CN112172805A - Vehicle control device, vehicle control method, and storage medium - Google Patents
Vehicle control device, vehicle control method, and storage medium Download PDFInfo
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- CN112172805A CN112172805A CN202010616597.8A CN202010616597A CN112172805A CN 112172805 A CN112172805 A CN 112172805A CN 202010616597 A CN202010616597 A CN 202010616597A CN 112172805 A CN112172805 A CN 112172805A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/40—Dynamic objects, e.g. animals, windblown objects
- B60W2554/402—Type
- B60W2554/4029—Pedestrians
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- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
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- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
The invention provides a vehicle control device, a vehicle control method and a storage medium, which can more appropriately initiate avoidance control by performing avoidance control according to the condition of other lanes. A vehicle control device is provided with: an identification unit that identifies a peripheral condition of the vehicle including an object present in the periphery of the vehicle; and a driving control unit that controls a speed and a steering of the vehicle, wherein the driving control unit changes an extent of launching of avoidance control for the approach of the crossing object recognized by the recognition unit based on an attribute of a second lane when the recognition unit recognizes that a congestion occurs in the second lane different from a first lane in which the vehicle exists.
Description
Technical Field
The invention relates to a vehicle control device, a vehicle control method, and a storage medium.
Background
There is disclosed a technique relating to a vehicle driving support device that determines a congestion state of an adjacent lane adjacent to a vehicle-mounted travel road, and changes a target vehicle speed of cruise control with inter-vehicle distance control to a preset low vehicle speed for congestion when the adjacent lane is determined to be congested (see, for example, japanese patent application laid-open No. 2009-214838).
In the conventional technology, studies have not been sufficiently made on controlling the traveling of the host vehicle by including the relationship between the other congested lane and the traveling direction of the host vehicle.
The present invention has been made in view of the above-described recognition of the problem, and an object thereof is to provide a vehicle control device, a vehicle control method, and a storage medium that can more appropriately perform avoidance control by performing avoidance control according to the situation of another lane.
Disclosure of Invention
The vehicle control device, the vehicle control method, and the storage medium according to the present invention have the following configurations.
(1): a vehicle control device according to an aspect of the present invention includes: an identification unit that identifies a surrounding situation of a vehicle including an object existing in the periphery of the vehicle; and a driving control unit that controls a speed and a steering of the vehicle, wherein the driving control unit changes an activation degree of avoidance control for the approach of the crossing object recognized by the recognition unit based on an attribute of a second lane in a case where the recognition unit recognizes that a congestion is occurring in the second lane different from a first lane in which the vehicle exists.
(2): in the aspect (1) described above, the driving control unit may change the degree of actuation of the avoidance control by relaxing or tightening the actuation condition of the avoidance control or by stopping the actuation of the avoidance control.
(3): in addition to the aspect (1) or (2), the driving control unit may change the degree of the initiation of the avoidance control by increasing or decreasing the control amount of the avoidance control.
(4): in addition to the aspect (2) or (3), the driving control unit may widen an initiation condition of the avoidance control or increase a control amount of the avoidance control when the second lane is an oncoming lane.
(5): in addition to any one of the above (2) to (4), the driving control unit may widen an engine condition of the avoidance control or increase a control amount of the avoidance control in a case where the second lane is a lane on a shoulder side of the first lane in a same direction as the first lane.
(6): in addition to any one of the above (2) to (5), the avoidance control includes a preparation control for preparing for an approach of the crossing object, and the driving control unit stops the initiation of the preparation control when the second lane is a lane that is in the same direction as the first lane and is on a lane side opposite to the first lane.
(7): in addition to any one of the above (2) to (6), the avoidance control includes a preparation control for preventing the crossing object from approaching, and the driving control unit stops the initiation of the preparation control when the second lane is adjacent to the first lane and a third lane is present outside the second lane.
(8): a vehicle control method according to an aspect of the present invention causes a computer of a vehicle control device to perform: identifying a surrounding condition of a vehicle including an object existing in a periphery of the vehicle; controlling the speed and steering of the vehicle; and changing an actuation degree of avoidance control for the recognized approach of the crossing object based on an attribute of a second lane when it is recognized that a congestion is occurring in the second lane different from the first lane in which the vehicle exists.
