Movement control device, movement control method, and movement control program

Abstract

A movement control device (1) controls the movement of a vehicle (V) on the basis of information relating to the current position of the vehicle (V). Specifically, the movement control device (1) comprises: an own-position estimating unit that estimates the current position of the vehicle (V) on the basis of GNSS information; an environment information acquiring unit that acquires environment information around the vehicle (V); and a movement information acquiring unit that acquires movement information of the vehicle (V). The own-position estimating unit estimates the current position of the vehicle (V) on the basis of the environment information when the GNSS information cannot be acquired. The own-position estimating unit estimates the current position of the vehicle (V) on the basis of the movement information when the GNSS information and the environment information cannot be acquired.

Description

MOBILITY CONTROL DEVICE, MOBILITY CONTROL METHOD, AND MOBILITY CONTROL PROGRAM

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

[0002] In recent years, vehicles equipped with an ADAS (Advanced Driver Assistance System) that automatically drives the vehicle by grasping information about the external environment around the vehicle and controlling the vehicle's running on behalf of the driver to ensure safety and comfort for the driver have become known (see, for example, Patent Document 1).

[0003] In the automatic operation method described in Patent Document 1, a GPS signal is received while the vehicle is traveling to acquire the current position (absolute position) of the vehicle in real time, and if the reliability of the vehicle's position accuracy decreases, the absolute position is corrected by aligning the coordinates and azimuth angle based on the GPS (Satellite Positioning System) with the coordinates and azimuth angle based on an inertial measurement unit (IMU).The traveling of the vehicle is then controlled based on the information on the current position of the vehicle.

[0004] Japanese Patent Application Publication No. 2020-32873

[0005] In the case of the travel control of a mobile body as disclosed in Patent Document 1, there has been a demand for a technology that can estimate the current position of a mobile body with higher accuracy even in an external environment where a GPS signal (GNSS information) cannot be acquired. There has also been a demand for using this technology in the travel control of a mobile body and in a navigation service that provides a driver or operator with guidance on a route to a destination.

[0006] The present disclosure has been made in view of the above-mentioned problems, and aims to provide a mobility control device, a mobility control method, and a mobility control program that are capable of more accurately estimating the current position of a moving object.

[0007] The problem of the present disclosure is solved by a mobile control device that controls the movement of a mobile body, the mobile control device comprising: a self-position estimation unit that acquires GNSS information through a GNSS receiver mounted on the mobile body and estimates a current position of the mobile body based on the GNSS information; an environmental information acquisition unit that acquires environmental information around the mobile body through a first sensor mounted on the mobile body; and a movement information acquisition unit that acquires movement information of the mobile body through a second sensor mounted on the mobile body, wherein the self-position estimation unit estimates the current position of the mobile body based on the environmental information acquired by the environmental information acquisition unit when the GNSS information cannot be acquired, and estimates the current position of the mobile body based on the movement information acquired by the movement information acquisition unit when the GNSS information and the environmental information cannot be acquired. As described above, the self-position estimation unit estimates the current position of the mobile body based on the GNSS information, estimates the current position of the mobile body based on the environmental information when the GNSS information cannot be acquired, and estimates the current position of the mobile body based on the movement information when the GNSS information and the environmental information cannot be acquired. By making such an estimation, it is possible to realize a mobile control device that can more accurately estimate the current position of a moving object according to the environment surrounding the moving object.

[0008] The problem of the present disclosure is also solved by a movement control method executed by a computer that controls the movement of a moving body, in which the computer acquires GNSS information through a GNSS receiver mounted on the moving body, estimates the current position of the moving body based on the GNSS information, acquires environmental information around the moving body through a first sensor mounted on the moving body, and acquires movement information of the moving body through a second sensor mounted on the moving body, and when estimating the current position of the moving body, if the GNSS information cannot be acquired, estimates the current position of the moving body based on the environmental information, and if the GNSS information and the environmental information cannot be acquired, estimates the current position of the moving body based on the movement information.

[0009] Furthermore, the problem of the present disclosure is also solved by a movement control program of the present disclosure, which causes a computer acting as a movement control device that controls the movement of a moving body to execute the following processes: acquiring GNSS information through a GNSS receiver mounted on the moving body, and estimating the current position of the moving body based on the GNSS information; acquiring environmental information around the moving body through a first sensor mounted on the moving body; and acquiring movement information of the moving body through a second sensor mounted on the moving body; and in the process of estimating the current position of the moving body, if the GNSS information cannot be acquired, the current position of the moving body is estimated based on the environmental information, and if the GNSS information and the environmental information cannot be acquired, the current position of the moving body is estimated based on the movement information.

[0010] According to the mobility control device, the mobility control method, and the mobility control program of the present disclosure, it is possible to more accurately estimate the current position of a moving object.

[0011] FIG. 1 is a diagram illustrating the overall configuration of a cruise control system according to this embodiment. FIG. 2 is a diagram illustrating the hardware configuration of a cruise control device. FIG. 3A is a diagram illustrating the hardware configuration of an information transmission device. FIG. 3B is a diagram illustrating the position of an identification mark attached to a target vehicle. FIG. 3C is a diagram illustrating the position of an identification mark attached to a target vehicle. FIG. 4 is a diagram illustrating the hardware configuration of a remote control device. FIG. 5 is a diagram illustrating the functions of the cruise control device, the information transmission device, and the remote control device. FIG. 6 is a diagram illustrating map information, showing the vehicle's travel route and reference points. FIG. 7 is a diagram illustrating a state when a vehicle travels from the third space to the first space. FIG. 8 is a diagram illustrating the relationship between changes in the vehicle's self-position estimation and the vehicle's traveling direction. FIG. 9 is a diagram illustrating the map information, showing the recognition of reference points and traveling direction. FIG. 10A is a diagram illustrating a state in which autonomous driving control is being performed. FIG. 10B is a diagram illustrating a state in which autonomous driving control is changed to relative driving control. FIG. 10C is a diagram illustrating a state in which relative driving control is changed to autonomous driving control and the moving object overtaking the target vehicle. Fig. 11 is a diagram showing inter-vehicle distance data. Fig. 12 is a diagram showing the processing flow of cruise control method (1). Fig. 13 is a diagram showing the processing flow of cruise control method (2). Fig. 14 is a diagram showing the processing flow of cruise control method (3). Fig. 15 is a diagram showing the processing flow of cruise control method (4).

[0012] <Overall Configuration of a Cruise Control System (Mobility Control System)> An embodiment of the present disclosure will be described below with reference to FIGS. 1 to 15 . In this embodiment, a vehicle will be used as an example of a "mobile body." The "mobile body" may be an automobile, a bus, a truck, or other vehicle, a train, a steam locomotive, or an airplane, ship, or other vehicle. Alternatively, the mobile body may be an unmanned mobile body such as a drone. In this disclosure, a vehicle will be used as an example of a "mobile body," and therefore, in the following description, the term "travel" will be used to refer to a change of position (point). However, the change of position is not limited to traveling. Depending on the type of "mobile body," the change of position may be appropriately referred to as "navigation" or "flight." For this reason, in this disclosure, terms that refer to a change of position will be appropriately replaced with other terms instead of "travel." Furthermore, these terms that refer to a change of position can be collectively referred to as "movement."

[0013] As shown in FIG. 1 , the driving control system S (mobile control system) of this embodiment is a system that realizes "automatic driving" of a vehicle V and "following driving" in which the vehicle V follows a predetermined target vehicle FV, and is capable of performing a "mode switching process" that switches between the automatic driving control mode and the following driving control mode. The automatic driving of the vehicle V is a driving operation in which the external environment of the vehicle V is grasped, a planned driving route (also referred to as a "planned movement route") for the vehicle V is planned on behalf of the driver, and the vehicle V is controlled to drive (also referred to as "movement") along the planned driving route. Note that "following driving (following driving control)" may also be referred to as "relative driving (relative driving control)." In the following description of this embodiment, "following driving" will be referred to as "relative driving." In the following description of this embodiment, the "automatic driving control mode (first driving control mode)" will be simply referred to as the "automatic driving mode." In the following description of this embodiment, the "following driving control mode (second driving control mode)" will be simply referred to as the "relative driving mode."

[0014] Furthermore, "autonomous driving (autonomous driving mode)" includes "autonomous driving (autonomous driving mode)" in which the vehicle V is controlled to drive (move) autonomously, and "remote driving (remote driving mode)" in which an operator outside the vehicle V remotely controls (externally controls) the vehicle V to drive it. In other words, "autonomous driving" and "remote driving" are collectively referred to as "autonomous driving." Basically, when referring to autonomous driving, it is explained as meaning autonomous driving. Note that in remote driving, the operator does not have to be human. The operator of remote driving may be, for example, AI (artificial intelligence).

[0015] In addition to the above-mentioned "automatic driving" and "relative driving," the driving control system S of this embodiment also has a "manual driving (manual driving mode)" in which the driver gets into the vehicle V and actually drives it. The above-mentioned mode switching process can switch between the "manual driving mode" and the "automatic driving mode." The above-mentioned mode switching process can also switch between the "manual driving mode" and the "relative driving mode."

[0016] The "vehicle V" is a vehicle equipped with a driving control device 1 (described later) and equipped with an automatic driving function and a relative driving function. The "target vehicle FV" is a vehicle equipped with a vehicle information transmission device 50 (described later) and traveling (moving) in a state capable of transmitting vehicle information (specifically, vehicle identification information, current location information, and information on the planned driving route) via communication. The target vehicle FV is not limited to a leading vehicle traveling (moving) ahead of the vehicle V, but may also be a parallel vehicle traveling alongside the vehicle V. Alternatively, the target vehicle FV may also be a trailing vehicle traveling behind the vehicle V. The target vehicle FV may be, for example, a bus, taxi, truck, etc. traveling along a predetermined planned driving route, or a circular bus traveling along a predetermined circular route. Of course, the target vehicle FV may be a vehicle other than the above-mentioned types of vehicles, for example, a general vehicle.

[0017] <Hardware Configuration of Cruise Control System (Mobile Control System)> As shown in FIGS. 1 to 4 , the cruise control system S includes a cruise control device 1, an on-board sensor 10, an on-board locator 20, an on-board ECU 30, and an on-board communication device 40. The cruise control device 1 is a mobile control device mounted on a vehicle V and configured to comprehensively control the cruise of the vehicle V. The on-board sensor 10 is configured to detect the external environment surrounding the vehicle V. The on-board locator 20 is configured to receive GNSS signals from an artificial satellite SA and a reference station ST and measure the current position of the vehicle V. The on-board ECU 30 is configured to control the steering, acceleration, deceleration, etc. of the vehicle V. The on-board communication device 40 is configured to communicate with external devices. The cruise control system S also includes a vehicle information transmission device 50 and an identification mark 60. The vehicle information transmission device 50 is mounted on a target vehicle FV, connected to the cruise control device 1, and configured to transmit target vehicle information, including position information of the target vehicle FV, via communication. The identification mark 60 is attached to the target vehicle FV and has vehicle identification information of the target vehicle FV embedded therein. The vehicle V may further include the vehicle information transmission device 50 and the identification mark 60 provided in the target vehicle FV. The target vehicle FV may further include the on-board sensor 10, on-board locator 20, on-board ECU 30, and on-board communication device 40 provided in the vehicle V. In other words, the vehicle V and the target vehicle FV may have the same configuration. This allows the vehicle V and the target vehicle FV to be interchangeable, thereby configuring a cruise control system S. The cruise control system S further includes a remote control device 70 installed outside the vehicle V and configured to remotely control the cruise (movement) of the vehicle V by communicating with the cruise control device 1. The cruise control device 1, the vehicle information transmission device 50, and the remote control device 70 may communicate directly with each other.

[0018] <Cruise Control Device (Movement Control Device)> As shown in FIG. 2 , the cruise control device 1 is a computer connected to an on-board sensor 10, an on-board locator 20, an on-board ECU 30, and an on-board communication device 40 via an on-board network (CAN). Specifically, the cruise control device 1 is a computer equipped with a data arithmetic and control processing device, a storage device, and a communication interface. The arithmetic and control processing device is, for example, a CPU (processor). The storage device is, for example, a ROM, RAM, and HDD (SSD). The communication interface is configured to transmit and receive information data via the on-board network. The storage device (memory) of the cruise control device 1 stores a cruise control program in addition to a main program that performs the functions required of a computer. The functions of the cruise control device 1 are realized by the CPU (processor) executing these programs. Alternatively, the main program and the cruise control program may be executed by a semiconductor integrated circuit or FPGA (Field-Programmable Gate Array) equipped with a CPU. The in-vehicle ECU 30 (integrated ECU 31 ), the vehicle information transmission device 50 , and the remote control device 70 are also computers having the same hardware configuration as the driving control device 1 .

[0019] <<Autonomous Driving, Relative Driving, Remote Driving>> The driving control device 1 controls the "autonomous driving" of the vehicle V in order to perform "autonomous driving." Specifically, the driving control device 1 controls the "autonomous driving" of the vehicle V by controlling the on-board ECU 30 (overall ECU 31) based on external environmental information obtained from the on-board sensors 10, position information and driving information of the vehicle V obtained from the on-board locator 20, and vehicle information obtained from the on-board ECU 30. Furthermore, the driving control device 1 controls the "relative driving (following driving)" of the vehicle V with respect to the target vehicle FV in order to perform "relative driving (following driving)." Specifically, the driving control device 1 wirelessly communicates with the vehicle information transmission device 50 via the on-board communication device 40 and receives target vehicle information including position information of a predetermined target vehicle FV. The driving control device 1 controls the "relative driving (following driving)" of the vehicle V relative to the target vehicle FV by controlling the on-board ECU 30 (integrated ECU 31) based on external environmental information, position information of the vehicle V, and target vehicle information including the position information of the target vehicle FV. In addition, in order to perform "remote driving," the driving control device 1 wirelessly communicates with the remote control device 70 via the on-board communication device 40, and transmits external environmental information, position information and driving information of the vehicle V, and vehicle information to the remote control device 70. The remote control device 70 receives this information. The remote control device 70 not only displays content based on the received external environmental information and position information of the vehicle V on the monitor 71 (navigation monitor 72), but can also notify the operator of this information.

[0020] More specifically, the driving control device 1 is newly installed on a vehicle V that is already equipped with an "autonomous driving function (on-board sensor 10, on-board locator 20, on-board ECU 30)," thereby improving the performance of the existing "autonomous driving function" and providing the vehicle V with new "relative driving function" and "remote driving function."

