Patent Application
20230150509
This application is based upon and claims the benefit of priority from Japanese Patent Application No. 2019-064042, filed Mar. 28, 2019, the entire content of which is incorporated herein by reference.
The present invention relates to a vehicle control device, a vehicle control method, and a storage medium.
In recent years, studies have been conducted on automatically controlling driving of a vehicle (hereinafter referred to as automated driving). In connection with this, a technology in which a default lane in which a vehicle generally travels during automated driving is determined according to the intention of a driver, and the vehicle is caused to automatically change lanes to the default lane is known (for example, refer to Japanese Unexamined Patent Application, First Publication No. 2016-71513).
Even in automated driving, the occupant may not want to change lanes by moving to another lane, and it is desired to perform appropriate automated driving for each occupant. However, in the related art, it is not possible to perform appropriate automated driving for each occupant.
According to aspects of the present invention, there are provided a vehicle control device, a vehicle control method, and a storage medium through which it is possible to perform appropriate automated driving for each occupant.
The vehicle control device, the vehicle control method, and the storage medium according to the present invention have the following configurations.
According to Aspect (1) of the present invention, there is provided a vehicle control device, including: a first inputter that is operable by a user; a second inputter that is operable by the user; a mode controller configured to, when the first inputter is operated, determine a driving mode of a vehicle as a first mode, and when the second inputter is operated in the first mode, switch the driving mode from the first mode to a second mode; and a driving controller configured to control at least one of a steering and speed of the vehicle, wherein the driving controller controls a steering and speed of the vehicle and prohibits change of a path of the vehicle when the driving mode is the first mode, and controls a steering and speed of the vehicle and change of the path of the vehicle is allowed when the driving mode is the second mode.
According to Aspect (2), the vehicle control device according to Aspect (1) further includes a third inputter that is operable by the user; and a determiner configured to determine whether it is necessary to change the path of the vehicle according to the surrounding situation of the vehicle, wherein the driving controller allows change of the path of the vehicle when the driving mode is the second mode and an instruction to change the path of the vehicle is input to the third inputter or when the determiner determines that it is necessary to change the path of the vehicle.
According to Aspect (3), in the vehicle control device according to Aspect (2), wherein the second mode includes a third mode and a fourth mode, wherein, when a first predetermined condition is satisfied after the second inputter is operated in the first mode, the mode controller is configured to determine the driving mode as the third mode, and until the first predetermined condition is satisfied from when the second inputter is operated in the first mode, the mode controller is configured to determine the driving mode as the fourth mode, wherein the driving controller prohibits change of the path of the vehicle when the driving mode is the third mode and the instruction is input to the third inputter, when the determiner determines that it is necessary to change the path, or when change of the path of the vehicle is allowed and the driving mode is the fourth mode.
According to Aspect (4), in the vehicle control device according to any one of Aspects (1) to (3), the second inputter receives an input operation of the user when the driving mode is a mode in which a duty to grip at least a steering handler is not imposed on the user, and does not receive an input operation of the user when the driving mode is a mode in which the duty is imposed on the user.
According to Aspect (5), the vehicle control device according to Aspect (3) further includes an outputter configured to output information; and an output controller that is configured to cause the outputter to output information indicating that control to change the path of the vehicle is in a restricted state when the driving mode is the fourth mode.
According to Aspect (6), in the vehicle control device according to any one of Aspects (1) to (5), wherein the mode controller is configured to switch the driving mode from the second mode to another mode when a second predetermined condition is satisfied in the second mode, and wherein the driving controller prohibits change of the path of the vehicle when the driving mode is switched from the second mode to another mode.
According to Aspect (7), in the vehicle control device according to Aspect (6), wherein the second predetermined condition includes at least one of a condition that the second inputter is operated, a condition that a direction indicator is operated, and a condition that the vehicle exits a section in which automated driving is allowed.
According to another Aspect (8) of the present invention, there is provided a vehicle control method causing a computer mounted in a vehicle including a first inputter that is operable by a user and a second inputter that is operable by the user to perform: determining a driving mode of a vehicle as a first mode when the first inputter is operated; switching the driving mode from the first mode to a second mode when the second inputter is operated in the first mode; controlling at least one of a steering and speed of the vehicle; controlling a steering and speed of the vehicle and prohibiting change of the path of the vehicle when the driving mode is the first mode; and controlling a steering and speed of the vehicle and allowing change of the path of the vehicle when the driving mode is the second mode.
According to another Aspect (9) of the present invention, there is provided a computer readable non-transitory storage medium storing a program causing a computer mounted in a vehicle including a first inputter that is operable by a user and a second inputter that is operable by the user to execute: determining a driving mode of a vehicle as a first mode when the first inputter is operated; switching the driving mode from the first mode to a second mode when the second inputter is operated in the first mode; controlling at least one of a steering and speed of the vehicle; controlling a steering and speed of the vehicle and prohibiting change of the path of the vehicle when the driving mode is the first mode; and controlling a steering and speed of the vehicle and allowing change of the path of the vehicle when the driving mode is the second mode.
According to any one of Aspects (1) to (9), it is possible to perform appropriate automated driving for each occupant.
A vehicle control device, a vehicle control method, and a storage medium according to embodiments of the present invention will be described below with reference to the drawings. In the embodiments, an example in which, when driving assistance of a vehicle is performed, recognition results for around the vehicle are displayed on a display device will be described. The driving assistance refers to controlling at least one of the steering and speed of the vehicle, for example, as in an adaptive cruise control system (ACC) and a lane keeping assistance system (LKAS), or controlling both of them. In particular, controlling the steering and speed of the vehicle is also called automated driving. In the following, a case in which left-hand traffic regulations are applied will be described. However, when right-hand traffic regulations are applied, left and right may be switched.