(9): a storage medium according to an aspect of the present invention stores a program that causes a computer of a vehicle control device to perform: identifying a surrounding condition of a vehicle including an object existing in a periphery of the vehicle; controlling the speed and steering of the vehicle; when it is recognized that a congestion is occurring in a second lane different from a first lane in which the vehicle is present, the degree of launching of avoidance control for the recognized approach of the crossing object is changed based on the attribute of the second lane.
Effects of the invention
According to the aspects (1) to (9) described above, avoidance control can be more appropriately activated in accordance with the situation of another lane.
Drawings
Fig. 1 is a configuration diagram of a vehicle system using a vehicle control device according to an embodiment.
Fig. 2 is a functional configuration diagram of the first control unit and the second control unit.
Fig. 3 is a diagram showing an example of a scene in which the avoidance control unit of the embodiment increases the degree of activation of the avoidance control.
Fig. 4 is a diagram showing another example of a scene in which the avoidance control unit of the embodiment increases the degree of activation of the avoidance control.
Fig. 5 is a diagram showing an example of a scene in which the avoidance control unit according to the embodiment does not increase the degree of activation of the avoidance control.
Fig. 6 is a diagram showing another example of a scene in which the avoidance control unit according to the embodiment does not increase the degree of activation of the avoidance control.
Fig. 7 is a diagram showing another example of a scene in which the avoidance control unit according to the embodiment does not increase the degree of activation of the avoidance control.
Fig. 8 is a flowchart showing an example of the flow of processing executed by the avoidance control unit according to the embodiment.
Fig. 9 is a diagram showing an example of the hardware configuration of the automatic driving control device according to the embodiment.
Detailed Description
Embodiments of a vehicle control device, a vehicle control method, and a storage medium according to the present invention will be described below with reference to the accompanying drawings. In the following, the case where the right-hand traffic rule is applied will be described, but the right-hand traffic rule may be applied by switching the right-hand and left-hand reading.
[ integral Structure ]
Fig. 1 is a configuration diagram of a vehicle system 1 using a vehicle control device according to an embodiment. The vehicle on which the vehicle system 1 is mounted is, for example, a two-wheel, three-wheel, four-wheel or the like vehicle, and the drive source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using generated power generated by a generator connected to the internal combustion engine or discharge power of a secondary battery or a fuel cell.
The vehicle system 1 includes, for example, a camera 10, a radar device 12, a probe 14, an object recognition device 16, a communication device 20, an hmi (human Machine interface)30, a vehicle sensor 40, a navigation device 50, an mpu (map Positioning unit)60, a driving operation unit 80, an automatic driving control device (automatic driving control device)100, a driving force output device 200, a brake device 210, and a steering device 220. These devices and apparatuses are connected to each other by a multiplex communication line such as a can (controller Area network) communication line, a serial communication line, a wireless communication network, and the like. The configuration shown in fig. 1 is merely an example, and a part of the configuration may be omitted or another configuration may be added.
The camera 10 is a digital camera using a solid-state imaging device such as a ccd (charge Coupled device) or a cmos (complementary Metal Oxide semiconductor). The camera 10 is mounted on an arbitrary portion of a vehicle (hereinafter referred to as a host vehicle M) on which the vehicle system 1 is mounted. When photographing forward, the camera 10 is attached to the upper part of the front windshield, the rear surface of the vehicle interior mirror, or the like. The camera 10 repeatedly shoots the periphery of the host vehicle M periodically, for example. The camera 10 may also be a stereo camera.
The radar device 12 radiates radio waves such as millimeter waves to the periphery of the host vehicle M, and detects radio waves (reflected waves) reflected by an object to detect at least the position (distance and direction) of the object. The radar device 12 is mounted on an arbitrary portion of the vehicle M. The radar device 12 may detect the position and velocity of the object by an FM-cw (frequency Modulated Continuous wave) method.
The detector 14 is a LIDAR (light Detection and ranging). The detector 14 irradiates light to the periphery of the host vehicle M to measure scattered light. The detector 14 detects the distance to the subject based on the time from light emission to light reception. The light to be irradiated is, for example, pulsed laser light. The probe 14 is attached to an arbitrary portion of the vehicle M.
