generated by the driving planning device 15. For example, the vehicle control device 16 determines the steering angle, acceleration and angular acceleration of the vehicle 10 according to the driving plan, the vehicle speed and yaw rate of the vehicle 10, and sets the steering amount, accelerator opening or brake amount to achieve that steering angle, acceleration and angular acceleration. The vehicle control device 16 then outputs a control signal corresponding to the set steering amount to an actuator (not shown) that controls the steering wheels of the vehicle 10 via the in-vehicle network 19. The vehicle control device 16 also outputs a control signal corresponding to the set accelerator opening to the vehicle 10's drive system (not shown, including an engine or electric motor) via the in-vehicle network 19. Alternatively, the vehicle control device 16 outputs a control signal corresponding to the set brake amount to the vehicle 10's brakes (not shown) via the in-vehicle network 19.

[0044] The monitoring device 17 monitors the driver's condition and determines whether or not there is an abnormality in the driver. If the monitoring device 17 determines that there is an abnormality in the driver, it outputs an abnormality signal indicating that there is an abnormality in the driver to the vehicle stop planning device 18, etc. The monitoring device 17 has a touch sensor 171 that detects whether the driver is holding the steering wheel and a torque sensor 172 that detects the torque of the steering wheel.

[0045] The monitoring device 17 determines whether the driver is in a state of poor posture based on the monitoring image. The monitoring device 17 has a classifier that has been trained to identify postures such as slumped over, face down, leaning back, arched back, head tilted to the side, leaning to the side, and leaning to the side. By inputting the monitoring image into this classifier, the monitoring device 17 identifies whether the driver is in a posture such as face down, leaning back, arched back, head tilted to the side, leaning to the side, or leaning to the side. If the monitoring device 17 identifies that the driver is in a posture such as face down, leaning back, arched back, head tilted to the side, leaning to the side, or leaning to the side, the monitoring device 17 determines that the driver is in a poor posture. If the driver's poor posture continues for a predetermined time, the monitoring device 17 determines that the driver's level of involvement in driving is low.

[0046] This classifier is, for example, a deep neural network (DNN) having multiple layers connected in series from the input side to the output side. By inputting images containing postures such as looking down, leaning back, arching back, head tilted to the side, leaning to the side, and leaning to the side as training data into the DNN and training it, the DNN operates as a classifier that detects the type of posture.

[0047] Furthermore, the monitoring device 17 detects the driver's gaze direction, degree of eye opening (hereinafter also referred to as eye-opening degree), and degree of mouth opening (hereinafter also referred to as mouth-opening degree) based on the monitoring image, and determines the driver's level of involvement in driving based on the detected gaze direction, eye-opening degree, and mouth-opening degree. The monitoring device 17 determines that the driver's level of involvement in driving is low if the gaze direction is outside a predetermined range including the front of the vehicle 10. The monitoring device 17 also determines that the driver's level of involvement in driving is low if the eye-opening degree is below a predetermined eye-opening degree standard value, or if the mouth-opening degree is above a predetermined mouth-opening degree standard value. On the other hand, the monitoring device 17 determines that the driver's level of involvement in driving is high if the gaze direction is within a predetermined range including the front of the vehicle 10, the eye-opening degree is above a predetermined eye-opening degree standard value, or the mouth-opening degree is below a predetermined mouth-opening degree standard value.

[0048] Furthermore, if the torque sensor 172 does not detect any steering input by the driver during a predetermined monitoring period, the monitoring device 17 determines that the driver's level of involvement in driving is low.

[0049] If the monitoring device 17 determines that the driver's level of involvement in driving is low, it issues a warning to the driver via the UI 6, urging them to take more responsibility for driving.

[0050] If the monitoring device 17 determines that the driver is not in a posture that is causing the driver to lose balance within a predetermined time after issuing a warning to the driver, it determines that the driver is still driving.

[0051] Furthermore, if the monitoring device 17 determines that the driver is involved in driving based on the detected gaze direction, eye opening degree, and mouth opening degree within a predetermined time after issuing a warning to the driver, it determines that the driver is involved in driving.

[0052] Furthermore, if the monitoring device 17 detects that the driver is holding the steering wheel by the touch sensor 171, or if it detects that the driver is operating the steering wheel by the torque sensor 172, within a predetermined time after issuing a warning to the driver, the monitoring device 17 determines that the driver is involved in driving.

[0053] Furthermore, if the monitoring device 17 detects that the driver has operated the accelerator pedal or brake pedal (not shown) within a predetermined time after issuing a warning to the driver, it determines that the driver is involved in driving.

