Automatic driving assistance method and automatic driving assistance device

Abstract

Provided is an automatic driving assistance method for assisting in driving a vehicle (10) that travels by automatic driving using a computer, said automatic driving assistance method comprising: a following vehicle monitoring step for monitoring a following vehicle (80) using a surroundings detection sensor (111); and a request step for transmitting, to a control device (20), stuck state information requesting intervention in the vehicle (10), on the basis of a prescribed event related to the traveling of the following vehicle (80) when the vehicle (10) stops or decelerates.

Description

Autonomous driving assistance method and automatic driving assistance device

[0001] The present invention relates to an automatic driving assistance method and an automatic driving assistance device for assisting automatic driving.

[0002] As a system for assisting autonomous driving, for example, a system in which a controller assists an autonomously driving vehicle when the autonomously driving vehicle satisfies predetermined conditions is known (see, for example, Patent Document 1). The system in Patent Document 1 is a remote control system including a vehicle and multiple control centers. In this system, spot areas are defined as, for example, highway interchanges, toll booths, parking lot entrances and exits, and areas prone to congestion, and control sensors are assigned to each spot area. When an autonomously driving vehicle enters a spot area, the vehicle transmits a remote control request. The remote control device of the control center receives the remote control request and determines the operator (controller) responsible for the vehicle, and the operator remotely controls the vehicle. Then, when the vehicle leaves the spot area, the vehicle returns to autonomous driving.

[0003] Japanese Patent Application Laid-Open No. 2017-147626

[0004] In the above-described remote control system, the area where the controller performs intervention operations such as monitoring and remote control of the vehicle is limited to a specific spot area, thereby reducing the burden on the controller. However, as autonomous driving advances and the range of response scenarios expands, controllers will need to perform intervention operations in many areas. In this case, the burden on the controller increases, reducing work efficiency, or requiring additional controllers or expansion of control centers, resulting in inefficiency. Furthermore, when an autonomously driven vehicle enters a spot area, a controller at the control center is assigned to be in charge of the vehicle. The assigned controller must continue remotely operating or monitoring the vehicle even if there are no problems with the vehicle's operation, which also increases the burden on the controller. As described above, there is a demand for further reduction in the burden on controllers monitoring autonomous driving and further improvement in work efficiency. The present invention aims to provide an autonomous driving assistance method and an autonomous driving assistance device that can reduce the burden on controllers monitoring autonomous driving and further improve work efficiency.

[0005] The autonomous driving assistance method disclosed herein includes a following monitoring step of monitoring a following vehicle using a rear detection sensor, and a request step of transmitting stuck information to a control device requesting intervention in the vehicle based on a predetermined driving event of the following vehicle when the vehicle stops or decelerates. This eliminates the need for a controller to continuously monitor the vehicle, reducing the burden on the controller and improving work efficiency.

[0006] 1 is a schematic configuration diagram showing an automatic driving assistance system according to an embodiment of the present disclosure. FIG. 2 is a block diagram showing a schematic configuration of a vehicle according to this embodiment. FIG. 3 is a diagram showing an example of estimated value reference information in which added values ​​for events according to this embodiment are recorded. FIG. 4 is a diagram explaining overtaking according to this embodiment. FIG. 5 is a diagram explaining overtaking according to this embodiment. FIG. 6 is a block diagram showing a schematic configuration of a control device 20 provided in a control center 2 according to this embodiment. FIG. 7 is a flowchart showing processing in a vehicle in the automatic driving assistance method according to this embodiment. FIG. 8 is a flowchart showing processing in a control device in the automatic driving assistance method according to this embodiment. FIG. 9 is a flowchart showing processing in a vehicle in the automatic driving assistance method according to this embodiment. FIG. 10 is a diagram showing changes in estimated values ​​in this embodiment and a comparative example. FIG. 11 is a block diagram showing a schematic configuration of a vehicle according to Modification 3. FIG. 12 is a flowchart showing processing in a vehicle in the automatic driving assistance method according to Modification 3.

[0007] An automated driving assistance system and an automated driving assistance method according to an embodiment of the present invention will be described below. Fig. 1 is a schematic diagram showing the configuration of the automated driving assistance system according to the present embodiment. As shown in Fig. 1, the automated driving assistance system 1 according to the present embodiment is a system in which a vehicle 10 and a control device 20 are connected to each other so as to be able to communicate with each other via a wireless communication line such as the Internet.

[0008] First, an overview of an automated driving assistance system 1 according to this embodiment will be described. In the automated driving assistance system 1, a vehicle 10 is an automated vehicle equipped with a controller 16 configured by a computer and configured to be capable of automated driving under control of the controller 16. The automated driving of the vehicle 10 is implemented by detecting surrounding objects using a surrounding detection sensor 111 and setting a route to avoid collisions with the surrounding objects. For example, the route along which the vehicle 10 will travel is set based on lane markings detected by the surrounding detection sensor 111, and when a leading vehicle is detected, the vehicle 10 is caused to follow the leading vehicle while maintaining a fixed distance from the leading vehicle.

[0009] In such automated driving, the vehicle 10 may stop or decelerate for a long period of time even though no system abnormality has occurred in the vehicle 10. This state is hereinafter referred to as "stuck." There are various reasons for a stuck state, such as when the controller 16 of the vehicle 10 mistakenly identifies a parked vehicle as a preceding vehicle stopped at a traffic light or when an obstacle is detected on the road. In such a case, the vehicle 10 transmits an intervention request (hereinafter referred to as "stuck information") to the control device 20, requesting intervention in driving control. Based on the received stuck information, the control device 20 of the control center 2 then performs an intervention operation on the stuck vehicle 10. Here, the intervention operation in the present disclosure refers to a controller at the control center operating the control device 20 to remotely drive the automated driving vehicle 10, or to the controller operating the control device 20 to transmit information such as a warning or guidance to the automated driving vehicle 10.