For example, the vehicle system 1 includes a camera 10, a radar device 12, a finder 14, an object recognition device 16, a communication device 20, a human machine interface (HMI) 30, a vehicle sensor 40, a navigation device 50, a map positioning unit (MPU) 60, a driving operator 80, an in-vehicle camera 90, an automated driving control device 100, a traveling driving force output device 200, a brake system 210, and a steering device 220. These devices and instruments are connected to each other via a multiplex communication line such as a controller area network (CAN) communication line, a serial communication line, a wireless communication network, or the like. The configuration shown in
The camera 10 is, for example, a digital camera using a solid-state imaging device such as a charge coupled device (CCD) and a complementary metal oxide semiconductor (CMOS). The camera 10 is attached to an arbitrary part of the host vehicle M. When the camera 10 captures an image in front of the vehicle, it is attached to an upper part of the front windshield, a rear surface of the rearview mirror, or the like. For example, the camera 10 images periodically and repeatedly the surroundings of the host vehicle M. The camera 10 may be a stereo camera.
The radar device 12 emits radio waves such as millimeter waves to the vicinity of the host vehicle M and detects radio waves (reflected waves) reflected at an object and detects at least a position (a distance and a direction) of the object. The radar device 12 is attached to an arbitrary part of the host vehicle M. The radar device 12 may detect a position and speed of the object according to a frequency modulated continuous wave (FM-CW) method.
The finder 14 is a sensor using light detection and ranging (LIDAR). The finder 14 emits light to the vicinity of the host vehicle M and measures scattered light. The finder 14 detects a distance to the object based on a time from when light is emitted until light is received. The light which is emitted is, for example, a pulsed laser beam. The finder 14 is attached to an arbitrary part of the host vehicle M.
The object recognition device 16 performs sensor fusion processing on detection results obtained by some or all of the camera 10, the radar device 12, and the finder 14, and recognizes a position, type, speed and the like of the object. The object recognition device 16 outputs the recognition results to the automated driving control device 100. The object recognition device 16 may output the detection results of the camera 10, the radar device 12, and the finder 14 to the automated driving control device 100 without change. The object recognition device 16 may be omitted from the vehicle system 1.
The communication device 20 communicates with other vehicles present around the host vehicle M using, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark, hereinafter omitted), or dedicated short range communication (DSRC), or communicates with various sensor devices through a wireless base station.
The HMI 30 presents various types of information to an occupant in the host vehicle M and receives an operation input by the occupant. For example, the HMI 30 includes a display device 32 and a switch assembly 34. For example, the display device 32 includes a first display 32A and a second display 32B.
The switch assembly 34 includes, for example, a first switch 34A and a second switch 34B. The HMI 30 may further include a speaker, a buzzer, a touch panel, and the like. The display device 32 or the speaker is an example of an “outputter,” the first switch 34A is an example of a “first inputter,” and the second switch 34B is an example of a “second inputter.”
For example, the second display 32B is installed near the center of the instrument panel IP. Like the first display 32A, the second display 32B is, for example, an LCD or an organic EL display device. For example, the second display 32B displays navigation results of the navigation device 50 as an image. The second display 32B may display a TV program, reproduce a DVD, or display content such as a downloaded movie.
For example, the switch assembly 34 is attached to the steering wheel. The first switch 34A and the second switch 34B are physically independent switches. For example, when the first switch 34A is operated, the driving mode of the host vehicle M is switched from a manual driving mode to a driving assistance mode. When the second switch 34B is operated, the driving mode of the host vehicle M is switched from a driving assistance mode to an automated driving mode having a higher degree of control.
The manual driving mode is a mode in which the speed and steering of the host vehicle M are controlled according to the driving operation of the occupant. The driving assistance mode is a mode in which one of the speed and steering of the host vehicle M is controlled independently of driving operations of the occupant. For example, in the driving assistance mode, controls such as ACC and LKAS are allowed, but control such as ALC by which a lane is changed to change the path of the host vehicle M is prohibited. In the driving assistance mode, LKAS is restricted while ACC is performed, and ACC is restricted while LKAS is performed. That is, in the driving assistance mode, the steering control and the speed control are sequentially processed.
The automated driving mode is a mode in which both the speed and steering of the host vehicle M are controlled independently of driving operations of the occupant. For example, in the automated driving mode, control such as auto lane changing (ALC) is allowed in addition to the above ACC and LKAS. Hereinafter, the automated driving mode in which ALC is allowed will be specifically described as an “automated lane change mode.” The automated driving mode including the automated lane change mode includes a first automated driving mode and a second automated driving mode. In these automated driving modes, a duty (also called tasks) according to the degree of control is imposed on the occupant in the host vehicle M. Other automated driving modes in which ALC is not performed are examples of a “first mode.” The automated lane change mode is an example of a “second mode.”
In the first automated driving mode, for example, a first duty and a second duty are imposed on the occupant. The first duty is a duty to monitor the surroundings of (particularly, in front of) the host vehicle M, and the second duty is a duty to grip a steering handler such as a steering wheel. “Grip” means to grasp with a hand or touch with a hand. On the other hand, in the second automated driving mode, for example, the first duty is imposed and the second duty is not imposed on the occupant. In the above driving assistance mode, the first duty and the second duty are imposed as in the first automated driving mode. In each driving mode, when the occupant does not perform his or her duty, the driving mode of the host vehicle M transitions to a driving mode having a lower degree of control than the driving mode that is currently being performed.
In the manual driving mode, when the occupant operates the first switch 34A and turns the first switch 34A on, the driving mode of the host vehicle M transitions from the manual driving mode to the driving assistance mode. Then, when the host vehicle M in the driving assistance mode enters a restricted section in which automated driving is permitted (hereinafter referred to as an automated driving permitted section), the driving mode of the host vehicle M transitions from the driving assistance mode to the second automated driving mode (the automated driving mode in which the first duty is imposed). The automated driving permitted section is, for example, a road section in which the host vehicle M can recognize a host lane or a relative position of the host vehicle M with respect to the host lane can be recognized. Specifically, the automated driving permitted section is a highway in which relative positional relationships between lane markings of lanes are defined in second map information 62 to be described below.
When the host vehicle M has already entered the automated driving permitted section before the occupant operates the first switch 34A, that is, when the host vehicle M in the manual driving mode has entered the automated driving permitted section, the driving mode of the host vehicle M does not transition to the second automated driving mode and the manual driving mode is maintained. When the host vehicle M in the manual driving mode is traveling in the automated driving permitted section, if the occupant operates the first switch 34A, the driving mode of the host vehicle M transitions to the second automated driving mode at a timing at which the first switch 34A is operated.