[0021] <<Driving Control Using Map Information>> Driving control using map information will be described with reference to FIG. 6 . FIG. 6 is a diagram showing map information, including a vehicle driving route and reference points. The driving control device 1 performs driving control (also referred to as “movement control”) of the vehicle V to perform “autonomous driving,” “relative driving,” and “remote driving.” Specifically, the driving control device 1 performs self-position estimation using the “map information” shown in FIG. 6 , and performs driving control of the vehicle V while accurately estimating the position information of the vehicle V (hereinafter also referred to as the “current position” or “current point”). More specifically, the driving control device 1 uses “map information” including information on “reference points (first reference point, second reference point)” to recognize the reached “space (first space, second space, third space)” based on the arrival of the reference points. Upon recognizing that the reference points have been reached, the driving control device 1 performs a self-position estimation appropriate for the space, and performs a process of estimating the position information of the vehicle V and driving control of the vehicle V. Of course, the driving control device 1 may perform driving control of the vehicle V while estimating the position information of the vehicle V.

[0022] The "spaces (first space, second space, third space)" are terrestrial spaces (which may be underground spaces) divided based on differences in the self-position estimation method, and different spaces result in different self-position estimation methods used by the vehicle V (cruising control device 1). The "space" may also be referred to as a "region" or a "specific range." The "first space" is a space in which, when the vehicle V is present in the first space, the vehicle V (cruising control device 1) can acquire GNSS information through external communication and estimate its own position based on the GNSS information. The state in which the self-position can be estimated based on GNSS information refers, for example, to a state in which the reception sensitivity level of the GNSS information (GNSS signal) is measured and the sensitivity level is at a certain level (above a certain level). The "first space" may also be referred to as, for example, "outdoors (outdoor space)," or the vehicle V may be present (located) outdoors (outdoor space).

[0023] The "second space" is a space in which, when the vehicle V is present in the second space, the vehicle V (cruising control device 1) does not communicate with the outside, can acquire external environmental information by itself, and can estimate its own position based on the environmental information. In other words, the "second space" is a space in which the vehicle V cannot estimate its own position based on GNSS information (a state in which the reception sensitivity level of the GNSS signal is below a certain level). A state in which the vehicle V can estimate its own position based on environmental information is, for example, a state in which the vehicle V (on-board sensor 10) detects the external environment around the vehicle V and performs three-dimensional spatial mapping. Note that the "second space" and the "third space" may also be referred to as, for example, "indoors (indoor space)," or may be referred to as the vehicle V being present indoors (indoor space).

[0024] The "third space" is a space in which, when the vehicle V is present in the third space, the vehicle V (cruising control device 1) does not communicate with the outside, does not acquire external environmental information by itself, acquires driving information of the vehicle V, and estimates its own position based on the driving information. In other words, the "third space" is a space in which the vehicle V cannot estimate its own position based on GNSS information (a state in which external communication is not possible), and in which the vehicle V cannot acquire external environmental information at a certain level or above. Examples of a state in which external communication is not possible and the vehicle V cannot acquire external environmental information include a state in which the vehicle V is located inside a tunnel or under an overpass, a state immediately after the vehicle V has moved from the "first space" to the "second space," or a state immediately after the vehicle V has moved from the "second space" to the "first space." In this state, the vehicle V acquires driving information of the vehicle V using the inertial measurement unit 22. If the inertial measurement unit 22 is unable to acquire driving information of the vehicle V while the state of being unable to communicate with the outside and unable to acquire external environmental information continues for a certain period of time or more, the vehicle V (driving control device 1) recognizes that a malfunction or a fatal error has occurred in the vehicle V and terminates the driving control processing.

[0025] In the above, "when vehicle V is present in a space" refers to when the vehicle's position information (current position) belongs to the space (area). Furthermore, when the vehicle's position information is expressed as "vehicle position range information," "when vehicle V is present in a space" refers to when at least a part of the vehicle position range information belongs to the space. Furthermore, "when vehicle V is not present in a space" refers to when the vehicle's position information (current position) does not belong to the space (area). Furthermore, when the vehicle's position information is expressed as "vehicle position range information," "when vehicle V is not present in a space" refers to when none of the vehicle position range information belongs to the space.

[0026] The vehicle V (cruising control device 1) recognizes that the map information (first space, second space, and third space) are continuous. Therefore, when the space changes as the vehicle V travels, the space is not searched from all of the map information stored in the vehicle V. In the "map information," as shown in FIG. 6, the second space and the third space exist within the first space. Therefore, even when the vehicle V is traveling "indoors (second space, third space)," the coordinates (GNSS coordinates) based on the GNSS information can be determined based on the "reference point."

[0027] Incidentally, when the vehicle V has just moved from the "first space" to the "second space," the vehicle V switches from self-location estimation based on GNSS information to self-location estimation based on environmental information. However, there is a slight time lag in the timing of this switching (the vehicle V becomes lost). A similar time lag also occurs immediately after the vehicle V has moved from the "second space" to the "first space." Therefore, at the timing of switching from the "first space" to the "second space" or from the "second space" to the "first space," the vehicle V (cruising control device 1) temporarily estimates its own location based on the vehicle V's traveling information and controls the traveling of the vehicle V. In controlling the traveling of the vehicle V, it is desirable to estimate its own location more accurately. Therefore, as shown in FIG. 6 , the traveling control device 1 uses "map information" including information on the above-mentioned "reference points (first reference point, second reference point)" to recognize the "space (first space, second space, third space)" based on the arrival of the reference points, and performs self-location estimation according to the space. When estimating its own position after switching based on the "reference point," the driving control device 1 can improve the accuracy of its own position estimation and the speed of exploration by limiting the exploration range of "indoors (second space, third space)" based on the position and direction of travel before switching the "reference point." In other words, the driving control device 1 does not explore the entire "indoors."

[0028] The "reference point" indicates a position (entrance / exit position, reference position) when the vehicle V enters or exits different spaces among the above-mentioned "first space," "second space," and "third space." When the vehicle V reaches the reference point, the method of self-position estimation by the vehicle V (cruising control device 1) is switched. The "reference point" is recorded in the map information of FIG. 6. The "first reference point" is also referred to as an entrance reference point, and is a position (reference position) that indicates the "entrance to the second space" when the vehicle V traveling in the first space moves from the first space to the second space. In other words, the "first reference point" is a position (switching position) at which the traveling vehicle V (cruising control device 1) changes from a state in which the current position is estimated based on GNSS information (first estimation state) to a state in which the current position is estimated based on environmental information (second estimation state). In addition, the position (reference position) indicating the "entrance to the third space" when the vehicle V moves from the first space to the third space, or the position (reference position) indicating the "entrance to the third space" when the vehicle V moves from the second space to the third space, is also referred to as the "first reference point (entrance reference point)."

[0029] The "second reference point" is also referred to as an exit reference point, and is a position (reference position) indicating the "exit of the second space" when the vehicle V traveling in the second space moves from the second space to the first space. In other words, the "second reference point" is a position (switching position) at which the traveling vehicle V (cruising control device 1) changes from a state (second estimated state) in which the current position is estimated based on environmental information to a state (first estimated state) in which the current position is estimated based on GNSS information. Note that the position (reference position) indicating the "exit of the third space" when the vehicle V moves from the third space to the first space, or the position (reference position) indicating the "exit of the third space" when the vehicle V moves from the third space to the second space, are also referred to as the "second reference point (exit reference point)."

[0030] By using the map information in which the reference points are recorded, the cruise control device 1 can switch the estimation method (measurement method) for the vehicle V's own position based on the arrival of the reference point, or can switch the estimation method for the vehicle V's own position in advance based on the arrival of the reference point. In this way, when it is time to switch the self-position estimation, the cruise control device 1 can smoothly control the travel of the vehicle V. In other words, by using the map information in which the reference points are recorded, the self-position estimation method can be switched in a more timely manner, and the current position of the vehicle V can be estimated with greater accuracy.

[0031] The "map information" includes map information, spatial information including information on the first, second, and third spaces, and reference point information including information on the first and second reference points. The "map information" is created and updated by the cruise control system S (cruise control device 1). Specifically, when the vehicle V is traveling along a predetermined planned route, the cruise control device 1 identifies, as the first reference point, a position where the current position of the vehicle V is estimated based on GNSS information (first estimated state) and then estimated based on environmental information (second estimated state). (The second reference point is identified in the same manner as the first reference point.) The cruise control device 1 then records information on the identified first or second reference point and reflects this information in the map information. In this way, the reference point information is updated in the map information. Furthermore, reflecting the map information also updates the spatial information. The cruise control device 1 may store environmental information near the "reference point" (within a certain distance from the "reference point") and vehicle information (vehicle speed information, acceleration / deceleration information such as roll, pitch, and yaw, and tilt information) immediately before reaching the "reference point," and may use this information to improve the accuracy of estimating the "reference point." The map information may be created and updated by collecting and aggregating reference point information and spatial information recorded by multiple vehicles V (cruising control devices 1) managed by the cruise control system S. Each vehicle V (cruising control device 1) can use the updated map information to more accurately estimate the current position of the traveling vehicle V.

[0032] In this way, the "map information" is used to estimate the current position of the vehicle V. The "map information" is also used to identify the actual driving route that the vehicle V has actually traveled. As shown in FIG. 6, the "map information" sets the start position of the vehicle V, the destination position (goal position), and the planned driving route of the vehicle V. Note that the "map information" shown in FIG. 6 also sets information on the "first space," "second space," and "third space," but the information on these spaces is used as reference information. In other words, the driving control device 1 may recognize movement to a different space based on the position of the reference point or the position where the self-position estimation method is switched.

[0033] <Configuration Other Than the Cruise Control Device> The on-board sensor 10 detects the external environment around the vehicle V, such as moving objects (other vehicles, pedestrians, etc.), various structures, and road shapes around the vehicle V. Specifically, the on-board sensor 10 has a plurality of image capture devices 11, a plurality of radars 12, and a plurality of lidars 13. The on-board sensor 10 is also referred to as an external sensor. The on-board sensor 10 corresponds to a "first sensor" that detects environmental information around the vehicle V. Note that the on-board sensor 10 may further have detection sensors other than those described above. Alternatively, the on-board sensor 10 may have only the image capture device 11, only the radar 12, or only the lidar 13 among the above detection sensors.

[0034] The imaging device 11 is a small imaging camera (wide-angle camera) that captures external images around the vehicle V. The imaging device 11 creates external image data and transmits the external image data to the driving control device 1 to perform a "sensing function" for driving control of the vehicle V and a "monitoring function" for the driver (operator). A plurality of imaging devices 11 are mounted on the vehicle V. As shown in FIG. 2, the imaging device 11 includes a first imaging device 11a to a sixth imaging device 11f as main cameras. The first imaging device 11a is an imaging device attached to the windshield of the vehicle V to capture images in front of the vehicle V. The second imaging device 11b is an imaging device attached to the windshield of the vehicle V to capture images on the right side of the vehicle V. The third imaging device 11c is an imaging device attached to the windshield of the vehicle V to capture images on the left side of the vehicle V. The fourth imaging device 11d is an imaging device attached to the back bumper of the vehicle V to capture images behind the vehicle V. The fifth imaging device 11e is an imaging device attached to the right mirror of the vehicle V and captures an image diagonally rearward to the right of the vehicle V. The sixth imaging device 11f is an imaging device attached to the left mirror of the vehicle V and captures an image diagonally rearward to the left. The imaging device 11 also includes seventh to ninth imaging devices 11g to 11i as sub-cameras. The seventh imaging device 11g is an imaging device attached to the front bumper of the vehicle V and captures an image in front of the vehicle V. The eighth imaging device 11h is an imaging device attached to the periphery of the right backlight of the vehicle V and captures an image diagonally rearward to the right of the vehicle V. The ninth imaging device 11i is an imaging device attached to the periphery of the left backlight of the vehicle V and captures an image diagonally rearward to the left of the vehicle V. In this embodiment, a total of nine imaging devices 11 are attached to predetermined positions on the vehicle V. However, the number and attachment positions of the imaging devices 11 can be changed depending on the vehicle model and shape of the vehicle V. Similarly, the number of radars 12 and lidars 13 and their mounting positions on the vehicle V can be changed depending on the type and shape of the vehicle V.

[0035] The radar 12 is a millimeter-wave radar that transmits radio waves while continuously changing its irradiation direction and detects target objects by receiving reflected waves from the target objects (measuring the position and speed of the target objects) and performs three-dimensional spatial imaging. Compared to the imaging device 11 and the lidar 13, the radar 12 can detect targets with high accuracy even in environmental conditions with poor visibility, such as at night or in bad weather. The radar 12 acquires detection result data (detection signals) of the target objects and transmits the detection result data to the cruise control device 1. Multiple radars 12 are mounted on the vehicle V. As shown in FIG. 2 , the radar 12 includes a first radar 12a to a fourth radar 12d. The first radar 12a is mounted around the right front light of the vehicle V. The second radar 12b is mounted around the left front light of the vehicle V. The third radar 12c is mounted around the right back light of the vehicle V. The fourth radar 12d is mounted around the left back light of the vehicle V. The radar 12 is not limited to a millimeter wave radar, and may be, for example, a laser radar, an ultrasonic sensor, or the like.

[0036] The LIDAR 13 is also referred to as a "Lidar." The LIDAR 13 is a remote sensor that emits laser light and receives reflected light from the target object (e.g., a structure, a pedestrian, etc.) to measure the distance to the target object and perform three-dimensional spatial imaging (mapping). Compared to the imaging device 11 and the radar 12, the LIDAR 13 can measure the distance to a surrounding target object to an accuracy of several centimeters. The LIDAR 13 acquires distance measurement data measuring the distance to the target object and transmits the distance measurement data to the cruise control device 1. A plurality of LIDARs 13 are mounted on the vehicle V. As shown in FIG. 2 , the LIDAR 13 includes a first LIDAR 13a to a fifth LIDAR 13e. The first LIDAR 13a is attached to the periphery of the right front light of the vehicle V. The second LIDAR 13b is attached to the periphery of the left front light of the vehicle V. The third LIDAR 13c is attached to the back bumper of the vehicle V. The fourth LIDAR 13d is attached to the periphery of the right back light of the vehicle V. The fifth lidar 13e is attached to the left of the vehicle V around the rear light.

[0037] The on-board locator 20 measures the current position of the vehicle V using a satellite positioning system that uses artificial satellites SA and reference stations ST. The on-board locator 20 also measures driving information (such as acceleration and angular velocity) of the vehicle V to improve the measurement accuracy of the current position of the vehicle V. Note that, when the satellite positioning system cannot be used (when external communication is not possible), the on-board locator 20 measures the current position of the vehicle V based on the driving information of the vehicle V. Specifically, the on-board locator 20 includes a GNSS receiver 21 that receives GNSS radio waves (GPS radio waves) from multiple artificial satellites SA, and an inertial measurement unit 22 that measures driving information (such as acceleration and angular velocity) of the vehicle V. Note that the on-board locator 20 may further include an encoder (wheel encoder) that measures driving information such as the rotational speed and rotation angle of the wheels of the vehicle V.