[0010] However, if the stuck information is transmitted after a predetermined time has elapsed since the vehicle 10 stopped, there will be a delay before the controller can confirm the stuck information. If the vehicle 10 stops for a long period of time, traffic flow will be disrupted. Therefore, if the vehicle 10 is stuck due to an inappropriate stopping or deceleration of the vehicle 10, which requires the intervention of a controller, the stuck information must be transmitted to the control device 20 more quickly. Therefore, the vehicle 10 of this embodiment detects not only the stopping of the vehicle 10 but also specific events related to the driving of the following vehicle, thereby estimating whether the stuck situation requires the intervention of a controller and transmitting the stuck information requiring the intervention of a controller to the control device 20 more quickly. The following describes in detail the automated driving assistance system 1 and the automated driving assistance method.

[0011] [Configuration of Vehicle 10] FIG. 2 is a block diagram showing a schematic configuration of the vehicle 10. As described above, the vehicle 10 is an autonomous vehicle capable of autonomous driving, and is equipped with the autonomous driving assistance device of the present disclosure. As shown in FIG. 2 , the vehicle 10 includes a sensor group 11, a navigation device 12, a driving drive unit 13, a driving control unit 14, a communication unit 15, and a controller 16. The sensor group 11 is composed of various sensors that measure the state of the vehicle 10 and its surroundings. The sensor group 11 includes, for example, a surrounding detection sensor 111, a position detection sensor 112, a driving detection sensor 113, and the like. The surrounding detection sensor 111 is a sensor that detects objects around the vehicle, for example, objects within a predetermined distance range around the vehicle. Examples of objects to be detected include vehicles around the vehicle, road markings, signs, traffic lights, and obstacles on the road that may obstruct driving. Furthermore, the range of objects detected by the perimeter detection sensor 111 includes not only the area in front of the vehicle 10 but also the area from the rear of the vehicle to the sides of the vehicle 10. That is, the perimeter detection sensor 111 also functions as a rear detection sensor of the present disclosure. As a result, the perimeter detection sensor 111 can detect a following vehicle traveling behind the vehicle 10, and can also track the traveling trajectory of the following vehicle when the following vehicle passes the side of the vehicle 10 and travels ahead of the vehicle 10. Furthermore, by detecting road markings, it is possible to detect from the traveling trajectory of the following vehicle whether the following vehicle has overtaken or passed another vehicle using an adjacent lane, or whether the following vehicle has overtaken or passed another vehicle using a portion of the adjacent lane (the boundary between the lane in which the vehicle is traveling and the adjacent lane). Furthermore, it is possible to detect whether the adjacent lane is a lane in which the vehicle can travel in the same direction as the vehicle or a lane in the opposite direction to the vehicle, based on the color of the markings (e.g., yellow or white). The specific configuration of the surroundings detection sensor 111 is not particularly limited, but for example, a general imaging camera, laser radar, millimeter wave radar, etc. can be used.

[0012] The position detection sensor 112 is a sensor that detects the current position of the vehicle. An example of the position detection sensor 112 is a receiver that receives satellite signals from a Global Navigation Satellite System (GNSS) to determine the current position.

[0013] The travel detection sensor 113 detects various information related to the travel of the vehicle. For example, the travel detection sensor 113 includes a vehicle speed sensor, an acceleration sensor, etc., and detects the speed and acceleration of the vehicle. In addition, an accelerator opening detection sensor that detects the accelerator opening, a sensor that detects the rotation speed of the engine, drive motor, etc., may be provided.

[0014] The navigation device 12 acquires map information within a predetermined distance around the vehicle. For example, the navigation device 12 may be an information recording device that acquires map information from a recording medium mounted on the vehicle, in which the map information is recorded. Alternatively, the navigation device 12 may receive map information by communicating with a data server that stores the map information via a communication line such as the Internet.

[0015] The navigation device 12 also generates a driving plan for the vehicle. For example, when a destination is set by the user, the navigation device 12 calculates driving plan information from the current position detected by the position detection sensor 112 to the destination.

[0016] The traveling drive unit 13 is a mechanism for driving the vehicle 10, and includes a driving source such as an engine or a motor, a drive transmission unit that reduces the driving force of the driving source at a predetermined reduction ratio and transmits it to the driving wheels, driving wheels, a steering mechanism, a braking mechanism, etc. The traveling control unit 14 controls each component of the traveling drive unit 13 based on commands from the controller 16, and causes the vehicle 10 to travel (autonomous driving).

[0017] The communication unit 15 communicates with other devices connected to a network via a communication line such as the Internet. For example, in this embodiment, the vehicle 10 communicates with the control device 20 via the communication unit 15 to transmit and receive various information.

[0018] The controller 16 is a computer for controlling the autonomous driving of the vehicle, and together with the sensor group 11, constitutes the autonomous driving assistance device of the present disclosure. The controller 16 is configured to include, for example, a vehicle-side storage unit 161 configured with a memory or the like, a vehicle-side processor 17 configured with a CPU (Central Processing Unit) or the like, and an input / output interface (not shown). The vehicle-side processor 17 reads and executes various programs stored in the vehicle-side storage unit 161, thereby functioning as a driving control unit 171, a follower monitoring unit 172, an estimated value calculation unit 173, a request transmission unit 174, an intervention processing unit 175, and the like, as shown in FIG. 2 . While an example is shown in which the vehicle-side processor 17 executes the programs to realize the respective functional components of the driving control unit 171, the follower monitoring unit 172, the estimated value calculation unit 173, the request transmission unit 174, and the intervention processing unit 175, some or all of these components may be realized by individual hardware configurations.