In the second automated driving mode, when the occupant operates the second switch 34B and turns the second switch 34B on, the driving mode of the host vehicle M transitions from the second automated driving mode to the automated lane change mode. In the automated lane change mode, the first duty is imposed as in the second automated driving mode before transition.
When the second switch 34B is in the manual driving mode, the driving assistance mode, or the first automated driving mode, that is, in the driving mode in which the second duty is imposed, operations are disabled (the operations of the occupant are not received), or when the second switch 34B is at least in the second automated driving mode in which the second duty is not imposed, operations are enabled (the operations of the occupant are received).
The above automated driving mode may include a third automated driving mode in which a degree of duty imposed on the occupant is smaller. For example, in the third automated driving mode, neither the first duty nor the second duty is imposed on the occupant.
The description will return to
For example, the navigation device 50 includes a global navigation satellite system (GNSS) receiver 51, a navigation HMI 52, and a route determiner 53. The navigation device 50 maintains first map information 54 in a storage device such as a hard disk drive (HDD) or a flash memory.
The GNSS receiver 51 identifies a position of the host vehicle M based on signals received from GNSS satellites. The position of the host vehicle M may be identified or supplemented by an inertial navigation system (INS) using an output of the vehicle sensor 40.
The navigation HMI 52 includes a display device, a speaker, a touch panel, a key, and the like. A part or all of the navigation HMI 52 may be shared with the above HMI 30.
For example, the route determiner 53 determines a route to a destination input by the occupant (hereinafter referred to as a route on the map) from the position (or any input position) of the host vehicle M identified by the GNSS receiver 51, using the navigation HMI 52 with reference to the first map information 54. The first map information 54 is, for example, information in which a road pattern is expressed with links indicating roads and nodes connected by links. The first map information 54 may include a road curvature, point of interest (POI) information, and the like. The route on the map is output to the MPU 60.
The navigation device 50 may perform route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may be realized by, for example, a function of a terminal device such as a smartphone and a tablet terminal that the occupant holds. The navigation device 50 may transmit the current position and destination to a navigation server through the communication device 20 and acquire the same route as the route on the map from the navigation server.
The MPU 60 includes, for example, a recommended lane determiner 61, and maintains the second map information 62 in a storage device such as an HDD and a flash memory. The recommended lane determiner 61 divides the route on the map provided from the navigation device 50 into a plurality of blocks (for example, divides every 100 [m] with respect to the travelling direction of the vehicle), and determines a recommended lane for each block with reference to the second map information 62. The recommended lane determiner 61 determines in which lane numbered from the left to travel. When there is a branching point on the route on the map, the recommended lane determiner 61 determines a recommended lane so that the host vehicle M can travel along a reasonable route to a branch destination.
The second map information 62 is map information wither higher accuracy than the first map information 54. The second map information 62 may include, for example, information on the center of the lane, information on the boundary of the lane, information on the type of the lane, and the like. The second map information 62 may include road information, traffic regulation information, address information (address and zip code), facility information, phone number information, and the like. The second map information 62 may be updated at any time according to communication by the communication device 20 with other devices.
The driving operators 80 include, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, a direction indicator, a joystick, an operation lever, and other handlers. A sensor that detects an operation amount or whether or not an operation has been performed is attached to the driving operators 80, and the detection result is output to the automated driving control device 100, or some or all of the traveling driving force output device 200, the brake system 210, and the steering device 220. The steering wheel is an example of a “steering handler.” When a joystick or an operation lever is used as a handler for adjusting the travelling direction of the host vehicle M, the joystick or operation lever is another example of the “steering handler.”
For example, the sensor attached to the steering wheel (hereinafter referred to as a steering sensor) detects a weak current that is generated when the occupant touches the steering wheel. The steering sensor may detect a steering torque that is generated around a rotation axis (shaft) of the steering wheel. When the steering sensor detects a current or steering torque, it outputs a signal indicating the detection result to the automated driving control device 100.
The in-vehicle camera 90 is a camera that images the inside of a cabin of the host vehicle M. The in-vehicle camera 90 is, for example, a digital camera using a solid-state imaging device such as a CCD and a CMOS. When the in-vehicle camera 90 images the inside of the cabin of the host vehicle M, it outputs image data to the automated driving control device 100.
The automated driving control device 100 includes, for example, a first controller 120, a second controller 160, a third controller 170, and a storage 190. The first controller 120, the second controller 160, and the third controller 170 are realized, for example, when a processor such as a central processing unit (CPU) and a graphics processing unit (GPU) executes a program (software). Some or all of these components may be realized by hardware (circuit unit; including a circuitry) such as a large scale integration (LSI), an application specific integrated circuit (ASIC), and a field-programmable gate array (FPGA) or may be realized in cooperation of software and hardware. The program may be stored in the storage 190 of the automated driving control device 100 in advance or may be stored in a removable storage medium such as a DVD and a CD-ROM, and may be installed in the storage 190 when the storage medium is mounted in a drive device.
The storage 190 is realized by, for example, an HDD, a flash memory, an electrically erasable programmable read only memory (EEPROM), a read only memory (ROM), or a random access memory (RAM). The storage 190 stores, for example, a program that is read and executed by a processor.
The recognizer 130 recognizes an object present around the host vehicle M based on information input from the camera 10, the radar device 12, and the finder 14 through the object recognition device 16. Examples of objects recognized by the recognizer 130 include bicycles, motorcycles, four-wheeled vehicles, pedestrians, road signs, road lanes, lane markings, utility poles, guardrails, and fallen objects. The recognizer 130 recognizes the status of the object such as the position, speed, and acceleration. For example, the position of the object is recognized as a position on relative coordinates (that is, a relative position with respect to the host vehicle M) using a representative point (center of gravity, center of the drive shaft, or the like) of the host vehicle M as the origin and is used for control. The position of the object may be represented by a representative point such as the center of gravity or a corner of the object or may be represented by a representative region.