[0038] Specifically, the GNSS receiver 21 is an RTK-GNSS receiver. The GNSS receiver 21 receives GNSS radio waves from multiple (specifically, four) satellites SA and generates "GNSS information" necessary for point-to-point positioning. It also receives "GNSS correction information" necessary for relative positioning from an external reference station ST. The reference station ST is a fixed reference station set at a known point. The reference station ST receives GNSS radio waves from multiple satellites SA, generates "GNSS correction information," and transmits it to the GNSS receiver 21. The "GNSS information" is distance information between the multiple satellites SA and the GNSS receiver 21. The "GNSS correction information" is distance information obtained by correcting measurement errors in the "GNSS information" when the reference station ST, located at a known point, receives GNSS radio waves and communicates with the GNSS receiver 21.

[0039] The inertial measurement unit 22, also referred to as an IMU, includes a three-axis gyro sensor (angular velocity sensor) and a three-axis acceleration sensor (accelerometer). The inertial measurement unit 22 measures the three-dimensional angular velocity and acceleration of the vehicle V and transmits driving information (acceleration and angular velocity information) of the vehicle V to the driving control device 1. The inertial measurement unit 22 (IMU) is also referred to as an internal sensor. The inertial measurement unit 22 (IMU) corresponds to a "second sensor" that measures the driving information of the vehicle V. The driving control device 1 can measure the current position of the vehicle V with a smaller error range by combining the GNSS information (GNSS correction information) received from the GNSS receiver 21 and the driving information of the vehicle V received from the inertial measurement unit 22 to perform positioning. Furthermore, when GNSS information is unavailable (when external communication is not possible), the driving control device 1 measures the current position of the vehicle V using the driving information of the vehicle V. In this case, if the on-board locator 20 further includes an encoder, the driving control device 1 may measure the current position of the vehicle V by combining the driving information of the vehicle V received from the inertial measurement device 22 with the driving information of the vehicle V received from the encoder.

[0040] The on-vehicle ECU 30 is, for example, an ADAS ECU. The on-vehicle ECU 30 includes an integrated ECU 31 as a higher level, and a steering wheel ECU 32, an accelerator ECU 33, and a brake ECU 34 as lower levels. The integrated ECU 31 is connected to the cruise control device 1 and transmits and receives various data. The steering wheel ECU 32 is connected to the integrated ECU 31 as a higher level, and performs detailed control of the steering, acceleration, and deceleration of the vehicle V. The on-vehicle ECU 30, which includes the integrated ECU 31 as a higher level and the steering wheel ECU 32 as a lower level, forms a hierarchical structure. The steering wheel ECU 32 is also referred to as a driving support computer. The accelerator ECU 33 and the brake ECU 34 are also referred to as power management control units. The number and functions of the individual ECUs connected to the integrated ECU 31 are not particularly limited to the above three ECUs 32-34, and other ECUs may be provided at the same level as these ECUs.

[0041] The steering wheel ECU 32 controls the electric power steering V1 of the vehicle V in response to instructions from the integrated ECU 31, and mainly controls the direction of travel of the vehicle V. The electric power steering V1 is equipped with a steering mechanism that steers the front wheels of the vehicle V. For example, in the manual driving mode, the front wheels of the vehicle V are steered by the driver's steering operation of the steering wheel V1a.

[0042] The accelerator ECU 33 controls the electric throttle V2 of the vehicle V in response to instructions from the integrated ECU 31, and mainly controls the acceleration and deceleration of the vehicle V. The electric throttle V2 has a drive mechanism that outputs drive force to rotate the drive wheels of the vehicle V. For example, in the manual driving mode, the accelerator ECU 33 adjusts the engine output in response to accelerator operation of the accelerator pedal V2a by the driver.

[0043] The brake ECU 34 controls the electromagnetic brake device V3 of the vehicle V in response to instructions from the integrated ECU 31, and mainly controls the deceleration and stopping of the vehicle V. The electromagnetic brake device V3 is attached to each wheel of the vehicle V and has a mechanism that applies resistance to the rotation of the wheels to decelerate or stop the vehicle V. For example, in the manual driving mode, the operation of the electromagnetic brake device V3 is adjusted in response to the braking operation of the brake pedal V3 a by the driver.

[0044] The in-vehicle communication device 40 communicates information with a vehicle information transmission device 50 mounted on the target vehicle FV, an externally installed remote control device 70, and an external server (not shown) via a network. Specifically, the in-vehicle communication device 40 receives target vehicle information, including location information of the target vehicle FV acquired by the vehicle information transmission device 50, which is information necessary for "relative driving," and transmits it to the cruise control device 1. The in-vehicle communication device 40 also transmits information necessary for "remote driving," such as external video information acquired by the cruise control device 1 and current location information, to the remote control device 70. The in-vehicle communication device 40 also receives driving operation information of the vehicle V from the remote control device 70, which has accepted user input from an operator, and transmits it to the cruise control device 1. In addition, the in-vehicle communication device 40 communicates with an external server (not shown) to receive information. For example, the in-vehicle communication device 40 can also receive the latest traffic information, weather information, and the like from the external server.

[0045] As shown in FIGS. 1 and 3A, the vehicle information transmission device 50 is a computer mounted on a target vehicle FV, which acquires target vehicle information including current location information of the target vehicle FV and transmits the target vehicle information to the vehicle V. As shown in FIG. 3A, the vehicle information transmission device 50 includes, as specific hardware configurations, an on-board locator 51 and an on-board communication device 52. The "target vehicle information" is information including location information (real-time location information) of the target vehicle FV, information on the planned driving route, and vehicle identification information. The "target vehicle information" is stored in a storage unit 500 of the vehicle information transmission device 50 shown in FIG. 5. The "vehicle identification information" is a vehicle ID that identifies the target vehicle FV, and information such as the vehicle model name, model, and chassis number is associated with each vehicle ID and stored in the storage unit 500. The vehicle identification information is stored in the storage unit 500. The vehicle identification information is also embedded in an identification mark 60 attached to the target vehicle FV.

[0046] Like the above-described on-board locator 20, the on-board locator 51 includes a GNSS receiver 51a and an inertial measurement unit 51b. The GNSS receiver 51a receives GNSS radio waves (GPS radio waves) from multiple artificial satellites SA. The inertial measurement unit 51b measures the acceleration and angular velocity of the target vehicle FV. The on-board locator 51 may further include an encoder. The on-board communication unit 52 communicates information with the cruise control device 1 mounted on the vehicle V via a network. Specifically, the on-board communication unit 52 transmits target vehicle information, which is information necessary for "relative driving" of the vehicle V, to the cruise control device 1 (on-board communication unit 40) constantly or as needed. More specifically, the on-board communication unit 52 can transmit, among the target vehicle information, the position information of the target vehicle FV in real time. "Transmitting in real time" includes transmitting the position information at the same timing as changes in the position information of the target vehicle FV, as well as transmitting the position information with a slight time lag.

[0047] As shown in FIGS. 3A-3C , the identification mark 60 is a two-dimensional barcode in which vehicle identification information for identifying the target vehicle FV is embedded (stored). Multiple identification marks 60 are attached to the exterior surface of the target vehicle FV. Note that information that can identify the target vehicle FV's planned driving route may also be embedded in the identification mark 60. The identification mark 60 is recognized by the imaging device 11 of the vehicle V. Specifically, when the imaging device 11 recognizes the identification mark 60 in the image captured by the imaging device 11, it acquires the vehicle identification information of the target vehicle FV embedded in the identification mark 60 or information that can identify the target vehicle FV's planned driving route as a recognition result. The driving control device 1 can then acquire the vehicle identification information of the target vehicle FV from the imaging device 11 via network communication using a predetermined communication method or an in-vehicle network (CAN). In the above embodiment, it has been described that the driving control device 1 can acquire vehicle identification information from the vehicle information transmission device 50 and the identification mark 60. However, it is sufficient for the driving control device 1 to acquire vehicle identification information from at least one of them.

[0048] As shown in Figures 3A to 3C, the identification marks 60 include a first identification mark 60a to a sixth identification mark 60f. The first identification mark 60a is attached to the rear surface of the target vehicle FV in the center in the vehicle width direction. The second identification mark 60b is attached to the rear surface of the target vehicle FV at the left end in the vehicle width direction. The third identification mark 60c is attached to the rear surface of the target vehicle FV at the right end in the vehicle width direction. The fourth identification mark 60d is attached to the front surface of the target vehicle FV in the center in the vehicle width direction. The fifth identification mark 60e is attached to the front surface of the target vehicle FV at the left end in the vehicle width direction. The sixth identification mark 60f is attached to the front surface of the target vehicle FV at the right end in the vehicle width direction. The identification marks 60 also include a seventh identification mark 60g to a twelfth identification mark 60l. The seventh identification mark 60g is attached to the left side of the target vehicle FV in the center in the vehicle front-to-rear direction. The eighth identification mark 60h is attached to the left side of the target vehicle FV, at the front end in the front-to-rear direction of the vehicle. The ninth identification mark 60i is attached to the left side of the target vehicle FV, at the rear end in the front-to-rear direction of the vehicle. The tenth identification mark 60j is attached to the right side of the target vehicle FV, at the center in the front-to-rear direction of the vehicle. The eleventh identification mark 60k is attached to the right side of the target vehicle FV, at the front end in the front-to-rear direction of the vehicle. The twelfth identification mark 60l is attached to the right side of the target vehicle FV, at the rear end in the front-to-rear direction of the vehicle.

[0049] Each of the identification marks 60a-60l has vehicle identification information of the target vehicle FV embedded therein. Furthermore, each of the identification marks 60a-60l has mark position information embedded therein. The mark position information indicates the position (vehicle body position) at which each identification mark 60 is attached on the target vehicle FV. Therefore, when any of the identification marks 60a-60l is recognized by the imaging device 11 of the vehicle V, the cruise control device 1 can acquire the vehicle identification information of the target vehicle FV and detect the target vehicle FV. Furthermore, when, for example, the identification marks 60a and 60c are recognized among the identification marks 60a-60l, or when only the identification mark 60c is recognized, the cruise control device 1 can detect, based on the mark position information, that the vehicle V is located behind the target vehicle FV and further to the right of the target vehicle FV. In particular, the driving control device 1 can accurately grasp the position (relative position) of the target vehicle FV relative to the vehicle V based on environmental information around the vehicle V, position information of the vehicle V, driving information of the vehicle V, position information of the target vehicle FV, and mark position information obtained by the identification mark 60.

[0050] 1 and 4, the remote control device 70 is a computer that is operated by an operator and that performs "remote driving" of the vehicle V. The remote control device 70 includes, as specific hardware components, multiple monitors 71, a navigation monitor 72, a steering wheel 73, an accelerator pedal 74, a brake pedal 75, and multiple operation switches 76. The remote control device 70 may further include components such as a speaker, a microphone, and a shift lever.

[0051] The monitor 71 and the navigation monitor 72 are display units that output visual information for performing "remote driving." The monitor 71 displays a composite video (composite image) that is created by combining external images of the vehicle V captured by the multiple imaging devices 11a-11i based on predetermined layout information. The predetermined layout information is, for example, a layout display mode that avoids blind spots for the operator and is easy for the operator to operate. Multiple pieces of layout information, including the predetermined layout information, may be associated with each other by layout IDs (layout identification information) and stored in the storage unit 100 of the cruise control device 1. If a layout ID is stored in the storage unit 100, when a change operation is performed on the predetermined layout information using the operation switch 76 or the like, the changed layout ID is transmitted from the remote control device 70 to the cruise control device 1. The cruise control device 1 then generates a composite video by combining the external image based on the layout information for the changed layout ID and transmits the composite video to the remote control device 70. As a result of this transmission, the image previously displayed on the monitor 71 is changed to the composite video and displayed.

[0052] The steering wheel 73 is an operating unit operated by an operator and used to adjust the steering angle (steering amount) of the vehicle V. The accelerator pedal 74 and the brake pedal 75 are each operating units operated by the operator. The accelerator pedal 74 and the brake pedal 75 are used to adjust the drive of the electric throttle V2 of the vehicle V and the operation of the electromagnetic brake device V3. The multiple operation switches 76 are used, for example, for the user to input setting information for performing "remote driving." For example, by appropriately operating the operation switches 76, the operator can switch the external image (synthetic image) of the vehicle V to a predetermined layout display. Furthermore, by appropriately operating the operation switches 76, the driving mode can be switched between an autonomous driving mode, a relative driving mode, and a remote driving mode.

[0053] 5, the cruise control device 1 includes a storage unit 100 for storing various programs and various data. Furthermore, the cruise control device 1 includes, as its main components, an environmental information acquisition unit 101, a cruise information acquisition unit 102 (movement information acquisition unit), a self-position estimation unit 103, a cruise control unit 104, a reference point identification unit 105, a reference point recording unit 106, a map creation unit 107, a recognition unit 108, an estimation mode switching unit 109, a detection unit 110, a position error measurement unit 111, a correction route setting unit 112, and a traveling direction recognition unit 113, in order to mainly execute the "process of estimating the current position of the vehicle." Furthermore, the driving control device 1 is equipped with a driving control unit 104, a vehicle detection unit 114, a communication unit 115, a driving mode change unit 116, a driving speed acquisition unit 117, and an image processing unit 118 in order to mainly execute "driving control processing for autonomous driving, relative driving, and remote driving." The above components of the driving control device 1 are configured by a CPU (processor), ROM, RAM, HDD, a communication interface, various programs, etc. The storage unit 100 stores vehicle identification information of the vehicle V, information on the planned driving route of the vehicle V, "map information" shown in FIG. 6, "data related to the traveling direction at the time of self-position estimation" shown in FIG. 8, "inter-vehicle distance data" shown in FIG. 11, etc.

[0054] From a functional standpoint, the vehicle information transmission device 50 mainly includes a storage unit 500 that stores various programs and various data, a location information acquisition unit 501 that acquires "current location information" of the target vehicle FV, and a communication unit 502 that transmits and receives various data to and from the cruise control device 1. The storage unit 500 stores "target vehicle information" including the current location information of the target vehicle FV, information on the planned driving route, and vehicle identification information. The location information acquisition unit 501 acquires the "current location information" of the target vehicle FV in real time using the on-board locator 51. Then, by storing the acquired "current location information" in the storage unit 500, it becomes possible to record the driving trajectory (past driving route) of the target vehicle FV equipped with the vehicle information transmission device 50. As a result, the driving trajectory of the target vehicle FV is stored in the storage unit 500. The communication unit 502 uses the in-vehicle communication device 52 (see FIG. 3A) to transmit the "target vehicle information" to the driving control device 1 (in-vehicle communication device 40). In addition, the communication unit 502 transmits the "current location information" of the target vehicle FV, which is part of the target vehicle information, in real time.