[0054] On the other hand, if the driver is not determined to be involved in driving within a predetermined time after a warning has been issued to the driver, the monitoring device 17 determines that there is a problem with the driver. The monitoring device 17 then generates an abnormality signal indicating that there is a problem with the driver. Note that the above is just one example of how an abnormality signal can be generated, and the monitoring device 17 may use other methods to determine whether or not to generate an abnormality signal. Also, in the above example, the driver is warned once before an abnormality signal is generated, but the monitoring device 17 may generate an abnormality signal after issuing multiple warnings, or it may generate an abnormality signal without issuing any warnings. The monitoring device 17 outputs the abnormality signal to the vehicle stop planning device 18.

[0055] The vehicle stopping planning device 18 performs a determination process and a setting process. To this end, the vehicle stopping planning device 18 has a communication interface (IF) 21, a memory 22, and a processor 23. The communication interface 21, the memory 22, and the processor 23 are connected via a signal line 24. The communication interface 21 has an interface circuit for connecting the vehicle stopping planning device 18 to the in-vehicle network 19.

[0056] Memory 22 is an example of a storage unit and includes, for example, volatile semiconductor memory and non-volatile semiconductor memory. Memory 22 stores computer programs and various data of applications used in information processing performed by the processor 23.

[0057] All or part of the functions of the vehicle stopping planning device 18 are functional modules implemented, for example, by a computer program running on the processor 23. The processor 23 has a determination unit 231 and a setting unit 232. Alternatively, the functional modules of the processor 23 may be dedicated arithmetic circuits provided on the processor 23. The processor 23 has one or more CPUs (Central Processing Units) and their peripheral circuits. The processor 23 may further have other arithmetic circuits such as a logic unit, a numerical unit, or a graphics processing unit. The operation of the vehicle stopping planning device 18 will be described later.

[0058] The map information storage device 11, the position estimation device 12, the object detection device 13, the driving lane planning device 14, the driving planning device 15, the vehicle control device 16, the monitoring device 17, and the vehicle stopping planning device 18 are, for example, an Electronic Control Unit (ECU). In Figure 2, the map information storage device 11, the position estimation device 12, the object detection device 13, the driving lane planning device 14, the driving planning device 15, the vehicle control device 16, the monitoring device 17, and the vehicle stopping planning device 18 are described as separate devices, but all or part of these devices may be configured as a single device.

[0059] Figure 3 is an example of an operation flowchart relating to the vehicle stopping planning process of the vehicle stopping device 18 in this embodiment. The vehicle stopping planning process of the vehicle stopping device 18 will be described below with reference to Figure 3. The vehicle control device 16 executes the vehicle stopping planning process according to the operation flowchart shown in Figure 3 at vehicle stopping planning times having a predetermined cycle.

[0060] First, the determination unit 231 determines whether or not there is a problem with the driver (step S101). If the determination unit 231 receives an abnormal signal from the monitoring device 17, it determines that there is a problem with the driver. On the other hand, if the determination unit 231 does not receive an abnormal signal from the monitoring device 17, it determines that there is no problem with the driver.

[0061] If there is a driver malfunction (step S101-Yes), the determination unit 231 determines whether there is an uncontrollable point within a predetermined range extending from the vehicle 10's current position in front of the vehicle 10's path where automatic control of the vehicle 10's movement is not permitted. Based on the vehicle 10's current position, the navigation route, and map information, the determination unit 231 determines whether there is an uncontrollable point within a predetermined range extending from the vehicle 10's current position in front of the vehicle 10's path.

[0062] Uncontrollable locations include curved points with a radius of curvature smaller than a predetermined standard radius, points with a gradient greater than a predetermined standard gradient, intersections, stop lines, points where the number of lanes decreases, the end of high-precision maps, and areas where high-precision maps are not available (such as highway exits, toll booths on expressways, service areas or parking areas on expressways, etc.). Uncontrollable locations also include discrepancies between map information and actual road information.

[0063] The operation of the vehicle 10 can be controlled in two modes: an automatic control mode, where the automatic control system 1 is the primary control mechanism, and a manual control mode, where the driver is the primary control mechanism. In the automatic control mode, at least one of the following actions—steering, acceleration, and braking—is primarily controlled by the automatic control system 1. In the manual control mode, all three actions—steering, acceleration, and braking—are primarily controlled by the driver. At points where control is impossible, the operation of the vehicle 10 in automatic control mode is not permitted.