The “status” of the object may include the acceleration or jerk of the object or “action status” (for example, whether it is changing or about to change lanes).
The recognizer 130 recognizes that a road section in which the host vehicle M is traveling is an automated driving permitted section with reference to the second map information 62. For example, the recognizer 130 compares a pattern of road lane lines (for example, an arrangement of solid lines and broken lines) obtained from the second map information 62 with a pattern of road lane lines around the host vehicle M recognized from the image captured by the camera 10, and thus recognizes the automated driving permitted section. In addition, the recognizer 130 recognizes a host lane in which the host vehicle M is traveling and an adjacent lane adjacent to the host lane based on the comparison of patterns of road lane lines.
The recognizer 130 may recognize the host lane and the adjacent lane and recognize the automated driving permitted section by recognizing roadway boundaries (road boundaries) including road lane lines, shoulders, curbstones, median strips, and guardrails without limitation to road lane lines. In this recognition, the position of the host vehicle M acquired from the navigation device 50 and the processing result by INS may be taken into consideration. The recognizer 130 recognizes temporary stop lines, obstacles, red lights, tollgates, and other road events.
When the host lane is recognized, the recognizer 130 recognizes the relative position and direction of the host vehicle M with respect to the host lane. For example, the recognizer 130 may recognize the deviation of a reference point on the host vehicle M with respect to the center of the lane and an angle formed with respect to the line connected to the center of the lane in the travelling direction of the host vehicle M as the relative position and direction of the host vehicle M with respect to the host lane. Alternatively, the recognizer 130 may recognize the position of the reference point on the host vehicle M with respect to any side end (road lane line or road boundary) of the host lane as the relative position of the host vehicle M with respect to the host lane.
The action plan generator 140 includes, for example, an event determiner 142 and a target trajectory generator 144. When the host vehicle M is under automated driving on the route in which the recommended lane is determined, the event determiner 142 determines the traveling mode of the automated driving. Hereinafter, information defining the traveling mode of the automated driving will be described as an event.
Examples of events include a constant-speed traveling event, a following traveling event, a lane change event, a branching event, a merging event, and a takeover event. The constant-speed traveling event is an event in which the host vehicle M is caused to travel in the same lane at a certain speed. The following traveling event is an event in which the host vehicle M is caused to follow another vehicle (hereinafter referred to as a preceding vehicle mA) which is within a predetermined distance (for example, within 100 [m]) in front of the host vehicle M and closest to the host vehicle M. “Following” may be, for example, a traveling mode in which an inter-vehicle distance (relative distance) between the host vehicle M and the preceding vehicle mA is kept constant or a traveling mode in which, in addition to keeping an inter-vehicle distance between the host vehicle M and the preceding vehicle mA constant, the host vehicle M is caused to travel in the center of the host lane. The lane change event is an event in which the host vehicle M is caused to change lanes from the host lane to the adjacent lane. The branching event is an event in which the host vehicle M is caused to branch to destination lane at a branching point of the road. The merging event is an event in which the host vehicle M is caused to merge into the main line at a merging point. The takeover event is an event in which automated driving is caused to end and the driving is caused to be switched to manual driving. Examples of events include a passing event and an avoidance event. The passing event is an event in which the host vehicle M is caused to change lanes to an adjacent lane temporarily, pass the preceding vehicle mA in the adjacent lane and then change lanes again to the original lane. The avoidance event is an event in which the host vehicle M is caused to perform at least one of braking and steering in order to avoid obstacles existing in front of the host vehicle M.
For example, the event determiner 142 may change an event already determined for the current section to another event and determine a new event for the current section according to the surrounding situation recognized by the recognizer 130 when the host vehicle M is traveling.
The event determiner 142 may change an event already determined for the current section to another event and determine a new event for the current section according to the operation of the occupant on in-vehicle unit. For example, when the occupant operates the direction indicator, the event determiner 142 may change an event already determined for the current section to the lane change event and determine a new lane change event for the current section.
For example, when the occupant operates a lever (also referred to as a stoke or a switch) of the direction indicator and instructs the vehicle to change lanes to an adjacent lane on the left side, the event determiner 142 determines a lane change event in which the host vehicle M is caused to change lanes to an adjacent lane on the left side when viewed from the host vehicle M. For example, when the occupant operates a lever of the direction indicator and instructs the vehicle to change lanes to an adjacent lane on the right side, the event determiner 142 determines a lane change event in which the host vehicle M is caused to change lanes to an adjacent lane on the right side when viewed from the host vehicle M. Operating the lever of the direction indicator to instruct a lane change is also called a one-touch function. The lane change instruction may be performed, in addition to or instead of operating the lever of the direction indicator, by operating the steering wheel, by inputting sound to a microphone, or by operating other switches or buttons. The direction indicator, the steering wheel, the microphone, and other switches or buttons are examples of a “third inputter.”
In principle, the target trajectory generator 144 generates a future target trajectory in which the host vehicle M travels on the recommended lane determined by the recommended lane determiner 61, and additionally, in order to respond the surrounding situation when the host vehicle M is traveling on the recommended lane, the host vehicle M is caused to automatically (independently of operations of the driver) travel in the traveling mode defined by the event. The target trajectory includes, for example, a position element that determines the future position of the host vehicle M and a speed element that determines the future speed of the host vehicle M.
For example, the target trajectory generator 144 determines a plurality of points (trajectory points) which the host vehicle M will reach sequentially as the position element of the target trajectory. The trajectory point is a point which the host vehicle M will reach for each of predetermined traveling distances (for example, about every several [m]). The predetermined traveling distance can be calculated by, for example, a distance along the route when the vehicle travels along the route.
The target trajectory generator 144 determines a target speed and a target acceleration for each of predetermined sampling times (for example, about every several fractions of a [sec]) as a speed element of the target trajectory. The trajectory point may be a position that the host vehicle M will reach at a sampling time for each of predetermined sampling times. In this case, the target speed and target acceleration are determined according to intervals between the sampling times and the trajectory points. The target trajectory generator 144 outputs information indicating the generated target trajectory to the second controller 160.