The object recognition device 16 performs a sensor fusion process on the detection results detected by some or all of the camera 10, the radar device 12, and the probe 14, and recognizes the position, the type, the speed, and the like of the object. The object recognition device 16 outputs the recognition result to the automatic driving control device 100. The object recognition device 16 may output the detection results of the camera 10, the radar device 12, and the detector 14 directly to the automatic driving control device 100. The object recognition device 16 may also be omitted from the vehicle system 1.
The communication device 20 communicates with another vehicle present in the vicinity of the host vehicle M or with various server devices via a wireless base station, for example, using a cellular network, a Wi-Fi network, Bluetooth (registered trademark), dsrc (dedicated Short Range communication), or the like.
The HMI30 presents various information to the occupant of the host vehicle M, and accepts input operations by the occupant. The HMI30 includes various display devices, speakers, buzzers, touch panels, switches, keys, and the like.
The vehicle sensors 40 include a vehicle speed sensor that detects the speed of the own vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects an angular velocity about a vertical axis, an orientation sensor that detects the orientation of the own vehicle M, and the like.
The Navigation device 50 includes, for example, a gnss (global Navigation Satellite system) receiver 51, a Navigation HMI52, and a route determination unit 53. The navigation device 50 holds the first map information 54 in a storage device such as an hdd (hard Disk drive) or a flash memory. The GNSS receiver 51 determines the position of the own vehicle M based on the signals received from the GNSS satellites. The position of the host vehicle M may also be determined or supplemented by an ins (inertial Navigation system) that utilizes the output of the vehicle sensors 40. The navigation HMI52 includes a display device, a speaker, a touch panel, keys, and the like. The navigation HMI52 may also be partially or wholly shared with the aforementioned HMI 30. The route determination unit 53 determines a route (hereinafter referred to as an on-map route) from the position of the host vehicle M (or an arbitrary input position) specified by the GNSS receiver 51 to the destination input by the occupant using the navigation HMI52, for example, with reference to the first map information 54. The first map information 54 is information representing a road shape by, for example, a line representing a road and nodes connected by the line. The first map information 54 may also include curvature Of a road, poi (point Of interest) information, and the like. The map upper path is output to the MPU 60. The navigation device 50 may also perform route guidance using the navigation HMI52 based on the on-map route. The navigation device 50 may be realized by a function of a terminal device such as a smartphone or a tablet terminal held by the occupant. The navigation device 50 may transmit the current position and the destination to the navigation server via the communication device 20, and acquire a route equivalent to the route on the map from the navigation server.
The MPU60 includes, for example, the recommended lane determining unit 61, and holds the second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane determining unit 61 divides the on-map route provided from the navigation device 50 into a plurality of blocks (for example, every 100[ m ] in the vehicle traveling direction), and determines the recommended lane for each block with reference to the second map information 62. The recommended lane determining unit 61 determines to travel in the first lane from the left. The recommended lane determining unit 61 determines the recommended lane so that the host vehicle M can travel on a reasonable route for traveling to the branch destination when there is a branch point on the route on the map.
The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of a lane, information on the boundary of a lane, and the like. The second map information 62 may also include road information, traffic regulation information, residence information (residence, zip code), facility information, telephone number information, and the like. The second map information 62 can be updated at any time by the communication device 20 communicating with other devices.
The driving operation member 80 includes, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, a joystick, and other operation members. A sensor for detecting the operation amount or the presence or absence of operation is attached to the driving operation element 80, and the detection result is output to some or all of the automatic driving control device 100, the running driving force output device 200, the brake device 210, and the steering device 220.
The automatic driving control device 100 includes, for example, a first control unit 120 and a second control unit 160. The first control unit 120 and the second control unit 160 are each realized by a hardware processor such as a cpu (central Processing unit) executing a program (software). Some or all of these components may be realized by hardware (including circuit units) such as lsi (large Scale integration), asic (application Specific Integrated circuit), FPGA (Field-Programmable Gate Array), and gpu (graphics Processing unit), or may be realized by cooperation between software and hardware. The program may be stored in advance in a storage device (a storage device including a non-transitory storage medium) such as an HDD or a flash memory of the automatic drive control device 100, or may be stored in a removable storage medium such as a DVD or a CD-ROM, and attached to the HDD or the flash memory of the automatic drive control device 100 by being mounted on the drive device via the storage medium (the non-transitory storage medium). The automatic driving control device 100 is an example of a "vehicle control device".