[0055] From a functional standpoint, the remote control device 70 mainly comprises a memory unit 700, a communication unit 701, a screen display unit 702, an operation data creation unit 703, and a user notification unit 704. The memory unit 700 stores various programs and various data. The communication unit 701 transmits and receives various data to and from the driving control device 1. The screen display unit 702 displays external images of the vehicle V and vehicle information on the monitor 71. The screen display unit 702 also displays content based on information about the current location of the vehicle V (e.g., vehicle navigation) on the navigation monitor 72. The operation data creation unit 703 accepts user operation input and creates operation data. The user notification unit 704 is configured to provide user notifications to the operator.

[0056] The functions of the cruise control device 1 will be described in detail below. <<1. Estimation of Self-Location>> The cruise control device 1 controls the cruise of the vehicle V while estimating the current location of the vehicle V. The process of estimating the self-location is specifically as follows. The environmental information acquisition unit 101 acquires "environmental information (strictly speaking, detected information of the external environment)" around the vehicle V through an on-board sensor 10 (first sensor) mounted on the vehicle V. In more detail, the environmental information acquisition unit 101 acquires, as "environmental information," external image data around the vehicle V from the imaging device 11, detection result data of target objects around the vehicle V from the radar 12, and distance measurement data measuring the distance between the vehicle V and the target object from the lidar 13. Note that "environmental information" specifically refers to detection information of moving objects (other vehicles, pedestrians, etc.), various structures, road shapes, etc. around the vehicle V, and is also referred to as driving environment information, and includes traffic environment information, road environment information, etc.

[0057] The driving information acquisition unit 102 (movement information acquisition unit) acquires "driving information" of the vehicle V through an inertial measurement unit 22 (second sensor) mounted on the vehicle V. Specifically, the "driving information" is behavior information (information based on behavior) of the vehicle V, including information on the acceleration and angular velocity of the vehicle V. The "driving information" may include information such as the rotational speed and rotation angle of the wheels of the vehicle V, as well as information on the vehicle V's constant speed driving operation, accelerating operation, decelerating operation, stopping operation, left turning operation, right turning operation, and reversing operation. The "driving information" may also be referred to as odometry information.

[0058] The self-position estimation unit 103 estimates the current position of the vehicle V based on information obtained through the on-board sensors 10 and the on-board locator 20 (GNSS receiver 21, inertial measurement unit 22) mounted on the vehicle V. Specifically, the self-position estimation unit 103 has a first position estimation unit 103a, a second position estimation unit 103b, a third position estimation unit 103c, and a reception determination unit 103d.

[0059] The first position estimation unit 103a acquires "GNSS information" necessary for stand-alone positioning through the GNSS receiver 21 and calculates the "absolute position" of the vehicle V by stand-alone positioning. The "absolute position" of the vehicle V is the three-dimensional position of the vehicle V obtained by receiving GNSS radio waves from multiple satellites SA, measuring the distances between the vehicle V and each of the satellites SA located at known points, and solving a three-dimensional equation that determines an unknown point from each measured distance (corresponding to the GNSS information). The first position estimation unit 103a estimates the current position of the vehicle V based on the "absolute position" of the vehicle V.

[0060] The second position estimation unit 103b estimates the current position of the vehicle V using "environmental information" around the vehicle V obtained by the environmental information acquisition unit 101. The third position estimation unit 103c estimates the current position of the vehicle V using "travel information" of the vehicle V obtained by the travel information acquisition unit 102. The position accuracy of the vehicle V estimated by the first position estimation unit 103a is higher than the position accuracy of the vehicle V estimated by the second position estimation unit 103b and the position accuracy of the vehicle V estimated by the third position estimation unit 103c. Furthermore, the position accuracy of the vehicle V estimated by the second position estimation unit 103b is higher than the position accuracy of the vehicle V estimated by the third position estimation unit 103c.

[0061] The reception determination unit 103d determines whether or not the "GNSS information" can be acquired in real time. If the reception determination unit 103d determines that the "GNSS information" can be acquired, the first position estimation unit 103a estimates the current position of the vehicle V based on the "GNSS information" (first estimation). Specifically, the reception determination unit 103d assumes a case where radio waves from the artificial satellite SA cannot be received due to an obstacle or the like around the vehicle V, and determines whether or not radio waves can be received from the artificial satellite SA. If the reception determination unit 103d determines that the "GNSS information" cannot be acquired, it further determines whether or not "environmental information" can be acquired. If the reception determination unit 103d determines that the "environmental information" can be acquired, the second position estimation unit 103b estimates the current position of the vehicle V based on the "environmental information" (second estimation). If the reception determination unit 103d determines that the "environmental information" cannot be acquired, it further determines whether or not "traveling information" can be acquired. If the reception determination unit 103d determines that the "travel information" can be acquired, the third position estimation unit 103c estimates the current position of the vehicle V based on the "travel information" (third estimation). If the reception determination unit 103d determines that the "environmental information" cannot be acquired within a certain time, the self-position estimation unit 103 ends the self-position estimation process.

[0062] The first position estimation unit 103a estimates the current position of the vehicle V using an “absolute position” calculated by point-based positioning after acquiring “GNSS information.” However, the current position of the vehicle V may also be estimated using a “relative position” calculated by relative positioning. The “relative position” of the vehicle V is the three-dimensional position of the vehicle V calculated by receiving GNSS radio waves at a reference station ST located at a known point, acquiring distances (distances between each artificial satellite SA and the vehicle V) with smaller measurement errors from the reference station ST, and using the respective measured distances (corresponding to GNSS correction information). Methods for calculating the “relative position” include a calculation method using the RTK positioning method (interferometric positioning method) and a calculation method using the DGPS positioning method (relative positioning method). The “relative position” may be calculated by either calculation method. The first position estimation unit 103a acquires the “GNSS correction information” required for relative positioning from the reference station ST and estimates the current position of the vehicle V using the “relative position” calculated by relative positioning. The positional accuracy of the "relative position" is higher than that of the "absolute position." The positional accuracy of the "relative position" is approximately ±40 cm.

[0063] Alternatively, the first position estimation unit 103a may further acquire "travel information" of the vehicle V through the inertial measurement unit 22, calculate a "corrected absolute position (corrected relative position)" by correcting the absolute position (relative position) of the vehicle V based on the "GNSS information (GNSS correction information)" and the "travel information," and estimate the current position of the vehicle V using the "corrected absolute position (corrected relative position)." The "corrected absolute position" of the vehicle V is the three-dimensional position of the vehicle V obtained by positioning using a combination of GNSS information and the vehicle V's travel information (also referred to as IMU information). The "corrected relative position" of the vehicle V is the three-dimensional position of the vehicle V obtained by positioning using a combination of GNSS correction information and the vehicle V's travel information. The position accuracy of the "corrected absolute position" is higher than that of the "absolute position." Furthermore, the position accuracy of the "corrected relative position" is higher than that of the "corrected absolute position." The position accuracy of the "corrected relative position" is approximately ±5 cm.

[0064] The first position estimation unit 103a may estimate the current position of the vehicle V using any of the above-mentioned "absolute position," "relative position," "corrected absolute position," or "corrected relative position," but it is preferable to estimate the current position of the vehicle V using the "corrected relative position," which has the highest position accuracy.

[0065] The driving control device 1 can record the driving trajectory (past driving route) of the vehicle V by storing the position information obtained by the self-position estimation unit 103 in the memory unit 100. The driving trajectory of the vehicle V is stored in the memory unit 100. This driving trajectory of the vehicle V is used to determine whether or not the vehicle V is on a planned driving route, and, if necessary, to set a new planned driving route that will lead the vehicle V onto the planned driving route.

[0066] <<2. Estimation of self-position and driving control using map information>> When estimating the self-position, the driving control device 1 uses the "map information" shown in FIG. 6 described above to more accurately estimate the current position of the vehicle V while controlling the driving of the vehicle V. In more detail, the driving control device 1 uses "map information" including information on "reference points (first reference point, second reference point)" to recognize the reached "space (first space, second space, third space)" based on reaching the reference points, performs self-position estimation according to the space, and controls the driving of the vehicle V while estimating the current position of the vehicle V. Specifically, this is as follows.

[0067] (Creation and Update of Map Information) As shown in FIG. 6 , the "map information" stored in the storage unit 100 includes map information, spatial information including information on the first space, the second space, and the third space, and reference point information including information on the first reference point and the second reference point. The "map information" stored in the storage unit 100 is created in advance by the driving control system S. The "map information" is updated by the reference point identification unit 105, the reference point recording unit 106, and the map creation unit 107. Note that the "map information" may also be newly created by the reference point identification unit 105, the reference point recording unit 106, and the map creation unit 107 based on the map information.

[0068] The reference point identification unit 105 identifies a position changed from a state (first estimated state) in which the self-position estimation unit 103 estimates the current position of the vehicle V based on "GNSS information" to a state (second estimated state) in which the self-position estimation unit 103 estimates the current position of the vehicle V based on "environmental information" as a "first reference point (entrance reference point)." The reference point identification unit 105 also identifies a position changed from the first estimated state to a state (third estimated state) in which the self-position estimation unit 103 estimates the current position of the vehicle V based on "traveling information" as a "first reference point." Furthermore, the reference point identification unit 105 identifies a position changed from the second estimated state or the third estimated state to the first estimated state as a "second reference point (exit reference point)."

[0069] More specifically, when the estimated state of the current position based on "GNSS information" (first estimated state) is changed to the estimated state of the current position based on "environmental information" (second estimated state), the reference point identification unit 105 identifies the current position based on "GNSS information" acquired at the time of the change as the "first reference point." The "GNSS information" acquired at the time of the change is, in other words, the "GNSS information" acquired immediately before the change. The same applies when the first estimated state is changed to the third estimated state.

[0070] Furthermore, when the second estimated state is changed to the first estimated state, the reference point identification unit 105 identifies the current position based on the "GNSS information" acquired at the timing of the change as the "second reference point." The "GNSS information" acquired at the timing of the change is, in other words, the "GNSS information" acquired immediately after the change. In this way, when estimating the current position of the vehicle V, by identifying the position of the reference point based on the "GNSS information" acquired immediately before or after the change, it is possible to identify the position of the reference point with higher accuracy.

[0071] When the estimated state of the current position based on the "traveling information" of the vehicle V (third estimated state) is changed to the estimated state of the current position based on the "GNSS information" (first estimated state), the reference point identification unit 105 identifies the current position based on the "traveling information" acquired at the time of the change as the "second reference point." The reason for identifying the current position as the second reference point is as follows: When changing from the third estimated state to the first estimated state, a position error, described below, occurs at the point of change (see FIG. 7 ). For this reason, a more accurate reference point can be identified by using current position information based on the "traveling information" acquired immediately before the change rather than current position information based on the "GNSS information" acquired after the change.

[0072] The reference point recording unit 106 records information about the first and second reference points identified by the reference point identification unit 105 and stores the information in the storage unit 100 as reference point record information (history information). The map creation unit 107 updates the "map information" based on the reference point history information recorded by the reference point recording unit 106. Specifically, the map creation unit 107 updates the map information included in the "map information" with new information about the first and second reference points. The cruise control device 1 appropriately transmits the map information updated by the map creation unit 107, i.e., the reference point information, to a management server (cloud server) (not shown). By transmitting the map information in this way, the cruise control system S can aggregate the reference point record information recorded and updated by various vehicles V (cruising control devices 1) in the management server and update existing map information as needed. The vehicle V (cruising control device 1) can obtain the updated map information and use it.

[0073] (Self-position estimation using map information) The recognition unit 108 uses map information to recognize that the vehicle V has reached the reference points (first reference point, second reference point) recorded by the reference point recording unit 106 while the vehicle V is traveling along a predetermined planned traveling route or within a certain time after stopping. When the recognition unit 108 has made the above recognition, the estimation mode switching unit 109 switches the estimation mode at the reference point.

[0074] Specifically, when the vehicle V is traveling in the "first space" in the map information shown in FIG. 6 , the recognition unit 108 recognizes that the vehicle V has reached a first reference point (a boundary point between the first space and the second space). When the recognition unit 108 recognizes that the vehicle V has arrived at the first reference point, the estimation mode switching unit 109 switches from the first estimation mode to the second estimation mode. The first estimation mode is also referred to as a first estimation state, and is a mode in which the self-position estimation unit 103 estimates the current position of the vehicle V based on "GNSS information." The second estimation mode is also referred to as a second estimation state, and is a mode in which the self-position estimation unit 103 estimates the current position of the vehicle V based on "environmental information." The self-position estimation unit 103 estimates the current position of the vehicle V using the second estimation mode set by the estimation mode switching unit 109. Then, the traveling control unit 104 controls the traveling of the vehicle V in the "second space" while estimating the current position of the vehicle V using the second estimation mode.

[0075] 6, when the vehicle V is traveling in the "second space," the recognition unit 108 recognizes that the vehicle V has reached the second reference point. When the recognition unit 108 recognizes that the vehicle V has arrived at the second reference point, the estimation mode switching unit 109 switches from the "second estimation mode" to the "first estimation mode." In the first estimation mode, the self-position estimation unit 103 estimates the current position of the vehicle V. Then, the traveling control unit 104 controls the traveling of the vehicle V in the "first space" while estimating the current position of the vehicle V in the first estimation mode.

[0076] Furthermore, when the vehicle V is traveling in the "first space" in the map information shown in FIG. 6 , the recognition unit 108 recognizes that the vehicle V has reached a first reference point (a boundary point between the first space and the third space). When the recognition unit 108 recognizes that the vehicle V has arrived at the first reference point, the estimation mode switching unit 109 switches from the "first estimation mode" to the "third estimation mode." The third estimation mode is also referred to as a third estimation state, and is a mode in which the self-position estimation unit 103 estimates the current position of the vehicle V based on the "travel information." The self-position estimation unit 103 estimates the current position of the vehicle V using the third estimation mode. Then, the travel control unit 104 controls the travel of the vehicle V in the "third space" while estimating the current position of the vehicle V using the third estimation mode. The same applies to switching from the "third estimation mode" to the "first estimation mode."

[0077] In this way, by the vehicle V (cruising control device 1) recognizing the reference points (first reference point, second reference point), the cruise control device 1 can timely switch the estimation method for the vehicle V's own position based on the arrival of the reference point (can perform the switching process immediately). In other words, when it is time to switch the self-position estimation, the cruise control device 1 can smoothly control the driving of the vehicle V.

[0078] (Preparation for Mode Switching) The cruise control device 1 may prepare to switch the self-position estimation (start activation for switching) when the vehicle V approaches a reference point (first reference point, second reference point) included in the "map information" based on the information of the reference point. Preparation for switching the self-position estimation will be described in detail as follows. When the vehicle V is traveling along a predetermined planned traveling route based on the "map information," the detection unit 110 detects that the vehicle V has arrived within a certain distance from a reference point included in the "map information." When the detection unit 110 detects the vehicle V, the estimation mode switching unit 109 prepares to switch the estimation mode at the reference point.