Hereinafter, as an example, a scenario in which the host vehicle M travels in a section in which the lane change event is planned, that is, a scenario in which the host vehicle M is caused to change lanes, will be described.
When the event in the current section is a lane change event, the target trajectory generator 144 selects two other vehicles from among a plurality of other vehicles that are traveling in the adjacent lane LN2 and sets a lane change target position TAs between the two selected other vehicles. The lane change target position TAs is a position of a target lane change destination and is a relative position between the host vehicle M and other vehicles m2 and m3. In the shown example, since the other vehicles m2 and m3 are traveling on the adjacent lane, the target trajectory generator 144 sets the lane change target position TAs between the other vehicles m2 and m3. When only one other vehicle is in the adjacent lane LN2, the target trajectory generator 144 may set the lane change target position TAs to any position in front of or behind the other vehicle. When there are no other vehicles in the adjacent lane LN2, the target trajectory generator 144 may set the lane change target position TAs to any position on the adjacent lane LN2. Hereinafter, another vehicle (in the shown example, m2) that travels immediately before the lane change target position TAs in the adjacent lane will be referred to as a forward reference vehicle mB and another vehicle (in the shown example, m3) that travels immediately after the lane change target position TAs in the adjacent lane will be referred to as a rearward reference vehicle mC.
When the lane change target position TAs is set, the target trajectory generator 144 generates a plurality of target trajectory candidates for causing the host vehicle M to change lanes. In the example in
For example, the target trajectory generator 144 smoothly connects the position of the forward reference vehicle mB at a certain time in the future from the current position of the host vehicle M, the center of the lane of the lane change destination, and the lane change end point using a polynomial curve such as a spline curve, and a predetermined number of trajectory points K are arranged at equal intervals or unequal intervals on this curve. In this case, the target trajectory generator 144 generates a plurality of target trajectory candidates such that at least one of the trajectory points K is arranged within the lane change target position TAs.
Then, the target trajectory generator 144 selects an optimal target trajectory from among the generated plurality of target trajectory candidates. The optimal target trajectory is, for example, a target trajectory in which a yaw rate predicted to be generated when the host vehicle M is caused to travel based on the target trajectory is less than a threshold value and the speed of the host vehicle M is within a predetermined speed range. The threshold value of the yaw rate is set to, for example, a yaw rate at which there is no overload (the acceleration in the vehicle width direction becomes a threshold value or more) on the occupant when the lanes change. The predetermined speed range is set to, for example, a speed range of about 70 to 110[km/h].
When the target trajectory generator 144 sets the lane change target position TAs and generates a target trajectory for causing the host vehicle M to change lanes to the lane change target position TAs, it is determined whether the lane can be changed to the lane change target position TAs (that is between the forward reference vehicle mB and the rearward reference vehicle mC).
For example, the target trajectory generator 144 sets a prohibited region RA in which the presence of another vehicle is prohibited in the adjacent lane LN2, and when a part of another vehicle is not present in the prohibited region RA, and each of the time to collision (TTC) of the host vehicle M and the forward reference vehicle mB and the rearward reference vehicle mC is larger than a threshold value, it is determined that it is possible to change lanes. The determination condition is an example when the lane change target position TAs is set to the side of the host vehicle M.
As exemplified in
When there are no other vehicles in the prohibited region RA, the target trajectory generator 144 sets, for example, a virtual extension line FM and extension line RM at the front end and rear end of the host vehicle M on the side of the lane LN2 of the lane change destination. The target trajectory generator 144 calculates a time to collision TTC(B) between the extension line FM and the forward reference vehicle mB and a time to collision TTC(C) between the extension line RM and the rearward reference vehicle mC. The time to collision TTC(B) is a time derived by dividing a distance between the extension line FM and the forward reference vehicle mB by a relative speed of the host vehicle M and the forward reference vehicle mB (the other vehicle m2 in the shown example). The time to collision TTC(C) is a time derived by dividing a distance between the extension line RM and the rearward reference vehicle mC (the other vehicle m3 in the shown example) by a relative speed of the host vehicle M and the rearward reference vehicle mC. When the time to collision TTC(B) is larger than the threshold value Th(B) and the time to collision TTC(C) is larger than the threshold value Th(C), the target trajectory generator 144 determines that it is possible to change lanes. The threshold values Th(B) and Th(C) may be the same value or different values.
When it is determined that it is not possible to change lanes, the target trajectory generator 144 selects two other new vehicles from among a plurality of other vehicles that are traveling in the adjacent lane LN2, and resets the lane change target position TAs between the two newly selected other vehicles. One of the two newly selected other vehicles may be a previously selected other vehicle.
The target trajectory generator 144 repeats setting of the lane change target position TAs until it is determined that it is possible to change lanes. In this case, the target trajectory generator 144 may generate a target trajectory for causing the host vehicle M to wait in the host lane LN1 or generate a target trajectory for causing the host vehicle M to decelerate or accelerate so that it is moved to the side of the lane change target position TAs in the host lane LN1.
When it is determined that it is possible to change lanes, the target trajectory generator 144 outputs information indicating the generated target trajectory to the second controller 160.
The second controller 160 controls the traveling driving force output device 200, the brake system 210, and the steering device 220 so that the host vehicle M passes along the target trajectory generated by the target trajectory generator 144 according to a scheduled time.
The second controller 160 includes, for example, a first acquirer 162, a speed controller 164, and a steering controller 166. A combination of the event determiner 142, the target trajectory generator 144, and the second controller 160 is an example of a “driving controller.”
The first acquirer 162 acquires information on the target trajectory (trajectory point) from the target trajectory generator 144 and stores it in a memory of the storage 190.
The speed controller 164 controls one or both of the traveling driving force output device 200 and the brake system 210 based on the speed element (for example, a target speed and a target acceleration) included in the target trajectory stored in the memory.
The steering controller 166 controls the steering device 220 according to the position element (for example, a curvature indicating the degree of curve of the target trajectory) included in the target trajectory stored in the memory.
The processing of the speed controller 164 and the steering controller 166 is realized by, for example, a combination of feedforward control and feedback control. As an example, the steering controller 166 executes a combination of feedforward control according to the curvature of the road in front of the host vehicle M and feedback control based on the deviation from the target trajectory.