Fig. 2 is a functional configuration diagram of the first control unit 120 and the second control unit 160. The first control unit 120 includes, for example, a recognition unit 130 and an action plan generation unit 140. The first control unit 120 implements, for example, an AT (Artificial Intelligence) function and a function based on a predetermined model in parallel. For example, the function of "recognizing an intersection" can be realized by "performing recognition of an intersection by deep learning or the like and recognition based on a predetermined condition (presence of a signal, a road sign, or the like that enables pattern matching) in parallel, and scoring both sides and comprehensively evaluating them". Thereby, the reliability of automatic driving is ensured. The action plan generating unit 140 and the second control unit 160 are combined together as an example of the "driving control unit".
The recognition unit 130 recognizes the position, speed, acceleration, and other states of an object in the periphery of the host vehicle M based on information input from the camera 10, radar device 12, and probe 14 via the object recognition device 16. The position of the object is recognized as a position on absolute coordinates with the origin at the representative point (center of gravity, center of drive shaft, etc.) of the host vehicle M, for example, and used for control. The position of the object may be represented by a representative point such as the center of gravity and a corner of the object, or may be represented by a region to be represented. The "state" of the object may also include acceleration, jerk, or "state of action" of the object (e.g., whether a lane change is being made or is to be made).
The recognition unit 130 recognizes, for example, a lane (traveling lane) in which the host vehicle M is traveling. For example, the recognition unit 130 recognizes the traveling lane by comparing the pattern of road dividing lines (e.g., the arrangement of solid lines and broken lines) obtained from the second map information 62 with the pattern of road dividing lines around the host vehicle M recognized from the image captured by the camera 10. The recognition unit 130 recognizes not only the road dividing line but also a lane by recognizing a road dividing line and a boundary (road boundary) of a traveling road including a shoulder, a curb, a center barrier, a guardrail, and the like. In this recognition, the position of the own vehicle M acquired from the navigation device 50 and the processing result by the INS processing may be added. The recognition part 130 recognizes a temporary stop line, an obstacle, a red light, a toll booth, and other road phenomena.
The recognition unit 130 recognizes the position and posture of the host vehicle M with respect to the travel lane when recognizing the travel lane. The recognition unit 130 may recognize, for example, a deviation of a reference point of the host vehicle M from the center of the lane and an angle formed by the traveling direction of the host vehicle M with respect to a line connecting the centers of the lanes as the relative position and posture of the host vehicle M with respect to the traveling lane. Instead, the recognition unit 130 may recognize the position of the reference point of the host vehicle M with respect to an arbitrary side end portion (road partition line or road boundary) of the traveling lane, as the relative position of the host vehicle M with respect to the traveling lane. The recognition unit 130 includes, for example, a congestion recognition unit 132 and a cross object recognition unit 134.
The congestion recognition unit 132 recognizes a traveling state of another vehicle (hereinafter, referred to as another vehicle V) present in another traveling lane (second lane) adjacent to the traveling lane (first lane) in which the host vehicle M is present (traveling or stopped). The other traveling lanes include a traveling lane in the same direction as the traveling lane in which the host vehicle M is present, and an opposite lane in the opposite direction to the traveling lane in which the host vehicle M is present. The congestion recognition unit 132 recognizes the position, speed, acceleration, and the like of another vehicle V present in the periphery of the host vehicle M, for example, based on the information input from the object recognition device 16. The congestion recognition unit 132 recognizes congestion occurring in another travel lane based on the result of recognizing another vehicle V existing in another travel lane.
The crossing object recognition unit 134 recognizes an object other than the other vehicle V existing (traveling or stopped) in the periphery of the host vehicle M. The cross object recognition unit 134 recognizes the position, speed, acceleration, moving direction, and the like of an object other than the other vehicle V existing in the periphery of the host vehicle M, for example, based on the information input from the object recognition device 16. Also, the cross object recognition portion 134 recognizes a cross object that is approaching the own vehicle M and that crosses the front, based on the result of recognizing the object. The "crossing object" is, for example, an object that a pedestrian, a bicycle, or the like may suddenly rush out from between other vehicles or the like that are stopped due to congestion on other traveling lanes.