[0079] Specifically, while the vehicle V is traveling in the "first space," the detection unit 110 detects that the vehicle V has arrived within a certain distance from a first reference point (the boundary point between the first space and the second space) included in the "map information." When the detection unit 110 detects that the vehicle V has arrived within a certain distance from the first reference point, the estimation mode switching unit 109 prepares to switch from the first estimation mode to the second estimation mode at the first reference point. That is, the estimation mode switching unit 109 prepares to enter a state in which the vehicle's own position can be estimated based on environmental information (preparing for and starting the activation of the vehicle's own position estimation using the on-board sensor 10). By making this preparation, the cruise control device 1 can switch the vehicle's own position estimation method in a more timely manner and estimate the current position of the vehicle V with greater accuracy.

[0080] (Setting of Traveling Correction Route) Referring to FIG. 7 , a process of switching from the “third estimation mode (third estimation state),” in which self-position estimation is performed using “traveling information,” to the “first estimation mode (first estimation state),” in which self-position estimation is performed using “GNSS information” will be described in more detail. As described above, cases in which the “third estimation mode” is performed include a state in which the vehicle V is located inside a tunnel or under an overpass, and a state immediately after the vehicle V moves from the “second space” to the “first space.” At this time, the vehicle V acquires “traveling information” of the vehicle V using the inertial measurement unit 22. As shown in FIG. 7 , a position error may occur between the current position estimated in the “third estimation mode” based on the traveling information and the current position estimated in the “first estimation mode” based on the GNSS information. For example, a position error occurs when the accuracy of the current position information of the vehicle V in the third space is low and the vehicle V deviates somewhat from the planned travel route. In this case, the current position information (position information immediately before switching) obtained by the "third estimation mode" at the second reference point (exit reference point) is a position along the planned driving route (a position different from the actual position), whereas the current position information (position information immediately after switching) obtained by the "first estimation mode" is a position (actual position) that is off the planned driving route.

[0081] When a position error occurs as described above, the cruise control device 1 calculates the position error and sets a corrected travel route to guide the vehicle V to the planned travel route. The cruise control device 1 then controls the travel of the vehicle V along the corrected travel route, and when the vehicle V returns to the planned travel route, controls the travel of the vehicle V along the planned travel route to guide the vehicle V to the destination position. The specific processing is as follows.

[0082] As shown in FIG. 7 , when the vehicle V travels in the "third space" in the "third estimation mode" and reaches a second reference point (a boundary point between the third space and the first space), the recognition unit 108 recognizes that the vehicle V has reached the second reference point. After the recognition unit 108 performs the above recognition, the estimation mode switching unit 109 switches from the "third estimation mode" to the "first estimation mode" at the second reference point. Then, the position error measurement unit 111 measures the position error between the current position of the vehicle V estimated in the "third estimation mode" at the second reference point (a position different from the actual position) and the current position of the vehicle V estimated in the "first estimation mode" (the actual position). The correction path setting unit 112 sets a corrected path for guiding the vehicle V to the planned traveling path based on the position error measured at the second reference point. Then, the traveling control unit 104 controls the traveling of the vehicle V along the corrected path, and when the vehicle V returns to the planned traveling path, controls the traveling of the vehicle V along the planned traveling path to guide the vehicle V to a destination position.

[0083] As described above, even if a position error occurs at the reference point when estimating the self-position of the vehicle V, a new travel correction route based on the position error can be set, and the vehicle V can be smoothly guided to the planned travel route and travel to the destination position. Note that, in addition to the case shown in Fig. 7 above, cases in which a position error occurs are also expected, such as a case in which the "third estimation mode (third estimation state)" is changed to the "second estimation mode (second estimation state)."

[0084] <<3. Recognition of Traveling Direction>> The driving control unit 104 controls the driving of the vehicle V based on the “position information (current position)” of the vehicle V estimated by the self-position estimation unit 103 and the “traveling direction” of the vehicle V recognized by the traveling direction recognition unit 113. The “traveling direction” indicates the direction in which the vehicle V travels after the estimation state (estimation mode) is changed by the self-position estimation unit 103 (estimation mode switching unit 109), and is also referred to as the travel vector (movement vector) of the vehicle V. By the driving control device 1 recognizing the “traveling direction,” when the self-position estimation method is changed (switched), the behavior of the vehicle V immediately after the change (immediately after switching) can be grasped, thereby enabling smoother control of the driving of the vehicle V. The specific processing is as follows.

[0085] (Recognition of traveling direction) The self-position estimation unit 103 estimates the current position of the vehicle V based on the "first estimated state," "second estimated state," and "third estimated state." Then, when the self-position estimation unit 103 changes the estimated state while the vehicle V is traveling or within a certain period of time after the vehicle V has stopped, the traveling direction recognition unit 113 recognizes the "traveling direction" of the vehicle V based on the manner in which the change has occurred. In other words, the traveling direction recognition unit 113 recognizes the "traveling direction" of the vehicle V based on the manner in which the information used to estimate the self-position (GNSS information, environmental information, traveling information) has changed.

[0086] When the self-location estimation unit 103 changes the state from the first estimated state to the second estimated state, the traveling direction recognition unit 113 recognizes the traveling direction of the vehicle V as a "first traveling direction." The "first traveling direction" indicates the direction in which the vehicle V travels from the "first space" to the "second space," in other words, the direction in which the vehicle V travels from the "outdoor space" to the "indoor space." Furthermore, when the self-location estimation unit 103 changes the state from the second estimated state to the first estimated state, the traveling direction recognition unit 113 recognizes the traveling direction of the vehicle V as a "second traveling direction." The "second traveling direction" indicates the direction in which the vehicle V travels from the "second space" to the "first space," in other words, the direction in which the vehicle V travels from the "indoor space" to the "outdoor space." Specifically, this is as shown in "data related to the traveling direction during self-location estimation" in FIG. 8.

[0087] 8 , when the information used to estimate the vehicle's position changes from "GNSS information" to "environmental information" (when the first estimated state is changed to the second estimated state), the traveling direction recognition unit 113 recognizes the traveling direction of the vehicle V as the "first traveling direction." Similarly, when the information used to estimate the vehicle's position changes from "GNSS information" to "driving information" to "environmental information" (when the information is changed from the first estimated state to the third estimated state to the second estimated state), the traveling direction recognition unit 113 recognizes the traveling direction of the vehicle V as the "first traveling direction."

[0088] When the information used to estimate the vehicle's position changes from "GNSS information" to "travel information" and then to "GNSS information" (when the state is changed from the first estimated state to the third estimated state and then back to the first estimated state), the traveling direction recognition unit 113 recognizes the traveling direction of the vehicle V as a "third traveling direction." The "third traveling direction" indicates the direction in which the vehicle V travels from the "first space" temporarily through the "third space" and back to the "first space." In other words, the third traveling direction indicates the direction in which the vehicle V travels from the "outdoor space" temporarily through the "indoor space" and then back to the "outdoor space." Traveling in this third traveling direction occurs when the vehicle V is temporarily unable to acquire GNSS information (when it is unable to communicate with the outside world), such as when the vehicle V is temporarily traveling inside a tunnel or under an overpass.

[0089] When the information used to estimate the vehicle's position changes from "environmental information" to "GNSS" (when the state is changed from the second estimated state to the first estimated state), the traveling direction recognition unit 113 recognizes the traveling direction of the vehicle V as the "second traveling direction." Similarly, when the information used to estimate the vehicle's position temporarily changes from "environmental information" to "traveling information" and then to "GNSS information" (when the state is changed from the second estimated state to the first estimated state via the third estimated state), the traveling direction recognition unit 113 similarly recognizes the traveling direction of the vehicle V as the "second traveling direction." Note that when the information used to estimate the vehicle's position temporarily changes from "environmental information" to "traveling information" and then to "environmental information" (when the state is changed from the second estimated state to the third estimated state to the second estimated state), the traveling direction of the vehicle V is not set. This is because when the "second space" and the "third space" are regarded as "indoor spaces" and the "first space" is regarded as "outdoor spaces," no movement is involved between the "indoor spaces" and the "outdoor spaces." In other words, no movement is involved between the "indoor spaces" and the "outdoor spaces." This means that there is no change in the traveling direction of the vehicle V.

[0090] (Timing for Recognizing Traveling Direction) The timing at which the traveling direction of the vehicle V is recognized by the traveling direction recognition unit 113 is as follows. When the state of the vehicle V changes from the "first estimated state" to the "second estimated state" while the vehicle V is traveling, the traveling direction recognition unit 113 recognizes the "first traveling direction" at the timing when the self-location estimation unit 103 starts estimating the current position of the vehicle V based on the "environmental information." Furthermore, when the state of the vehicle V changes from the "second estimated state" to the "first estimated state" while the vehicle V is traveling, the traveling direction recognition unit 113 recognizes the "second traveling direction" at the timing when the self-location estimation unit 103 starts estimating the current position of the vehicle V based on the "GNSS information." Specifically, this is as shown in "Data Related to Traveling Direction During Self-Location Estimation" in FIG. 8 .

[0091] 8 , when the information used to estimate the vehicle's position changes from "GNSS information" to "environmental information" (when the first estimated state is changed to the second estimated state), the traveling direction recognition unit 113 recognizes the traveling direction (first traveling direction) of the vehicle V based on the timing when the self-position estimation unit 103 starts estimating the current position of the vehicle V based on the "environmental information." Also, when the information used to estimate the vehicle's position changes from "environmental information" to "GNSS information" (when the second estimated state is changed to the first estimated state), the traveling direction recognition unit 113 recognizes the traveling direction (second traveling direction) of the vehicle V based on the timing when the self-position estimation unit 103 starts estimating the current position of the vehicle V based on the "GNSS information." Furthermore, when the information used to estimate the vehicle's own position changes from "GNSS information" to "driving information" and then back to "GNSS information" (when the information is changed from the first estimated state to the third estimated state and then back to the first estimated state), the travel direction recognition unit 113 recognizes the travel direction (third travel direction) of the vehicle V based on the timing when the vehicle's own position estimation unit 103 starts estimating the current position of the vehicle V based on the "GNSS information."

[0092] In this way, when the method of self-location estimation is changed, the traveling direction recognition unit 113 recognizes the traveling direction of the vehicle V at the timing when it starts acquiring information (GNSS information or environmental information) that is obtained immediately after the change. By recognizing the traveling direction in this way, when the information used to estimate the self-location changes, the traveling control unit 104 can control the traveling of the vehicle V by using "information obtained after the change (e.g., environmental information)" and "the traveling direction of the vehicle V (e.g., the first traveling direction)" recognized at the timing when acquisition of the information started. In other words, the traveling control device 1 can control the traveling of the vehicle V while understanding the behavior of the vehicle V.

[0093] (Estimation State Switching Position) When the self-position estimation unit 103 changes from a "first estimated state based on GNSS information" to a "second estimated state based on environmental information" and the traveling direction recognition unit 113 recognizes a "first traveling direction," the reference point identification unit 105 identifies a position at which the self-position estimation unit 103 starts estimating the self-position of the vehicle V based on the "environmental information" as a "reference point (first reference point)." Furthermore, when the self-position estimation unit 103 changes from the "second estimated state based on environmental information" to the "first estimated state based on GNSS information" and recognizes a "second traveling direction," the reference point identification unit 105 identifies a position at which the self-position estimation unit 103 starts estimating the self-position of the vehicle V based on the GNSS information as a "reference point (second reference point)." Specifically, this is as shown in "data related to traveling direction during self-position estimation" in FIG. 8 . In this way, when the information used to estimate the vehicle's own position changes, the position of the reference point can be determined based on the ``information obtained after the change'' and the ``direction of travel of vehicle V,'' making it possible to determine the reference point at a more accurate position.

[0094] On the other hand, as shown in Figure 8, when the state is changed from a "first estimated state based on GNSS information" to a "second estimated state based on environmental information" via a "third estimated state based on driving information" and the traveling direction recognition unit 113 recognizes the "first traveling direction," the reference point identification unit 105 identifies the position where the self-position estimation unit 103 started estimating the self-position of the vehicle V based on the "driving information" as a "reference point (first reference point)" (item 2 in Figure 8). Also, when the state is changed from the "first estimated state based on GNSS information" to the "third estimated state based on driving information" and then to the "first estimated state based on GNSS" and the "third traveling direction" is recognized, the reference point identification unit 105 identifies the position where the self-position estimation unit 103 started estimating the self-position of the vehicle V based on the "driving information" as a "reference point (second reference point)" (item 3 in Figure 8). As described above (as illustrated in FIG. 7 ), a position error occurs between the current position estimated by the "third estimated state" based on the driving information and the current position estimated by the "first estimated state (second estimated state)" based on the GNSS information (environmental information). Therefore, a more accurate reference point is identified by using current position information based on the "driving information" acquired immediately before the change rather than current position information based on the "GNSS information (environmental information)" acquired after the change. For this reason, the reference point identification unit 105 identifies the position where acquisition of current position information based on the "driving information" began as the reference point.

[0095] After the reference point is identified by the reference point identification unit 105 and recorded by the reference point recording unit 106, the self-position estimation unit 103 (estimation mode switching unit 109) changes the estimation mode at the reference point, and the traveling direction recognition unit 113 recognizes the traveling direction of the vehicle V. Then, the driving control unit 104 controls the driving of the vehicle V based on the current position of the vehicle V estimated by the self-position estimation unit 103 and the traveling direction of the vehicle V recognized by the traveling direction recognition unit 113. By switching the self-position estimation method using the reference point in this way and recognizing the traveling direction of the vehicle V, it is possible to more accurately grasp the behavior of the vehicle V when it passes the reference point. As a result, the driving of the vehicle V can be controlled more smoothly.

[0096] (Advantages of Recognizing Reference Points and Direction of Travel) In the cruise control device 1, there are cases where the vehicle V has "information within the second space" in advance as map information ("Case 1"), and cases where the vehicle V does not have "information within the second space" as map information ("Case 2"). "Case 1" above refers to, for example, either the vehicle V itself having visited the location in the past, or the vehicle V having obtained information about the location from another vehicle. "Case 2" above is a case different from "Case 1" above.

[0097] In the above-mentioned "Case 1," when the vehicle V has "information within the second space" as map information, the map information is stored in each vehicle V with information on the first space, the second space, and the third space associated with information on the reference point, and is also managed by a management server (cloud server). Therefore, even if similar locations exist within a space while the vehicle V is traveling, the vehicle V can identify the corresponding map information (spatial information) by recognizing the reference point. Examples of similar locations include locations with structures having similar pillar positions and shapes, window positions and shapes, and locations with buildings built by the same construction company. As shown in FIG. 9 , the map information associates space information with information on the reference point, and also includes directional information (north, south, east, west) as map information. The vehicle V can recognize the traveling direction of the vehicle V by identifying information on the reference points (entrance reference point, exit reference point) and the directional information.