[0064] The predetermined range is determined based on the distance that the vehicle 10 is allowed to travel when it is stopped as quickly as possible in the event of a driver malfunction. As the predetermined range, for example, a distance expressed as the product of the vehicle 10's recent average speed and a predetermined time can be used.

[0065] If there is a point where control is impossible (step S102-Yes), the setting unit 232 sets a vehicle stopping position where the vehicle 10 can be stopped, located before the point where control is impossible, from the current position of the vehicle 10 toward the front of the vehicle 10's path (step S103). Details of the vehicle stopping position processing by the setting unit 232 will be described later.

[0066] Next, the setting unit 232 notifies the driving plan device 15 of a request to generate a driving plan to stop the vehicle 10 at the vehicle stopping position (step S104), and ends the series of processes.

[0067] On the other hand, if there are no points where control is impossible (step S102-No), the setting unit 232 sets a vehicle stopping position within a predetermined reference distance from the vehicle 10's current position toward the front of the vehicle 10's path (step S103). The predetermined reference distance is determined to satisfy the limits on conditions that occur to the vehicle 10 during travel, which are permissible when it is determined that there is no abnormality in the driver. For example, the reference distance is determined so that the vehicle 10 does not experience a deceleration exceeding a certain limit. This reference distance may be determined, for example, based on a distance expressed as the product of the vehicle 10's recent average speed and a predetermined time, and the deceleration that is permissible for the vehicle 10 to decelerate. This reference distance may be determined so that the deceleration that occurs when the vehicle 10 stops at the vehicle stopping position does not place a great burden on the driver.

[0068] Next, the setting unit 232 notifies the driving plan device 15 of a request to generate a driving plan to stop the vehicle 10 at the vehicle stopping position (step S104), and ends the series of processes. Also, if there is no abnormality in the driver (step S101-No), the series of processes ends.

[0069] Next, the process by which the setting unit 232 performs vehicle stopping position processing in step S103 described above will be explained below with reference to Figure 4.

[0070] First, the setting unit 232 determines whether the vehicle 10 is traveling in a lane adjacent to the shoulder of the road based on the vehicle's current position and map information (step S201).

[0071] If vehicle 10 is traveling in a lane adjacent to the shoulder (step S201-Yes), the setting unit 232 determines whether there is a position on the shoulder adjacent to the lane in which vehicle 10 is traveling where vehicle 10 can be stopped (step S202). Based on object detection information and map information, the setting unit 232 detects a space on the shoulder between the vehicle 10's current position and the point of uncontrollability where vehicle 10 can be stopped. If a space on the shoulder where vehicle 10 can be stopped is detected, the setting unit 232 determines that there is a position on the shoulder where vehicle 10 can be stopped.

[0072] Here, the setting unit 232 detects a space where the vehicle 10 can stop by allowing the vehicle 10 to exceed the limits that are permissible when it is determined that there is no abnormality in the driver, regarding the restrictions on the state that occurs in the vehicle 10 as it travels from the vehicle 10's current position to a space where the vehicle 10 can stop. For example, the setting unit 232 allows the vehicle 10 to experience a deceleration that exceeds the deceleration that is permissible when it is determined that there is no abnormality in the driver. This is because priority is given to stopping the vehicle 10 before the point where it becomes uncontrollable, even if the deceleration that occurs until the vehicle 10 stops at the vehicle stopping position is somewhat burdensome for the driver. The deceleration that occurs until the vehicle 10 stops at the vehicle stopping position is estimated based on the distance from the vehicle 10's current position to the space where the vehicle 10 can stop and the time required for the vehicle 10 to stop. The setting unit 232 determines the deceleration that occurs when the time required for the vehicle 10 to stop is changed and detects a space that meets the criteria for the relaxed deceleration degree. For example, the upper limit on deceleration may be relaxed to 1.3 to 1.5 times the deceleration allowed when the driver is determined to be functioning correctly.

[0073] On the other hand, if the setting unit 232 cannot detect a space where the vehicle 10 can stop, even after relaxing the restrictions on conditions that occur to the vehicle 10 as it drives, it determines that there is no place on the roadside where the vehicle 10 can stop. Also, if the setting unit 232 cannot detect a space where the vehicle 10 can stop, for reasons such as other vehicles being parked on the roadside, it determines that there is no place on the roadside where the vehicle 10 can stop.

[0074] If there is space on the shoulder of the road where the vehicle 10 can be stopped (step S202-Yes), the setting unit 232 sets the vehicle stopping position in the space on the shoulder of the road (step S203) and ends the series of processes.