[0019] The driving control unit 171 performs automatic driving of the vehicle 10. For example, the driving control unit 171 sets a route along the route of the vehicle 10 that will actually travel, based on route information obtained from the navigation device 12. The driving control unit 171 then appropriately modifies the set route based on information obtained from the surroundings detection sensor 111, such as vehicles and obstacles around the vehicle 10, road markings, traffic lights, and signs, and outputs a driving command to the driving control unit 14 to cause the vehicle 10 to travel along the route. This allows the vehicle 10 to automatically drive along the route. For example, when a leading vehicle is present, the driving control unit 171 causes the vehicle 10 to travel following the leading vehicle while maintaining a certain distance from the leading vehicle. Furthermore, when an obstacle is present on the road, the driving control unit 171 causes the vehicle 10 to travel while avoiding the obstacle by setting a route that avoids the obstacle. Furthermore, when the leading vehicle is stopped due to traffic congestion or the like, the driving control unit 171 causes the vehicle 10 to stop while maintaining a predetermined distance from the leading vehicle. Furthermore, when a stop command is issued based on the detection of a traffic light, a railroad crossing, or the like, the driving control unit 171 causes the vehicle 10 to stop.

[0020] The following monitoring unit 172 monitors following vehicles traveling behind the vehicle 10 using the surroundings detection sensor 111. The estimated value calculation unit 173 calculates an estimated value for estimating inappropriate behavior of the vehicle 10. When the vehicle 10 stops or decelerates, this estimated value is an index value for estimating whether the stop or deceleration is caused by traffic flow such as traffic congestion (a situation in which intervention is not required) or whether the stop or deceleration is caused by a mistaken recognition of a parked vehicle, an obstacle, or the like (a situation in which intervention is required). In this embodiment, the estimated value calculation unit 173 detects a predetermined event related to the traveling of the vehicle 10 (host vehicle) and the following vehicle, and calculates the estimated value by adding up estimated values ​​corresponding to the event.

[0021] FIG. 3 is a diagram illustrating an example of estimated value reference information that records an added value for an event. The estimated value calculation unit 173 references the estimated value reference information shown in FIG. 3, reads an added point value corresponding to the detected event, and adds it to the estimated value. In FIG. 3, an ID is identification information that identifies the event. An event description describes the content of the event identified by the identification information. An added point value is a value added to the estimated value when the event occurs. An event calculation function indicates a function formula or subroutine for detecting the event. The added point value may be a specific fixed value or a return value calculated by the event calculation function. In the example of FIG. 3, IDs "001" and "123" are events related to the traveling of the host vehicle. The basic added point for ID "001" indicates the elapsed time of the host vehicle stopping or deceleration, meaning, for example, that one point is added per second. Other ID examples in FIG. 3 are added points based on events related to the traveling of a following vehicle. In this embodiment, additional points are set for each of the following cases, for example: when a following vehicle stops or slows down; when a following vehicle changes lanes; when the lane change is an overtaking; when the lane change is an overtaking; when the lane change uses part of an adjacent vehicle; when the lane change uses the oncoming lane; etc.

[0022] FIG. 4 is a diagram illustrating overtaking in this embodiment, and FIG. 5 is a diagram illustrating passing in this embodiment. Regarding overtaking and passing by a following vehicle in this embodiment, "overtaking" refers to a following vehicle 80 traveling in the same lane (own lane 91) as the vehicle 10 (host vehicle), as shown in FIG. 4 , moving ahead of the vehicle 10 using an adjacent lane 92 adjacent to the host lane 91, and then returning to the host lane 91 in which the vehicle 10 is located. On the other hand, "overtaking" refers to a following vehicle 80 traveling in the host lane 91 moving ahead of the vehicle 10 using the adjacent lane 92 and continuing to travel in the adjacent lane 92, as shown in FIG. 5 . "Overtaking" also includes cases where a following vehicle 80 changes lanes, such as to turn right or left, regardless of the vehicle 10, and does not necessarily mean that the vehicle 10 is in an intervention-required situation. On the other hand, "overtaking" refers to an act of moving ahead to avoid the vehicle 10, and there is a high possibility that the stopping or deceleration of the vehicle 10 is inappropriate (an intervention-required situation). Therefore, in this embodiment, the added point value for "overtaking" is set higher than that for "passing."

[0023] Furthermore, when the following vehicle 80 overtakes or passes another vehicle, the following vehicle 80 may move entirely to the center of the adjacent lane 92, or may use only a portion of the adjacent lane 92, such as the portion of the adjacent lane 92 closer to the vehicle's own lane 91, or the portion of the adjacent lane 92 at the boundary between the adjacent lane 92 and the vehicle's own lane 91. In the latter case, there is a high possibility that the following vehicle 80 is traveling in a manner that avoids the vehicle 10. Therefore, it is preferable to assign an additional bonus value to the detection of overtaking at the boundary position between the adjacent lane 92 and the vehicle's own lane 91. Furthermore, if the adjacent lane 92 that the following vehicle 80 uses when overtaking is an oncoming lane traveling in the opposite direction to the vehicle's own lane 91, there is an even higher possibility that the following vehicle 80 is traveling in a manner that avoids the vehicle 10. Therefore, it is preferable to assign an additional bonus value to the detection of overtaking using the oncoming lane.