The traveling driving force output device 200 outputs a traveling driving force (torque) with which vehicle travels to drive wheels. The traveling driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission and the like, and a power electronic controller (ECU) that controls them. The power ECU controls the above configuration according to information input from the second controller 160 or information input from the driving operator 80.
The brake system 210 includes, for example, a brake caliper, a cylinder that transmits a hydraulic pressure to a brake caliper, an electric motor that generates a hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to information input from the second controller 160 or information input from the driving operator 80, and outputs a brake torque according to the braking operation to wheels. The brake system 210 may include a mechanism that transmits a hydraulic pressure generated when the brake pedal included in the driving operator 80 is operated to the cylinder via a master cylinder as a backup. The brake system 210 is not limited to the above-described configuration, and may be an electronically controlled hydraulic brake system that controls an actuator according to information input from the second controller 160 and transmits a hydraulic pressure of the master cylinder to the cylinder.
The steering device 220 includes, for example, a steering wheel ECU and an electric motor. The electric motor applies a force to, for example, a rack and pinion mechanism, and changes the direction of steered wheels. The steering wheel ECU drives the electric motor according to information input from the second controller 160 or information input from the driving operator 80, and changes the direction of the steered wheels.
The third controller 170 includes, for example, a second acquirer 172, a first determiner 174, a second determiner 176, a mode controller 178, a home lane determiner 180, and an HMI controller 182. The HMI controller 182 is an example of an “output controller.”
The second acquirer 172 acquires information on the result recognized by the recognizer 130 and acquires information on the target trajectory generated by the target trajectory generator 144.
The first determiner 174 determines whether the occupant is grasping the steering handler such as the steering wheel with his or her hands or is touches the steering handler with his or her hands based on the detection results of the steering sensor in the first automated driving mode in which at least the second duty is imposed. That is, the first determiner 174 determines whether the occupant is performing the second duty. For example, when the current value or steering torque detected by the steering sensor is equal to or larger than a threshold value, the first determiner 174 determines that the occupant is grasping the steering handler with his or her hands or is touching the steering handler with his or her hands. Hereinafter, a state in which the occupant is grasping the steering handler with his or her hands or is touching the steering handler with his or her hands, that is, a state in which the second duty is performed, will be referred to as “hands-on,” otherwise, it will be referred to as “hands-off.”
The second determiner 176 analyzes an image generated by the in-vehicle camera 90 in the first automated driving mode or second automated driving mode in which the first duty is imposed, and detects a direction of a gaze or a direction of the face of the occupant in the driver’s seat. The second determiner 176 determines whether the occupant in the driver’s seat is monitoring the vicinity of the host vehicle M based on the detected direction of the gaze or face. That is, the second determiner 176 determines whether the occupant is performing the first duty. For example, when the occupant is looking outside the vehicle through the front windshield, that is, when the occupant is looking forward, the second determiner 176 determines that the occupant is monitoring the vicinity of the host vehicle M. For example, when the occupant is looking at the second display 32B provided in the vehicle, that is, when the occupant is not looking forward, the second determiner 176 determines that the occupant is not monitoring the vicinity of the host vehicle M. Hereinafter, a state in which the occupant is monitoring the vicinity of the host vehicle M, that is, a state in which the first duty is being performed, will be referred to as “eyes-on,” and otherwise, a state will be referred to as “eyes-off.”
The mode controller 178 controls the driving mode of the host vehicle M based on the section in which the host vehicle M is traveling. For example, when the host vehicle M has entered the automated driving permitted section, if the first switch 34A has already been operated, the mode controller 178 switches the driving mode to the second automated driving mode. When the host vehicle M exits the automated driving permitted section, the mode controller 178 switches the driving mode from the automated driving mode to the driving assistance mode or the automated driving mode.
The mode controller 178 controls the driving mode of the host vehicle M based on the operation input to the switch assembly 34. For example, when the first switch 34A is operated in the manual driving mode, the mode controller 178 switches the driving mode from the manual driving mode to the driving assistance mode. When the host vehicle M has entered the automated driving permitted section and the driving mode is switched to the second automated driving mode, the mode controller 178 enables operation input to the second switch 34B. For example, in the second automated driving mode, when the second switch 34B in which input operation is enabled is operated by a user, the mode controller 178 switches the driving mode to the automated lane change mode.
The mode controller 178 controls the driving mode of the host vehicle M based on the determination results of the first determiner 174 and the second determiner 176. For example, in the first automated driving mode, when hands-off is determined by the first determiner 174, the mode controller 178 determines that the occupant is not performing the second duty, and when eyes-off is determined by the second determiner 176, the mode controller 178 determines that the occupant is not performing the first duty. In this case, for example, the mode controller 178 switches the driving mode from the first automated driving mode to the driving assistance mode. For example, in the second automated driving mode, when eyes-off is determined by the second determiner 176, the mode controller 178 determines that the occupant is not performing the first duty. In this case, for example, the mode controller 178 switches the driving mode from the second automated driving mode to the driving assistance mode.
The mode controller 178 may control the driving mode based on a detection signal input from the driving operator 80. For example, in the automated driving mode or the driving assistance mode, when the occupant operates the steering wheel, the accelerator pedal, or the brake pedal with an operation amount exceeding a threshold value, the mode controller 178 may switch the driving mode to the manual driving mode.
The home lane determiner 180 determines a lane recognized as a host lane by the recognizer 130 when the driving mode is switched to the automated driving mode among one or a plurality of lanes recognized by the recognizer 130 as a home lane. The home lane is an example of a “reference lane.”
The home lane is a lane in which it is determined to be reasonable for the automated driving control device 100 to cause the host vehicle M to travel or a lane in which the host vehicle M should travel as instructed by the occupant operating a direction indicator or the like. For example, when there is a branching point or merging point midway along the route to the destination and it is necessary to pass a preceding vehicle, the lane in which the host vehicle M should travel dynamically changes. Therefore, the home lane determiner 180 flexibly changes the home lane determined when the driving mode is switched to the automated driving mode according to the surrounding situation of the host vehicle M and an instruction of the occupant.