[0075] On the other hand, if there is no space on the shoulder where the vehicle 10 can be stopped (step S202-No), the setting unit 232 detects a space on the driving lane between the vehicle 10's current position and the point of uncontrollability where the vehicle 10 can be stopped, sets the vehicle stopping position in this space (step S204), and ends the series of processes. Here again, the setting unit 232 detects a space where the vehicle 10 can be stopped, by further allowing the restrictions on the state that occurs to the vehicle 10 as it travels from its current position to the space where the vehicle 10 can be stopped to exceed the limits that are permissible when it is determined that there is no abnormality in the driver. For example, this is because priority is given to stopping the vehicle 10 on the driving lane before the point of uncontrollability, even if the deceleration that occurs until the vehicle 10 stops at the vehicle stopping position is somewhat burdensome for the driver.

[0076] Next, an example of the operation of vehicle 10 controlled based on the aforementioned driving plan will be described below with reference to Figure 1.

[0077] Using Figure 1, we will explain an example in which vehicle 10 is automatically controlled based on a driving plan that moves vehicle 10 to the shoulder of the road and stops it. First, at time T101, vehicle 10 is traveling on lane 51 of road 50, and the monitoring device 17 of vehicle 10 has determined that there is no abnormality with the driver.

[0078] Next, at time T102, the monitoring device 17 determines that the driver's level of involvement in driving is low, and therefore issues a warning to the driver via UI6 requesting them to take more responsibility for driving. The monitoring device 17 also outputs a signal indicating the low level of driver involvement to the driving planning device 15 via the in-vehicle network 19, and in response, the driving planning device 15 begins to decelerate. Furthermore, if predetermined conditions are met, the driving planning device 15 flashes the hazard indicator lights. This notifies those around the vehicle 10 to pay attention to the vehicle's behavior.

[0079] Next, at time T103, the monitoring device 17 determines that within a predetermined time after issuing a warning to the driver, the driver's level of involvement in driving is not high, the touch sensor 171 does not detect that the driver is holding the steering wheel, the torque sensor 172 does not detect any steering wheel operation by the driver, and the driver does not detect any operation of the accelerator pedal or brake pedal. Therefore, it generates an abnormality signal indicating that there is an abnormality with the driver. The monitoring device 17 outputs the abnormality signal to the vehicle stopping planning device 18 via the in-vehicle network 19. The vehicle stopping planning device 18 determines that there is an abnormality with the driver because it has received an abnormality signal from the monitoring device 17.

[0080] The vehicle stopping planning device 18 determines that there is an uncontrollable point 60 within a predetermined range in front of the vehicle 10's path from the vehicle 10's current position, and therefore sets the vehicle stopping position P at a position on the shoulder of the road before the uncontrollable point 60. The driving planning device 15 generates a driving plan that slows down and stops the vehicle towards this vehicle stopping position P.

[0081] Next, at time T104, when vehicle 10 reaches a predetermined distance from the vehicle stopping position P on the shoulder 53, it decelerates its speed to a predetermined speed (for example, 10 km / h). Vehicle 10 also moves towards the shoulder 53 within the lane 51 it is traveling in and travels along the shoulder 53. For example, the driving planning device 15 generates a driving plan such that vehicle 10 travels at a position approximately 30 to 50 cm away from the lane markings that separate the lane and the shoulder. This allows other vehicles around vehicle 10 to be notified that vehicle 10 is moving towards the shoulder. Vehicle 10 travels a predetermined distance along the shoulder 53 on the lane 51 toward the target position on the shoulder 53, while flashing its turn signals.

[0082] Next, at time T105, vehicle 10 begins to move toward the shoulder 53 toward the vehicle stopping position P on the shoulder 53. Vehicle 10 moves from the lane 51 it was traveling in, across the lane markings 55, and into the shoulder 53.

[0083] Finally, at time T106, vehicle 10 stops at vehicle stopping position P on the shoulder 53, and the hazard indicator lights begin flashing. Vehicle 10 may also be automatically controlled to make an emergency stop if it detects an obstacle on its planned trajectory while moving to vehicle stopping position P.

[0084] Next, using Figure 5, we will explain an example in which vehicle 10 is automatically controlled based on a driving plan that stops vehicle 10 within the lane in which it is traveling. The operation of vehicle 10 at times T201 and T202, and the operation until an abnormal signal is output from the monitoring device 17 to the vehicle stop planning device 18 at time T203, are the same as the example shown from time T101 to T103 in Figure 1.