[0098] In the case of "Case 1" described above, as shown in FIG. 9 , when the vehicle V moves from the first space to the second space, it deploys (sets up for use) the "map information" and sets the illumination range of the LIDAR 13 (radar 12) to a pre-specified range. In other words, the illumination range of the LIDAR 13 is not set to the entire range (the vehicle V does not need to be tilted to illuminate the entire range). The vehicle V can use the "map information" to recognize objects (structures, moving objects, etc.) within the pre-specified illumination range of the LIDAR 13, while using the "travel information" to control the traveling direction and distance of the vehicle V. By limiting the search range in this way, the search process can be shortened, and the processing speed of self-location estimation can be increased. Furthermore, the accuracy of self-location estimation can be improved within the second space. This is the advantage of the vehicle V being able to recognize the reference point and traveling direction.

[0099] As an example of the above-mentioned "Case 1," a case is assumed in which the vehicle V moves from the first space (south side) to the second space (north side), then turns 90 degrees in the second space and travels eastward, and then moves from the second space (west side) to the first space (east side), as shown in Figure 9. In this case, even if the vehicle V cannot estimate its own position based on the "environmental information" when it moves from the first space to the second space, the vehicle V can determine to what position it should continue straight and at what position and to what extent it should turn by identifying the space information, the reference point information, and the direction information using the "map information" and recognizing the traveling direction.

[0100] On the other hand, in the above-mentioned "Case 2," if the vehicle V does not have "information within the second space" as map information, the vehicle V naturally cannot grasp information about the second space. Therefore, when the vehicle V moves from the first space to the second space, it is necessary to set the illumination range of the lidar 13 to the entire range. In other words, it is necessary to perform an omnidirectional search (also called a full search) of the second space. This full search is necessary because there may be similar places in different locations within the space, and in such cases, the vehicle V will not be able to travel accurately within the second space unless it performs a full search. If a full search is not performed, the vehicle V will go back and forth and circle around in the same position.

[0101] If the vehicle V performs a full search of the second space as in the above-described "Case 2," the search process takes time. Furthermore, there is a risk that the process of estimating the vehicle's own position within the second space will be erroneous.

[0102] <<4. Autonomous Driving Control>> The driving control unit 104 controls the overall ECU 31 based on the “environmental information” obtained by the environmental information acquisition unit 101 and the “position information (current position) of the vehicle V” obtained by the self-position estimation unit 103, and performs “autonomous driving control” of the vehicle V (see FIG. 10A ). Note that, when performing “autonomous driving control” of the vehicle V, the driving control unit 104 may obtain “vehicle information” of the vehicle V from the on-board ECU 30, and further combine the “vehicle information” to control the overall ECU 31.

[0103] When the vehicle V starts traveling along the planned traveling route of the vehicle V, the traveling control unit 104 performs "autonomous driving control" and starts autonomous driving of the vehicle V. More specifically, when the vehicle V starts traveling, the "autonomous driving mode" is set. The traveling control unit 104 performs autonomous driving control with the "autonomous driving mode" set. Thereafter, the vehicle V travels toward the destination of the planned traveling route while the driving mode change unit 116 changes the driving mode between the "autonomous driving mode" and the "relative driving mode." Note that if a target vehicle FV to be followed has already been detected and position information of the target vehicle FV is obtained in real time at the time the vehicle V starts traveling, the driving mode change unit 116 may change the mode from "autonomous driving mode" to "relative driving mode." In this case, the traveling control unit 104 performs relative driving control with the "relative driving mode" set and starts relative driving of the vehicle V relative to the target vehicle FV. Alternatively, when the vehicle V starts driving, the "remote driving mode" is set instead of the "autonomous driving mode," and the driving control unit 104 may perform remote driving control with the "remote driving mode" set.

[0104] The vehicle detection unit 114 detects that a predetermined leading vehicle traveling ahead of the vehicle V is a target vehicle FV to be followed on the planned driving route of the vehicle V (see FIG. 10B ). A "target vehicle to be followed" includes a vehicle traveling on a planned driving route that at least partially matches the planned driving route of the vehicle V, as well as a vehicle that will travel the same route as the planned driving route of the vehicle V within a certain driving distance (driving time). A "target vehicle to be followed" corresponds to, for example, a vehicle traveling around the vehicle V when traveling on a highway or general road that does not have a branch point within a certain driving distance (driving time).

[0105] Specifically, the vehicle detection unit 114 detects that a predetermined preceding vehicle is a target vehicle FV based on the recognition result of the identification mark 60 of the preceding vehicle recognized by the imaging device 11. For example, when the first identification mark 60a of the target vehicle FV is recognized, the vehicle detection unit 114 detects that the target vehicle FV is located in front of the vehicle V. Alternatively, when the seventh identification mark 60g of the target vehicle FV is recognized, the vehicle detection unit 114 detects that the target vehicle FV is located to the right of the vehicle V.

[0106] More specifically, the vehicle detection unit 114 acquires the recognition results of each identification mark 60a-60l of the target vehicle FV from the imaging device 11 in real time. By acquiring the recognition results of each identification mark 60a-60l in real time, the vehicle detection unit 114 can accurately detect the relative position of the target vehicle FV with respect to the vehicle V in real time based on the vehicle identification information of the target vehicle FV (shape and size of the target vehicle FV) and the mark position information embedded in each identification mark 60a-60l. For example, the cruise control device 1 can accurately detect that the target vehicle FV is traveling forward and slightly to the left of the vehicle V, or that the target vehicle FV is traveling parallel to the vehicle V and slightly ahead of the vehicle V. In this case, the relative position of the target vehicle FV may be specified, for example, by a three-dimensional coordinate position with the vehicle V as the center position. By doing so, the vehicle V can be driven relative to the target vehicle FV while maintaining an appropriate inter-vehicle distance between the vehicle V and the target vehicle FV, as shown in FIG. 10B . Also, as shown in FIG. 10C, the vehicle V can be driven autonomously so that the vehicle V can properly overtake the target vehicle FV.

[0107] Although the vehicle detection unit 114 detects the target vehicle FV based on the recognition result of the identification mark 60, the target vehicle FV may be detected by other detection means. For example, the vehicle detection unit 114 may use the in-vehicle communication device 40 to wirelessly acquire vehicle identification information of the target vehicle FV from the vehicle information transmission device 50 mounted on the target vehicle FV, and detect the target vehicle FV based on the vehicle identification information. In other words, the target vehicle FV may be in a state where it can be detected by the identification mark 60 attached to the target vehicle FV, or may be in a state where it can be detected by wireless communication with the vehicle information transmission device 50 mounted on the target vehicle FV.

[0108] The communication unit 115 receives target vehicle information including at least the position information of the target vehicle FV detected by the vehicle detection unit 114. More specifically, when the target vehicle FV is detected by the vehicle detection unit 114, the communication unit 115 starts communication with the vehicle information transmission device 50 via the network. Then, the communication unit 115 receives the position information of the target vehicle FV and information on the planned driving route from the vehicle information transmission device 50 mounted on the target vehicle FV. Note that the position information acquisition unit 501 of the vehicle information transmission device 50 acquires the "current position information" of the target vehicle FV in real time, similar to the self-position estimation unit 103 described above.

[0109] <<5. Mode Change (Autonomous Driving ⇒ Relative Driving)>> The driving mode change unit 116 changes from the "autonomous driving mode (autonomous driving control)" to the "relative driving mode (relative driving control)" when a predetermined relative driving start condition is met. Specifically, when the "autonomous driving mode" is set and autonomous driving control is being performed as shown in FIG. 10A, if the vehicle detection unit 114 detects a target vehicle FV and the communication unit 115 receives target vehicle information, the driving mode change unit 116 changes from the "autonomous driving mode" to the "relative driving mode" as shown in FIG. 10B. More specifically, when the vehicle detection unit 114 detects a leading vehicle as a "predetermined relative driving start condition," the vehicle detection unit 114 determines whether the leading vehicle is the target vehicle FV, and if it is determined that the leading vehicle is the target vehicle FV, the driving mode change unit 116 recognizes the leading vehicle as the target vehicle FV. Then, the driving mode change unit 116 changes from the "autonomous driving mode" to the "relative driving mode." In addition, if it is determined that the preceding vehicle is not the target vehicle FV, even if the preceding vehicle is detected, the "predetermined relative driving start condition" is not met, and therefore the driving mode change unit 116 will not change the mode. Here, the "target vehicle FV" is a vehicle that has a vehicle ID pre-registered by the cruise control device 1 (memory unit 100) mounted on the vehicle V and is identified by that vehicle ID. If that vehicle ID is set for the preceding vehicle, the "predetermined relative driving start condition" is met. On the other hand, if that vehicle ID is not set for the preceding vehicle, the "predetermined relative driving start condition" is not met.

[0110] In more detail, when autonomous driving control is being performed with the "autonomous driving mode" set and a target vehicle FV is detected, the driving mode change unit 116 sets the "relative driving mode" with the "autonomous driving mode" set. In other words, the driving mode change unit 116 enables the "autonomous driving mode" while changing the "relative driving mode" from an disabled state to an enabled state. At this time, the driving mode change unit 116 prioritizes and continues the "autonomous driving mode" with both modes set. In other words, the driving control unit 104 continues autonomous driving control. Then, when autonomous driving control is continuing with both modes set and target vehicle information of the target vehicle FV is obtained, the driving mode change unit 116 prioritizes and executes the "relative driving mode" with both modes set. In other words, the driving control unit 104 newly performs relative driving control. Note that if the driving mode change unit 116 is unable to obtain target vehicle information for the target vehicle FV while autonomous driving control is continuing with both modes set, i.e., if wireless communication with the vehicle information transmission device 50 mounted on the target vehicle FV is not possible, the driving mode change unit 116 returns the "relative driving mode" that was once set to an unset state. In other words, the driving mode change unit 116 returns the "relative driving mode" from an enabled state to an disabled state. At this time, since the "autonomous driving mode" remains set (enabled state), the driving control unit 104 continues to perform autonomous driving control.

[0111] <<6. Relative Driving Control>> The driving control unit 104 controls the overall ECU 31 based on the “environmental information,” “position information of vehicle V,” and “target vehicle information of target vehicle FV,” and performs “relative driving control” of vehicle V with respect to the target vehicle FV (see FIG. 10B ). Note that when performing the “relative driving control,” the driving control unit 104 controls the overall ECU 31 by further combining the “vehicle identification information of the target vehicle FV” obtained from the recognition result of the identification mark 60, thereby enabling appropriate relative driving to be performed according to the vehicle type (shape, size, driving performance, fuel efficiency, engine displacement, etc.) of the target vehicle FV.

[0112] Furthermore, the "relative driving control" performed by the driving control unit 104 is a control process that determines the position information for the vehicle V to drive on a driving trajectory drawn based on the position information of the target vehicle FV, based on the "position information of the target vehicle FV" included in the target vehicle information acquired from the target vehicle FV. In this relative driving control, control is performed to drive the vehicle V along a predetermined position information with a set inter-vehicle distance according to the driving speed of the vehicle V, on the driving trajectory of the vehicle V and the target vehicle FV, in order to ensure an appropriate inter-vehicle distance between the vehicle V and the target vehicle FV. Specifically, the driving speed acquisition unit 117 acquires the "driving information (acceleration and angular velocity)" of the vehicle V from the inertial measurement device 22, and acquires the "driving speed" of the vehicle V in real time by integrating the acceleration and angular velocity. Then, the driving control unit 104, while referring to the "inter-vehicle distance data" shown in FIG. 11 stored in the memory unit 100, identifies the position information of the vehicle V based on the position information of the target vehicle FV, and performs relative driving control to drive the vehicle V relative to the target vehicle FV based on the position information of the vehicle V and the environmental information. In this relative driving control, a process is performed to correct the position information of the vehicle V based on the "position information of the vehicle V" to correct the trajectory so that the vehicle V actually drives along the position information identified based on the position information of the target vehicle FV. In other words, the relative driving control is a process to correct the deviation (error) between the position information of the moving body that is identified based on the position information of the target vehicle FV and the position information of the moving body that is actually driving, and correct the trajectory. By this process, the driving trajectory that the vehicle V actually drove (the driving trajectory based on the position information of the vehicle V) is stored in the memory unit 100.

[0113] The "inter-vehicle distance data" shown in Figure 11 is a data table showing the correspondence between the traveling speed of vehicle V and the set inter-vehicle distance. For example, when the traveling speed (average traveling speed) of vehicle V is "80 km / h", the set inter-vehicle distance between vehicle V and target vehicle FV is set to "40 m-70 m". Note that the "inter-vehicle distance data" may also be graph data in which the traveling speed of vehicle V is on the X axis and the set inter-vehicle distance is on the Y axis, and the set inter-vehicle distance increases in proportion to the traveling speed (increases quadratically).

[0114] The traveling speed acquisition unit 117 may calculate the "traveling speed" of the vehicle V by processing the "GNSS information (GNSS correction information)" and the "acceleration and angular velocity information" using a Kalman filter. By performing this calculation, the "traveling speed" can be calculated with higher accuracy. Note that the "speed information" of the vehicle V may be acquired by newly installing a wheel speed sensor on the vehicle V and acquiring the "speed information" through the wheel speed sensor.

[0115] The driving control unit 104 performs relative driving control by maintaining a set inter-vehicle distance according to the driving speed of the vehicle V, but may also perform relative driving control of the vehicle V with respect to the target vehicle FV depending on the synchronized state of the vehicle V and the target vehicle FV (for example, a state in which when the target vehicle FV travels "1 meter," the vehicle V also travels "1 meter"). In the synchronized state, the driving control unit 104 may acquire environmental information around the vehicle V, position information of the vehicle V, and target vehicle information including the position information of the target vehicle FV in real time, and perform relative driving control by combining this information.

[0116] <<7. Mode Change (Relative Driving ⇒ Autonomous Driving)>> (When the Target Vehicle Performs a Stopping Operation) When relative driving control is being performed with the "relative driving mode" set as shown in FIG. 10B and "predetermined conditions according to the driving state" of the target vehicle FV are satisfied, the driving mode change unit 116 changes the driving mode of the vehicle V from the relative driving mode to the "autonomous driving mode." Then, the driving control unit 104 performs autonomous driving control of the driving of the vehicle V in the "autonomous driving mode" as shown in FIG. 10C. The "predetermined conditions according to the driving state" refers to a case where it is detected from the behavior of the target vehicle FV that the vehicle V needs to overtake the target vehicle FV or that the vehicle V needs to travel a different route from the target vehicle FV in order to drive efficiently. The "predetermined conditions according to the driving state" refers to a case where it is detected from the behavior of the target vehicle FV that the target vehicle FV has performed a stopping operation or started a stopping operation on the side of the road (shoulder strip) while traveling. Furthermore, the "predetermined condition according to the driving state" refers to, for example, a case where it is detected from the behavior of the target vehicle FV that the target vehicle FV has started to drive on a route different from the planned driving route (specifically, a route toward a rest area). In other words, the "predetermined condition according to the driving state" can also be rephrased as a "relative driving cancellation condition" for canceling the relative driving control of the vehicle V. The following description will be given assuming that the target vehicle FV stops at the side of the road while driving, as shown in FIG. 10C.