[0024] Then, each time the estimation value calculation unit 173 detects an event related to the traveling of the following vehicle 80 as described above, it adds a bonus point corresponding to the detected event to the estimation value. For example, if the following vehicle 80 decelerates in front of the vehicle and then overtakes using the oncoming lane, four events are detected: a deceleration event, a lane change event, an overtaking event, and an oncoming lane change event. Therefore, bonus points corresponding to these four events are added to the estimation value. Similarly, the estimation value calculation unit 173 also detects events and adds bonus points to the estimation value for multiple different following vehicles 80 behind the vehicle 10. For example, if two following vehicles 80 overtake the vehicle 10, the estimation value calculation unit 173 adds a bonus point for the overtaking event, etc., to the estimation value for the first following vehicle 80. Then, if the estimation value does not exceed the threshold, the estimation value calculation unit 173 adds a bonus point for the overtaking event, etc., to the estimation value for the second following vehicle 80.

[0025] Furthermore, it is preferable that the estimated value calculation unit 173 corrects the added point value according to the speed of the vehicle 10. That is, the slower the speed of the vehicle 10, the larger the added point is set by the estimated value calculation unit 173. For example, the estimated value calculation unit 173 may multiply the added point value indicated in the estimated value reference information by a correction value according to the speed. The correction value may be set to, for example, "2" when the speed of the vehicle 10 is "0" (when stopped), and the closer the speed is to the legal speed, the closer the correction value is to, for example, "1". Alternatively, a correction value according to the speed may be added as the correction value.

[0026] The request transmission unit 174 transmits an intervention request (stuck information) to the control device 20 requesting a controller's intervention operation based on a predetermined event (driving event) of the following vehicle 80 when the vehicle 10 stops or decelerates. The request transmission unit 174 transmits the stuck information based on detection of at least one of the following driving events of the following vehicle 80: the following vehicle 80 changing lanes from the own lane 91 to the adjacent lane 92 after the following vehicle 80 stops or decelerates following the stopping or deceleration of the vehicle 10; the following vehicle 80 overtaking the vehicle 10; and the following vehicle 80 overtaking the vehicle 10. More specifically, in the present embodiment, the request transmission unit 174 transmits the stuck information when an estimated value added by detecting the above-described driving event of the following vehicle 80 exceeds a predetermined threshold. In addition to the stuck information, the request transmission unit 174 also transmits driving status information for the controller to determine whether the autonomous driving of the vehicle 10 is normal. The driving state information includes measurement values ​​measured by the various sensors of the sensor group 11 .

[0027] The intervention processing unit 175 receives intervention command information returned from the control device 20 in response to the transmission of the stack information and performs processing according to the intervention command information. The intervention command information includes not only a command to perform an intervention process by a controller but also a command not to perform an intervention operation (intervention-free information). When the intervention command information includes intervention-free information, the intervention processing unit 175 does not perform any processing, and the automatic driving control by the driving control unit 171 continues. Furthermore, when the intervention command information includes an intervention operation content, the intervention processing unit 175 performs processing according to the intervention operation content. For example, when the intervention operation content is a remote operation content by a controller, the intervention processing unit 175 inputs a remote command transmitted from the control device 20 to the driving control unit 171. As a result, the vehicle 10 is remotely operated by the controller. Alternatively, the intervention operation content may include a notification command to issue a warning or guidance. In this case, the intervention processing unit 175 notifies the occupants of the vehicle 10 of the warning or guidance by voice or image based on the notification command.

[0028] [Configuration of Control Device 20] Fig. 6 is a block diagram showing a schematic configuration of the control device 20 provided in the control center 2. The control device 20 is configured by a computer and includes a control-side storage unit 21 configured by a memory or the like, a control-side processor 22 configured by a CPU (Central Processing Unit) or the like, an input / output interface (not shown), a monitor 23 connected via the input / output interface, a control-side communication unit 24, and the like. The control-side processor 22 reads and executes various programs stored in the control-side storage unit 21, thereby functioning as an information receiving unit 221, a vehicle status notifying unit 222, an intervention command acquiring unit 223, a command transmitting unit 224, and the like, as shown in Fig. 6. Although an example is shown in which the control-side processor 22 executes the programs to realize the respective functional components of the information receiving unit 221, the vehicle status notifying unit 222, the intervention command acquiring unit 223, and the command transmitting unit 224, some or all of these components may be realized by individual hardware configurations.

[0029] The information receiving unit 221 receives, from the control-side communication unit, stuck information and driving state information transmitted from the vehicle 10. The vehicle state notification unit 222 notifies the driving state of the vehicle 10 to the controller by, for example, displaying the driving state information transmitted together with the stuck information on the monitor 23. Examples of the driving state information of the vehicle 10 include measured values ​​measured by each sensor of the sensor group 11 of the vehicle 10, such as information (e.g., image data) about surrounding obstacles detected by the surrounding detection sensor 111, the current position of the vehicle 10 measured by the position detection sensor 112, and various measured values ​​related to the driving of the vehicle 10 measured by the driving detection sensor 113.

[0030] The intervention command acquisition unit 223 functions as a necessity determination unit of the present disclosure. The intervention command acquisition unit 223 determines whether an intervention operation by a controller is necessary for the vehicle 10, and acquires the content of the intervention operation if intervention is necessary. Specifically, the controller checks the driving state information of the vehicle 10 displayed on the monitor 23 and inputs the result to the control device 20. For example, if the controller determines that an intervention operation is necessary, the controller inputs to the control device 20 that an intervention operation is necessary and the content of the intervention operation. In this case, the intervention command acquisition unit 223 determines that intervention is necessary based on the input operation. Furthermore, if the controller determines that an intervention operation is not necessary, the controller inputs to the control device 20 that an intervention operation is not necessary. As a result, the intervention command acquisition unit 223 determines that intervention is not necessary.