[0085] At time T203, the vehicle stopping planning device 18 determines that there is an uncontrollable point 60 within a predetermined range in front of the vehicle 10's path from the vehicle 10's current position, and therefore sets the vehicle stopping position P before the uncontrollable point 60. Also, since the lane 51 in which the vehicle 10 is traveling is not adjacent to the shoulder 53, the vehicle stopping planning device 18 sets the vehicle stopping position P on the lane 52 in which the vehicle is traveling. The driving planning device 15 generates a driving plan that slows down and stops the vehicle towards this vehicle stopping position P. The driving planning device 15 generates a driving plan that slows down and stops the vehicle towards this vehicle stopping position P.

[0086] Next, at times T204 and T205, when vehicle 10 reaches a predetermined distance from the vehicle stopping position P on lane 51, it decelerates to a predetermined speed (for example, 10 km / h) and moves toward the vehicle stopping position P on lane 51.

[0087] Finally, at time T206, vehicle 10 comes to a stop at vehicle stopping position P on lane 51. Also, the driving planning device 15 keeps the hazard indicator lights of vehicle 10 flashing from time T202 to time T206.

[0088] As explained above, the vehicle stopping planning device 18 can safely stop the vehicle 10 before the point of loss of control 60 if an abnormality occurs in the driver.

[0089] In this disclosure, the vehicle control device, vehicle control computer program, and vehicle control method of the embodiments described above may be modified as appropriate without departing from the spirit of this disclosure. Furthermore, the technical scope of this disclosure is not limited to those embodiments, but extends to the inventions described in the claims and their equivalents. [Explanation of Symbols]

[0090] 1. Vehicle control system 2. Front camera 3 Surveillance cameras 4. Positioning Information Receiver 5. Navigation System 6. User Interface 6a Display device 10 vehicles 11 Map Information Storage Device 12 Position estimation device 13 Object detection device 14. Lane planning system 15. Operation planning device 16. Vehicle control device 17 Monitoring equipment 171 Touch Sensor 172 Torque recovery 18. Vehicle stopping planning device 21 Communication Interface 22 memory 23 processors 231 Judgment section 232 Settings Section 19 In-vehicle network

Claims

1. If it is determined that there is an abnormality in the driver, a determination unit determines whether or not there is a point within a predetermined range extending forward from the vehicle's current position in the vehicle's path where automatic control of the vehicle's movement is not permitted. If the determination unit determines that there is a point where the vehicle cannot be controlled, the setting unit sets a vehicle stopping position that can stop the vehicle at a position before the point where the vehicle cannot be controlled. It has, A vehicle control device characterized in that, if it is determined that there is an abnormality in the driver, the setting unit allows the restrictions on the state that occurs in the vehicle as it travels from the vehicle's current position to the vehicle's stopping position to exceed the restrictions that are permitted when it is determined that there is no abnormality in the driver, and sets the vehicle's stopping position.

2. The vehicle control device according to claim 1, which determines whether or not there is an abnormality in the driver based on a monitoring image showing the vicinity of the driver's seat of the vehicle.

3. If it is determined that there is an abnormality in the driver, it is determined whether there is a point within a predetermined range extending forward from the vehicle's current position in the vehicle's path where automatic control of the vehicle's movement is not permitted. If it is determined that there is a point where the vehicle cannot be controlled, a vehicle stopping position is set at a location before the point where the vehicle cannot be controlled. The processor is made to perform a process that includes this, A vehicle control computer program characterized in that, if it is determined that there is an abnormality in the driver, the vehicle stopping position is set in such a way that the restrictions on the state of the vehicle that occur as it travels from the vehicle's current position to the vehicle stopping position exceed the restrictions that are permitted when it is determined that there is no abnormality in the driver.

4. A vehicle control method performed by a vehicle control device, If it is determined that there is an abnormality in the driver, it is determined whether there is a point within a predetermined range extending forward from the vehicle's current position in the vehicle's path where automatic control of the vehicle's movement is not permitted. If it is determined that there is a point where the vehicle cannot be controlled, a vehicle stopping position is set at a location before the point where the vehicle cannot be controlled. This includes, A vehicle control method characterized in that, if it is determined that there is an abnormality in the driver, the vehicle stopping position is set by allowing the restrictions on the state that occurs in the vehicle as it travels from the vehicle's current position to the vehicle stopping position to exceed the restrictions that are permitted when it is determined that there is no abnormality in the driver.

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