The action plan generating unit 140 generates a target trajectory on which the host vehicle M will automatically (automatically) travel in the future so as to travel on the recommended lane determined by the recommended lane determining unit 61 in principle and to be able to cope with the surrounding situation of the host vehicle M. The target track contains, for example, a velocity element. For example, the target track is represented by a track in which the points (track points) to which the vehicle M should arrive are arranged in order. The track point is a point to which the host vehicle M should arrive at every predetermined travel distance (for example, several [ M ] or so) in terms of a distance along the way, and, unlike this, a target speed and a target acceleration at every predetermined sampling time (for example, several zero-point [ sec ] or so) are generated as a part of the target track. The track point may be a position to which the host vehicle M should arrive at a predetermined sampling time. In this case, the information of the target velocity and the target acceleration is expressed by the interval between the track points.
The action plan generating unit 140 may set an event of autonomous driving when generating the target trajectory. Examples of the event of the automatic driving include a constant speed driving event, a low speed follow-up driving event, a lane change event, a branch event, a merge event, and a take-over event. The action plan generating unit 140 generates a target trajectory corresponding to the started event. The action plan generating unit 140 includes a avoidance control unit 142.
The avoidance control unit 142 performs avoidance control for crossing an object. The "avoidance control" includes preparatory control and formal avoidance control. The "preparation control" is, for example, control that is prepared in advance so that the formal avoidance control can be immediately started in preparation for a sudden rush-out of a crossing object from the other lane side. The "preparatory control" includes traveling control performed in advance before the main avoidance control is started, such as reducing (decelerating) the traveling speed of the host vehicle M, traveling on a side away from the other congested traveling lane in the current traveling lane, performing a lane change to a traveling lane on the side opposite to the other congested traveling lane, and the like. The "main avoidance control" is control for performing braking or avoidance by steering in accordance with a reduction in the time To collision margin ttc (time To collision) between the crossing object and the crossing object, for example, when the crossing object suddenly rushes out from the other lane side.
When the congestion recognition unit 132 recognizes that a congestion is occurring in another travel lane, the avoidance control unit 142 changes the degree of initiation of avoidance control for approaching a crossing object based on the attribute of the other travel lane in which the congestion is occurring. The "attribute of the other traveling lane in which the congestion occurs" is a position of the traveling lane in which the host vehicle M exists and the other traveling lane including the congested traveling lane with respect to the entire road. The "change in the degree of activation of avoidance control" refers to either or both of a case where the condition for activating the main avoidance control is relaxed, a case where the condition is stricter, or a case where the condition for activating the main avoidance control is changed such as stopping the activation of the main avoidance control, and a case where the control amount in the main avoidance control is changed such as increasing the control amount or decreasing the control amount when the main avoidance control is performed. The "change of the degree of activation of avoidance control" includes one or both of the case where the preliminary control is performed or not performed and the case where the threshold value of the collision time margin TTC and the control gain are changed. For example, when the crossing object recognition unit 134 recognizes that there is a possibility that the crossing object suddenly rushes out from the other traveling lane side, for example, between other vehicles V stopped in the other traveling lane due to traffic jam, the avoidance control unit 142 increases the degree of activation of the avoidance control for the approach of the crossing object.
The "change in the degree of activation of avoidance control" in the avoidance control unit 142 may be performed regardless of whether or not the crossing object recognition unit 134 recognizes a crossing object. For example, the avoidance control unit 142 may perform the preparation control in a state where the crossing of the object is not recognized. This is because the formal avoidance control is control for the actually recognized crossing object launch, that is, control for recognizing the crossing object; in contrast, the preparatory control is a control prepared in advance so that the main avoidance control can be immediately started, that is, a control prepared in advance when it is assumed that the crossing object suddenly rushes out, and it is considered that the running of the host vehicle M is not greatly affected by the preparatory control alone.
The second control unit 160 controls the running driving force output device 200, the brake device 210, and the steering device 220 so that the host vehicle M passes through the target trajectory generated by the action plan generation unit 140 at a predetermined timing.