[0031] The command transmitting unit 224 transmits the input information on whether intervention is necessary and the content of the intervention operation if an intervention operation is necessary to the vehicle 10. If an intervention operation is necessary, the vehicle state notification unit 222 acquires driving state information, the intervention command acquisition unit 223 acquires the content of the intervention operation, and the command transmitting unit 224 transmits the intervention operation in a coordinated manner, thereby enabling the controller to remotely operate the vehicle 10. Furthermore, if the content of the intervention operation is only to notify information such as a warning or guidance, the command transmitting unit 224 transmits intervention required information indicating that an intervention operation is necessary and the content of the notification to the vehicle 10.

[0032] On the other hand, if an intervention operation is not required, the command transmitting unit 224 transmits no-intervention information indicating that an intervention operation is not required as intervention command information. At this time, if the vehicle 10 to which the no-intervention information is transmitted is located within a judgment distance corresponding to the condition recorded in the stuck determination information from the target point recorded in the stuck information, the command transmitting unit 224 also transmits no-intervention information to other vehicles 10 that are located within the judgment distance from the same target point.

[0033] [Autonomous Driving Assistance Method] Next, an automatic driving assistance method in the automatic driving assistance system 1 will be described. FIGS. 7 to 9 are flowcharts illustrating the automatic driving assistance method of this embodiment, where FIGS. 7 and 9 are flowcharts illustrating processing in the vehicle 10, and FIG. 8 is a flowchart illustrating processing in the control device 20. FIG. 7 is a flowchart illustrating the process up to transmission of stuck information in the vehicle 10. In the automatic driving assistance system 1 of this embodiment, when an occupant of the vehicle 10 requests automatic driving, the driving control unit 171 acquires driving state information of the vehicle 10 based on measurements of each sensor of the sensor group 11 (step S1). As described above, the driving state information includes surrounding objects (such as a preceding vehicle or an obstacle) measured by the surroundings detection sensor 111, the current position of the vehicle 10 measured by the position detection sensor 112, and various measurement values ​​related to the driving of the vehicle 10 measured by the driving detection sensor 113. The driving control unit 171 performs automatic driving of the vehicle 10 based on this driving state information.

[0034] Furthermore, while the autonomous driving is being performed in step S1, the following monitoring unit 172 monitors the following vehicle 80 behind the vehicle 10 based on the measurement values ​​of the surroundings detection sensor 111 (step S2: following monitoring step). In this step S2, the following monitoring unit 172 is able to detect events related to the traveling of the following vehicle 80. For example, the following monitoring unit 172 detects deceleration or stopping of the following vehicle 80, overtaking or passing using the adjacent lane 92, the type of the adjacent lane 92 used for overtaking or passing, the position of the following vehicle 80 in the adjacent lane 92, etc.

[0035] Next, the estimated value calculation unit 173 determines whether the host vehicle (vehicle 10) has stopped or is decelerating to stop (step S3). If the determination in step S3 is NO, the process returns to step S1, and the autonomous driving and monitoring of the following vehicle 80 are continued. If the determination in step S3 is YES, accumulation (calculation) of estimated values ​​is started (step S4: estimated value calculation step). In step S4, the estimated value calculation unit 173 counts the elapsed time from the timing when the vehicle 10 stopped or decelerated based on the estimated value reference information, and adds a bonus value corresponding to the elapsed time (e.g., a bonus value corresponding to ID "001" in FIG. 3) to the estimated value. Furthermore, if the elapsed time exceeds a preset time, the bonus value (e.g., a bonus value corresponding to ID "123" in FIG. 3) is further added to the estimated value.

[0036] Furthermore, when the following monitoring unit 172 detects an event related to the traveling of the following vehicle 80, the estimated value calculation unit 173 reads out an additional point value corresponding to the event from the estimated value reference information and adds it to the estimated value. If multiple events are detected by the following monitoring unit 172, an additional point value corresponding to each event is added each time. Furthermore, if events are detected for multiple following vehicles 80, an additional point value corresponding to the event for each following vehicle 80 is similarly added to the estimated value. At this time, the additional point value may be corrected according to the speed of the vehicle 10, as described above.

[0037] Then, the request sending unit 174 determines whether the estimated value is equal to or greater than the threshold value (step S5). If the determination in step S5 is YES, the request sending unit 174 sends the stuck information and the driving state information to the control device 20 (step S6: request step).

[0038] If the determination in step S5 is NO, it is determined whether or not the vehicle 10 has resumed traveling (step S7). If the determination in step S7 is NO, the process returns to step S4, and monitoring of the following vehicle 80 and calculation of the estimated value are continued. On the other hand, if the determination in step S7 is YES, that is, if the vehicle 10 resumes traveling or accelerates from deceleration to return to a normal speed due to the automatic driving process by the driving control unit 171, the estimated value calculation unit 173 resets the estimated value (step S8), and the process returns to step S1.

[0039] 8, in the control device 20, when the information receiving unit 221 receives the stuck information and the driving state information transmitted from the vehicle 10 (step S31), the vehicle state notification unit 222 notifies the controller by, for example, displaying the driving state information on the monitor 23 (step S32). This allows the controller at the control center 2 to determine whether the vehicle 10 is in a situation requiring intervention or not.

[0040] The controller checks the driving condition information to determine whether an intervention operation should be performed and inputs the determination result to the control device 20. For example, if an intervention operation is required, the controller inputs the details of the intervention operation, and if an intervention operation is not required, the controller inputs no-intervention information indicating that intervention is not required. As a result, the intervention command acquisition unit 223 of the control device 20 acquires the input determination result regarding the intervention operation and the details of the intervention operation if an intervention operation is required (step S33), and transmits intervention command information corresponding to the determination result to the vehicle 10 (step S34).

[0041] 9 is a flowchart of the vehicle 10 when receiving intervention command information. In FIG. 9, when the intervention processing unit 175 of the vehicle 10 receives the intervention command information, it determines whether the intervention command information is no-intervention information (step S21). If the determination in step S21 is YES (the intervention command information includes no-intervention information), the estimated value calculation unit 173 resets the estimated value (step S22) and returns to step S1. In other words, the process returns to automatic driving control by the driving control unit 171.