[0117] When relative driving control of the vehicle V is being performed with the "relative driving mode" set as shown in FIG. 10B , the environmental information acquisition unit 101 detects that the target vehicle FV has stopped at the side of the road (started a stopping operation) as detection information related to the driving state of the target vehicle FV. Then, the driving mode change unit 116 determines that a predetermined condition corresponding to the driving state of the target vehicle FV is met when it is detected that the target vehicle FV has stopped at the side of the road based on the detection result by the environmental information acquisition unit 101. Then, based on determining that the predetermined condition is met, the driving mode change unit 116 changes the driving mode of the vehicle V from the "relative driving mode" to the "autonomous driving mode." Then, the driving control unit 104 performs autonomous driving control of the vehicle V in the "autonomous driving mode." Specifically, while grasping driving environment information around the vehicle V, autonomous driving control of the vehicle V is performed so as to overtake the target vehicle FV as shown in FIG. 10C . Furthermore, since the "autonomous driving mode" always remains set (enabled), the driving control unit 104 can smoothly transition from relative driving control to autonomous driving control for the driving control of the vehicle V.

[0118] (When the Target Vehicles Separate at a Branch Point) In addition to the above conditions, when a predetermined condition according to the planned driving route of the target vehicle FV is satisfied while relative driving control is being performed with the "relative driving mode" set, the driving mode change unit 116 changes the driving mode of the vehicle V from the relative driving mode to the "autonomous driving mode." Then, the driving control unit 104 performs autonomous driving control of the vehicle V in the "autonomous driving mode." The "predetermined condition according to the planned driving route" is when it is detected that the planned driving route of the target vehicle FV no longer matches the planned driving route of the vehicle V. For example, it is assumed that the planned driving route of the target vehicle FV has been acquired in advance and the planned driving route no longer matches the planned driving route of the vehicle V, or that the planned driving route of the target vehicle FV has been changed and the changed planned driving route of the target vehicle FV no longer matches the planned driving route of the vehicle V. The following description will be given assuming a case where the target vehicle FV and the vehicle V separate at a branch point.

[0119] The communication unit 115 receives "target vehicle information" including location information of the target vehicle FV and information on the planned driving route of the target vehicle FV from the vehicle information transmission device 50. Then, when relative driving control of the vehicle V is being performed with the "relative driving mode" set as shown in FIG. 10B , the driving mode change unit 116 determines that the "predetermined condition according to the driving state" is met if it is detected that the planned driving routes of both vehicles no longer match based on the target vehicle information obtained by the communication unit 115. Then, the driving mode change unit 116 changes the driving mode of the vehicle V from the relative driving mode to the "autonomous driving mode." Then, the driving control unit 104 performs autonomous driving control of the vehicle V in the "autonomous driving mode." Specifically, the vehicle V separates from the target vehicle FV at a predetermined branch point and starts autonomous driving control of the vehicle V.

[0120] The above configuration realizes a driving control device 1 that enables the vehicle V to travel relative to the target vehicle FV and, as necessary, changes the driving state of the vehicle V. Furthermore, by using the driving control device 1, it is possible to receive position information of the target vehicle FV in real time and switch between "autonomous driving control" and "relative driving control" depending on the behavior (changes in driving state) of the target vehicle FV.

[0121] <<8. Remote Driving Control>> Next, the "remote driving control" of the vehicle V will be described. The image processing unit 118 acquires external image data of the vehicle V from each of the multiple image capture devices 11a-11i and creates a composite image (composite image data) by combining the respective external images based on predetermined layout information. By generating the composite image by combining multiple external images and transmitting the generated composite image data from the image processing unit 118 to the remote control device 70, data communication costs can be reduced compared to when multiple external image data are transmitted to the remote control device 70 individually.

[0122] The communication unit 115 uses the in-vehicle communication device 40 to transmit and receive data between the driving control device 1 and the remote control device 70. Specifically, the communication unit 115 transmits, to the remote control device 70, the "environmental information" obtained by the environmental information acquisition unit 101 and the "current position information" obtained by the self-position estimation unit 103 as information necessary for "remote driving" of the vehicle V. The communication unit 115 also receives "driving operation information" of the vehicle V from the remote control device 70, which has accepted user input by an operator. The driving control unit 104 controls the integrated ECU 31 based on the "driving operation information" of the vehicle V obtained from the remote control device 70, and performs "remote driving control" of the vehicle V.

[0123] The above configuration makes it possible to realize a driving control device 1 that can perform "remote driving control," in which an operator remotely controls and drives the vehicle V. Therefore, it is also possible to switch between "remote driving control" and "relative driving control" depending on the behavior of the target vehicle FV. When switching from "remote driving control" to "relative driving control," the operator is relieved from the task of remotely driving the vehicle V.

[0124] <Cruise Control Method (Movement Control Method)> Next, an example of the processing of a cruise control program (cruise control method) executed by the cruise control system S will be described with reference to FIGS. 12 to 15 . The program according to this embodiment is a program for realizing the functional components of the cruise control device 1. Specifically, the cruise control program is a program for realizing the functions of the above-mentioned environmental information acquisition unit 101, cruise information acquisition unit 102, self-position estimation unit 103, cruise control unit 104, reference point identification unit 105, reference point recording unit 106, map creation unit 107, recognition unit 108, estimation mode switching unit 109, detection unit 110, position error measurement unit 111, corrected path setting unit 112, traveling direction recognition unit 113, vehicle detection unit 114, communication unit 115, driving mode change unit 116, traveling speed acquisition unit 117, and image processing unit 118, which are functional components of the cruise control device 1 equipped with the storage unit 100. The CPU (processor) of the driving control device 1 executes this driving control program. The program is executed upon receiving an operation instruction from a user (specifically, the driver of the vehicle V or an external operator).

[0125] FIG. 12 is a diagram showing the flow of processing performed in the cruise control device 1, and is a diagram showing the processing flow of a cruise control method (1) related to estimation of the vehicle's own position.

[0126] In the driving control flow (1) shown in FIG. 12, first, the driving control device 1 starts the process of estimating the vehicle's position when the vehicle V starts driving (step 1 (S1)).

[0127] In step 2, the self-position estimation unit 103 (reception determination unit 103d) determines whether or not it is possible to receive "GNSS information" from the vehicle V in real time. If it is determined that "GNSS information" can be received (Yes in step 2), the process proceeds to step 3. In step 3, the first position estimation unit 103a acquires "GNSS information" necessary for stand-alone positioning and calculates the "absolute position" of the vehicle V by stand-alone positioning. On the other hand, if it is determined that "GNSS information" cannot be received (No in step 2), the process proceeds to step 7.

[0128] Following step 3, in step 4, the first position estimation unit 103a estimates the current position of the vehicle V based on the "absolute position" of the vehicle V. Then, in step 5, the driving control unit 104 controls the driving of the vehicle V while estimating the current position of the vehicle V. Then, in step 6, if the vehicle V has arrived at the destination position (Yes in step 6), the driving control device 1 ends the estimation of its own position and driving control. On the other hand, if the vehicle V has not arrived at the destination position (No in step 6), the process returns to step 2.

[0129] On the other hand, in step 7, the reception determination unit 103d determines whether or not "environmental information" around the vehicle V can be received in real time. If it is determined that "environmental information" can be received (Yes in step 7), the process proceeds to step 8, where the second position estimation unit 103b acquires "environmental information" about the vehicle V. Then, after step 8, the process proceeds to step 4. In step 4, the second position estimation unit 103b estimates the current position of the vehicle V based on the "environmental information" about the vehicle V. Then, after step 4, the process proceeds to step 5, where the driving control unit 104 controls the driving of the vehicle V while estimating the current position of the vehicle V. Next, the process proceeds to step 6. If the vehicle V has arrived at the destination position (Yes in step 6), the driving control device 1 ends estimation of its own position and driving control. On the other hand, if it is determined in step 7 that "environmental information" cannot be acquired (No in step 7), the process proceeds to step 9.

[0130] In step 9, the reception determination unit 103d determines whether or not it is possible to receive "travel information" from the vehicle V in real time. If the reception determination unit 103d determines that it is possible to receive "travel information" (Yes in step 9), the process proceeds to step 10. In step 10, the third position estimation unit 103c acquires "travel information" from the vehicle V. Then, after step 10, the process proceeds to step 4. In step 4, the third position estimation unit 103c estimates the current position of the vehicle V based on the "travel information" from the vehicle V. Then, after step 4, the process proceeds to step 5, where the travel control unit 104 controls the travel of the vehicle V while estimating the current position of the vehicle V. Subsequently, in step 6, if the vehicle V has arrived at the destination position (Yes in step 6), the travel control device 1 ends estimation of its own position and travel control. On the other hand, if it is determined in step 9 that it is not possible to acquire "travel information" (No in step 9), the travel control device 1 ends estimation of its own position and travel control. After passing through the above step 1-10, the processing flow of the driving control method (1) shown in FIG. 12 is completed.

[0131] Next, the processing flow of the cruise control method (2) for estimating the vehicle's own position using map information will be described with reference to Fig. 13. Fig. 13 is a diagram showing the processing flow of the cruise control method (2) for estimating the vehicle's own position using map information. In the flow of Fig. 13, first, the cruise control device 1 starts the cruise control processing when the vehicle V starts traveling (step 101 (S101)).

[0132] In step 102, the self-position estimation unit 103 estimates the self-position of the vehicle V in the "first estimation mode" based on the GNSS information. Then, the driving control unit 104 controls the driving of the vehicle V based on the map information and the "position information (current position)" of the vehicle V.

[0133] Next, in step 103, the recognition unit 108 recognizes that the vehicle V has reached a first reference point (entrance reference point) using map information while the vehicle V is traveling along a predetermined planned traveling route. Then, in step 104, the estimation mode switching unit 109 switches the estimation mode at the first reference point. Specifically, the estimation mode switching unit 109 switches from a "first estimation mode" based on GNSS information to a "second estimation mode" based on environmental information. Then, in step 105, the self-position estimation unit 103 estimates the current position of the vehicle V using the "second estimation mode" set by the estimation mode switching unit 109. Then, the traveling control unit 104 controls the traveling of the vehicle V based on the map information and the "position information" of the vehicle V. Note that the estimation mode switching unit 109 may also switch from the "first estimation mode" to a "third estimation mode" based on traveling information.

[0134] In step 106, the recognition unit 108 recognizes that the vehicle V has reached a second reference point (exit reference point) using map information while the vehicle V is traveling along a predetermined planned traveling route. Then, in step 107, the estimation mode switching unit 109 switches the estimation mode at the second reference point. Specifically, the estimation mode switching unit 109 switches from the "second estimation mode" back to the "first estimation mode." Then, in step 108, the self-position estimation unit 103 estimates the current position of the vehicle V using the "first estimation mode" set by the estimation mode switching unit 109. Then, the traveling control unit 104 controls the traveling of the vehicle V based on the map information and the "position information" of the vehicle V.

[0135] Finally, if the vehicle V has arrived at the destination position in step 109 (Yes in step 109), the cruise control device 1 ends the cruise control of the vehicle V. If the vehicle V has not arrived at the destination position (No in step 109), the process returns to step 102. After steps 101-109, the process flow of the cruise control method (2) shown in FIG. 13 ends.

[0136] Next, the processing flow of the driving control method (3) based on the traveling direction will be described with reference to Fig. 14. Fig. 14 is a diagram showing the processing flow of the driving control method (3) based on the traveling direction. In the flow of Fig. 14, first, the driving control device 1 starts the driving control processing when the vehicle V starts traveling (step 201 (S201)).

[0137] In step 202, the self-position estimation unit 103 estimates the self-position of the vehicle V based on a predetermined estimation state (first estimation state or second estimation state). Then, the driving control unit 104 controls the driving of the vehicle V based on the “position information (current position)” of the vehicle V.

[0138] Next, in step 203, the self-location estimation unit 103 changes the estimated state of the self-location in response to changes in the external environment of the vehicle V while the vehicle V is traveling. Then, in step 204, the traveling direction recognition unit 113 recognizes the "traveling direction" of the vehicle V based on the manner in which the estimated state has changed. In other words, the traveling direction recognition unit 113 recognizes the "traveling direction" of the vehicle V based on the manner in which the information used to estimate the self-location (GNSS information, environmental information, and traveling information) has changed. Specifically, when the self-location estimation unit 103 changes the "first estimated state" to the "second estimated state," the traveling direction recognition unit 113 recognizes the traveling direction of the vehicle V as the "first traveling direction" (see FIG. 8 ). More specifically, when the "first estimated state" is changed to the "second estimated state," the traveling direction recognition unit 113 recognizes the "first traveling direction" at the timing when the self-location estimation unit 103 starts estimating the current position of the vehicle V based on the "environmental information."

[0139] Following step 204, in step 205, the reference point identification unit 105 identifies the change position (switching position) of the estimation state as a reference point. Specifically, when the "first estimated state" is changed to the "second estimated state" and the "first traveling direction" is recognized, the reference point identification unit 105 identifies, as a "first reference point," the position where the self-position estimation unit 103 starts estimating the self-position of the vehicle V based on the "environmental information."

[0140] Next, in step 206, the self-position estimation unit 103 estimates the self-position of the vehicle V based on the changed estimated state. Then, the driving control unit 104 controls the driving of the vehicle V based on the "position information (current position)" of the vehicle V.

[0141] Finally, in step 207, if the vehicle V has arrived at the destination position (Yes in step 207), the cruise control device 1 ends cruise control of the vehicle V. On the other hand, if the vehicle V has not arrived at the destination position (No in step 207), the process returns to step 202. After the processes in steps 201-207, the process flow of the cruise control method (3) shown in FIG. 14 ends.

[0142] Next, the processing flow of the driving control method (4) related to changing the driving mode will be described with reference to FIG. 15 . FIG. 15 is a diagram showing the processing flow of the driving control method (4) related to changing the driving mode. In the flow of FIG. 15 , first, the driving control device 1 sets the "autonomous driving mode" when the host vehicle V starts driving (step 301 (S301)). Note that the driving control device 1 may set the "remotely operated driving mode" instead of the "autonomous driving mode." If the "remotely operated driving mode" is set, the driving control unit 104 will perform remotely operated driving control of the host vehicle V in step 303 described below.