The HMI controller 182 controls the HMI 30 based on information acquired by the second acquirer 172 and causes the HMI 30 to output various types of information. For example, the HMI controller 182 causes the display device 32 (particularly, the first display 32A) of the HMI 30 to display a first layer image depicting the road on which the host lane, the adjacent lane and the like are recognized by the recognizer 130 and a second layer image depicting the home lane determined by the home lane determiner 180 which are superimposed. In addition, the HMI controller 182 may cause the display device 32 to display a third layer image depicting other vehicles such as the preceding vehicle mA, the forward reference vehicle mB, and the rearward reference vehicle mC recognized by the recognizer 130, a fourth layer image depicting the target trajectory generated by the action plan generator 140, and the like, which are superimposed on the first layer image or the second layer image.
A condition for transition from the other automated driving mode S2 to the automated lane change mode S1 is that, as described above, the second switch 34B is operated, and the second switch 34B is turned on. On the other hand, a condition for transition from the automated lane change mode S1 to the other automated driving mode S2 is that a release condition of the automated lane change mode S1 is satisfied.
The release condition includes, for example, at least one of a condition that the second switch 34B has been operated and the second switch 34B is turned off, a condition that the direction indicator has been operated and ALC performed in the automated lane change mode S1 has been canceled, and a condition that the host vehicle M has exited the automated driving permitted section. The release condition is an example of a “second predetermined condition.”
The automated lane change mode S1 includes an execution mode S1-1 and a pause mode S1-2. Since performing of ALC is allowed in the execution mode S1-1 and performing of ALC is prohibited in the pause mode S1-2, ALC is temporarily stopped. When an execution condition is satisfied in the pause mode S1-2, the state transitions from the pause mode S1-2 to the execution mode S1-1. The execution mode S1-1 is an example of a “third mode,” and the pause mode S1-2 is an example of a “fourth mode.” The execution condition is an example of a “first predetermined condition.”
The execution conditions include, for example, a condition that there is no merging point or branching point in front of the host vehicle M in the travelling direction, a condition that various sensors are functioning properly and the recognizer 130 can recognize the situation surrounding the host vehicle M, a condition that the speed of the host vehicle M is equal to or larger than a first threshold value (for example, 60 [km/h]) and is less than a second threshold value (for example, 120 [km/h]) larger than the first threshold value, a condition that the curvature of the road is less than a threshold value, a condition that an acceleration (also referred to as a lateral acceleration) generated in the host vehicle M in the vehicle width direction is less than a threshold value, a condition that the lane markings that partition off the host lane are not specific lane markings that prohibit lane change, and a condition that the recognizer 130 can recognize lane markings that partition off the host lane. The execution conditions may include a condition that the target trajectory generator 144 determines that it is possible to change lanes to the adjacent lane based on a TTC with vehicles around the lane change target position TAs.
When the execution conditions including these various conditions are not satisfied, the state transitions from the execution mode S1-1 to the pause mode S1-2. The above various conditions exemplified as execution conditions are only examples, and some of the conditions may be replaced with other conditions, some of the conditions may be omitted, and other conditions may be additionally added.
Hereinafter, a flow of a series of processes performed by the automated driving control device 100 according to the embodiment will be described with reference to a flowchart.
First, the mode controller 178 determines whether the host vehicle M has entered the automated driving permitted section (Step S100).
When the host vehicle M has entered the automated driving permitted section, the mode controller 178 switches the driving mode of the host vehicle M from the driving assistance mode to the second automated driving mode (Step S102).
Next, the HMI controller 182 causes the display device 32 to display information for encouraging the occupant to operate (turn on) the second switch 34B in the second automated driving mode (hereinafter referred to as prompting information) (Step S104).
As described above, switching to the driving assistance mode is performed by operating the first switch 34A, and switching to the automated lane change mode is performed by operating the second switch 34B that is physically different from the first switch 34A. Therefore, even if the first switch 34A is operated, steering control or speed control of the host vehicle M is allowed under constraint conditions that the host vehicle M does not deviate from the host lane such as ACC and LKAS, and steering control such as crossing a plurality of lanes as in ALC or speed control associated therewith is not allowed unless the second switch 34B is operated.
Among users in the host vehicle M, some users may perform driving assistance with speed control or steering control within the host lane, but they may think that they do not want to perform automated driving with steering control such as moving to another lane. Therefore, in the present embodiment, when one physical switch (including a switch that functions as two switches virtually but is physically one) is operated, instead of switching from the manual driving mode to the automated lane change mode which substantially including the driving assistance mode, the switch is physically separated into a switch that triggers switching to the driving assistance mode and a switch that triggers switching to the automated lane change mode, and switching is gradually performed to the driving mode with a higher degree of control according to the operation of each switch. Thereby, appropriate automated driving (including driving assistance) can be performed according to the user’s request.
Next, the mode controller 178 determines whether the second switch 34B is operated (turned on) (Step S106). It is considered that, when the second switch 34B is not operated (not turned on), the mode controller 178 determines that the user does not want a function such as ALC provided in the automated lane change mode, and ends the process of this flowchart.
On the other hand, when the second switch 34B is operated (turned on), the mode controller 178 switches the driving mode to the automated lane change mode (Step S108). In the automated lane change mode switched at the timing of the process of S108, the first duty is imposed.
Next, the home lane determiner 180 determines a lane recognized as a host lane by the recognizer 130 among one or a plurality of lanes recognized by the recognizer 130 when the driving mode is switched to the automated lane change mode as the home lane (Step S 110).
For example, when the second switch 34B is operated after the host vehicle M has entered the automated driving permitted section, the home lane determiner 180 determines a lane recognized as a host lane by the recognizer 130 when the second switch 34B is operated as the home lane.
For example, while the host vehicle M travels on the merging lane LN0, the mode controller 178 determines the driving mode as the driving assistance mode. In this case, in principle, the occupant causes the host vehicle M to merge into the first traveling lane LN1 by manual driving. When the host vehicle M changes lanes from the merging lane LN0 to the first traveling lane LN1, the mode controller 178 switches the driving mode from the driving assistance mode to the second automated driving mode. In response to this, the HMI controller 182 causes the display device 32 to display prompting information for encouraging the occupant to operate (turn on) the second switch 34B. In the shown example, since the occupant quickly operates the second switch 34B, the host vehicle M transitions from the driving mode to the automated lane change mode at substantially the same timing at which it enters the highway.