[0042] If step S21 returns NO (the intervention command information includes the intervention operation content), the intervention processing unit 175 permits the controller to intervene in the autonomous driving based on the intervention operation content and performs the intervention operation (step S23). As a result, for example, the controller may operate the vehicle 10 by remote control, or information such as a warning or guidance transmitted from the control device 20 as the intervention operation content may be notified to the occupants of the vehicle 10. Note that in the flowchart of FIG. 9 , the driving assistance process is terminated after step S23, but the autonomous driving process by the driving control unit 171 may be resumed and the process may return to step S1.

[0043] Next, the results of comparing the time from when the vehicle 10 stops until when the stuck information is transmitted between a comparative example and this embodiment will be described. As a comparative example, a case will be illustrated in which the elapsed time from when the vehicle 10 stops is counted, and the stuck information is transmitted when the elapsed time reaches a predetermined threshold. In other words, in the comparative example, only a point value is added to the elapsed time, and the stuck information is transmitted when the estimated value reaches or exceeds the threshold. FIG. 10 is a diagram showing an example of the change in the estimated value from when the vehicle 10 stops until when the stuck information is transmitted, and the timing of transmission of the stuck information, in the comparative example and this embodiment. In FIG. 10, the solid line shows the change in the estimated value in this embodiment, and the dashed line shows the change in the estimated value in the comparative example. As shown in FIG. 10, in the comparative example, the estimated value increases only with the elapsed time, so the time from when the vehicle 10 stops until when the stuck information is transmitted is a predetermined fixed time T0.

[0044] On the other hand, in this embodiment, in addition to the increase in the estimated value over time, the estimated value changes stepwise due to the following vehicles 80 overtaking or being overtaken. In the example of Fig. 10, three following vehicles 80 are overtaking or being overtaken by the vehicle 10, and the estimated value is added in response to this. Therefore, the time T1 from when the vehicle 10 stops until the estimated value reaches the threshold value is shorter by ΔT compared to the comparative example.

[0045] That is, in this embodiment, it is possible to properly determine whether an intervention is required based on an event related to the driving of the following vehicle 80, and when an intervention is required, it is possible to more quickly transmit stuck information to the control device 20. This allows the control personnel to respond more quickly to inappropriate stopping or deceleration, and the disruption of traffic flow can be quickly resolved.

[0046] [Effects of the Present Embodiment] The vehicle 10 equipped with the automated driving device of the present embodiment includes a surroundings detection sensor 111 that also functions as a rear detection sensor capable of detecting a following vehicle 80 traveling behind the vehicle 10, and a controller 16 configured by a computer. The vehicle-side processor 17 of the controller 16 functions as a following monitoring unit 172 and a request sending unit 174 by reading and executing a program stored in the vehicle-side storage unit 161. The vehicle 10 then performs a following monitoring step (step S2) and a request step (step S6). In step S2, the following monitoring unit 172 uses the surroundings detection sensor 111 to monitor the following vehicle 80 traveling behind the vehicle 10. In step S6, the request sending unit 174 sends stuck information to the control device 20 requesting intervention in the vehicle 10, based on a predetermined event related to the traveling of the following vehicle 80 when the vehicle 10 stops or decelerates.

[0047] In this embodiment, the controller only needs to determine whether intervention is necessary for the vehicle 10 that has transmitted stuck information, and does not need to monitor, for example, all vehicles 10 that have entered a predetermined area. This reduces the burden on the controller and improves work efficiency.

[0048] In the present embodiment, the request transmission unit 174 transmits stuck information based on detection of events of the following vehicle 80, such as the following vehicle 80 changing lanes from the own lane 91 to the adjacent lane 92 after stopping or decelerating to follow the vehicle 10, the following vehicle 80 overtaking the vehicle 10, and the following vehicle 80 overtaking the vehicle 10. In a situation where intervention is not required, such as when the vehicle 10 stops or decelerates to follow a preceding vehicle in a traffic jam, the following vehicle also usually stops or decelerates to follow the vehicle 10. On the other hand, if the vehicle 10 inappropriately stops or decelerates, for example, by mistaking a parked vehicle for a stopped vehicle and stopping or decelerating, there is a high possibility that the following vehicle 80 will change lanes to the adjacent lane 92 or overtake or pass the vehicle 10 after stopping or decelerating to follow the vehicle 10. Therefore, by transmitting stuck information when such lane changes, overtaking, and passing are performed, stuck information can be transmitted quickly in response to inappropriate stopping or deceleration of the vehicle 10.

[0049] In this embodiment, the vehicle-side processor 17 of the controller 16 further functions as an estimated value calculation unit 173. Furthermore, when the controller 16 detects a predetermined event related to the traveling of the following vehicle 80 when the vehicle 10 stops or decelerates, it performs an estimated value calculation step (step S4) in which it calculates an estimated value. Then, in step S6, the request transmission unit 174 transmits stuck information to the traffic control device 20 when the estimated value is equal to or greater than a predetermined threshold. As a result, in a vehicle 10 in an intervention-requiring situation, the estimated value increases quickly, allowing the vehicle 10 to transmit stuck information to the traffic control device 20 more quickly and detect the intervention-requiring situation more accurately. Therefore, a traffic control officer can receive the stuck information and perform an intervention operation more quickly, enabling the traffic control officer to more quickly resolve the traffic flow disruption caused by the vehicle 10 in the intervention-requiring situation.