[0143] Next, in step 302, the environmental information acquisition unit 101 starts acquiring "environmental information" around the host vehicle V, and the self-position estimation unit 103 starts acquiring "position information of the host vehicle V." Then, in step 303, the driving control unit 104 controls the integrated ECU 31 based on the environmental information and the position information of the host vehicle V, and performs "autonomous driving control" of the host vehicle V (see FIG. 10A).

[0144] Next, in step 304, the vehicle detection unit 114 detects whether a predetermined leading vehicle is a target vehicle FV to be followed on the planned driving route of the host vehicle V. Specifically, the vehicle detection unit 114 determines whether the leading vehicle is a target vehicle FV based on the recognition result of the identification mark 60 of the predetermined leading vehicle recognized by the imaging device 11, and based on the above-mentioned predetermined relative driving start condition. If the vehicle detection unit 114 determines that the leading vehicle is a target vehicle FV by satisfying the predetermined relative driving start condition (Yes in step 304), the process proceeds to step 305. On the other hand, if the vehicle detection unit 114 does not satisfy the predetermined relative driving start condition and does not determine that the leading vehicle is a target vehicle FV (No in step 304), the process returns to step 302. In other words, the autonomous driving control in the "autonomous driving mode" is continued.

[0145] If the answer is Yes in step 304, then in step 305, the driving mode change unit 116 sets the "relative driving mode" while the "autonomous driving mode" is set. In other words, the "relative driving mode" is changed from an invalid state to an valid state while the "autonomous driving mode" of the host vehicle V is kept valid.

[0146] Next, in step 306, the communication unit 115 attempts to receive "target vehicle information" including "location information of the target vehicle FV" detected by the vehicle detection unit 114. In detail, the communication unit 115 starts communication with the vehicle information transmission device 50 mounted on the target vehicle FV via the network, and attempts to receive location information of the target vehicle FV from the vehicle information transmission device 50.

[0147] If the communication unit 115 receives position information of the target vehicle FV from the target vehicle FV (Yes in step 306), the process proceeds to step 307. In step 307, the driving control unit 104 controls the integrated ECU 31 based on the "environmental information," "position information of the target vehicle V," and "target vehicle information of the target vehicle FV," and performs "relative driving control" of the target vehicle FV with respect to the target vehicle FV (see FIG. 10B). On the other hand, if the communication unit 115 does not receive position information of the target vehicle FV (No in step 306), the process proceeds to step 308. In step 308, with the "autonomous driving mode" set, the driving mode change unit 116 changes the "relative driving mode" of the target vehicle V from an enabled state to an disabled state, and cancels the relative driving mode. Then, the process returns to step 302.

[0148] On the other hand, following step 307, in step 309, the driving mode change unit 116 determines whether the target vehicle FV has satisfied the "predetermined conditions" when relative driving control is being performed with the "relative driving mode" set. Specifically, the driving mode change unit 116 determines whether the target vehicle FV has satisfied the "predetermined conditions according to the driving state" or whether the target vehicle FV has satisfied the "predetermined conditions according to the planned driving route." Note that the driving mode change unit 116 determines that the target vehicle FV has satisfied the "predetermined conditions" when it determines that either the "predetermined conditions according to the driving state" or the "predetermined conditions according to the planned driving route" of the target vehicle FV has been satisfied.

[0149] If it is determined that the target vehicle FV satisfies the "predetermined condition" (Yes in step 309), the process proceeds to step 310. In step 310, the driving mode change unit 116 changes the "relative driving mode" of the host vehicle V from an enabled state to an disabled state, thereby canceling the relative driving mode. Then, in step 311, the driving control unit 104 performs autonomous driving control of the host vehicle V in the "autonomous driving mode" as shown in FIG. 10C. For example, if the "predetermined condition according to the driving state" is met by detecting that the target vehicle FV has stopped while driving, the driving mode change unit 116 cancels the "relative driving mode" of the host vehicle V, and the driving control unit 104 switches from relative driving control to autonomous driving control to perform autonomous driving control of the host vehicle V. On the other hand, if it is determined that the target vehicle FV does not satisfy the "predetermined condition" (No in step 309), the process returns to step 307.

[0150] Finally, following the processing of step 311, in step 312, it is determined whether or not the host vehicle V has arrived at the destination position. If it is determined that the host vehicle V has arrived at the destination (Yes in step 312), the cruise control device 1 ends the driving control of the host vehicle V and ends the processing of Figure 15. Also, if it is determined that the autonomous driving control in the autonomous driving mode should be ended (Yes in step 312), the cruise control device 1 ends the driving control of the host vehicle V and ends the processing of Figure 15. On the other hand, if the cruise control device 1 continues to perform driving control of the host vehicle V, that is, if it is determined that the host vehicle V has not arrived at the destination position (No in step 312), the processing returns to step 302.

[0151] The above-described driving control program enables the current position of a traveling vehicle to be estimated more accurately. It also enables the vehicle V to travel relative to the target vehicle FV and changes the driving state of the vehicle V as needed.

[0152] <Other Embodiments> In the above embodiment, a driving control program is stored on a recording medium readable by the driving control device 1, and processing is performed by the driving control device 1 reading and executing the program. Here, recording media readable by the driving control device 1 refer to magnetic disks, magneto-optical disks, CD-ROMs, DVD-ROMs, semiconductor memories, etc. Alternatively, the driving control program may be executed on a web browser by starting dedicated software using a terminal (mobile terminal) that serves as the driving control device 1.

[0153] In the above embodiment, a driving control device, a driving control method, and a driving control program according to the present disclosure have been mainly described. However, the above embodiment is merely an example for facilitating understanding of the present disclosure and does not limit the present disclosure. The present disclosure may be modified or improved without departing from the spirit thereof, and of course, the present disclosure includes equivalents thereof.

[0154] The present disclosure includes the following aspects: (1) A mobile control device that controls movement of a mobile body, comprising: a self-position estimation unit that acquires GNSS information through a GNSS receiver mounted on the mobile body and estimates a current position of the mobile body based on the GNSS information, an environmental information acquisition unit that acquires environmental information around the mobile body through a first sensor mounted on the mobile body, and a movement information acquisition unit that acquires movement information of the mobile body through a second sensor mounted on the mobile body, wherein the self-position estimation unit estimates the current position of the mobile body based on the environmental information acquired by the environmental information acquisition unit when the GNSS information cannot be acquired, and estimates the current position of the mobile body based on the movement information acquired by the movement information acquisition unit when the GNSS information and the environmental information cannot be acquired. (2) The mobile control device according to (1), comprising: a reference point identification unit that identifies, as a reference point, a position where, due to movement of the mobile body, a state in which the self-position estimation unit estimates the current position of the mobile body based on the GNSS information has changed to a state in which the self-position estimation unit estimates the current position of the mobile body based on the environmental information, and a reference point recording unit that records information of the reference point identified by the reference point identification unit. (3) The mobile control device according to (2), comprising: an estimation mode switching unit that, when the mobile body reaches the reference point recorded by the reference point recording unit, switches from a first estimation mode in which the self-position estimation unit estimates the current position of the mobile body at the reference point based on the GNSS information to a second estimation mode in which the self-position estimation unit estimates the current position of the mobile body based on the environmental information,(4) A mobile control device according to (3), comprising: a map creation unit that creates map information including information on the reference point based on history information of the reference point recorded by the reference point recording unit, or updates the map information; and a detection unit that detects, based on the map information created or updated by the map creation unit, that the moving body has arrived within a certain distance from the reference point included in the map information, wherein the estimation mode switching unit makes preparations to switch the estimation mode at the reference point when the detection unit detects the moving body. (5) The mobile control device according to any one of (1) to (4), wherein the mobile control device controls movement of the mobile body along a predetermined planned movement route, and includes: a position error measurement unit that, when the self-position estimation unit is switched from a third estimation mode in which it estimates the current position of the mobile body based on the movement information to a first estimation mode in which it estimates the current position of the mobile body based on the GNSS information, measures a position error between the current position of the mobile body estimated in the third estimation mode and the current position of the mobile body estimated in the first estimation mode; and a correction route setting unit that sets a movement correction route to lead the mobile body to the planned movement route based on the position error measured by the position error measurement unit.(6) When the self-location estimation unit is switched from a third estimation mode in which the current location of the moving object is estimated based on the movement information to the first estimation mode, the reference point identification unit identifies the location where the estimation mode is changed from the third estimation mode to the first estimation mode as another reference point; the reference point recording unit records information of the other reference point; when the moving object reaches the other reference point, the estimation mode switching unit switches from the third estimation mode to the first estimation mode at the other reference point; the movement control device controls the movement of the moving object along a predetermined planned movement route; and when the estimation mode switching unit switches from the third estimation mode to the first estimation mode at the other reference point, a position error measurement unit measures a position error between the current location of the moving object estimated in the third estimation mode and the current location of the moving object estimated in the first estimation mode. and a corrected path setting unit that sets a corrected movement path to lead the moving object to the planned movement path based on the position error measured at the other reference point. (7) A movement control method executed by a computer that controls movement of a moving object, wherein the computer executes the following: acquiring GNSS information through a GNSS receiver mounted on the moving object and estimating a current position of the moving object based on the GNSS information, acquiring environmental information around the moving object through a first sensor mounted on the moving object, and acquiring movement information of the moving object through a second sensor mounted on the moving object, wherein, in estimating the current position of the moving object, if the GNSS information cannot be acquired, estimating the current position of the moving object based on the environmental information, and if the GNSS information and the environmental information cannot be acquired, estimating the current position of the moving object based on the movement information.(8) A movement control program that causes a computer as a movement control device that controls the movement of a moving body to execute the following processes: acquiring GNSS information through a GNSS receiver mounted on the moving body and estimating the current position of the moving body based on the GNSS information; acquiring environmental information around the moving body through a first sensor mounted on the moving body; and acquiring movement information of the moving body through a second sensor mounted on the moving body; wherein in the process of estimating the current position of the moving body, if the GNSS information cannot be acquired, the current position of the moving body is estimated based on the environmental information; and if the GNSS information and the environmental information cannot be acquired, the current position of the moving body is estimated based on the movement information.

[0155] This application is based on Japanese Patent Application No. 2023-108895, filed on June 30, 2023, the contents of which are incorporated herein by reference.

Claims

1. A mobile control device that controls the movement of a moving body, comprising: a self-position estimation unit that acquires GNSS information through a GNSS receiver mounted on the moving body and estimates a current position of the moving body based on the GNSS information; an environmental information acquisition unit that acquires environmental information around the moving body through a first sensor mounted on the moving body; and a movement information acquisition unit that acquires movement information of the moving body through a second sensor mounted on the moving body, wherein the self-position estimation unit: when the GNSS information cannot be acquired, estimates the current position of the moving body based on the environmental information acquired by the environmental information acquisition unit; and when the GNSS information and the environmental information cannot be acquired, estimates the current position of the moving body based on the movement information acquired by the movement information acquisition unit.

2. A mobile control device as described in claim 1, comprising: a reference point identification unit that identifies, as a reference point, a position where, due to movement of the mobile body, the self-location estimation unit has changed from a state in which it estimates the current position of the mobile body based on the GNSS information to a state in which the self-location estimation unit estimates the current position of the mobile body based on the environmental information; and a reference point recording unit that records information of the reference point identified by the reference point identification unit.

3. A mobile control device as described in claim 2, comprising an estimation mode switching unit that switches, when the moving body reaches the reference point recorded by the reference point recording unit, from a first estimation mode in which the self-position estimation unit estimates the current position of the moving body at the reference point based on the GNSS information to a second estimation mode in which the self-position estimation unit estimates the current position of the moving body based on the environmental information, wherein the self-position estimation unit estimates the current position of the moving body using the estimation mode switched by the estimation mode switching unit.

4. A mobile control device as described in claim 3, comprising: a map creation unit that creates map information including information on the reference point based on historical information of the reference point recorded by the reference point recording unit, or updates the map information; and a detection unit that detects that the moving body has arrived within a certain distance from the reference point included in the map information based on the map information created or updated by the map creation unit, wherein the estimation mode switching unit makes preparations for switching the estimation mode at the reference point when the detection unit detects the moving body.

5. The mobile control device according to claim 1, further comprising: a position error measuring unit that, when the self-location estimation unit is changed from a third estimation mode in which it estimates the current position of the mobile body based on the movement information to a first estimation mode in which it estimates the current position of the mobile body based on the GNSS information, measures a position error between the current position of the mobile body estimated in the third estimation mode and the current position of the mobile body estimated in the first estimation mode; and a correction path setting unit that sets a movement correction path to lead the mobile body to the planned movement path based on the position error measured by the position error measuring unit.

6. A mobile control device as described in claim 3 or 4, wherein when the self-position estimation unit is changed from a third estimation mode in which the current position of the moving body is estimated based on the movement information to the first estimation mode, the reference point identification unit identifies the position changed from the third estimation mode to the first estimation mode as another reference point, the reference point recording unit records information of the other reference point, and the estimation mode switching unit switches from the third estimation mode to the first estimation mode at the other reference point when the moving body reaches the other reference point, and the mobile control device controls the movement of the moving body along a predetermined planned movement path, and when the estimation mode switching unit switches from the third estimation mode to the first estimation mode at the other reference point, the mobile control device comprises: a position error measuring unit that measures a position error between the current position of the moving body estimated in the third estimation mode and the current position of the moving body estimated in the first estimation mode when the estimation mode switching unit switches from the third estimation mode to the first estimation mode at the other reference point, and a correction path setting unit that sets a movement correction path to lead the moving body to the planned movement path based on the position error measured at the other reference point.

7. A mobility control method executed by a computer that controls the movement of a moving body, wherein the computer executes the following: acquiring GNSS information through a GNSS receiver mounted on the moving body, and estimating a current position of the moving body based on the GNSS information; acquiring environmental information around the moving body through a first sensor mounted on the moving body; and acquiring movement information of the moving body through a second sensor mounted on the moving body, wherein, in estimating the current position of the moving body, if the GNSS information cannot be acquired, the current position of the moving body is estimated based on the environmental information; and if the GNSS information and the environmental information cannot be acquired, the current position of the moving body is estimated based on the movement information.

8. A mobility control program that causes a computer as a mobility control device that controls the movement of a mobile body to execute the following processes: acquiring GNSS information through a GNSS receiver mounted on the mobile body, and estimating a current position of the mobile body based on the GNSS information; acquiring environmental information around the mobile body through a first sensor mounted on the mobile body; and acquiring movement information of the mobile body through a second sensor mounted on the mobile body, wherein in the process of estimating the current position of the mobile body, if the GNSS information cannot be acquired, the current position of the mobile body is estimated based on the environmental information, and if the GNSS information and the environmental information cannot be acquired, the current position of the mobile body is estimated based on the movement information.

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