The description will return to the flowchart in
When it is determined that there is a lane change request, the mode controller 178 additionally determines whether an execution condition is satisfied (Step S114). When it is determined that an execution condition is not satisfied, the mode controller 178 switches the driving mode to the pause mode (Step S116).
Next, the HMI controller 182 causes the display device 32 to display information indicating that the driving mode is the pause mode, and ALC is temporarily stopped (hereinafter referred to as suspend information) as an image, or a speaker is used to output the information as sound (Step S118).
The description will return to the flowchart in
For example, in a partial section the first predetermined distance DTH1 before the branching point when viewed from the host vehicle M, when the host vehicle M is traveling in the second traveling lane LN2 or the passing lane LN3 instead of the first traveling lane LN1 connected to the branch lane LN4, the vehicle disturbs other nearby vehicles, is not able to change lanes to the first traveling lane LN1 before the branching point, and can pass through the branching point without exiting the automated driving permitted section. Therefore, when exiting the automated driving permitted section at the branching point, if the host vehicle M enters a partial section the first predetermined distance DTH1 before the branching point, the mode controller 178 determines that a release condition of an automated lane change mode is satisfied. Thereby, in this section, ALC from the first traveling lane LN1 to another lane is not allowed, and the vehicle can smoothly move to the branch lane LN4 at the branching point.
When it is determined that a release condition of an automated lane change mode is not satisfied, the mode controller 178 returns the process to S112. Thereby, the pause mode is maintained until the execution condition is satisfied after the second switch 34B is operated.
On the other hand, when it is determined that a release condition of an automated lane change mode is satisfied, the mode controller 178 switches the driving mode from the automated lane change mode to another automated driving mode (Step S122). Thereby, there is a lane change request and the temporarily stopped (restricted) ALC is completely stopped.
On the other hand, when it is determined that an execution condition is satisfied, the mode controller 178 switches the driving mode to the execution mode (Step S124).
Next, the automated driving control device 100 causes the host vehicle M to change lanes (Step S126). Specifically, the target trajectory generator 144 of the action plan generator 140 generates a target trajectory from the main line to the branch lane, and generates a target trajectory from the merging lane to the main line. In response to this, the second controller 160 controls the traveling driving force output device 200, the brake system 210, and the steering device 220 based on the target trajectory generated by the target trajectory generator 144, and causes the host vehicle M to change lanes to a target lane according to automated driving.
Next, the mode controller 178 determines whether a release condition of an automated lane change mode is satisfied (Step S128). For example, in the execution mode, when the occupant activates the direction indicator and cancels the lane change, the mode controller 178 determines that a release condition of an automated lane change mode is satisfied.
When it is determined that a release condition of an automated lane change mode is satisfied, the mode controller 178 advances the process to S120, and switches the driving mode from the automated lane change mode to another automated driving mode. Thereby, ALC performed in response to the lane change request is interrupted.
According to the embodiment described above, when the first switch 34A is operated, the automated driving control device 100 determines the driving mode of the host vehicle M as the second automated driving mode in which ALC is not performed, and when the second switch 34B in the second automated driving mode is operated, the automated driving control device 100 switches the driving mode from the second automated driving mode in which ALC is not performed to the second automated driving mode in which ALC is performed, that is, the automated lane change mode. When the driving mode is the second automated driving mode in which ALC is not performed, the automated driving control device 100 performs ACC and LKAS in a parallel manner and performs TJP. On the other hand, when the driving mode is the automated lane change mode, the automated driving control device 100 can additionally perform ALC in addition to ACC, LKAS, and TJP. In this manner, the occupant is requested to perform a two-step switch operation until ALC becomes possible. Therefore, even if a user who does not want to perform ALC under automated driving is in the host vehicle M, it is possible to perform appropriate automated driving for the occupant.
According to the above embodiment, the execution mode and the pause mode are provided in the automated lane change mode in which ALC is performed, and the state is changed between these two modes according to the surrounding situation of the host vehicle M. Thereby, for example, even if ALC cannot be performed currently, and the driving mode is switched to the pause mode, if ALC can be performed at a certain time in the future, the driving mode can be switched to the execution mode, and the temporarily stopped ALC can be performed.
According to the above embodiment, the occupant is notified of the fact that ALC is temporarily stopped in the pause mode. Thereby, for example, as a result of calculation based on the TTC with other vehicles therearound, even if ALC is stopped although this cannot (easily) be directly visually confirmed by the occupant, for example, because there is not enough space to change lanes to an adjacent lane, because there is a merging point or branching point in front of the host vehicle M in the travelling direction on the map although this is difficult to visually confirm, or because various sensors are not functioning properly and the recognizer 130 cannot recognize the surrounding situation of the host vehicle M, the occupant can be informed of the fact that ALC is not being performed for a certain reason.
While a case in which, in the execution mode S1-1, path change associated with lane change such as ACC is allowed has been described in the above embodiment, the present invention is not limited thereto. For example, in the execution mode S1-1, control to change the path of the host vehicle M according to turning right or left at an intersection, control to change the path to a right-turn lane or the like, and control to change the path toward a desired gate in front of a tollgate (for example, electronic toll collection system (ETC) gate) may be allowed.
The embodiment described above can be expressed as follows.
A vehicle control device includes
While forms for implementing the present invention have been described above with reference to embodiments, the present invention is not limited to the embodiments at all, and various modifications and substitutions can be made without departing from the spirit and scope of the present invention.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2019-064042 | Mar 2019 | JP | national |
This application is a Continuation of U.S. Application Serial No. 16/819,215 filed on Mar. 16, 2020, the entire contents of all of which are incorporated herein by reference.
| Number | Date | Country | |
|---|---|---|---|
| Parent | 16819215 | Mar 2020 | US |
| Child | 18098141 | US |