[0050] In this embodiment, in step S4, when the estimation value calculation unit 173 detects that the following vehicle 80 has overtaken the vehicle 10, the estimation value calculation unit 173 adds a larger number of the estimation values ​​than when the estimation value calculation unit 173 detects that the following vehicle 80 has overtaken the vehicle 10. When the following vehicle 80 overtakes, this includes not only the purpose of avoiding the vehicle 10 by improperly stopping or decelerating the vehicle 10, but also the purpose of the following vehicle 80 changing lanes to turn right or left at an intersection. On the other hand, when the following vehicle 80 overtakes, this is an action of moving to the adjacent lane 92 and then returning to the original lane 91, which increases the possibility that the following vehicle 80 is traveling to avoid the vehicle 10 that has improperly stopped or decelerated. Therefore, by increasing the added point value for overtaking compared to overtaking and adding a larger estimated value, it is possible to accurately determine whether the vehicle 10 has improperly stopped or decelerated, and to quickly transmit stuck information.

[0051] In this embodiment, in step S4, the estimation value calculation unit 173 further adds an estimation value when it detects that the following vehicle 80 has used only a portion of the adjacent lane 92 when overtaking or passing the vehicle 10. When the following vehicle 80 is overtaking or passing the vehicle 10 that has inappropriately stopped or slowed down, the following vehicle 80 often does not go to the center of the adjacent lane 92 but uses the vehicle's own lane 91 side of the adjacent lane 92. In particular, when overtaking, the following vehicle 80 plans to return to the own lane 91, and therefore tends to use a position in the adjacent lane 92 closer to the own lane 91 than a position away from the own lane 91. Therefore, by detecting that the following vehicle 80 that is overtaking or passing is using a portion of the adjacent lane 92 closer to the own lane and adding an estimation value, the vehicle 10 can more accurately determine whether it has stopped or slowed down inappropriately and can quickly transmit stuck information.

[0052] In this embodiment, in step S4, the estimate calculation unit 173 further adds an estimate when it detects that the following vehicle 80 has overtaken or passed the vehicle 10 and used the adjacent lane 92, which is an oncoming lane. When the adjacent lane 92 is an oncoming lane, if the vehicle 10 is traveling appropriately, the following vehicle 80 will not normally enter the adjacent lane 92, which is an oncoming lane, to overtake or pass the vehicle 10. In other words, if the following vehicle 80 overtakes or passes the vehicle 10 using the oncoming lane, it is highly likely that the vehicle 10 has stopped or decelerated in an inappropriate manner. Therefore, by detecting that the following vehicle 80 has overtaken or passed the vehicle 10 using the adjacent lane 92, which is an oncoming lane, and adding an estimate, it is possible to more accurately determine whether the vehicle 10 has stopped or decelerated in an inappropriate manner and to quickly transmit stuck information.

[0053] In this embodiment, in step S4, if an event is detected multiple times, the estimate calculation unit 173 adds an estimate according to the number of detections. For example, if the following events are detected: the following event is that the following vehicle 80 decelerates and moves into the adjacent lane 92; the following vehicle 80 overtakes another vehicle; and the following vehicle 80 overtakes another vehicle by using the vicinity of the boundary of the adjacent lane 92 on the side of the own lane 91: the estimate calculation unit 173 adds points corresponding to these three events to the estimate. In this way, if multiple events that suggest inappropriate stopping or deceleration of the vehicle 10 are detected, the estimate calculation unit 173 can more quickly transmit stuck information from the vehicle 10 in an intervention-requiring situation by adding points corresponding to each event to the estimate.

[0054] In this embodiment, in step S4, if the estimated value is less than the threshold value and an event caused by a different following vehicle 80 is detected, the estimated value calculation unit 173 adds up the estimated value. For example, if multiple following vehicles 80 overtake or pass the vehicle, the estimated value is added up for the number of following vehicles 80. This allows the vehicle 10 in the intervention-requiring situation to transmit stuck information more quickly.

[0055] [Modifications] The present invention is not limited to the above-described embodiment, but also includes the following modifications within the scope of achieving the object of the present invention.

[0056] [Variation 1] In the above embodiment, an example was shown in which the estimated value calculation unit 173 adds an additional value according to the passage of time during which the vehicle 10 stops or decelerates, and adds an additional point value according to the detection of a specific event related to the traveling of the following vehicle 80. Here, as an event of the following vehicle 80, the following vehicle 80 detects that the following vehicle 80 has followed the vehicle 10, stopped or decelerated, and then overtakes or is overtaken the vehicle 10, and adds an additional point value corresponding to the event to the estimated value. However, additional points may be set for other events. For example, as an event related to the traveling of the following vehicle 80, the honking of the horn may be detected and an estimated value may be added. Alternatively, the estimated value may be added according to the distance between the following vehicle 80 and the vehicle 10.

[0057] [Variation 2] In the above embodiment, when the vehicle stops or slows down, the elapsed time is counted and a bonus point value corresponding to the elapsed time is added to the estimated value. However, it is also possible to process the estimated value so that a bonus point value corresponding to the elapsed time is not added to the estimated value, and the estimated value is added only based on events involving the following vehicle 80.

[0058] [Modification 3] In the above embodiment, the request transmission unit 174 transmits stuck information to the control device 20 when the estimated value calculated by the estimated value calculation unit 173 becomes equal to or greater than a threshold value, but this is not limited to this. Fig. 11 is a block diagram showing a schematic configuration of a vehicle 10A according to Modification 3. For example, as shown in Fig. 11, the vehicle-side processor 17 may not have the function of the estimated value calculation unit 173, and the request transmission unit 174A may transmit stuck information by detecting a predetermined driving event caused by the following vehicle 80.