Returning to fig. 2, the second control unit 160 includes, for example, an acquisition unit 162, a speed control unit 164, and a steering control unit 166. The acquisition unit 162 acquires information of the target track (track point) generated by the action plan generation unit 140, and stores the information in a memory (not shown). The speed control unit 164 controls the running drive force output device 200 or the brake device 210 based on the speed element associated with the target track stored in the memory. The steering control unit 166 controls the steering device 220 according to the curve condition of the target track stored in the memory. The processing of the speed control unit 164 and the steering control unit 166 is realized by, for example, a combination of feedforward control and feedback control. For example, the steering control unit 166 performs a combination of feedforward control according to the curvature of the road ahead of the host vehicle M and feedback control based on deviation from the target trajectory.
Running drive force output device 200 outputs running drive force (torque) for running of the vehicle to the drive wheels. The travel driving force output device 200 includes, for example, a combination of an internal combustion engine, a motor, a transmission, and the like, and an ecu (electronic Control unit) that controls them. The ECU controls the above configuration in accordance with information input from the second control unit 160 or information input from the driving operation element 80.
The brake device 210 includes, for example, a caliper, a hydraulic cylinder that transmits hydraulic pressure to the caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a brake ECU. The brake ECU controls the electric motor so that a braking torque corresponding to a braking operation is output to each wheel, in accordance with information input from the second control unit 160 or information input from the driving operation element 80. The brake device 210 may be provided with a mechanism for transmitting the hydraulic pressure generated by the operation of the brake pedal included in the driving operation tool 80 to the hydraulic cylinder via the master cylinder as a backup. The brake device 210 is not limited to the above-described configuration, and may be an electronically controlled hydraulic brake device that transmits the hydraulic pressure of the master cylinder to the hydraulic cylinder by controlling the actuator in accordance with information input from the second control unit 160.
The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor changes the orientation of the steering wheel by applying a force to a rack-and-pinion mechanism, for example. The steering ECU drives the electric motor in accordance with information input from the second control unit 160 or information input from the driving operation element 80 to change the direction of the steered wheels.
[ avoidance control for crossing an object ]
The following describes driving control (avoidance control) of the host vehicle M performed by the avoidance control unit 142 with respect to the approach of the crossing object. The avoidance control unit 142 executes avoidance control based on the positional relationship between the traveling lane where the host vehicle M is present and the other traveling lane including the congested traveling lane.
[ example of a scene in which the degree of actuation of avoidance control is increased ]
Fig. 3 is a diagram showing an example of a scene in which the avoidance control unit 142 of the embodiment increases the degree of activation of the avoidance control. Fig. 3 shows a first example of a scenario in which the degree of actuation of avoidance control is increased. Fig. 3 is an example of a scenario in which preparation control is performed when congestion occurs in an oncoming lane on a road that is traveled in both directions, one lane on one side and one lane on the other side. In such a scenario, for example, the pedestrian H walking on the sidewalk on the opposite lane side may suddenly rush out from between the other vehicle V2 and the other vehicle V3, etc., which are stopped due to congestion on the opposite lane, in order to cross the road. In this case, based on the recognition of the traffic jam in the oncoming lane by the traffic jam recognition unit 132, the avoidance control unit 142 performs the preparatory control so that the main avoidance control of the vehicle M can be immediately started. Fig. 3 shows an example of the traveling direction Dm when the host vehicle M is traveling in the current traveling lane while being decelerated by the preparation control performed by the avoidance control unit 142. In this scenario, avoidance control unit 142 may reduce the threshold value of the actual avoidance control, as well as performing the preparatory control.
Fig. 4 is a diagram showing another example of a scene in which avoidance control unit 142 of the embodiment increases the degree of activation of avoidance control. Fig. 4 is a second example of a scenario in which the degree of actuation of avoidance control is increased. Fig. 4 shows an example of a scenario in which preparation control is performed when congestion occurs in another driving lane (hereinafter referred to as an adjacent lane) that is in the same direction as the driving lane in which the host vehicle M is present and is adjacent to the shoulder side on a road with one-sided two lanes. In such a scenario, for example, the pedestrian H walking on the sidewalk on the shoulder side may suddenly rush out from between another vehicle V2 and another vehicle V3, etc., which are stopped in the adjacent lane due to congestion, in order to cross the road. In this case, the avoidance control unit 142 performs the preparatory control in response to the traffic jam recognition unit 132 recognizing the traffic jam of the adjacent lane on the shoulder side. Fig. 4 shows an example of the traveling direction Dm in a case where the host vehicle M decelerates due to the preparation control by the avoidance control unit 142 and travels on a side away from the adjacent lane in the current traveling lane. In this scenario, avoidance control unit 142 may reduce the threshold value of the actual avoidance control, as well as performing the preparatory control.