[0059] FIG. 12 is a flowchart showing an autonomous driving assistance method for a vehicle 10A according to Modification 3. In the vehicle 10A shown in FIG. 11 , once autonomous driving is performed in step S1, the following vehicle 80 is monitored in step S2, as in the above embodiment. Furthermore, in the vehicle 10A of this example, the request transmission unit 174A determines whether the host vehicle (vehicle 10) has stopped or is decelerating to stop (step S3A). If step S3A returns NO, the process returns to step S1, as in the above embodiment. If step S3A returns YES, the request transmission unit 174A determines whether the following monitoring unit 172 has detected an event related to the traveling of the following vehicle 80 (step S5A). If step S5A returns YES, step S6 of the above embodiment is performed, and the request transmission unit 174A transmits stuck information and traveling state information to the control device 20. If step S5A returns NO, step S7 of the above embodiment is performed, and the process determines whether the vehicle 10A has started traveling. If the determination in step S7 is NO, the process returns to step S5A. If the determination in step S7 is YES, the process returns to step S1, and the automated driving continues. In this case, the process for calculating the estimated value and resetting the estimated value is not required. Furthermore, if the operation of the following vehicle 80 after the deceleration or stop of the vehicle 10A is a driving event such as a lane change, overtaking, or being overtaken, the stuck information is transmitted.

[0060] Note that the automated driving assistance method of FIG. 12 is an example in which stuck information is immediately transmitted upon detection of a predetermined driving event of the following vehicle 80. However, the request transmission unit 174A may count the elapsed time since the vehicle 10 decelerated or stopped, and transmit stuck information when the elapsed time reaches a predetermined time threshold. In this case, the request transmission unit 174A may decrease the time threshold in accordance with the driving event of the following vehicle 80. In this case, the time threshold to be decreased may be changed depending on driving events, such as lane changes, overtaking, and being overtaken by the following vehicle 80. The time threshold may also be decreased each time the driving event is detected, or may be decreased each time multiple driving events of the following vehicles 80 are detected. In this way, the time threshold is decreased each time a predetermined driving event of the following vehicle 80 is detected. Therefore, stuck information of the vehicle 10A requiring intervention can be transmitted to the control device 20 more quickly than in a case in which stuck information is transmitted when the elapsed time reaches the time threshold regardless of the driving event of the following vehicle 80. Alternatively, processing such as increasing the elapsed time during counting may be performed instead of decreasing the time threshold upon detection of a predetermined driving event of the following vehicle 80. In this case as well, detection of a predetermined driving event of the following vehicle 80 causes the elapsed time to progress more quickly than normal counting, so that stuck information about the vehicle 10A requiring intervention can be transmitted to the control device 20 more quickly.

[0061] 10, 10A...vehicle, 11...sensor group, 16...controller, 17...vehicle-side processor, 20...control device, 80...following vehicle, 91...own lane, 92...adjacent lane, 111...surrounding detection sensor, 161...vehicle-side memory unit, 171...driving control unit, 172...following monitoring unit, 173...estimated value calculation unit, 174, 174A...request transmission unit, 175...intervention processing unit.

Claims

1. An autonomous driving assistance method for providing driving assistance to a vehicle traveling autonomously using a computer, the autonomous driving assistance method comprising: a following monitoring step for monitoring a following vehicle using a rear detection sensor that detects a following vehicle traveling behind the vehicle; and a request step for transmitting stuck information to a control device requesting intervention in the vehicle based on a predetermined event related to the traveling of the following vehicle when the vehicle stops or decelerates.

2. The autonomous driving assistance method according to claim 1, wherein in the request step, the stuck information is transmitted based on detection of at least one of the following events of the following vehicle: the following vehicle stops or decelerates while following the following vehicle, and then changes lanes from the lane in which the following vehicle and the following vehicle are traveling to an adjacent lane adjacent to the lane in which the following vehicle is traveling, the following vehicle overtaking the following vehicle, and the following vehicle overtaking the following vehicle.

3. The autonomous driving assistance method according to claim 1, further comprising: an estimation value calculation step of calculating an estimation value for estimating inappropriate operation of the vehicle when a predetermined event related to the driving of the following vehicle when the vehicle stops or decelerates is detected; and the request step transmits the stuck information when the estimation value becomes equal to or greater than a predetermined threshold value.

4. The autonomous driving assistance method according to claim 3, wherein, in the estimated value calculation step, if it is detected that the following vehicle has used only a portion of an adjacent lane adjacent to the lane in which the vehicle and the following vehicle are traveling when overtaking or passing the vehicle, the estimated value is further added.

5. The autonomous driving assistance method according to claim 3, wherein in the estimated value calculation step, if it is detected that the following vehicle has used an adjacent lane adjacent to the own lane, in which the vehicle is traveling in a direction opposite to the traveling direction of the own lane in which the vehicle and the following vehicle are traveling, when overtaking or passing the vehicle, the estimated value is further added.

6. The autonomous driving assistance method according to claim 3, wherein in the estimated value calculation step, the slower the speed of the following vehicle when the event of the following vehicle is detected, the greater the amount of addition of the estimated value.

7. The autonomous driving assistance method according to claim 3, wherein, in the estimated value calculation step, if the event is detected multiple times, the estimated value is added according to the number of times it is detected.

8. The autonomous driving assistance method according to claim 3, wherein in the estimated value calculation step, if the estimated value is less than the threshold value and an event caused by a different following vehicle is detected, the estimated value is added.

9. An autonomous driving assistance device mounted on a vehicle traveling autonomously, comprising: a rear detection sensor that detects a following vehicle traveling behind the vehicle; a following monitoring unit that monitors the following vehicle using the rear detection sensor; and a request sending unit that sends stuck information to a control device requesting intervention in the vehicle based on a predetermined event related to the traveling of the following vehicle when the vehicle stops or decelerates.

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