[ example of a scene in which the degree of activation of avoidance control is not increased ]
Fig. 5 is a diagram showing an example of a scene in which avoidance control unit 142 according to the embodiment does not increase the degree of activation of avoidance control. Fig. 5 shows a first example of a scenario in which the degree of activation of avoidance control is not increased. Fig. 5 shows an example of a situation in which congestion occurs in an adjacent lane on a one-sided two-lane road, which is located on the opposite lane side and in the same direction as the traveling lane in which the host vehicle M is present, but preparation control is not performed. In such a scenario, for example, it is considered that the pedestrian H walking on the sidewalk on the oncoming lane side has a low possibility of suddenly rushing out from between other vehicles or the like stopped due to congestion on the adjacent lane on the oncoming lane side after passing through the oncoming lane, regardless of whether the oncoming lane is congested or not. Therefore, avoidance control unit 142 does not perform the preparatory control and continues the current travel control. Fig. 5 shows an example of the traveling direction Dm when the avoidance control unit 142 continues the current travel control without performing preparatory control such as deceleration. In this scene, the avoidance control unit 142 also performs the normal avoidance control. However, the avoidance control unit 142 may increase the threshold value of the actual avoidance control to suppress false detection of the crossing object.
In a scene where the host vehicle M is present in the driving lane at the center of the one-side three-lane road and the traffic jam occurs in the adjacent lane on the opposite lane side, the avoidance control unit 142 may execute a preparatory control of driving without decelerating the vehicle after changing the course of the vehicle to the driving lane on the shoulder side.
Fig. 6 is a diagram showing another example of a scene in which avoidance control unit 142 according to the embodiment does not increase the degree of activation of avoidance control. Fig. 6 is a second example of a scenario in which the degree of activation of avoidance control is not increased. Fig. 6 is an example of a scenario in which, on a road with three lanes on one side, the host vehicle M is present in the traveling lane on the opposite lane side, and a traffic jam occurs in the center adjacent lane that is in the same direction as the traveling lane in which the host vehicle M is present and is adjacent to the shoulder side, but since there is a traveling lane on the outer side of the center adjacent lane, that is, on the shoulder side, the preparatory control is not performed. In such a scenario, for example, it is considered that the pedestrian H walking on the sidewalk on the shoulder side has a low possibility of suddenly rushing out from between other vehicles stopped due to congestion on the adjacent lane at the center by passing through the travel lanes of both lanes regardless of whether or not the travel lane closest to the shoulder side is congested. Therefore, avoidance control unit 142 does not perform the preparatory control and continues the current travel control. Fig. 6 shows an example of the traveling direction Dm in the case where the avoidance control unit 142 continues the current travel control (travel to the travel lane on the lane side) without performing preparatory control such as deceleration. In this scene, since the avoidance control unit 142 also performs the actual avoidance control, the threshold value of the actual avoidance control can be increased to suppress false detection of an object crossing.
Fig. 7 is a diagram showing another example of a scene in which avoidance control unit 142 according to the embodiment does not increase the degree of activation of avoidance control. Fig. 7 is a second example of a scenario in which the degree of activation of avoidance control is not increased. Fig. 7 shows an example of a scenario in which, on a one-sided three-lane road, the host vehicle M is present in a travel lane on the shoulder side, and a traffic jam occurs in a center-adjacent lane that is in the same direction as the travel lane in which the host vehicle M is present and is adjacent to the oncoming lane, but the travel lane is still present on the outer side of the center-adjacent lane, that is, on the oncoming lane side, and therefore, the preparatory control is not performed. In such a scenario, for example, it is considered that the pedestrian H walking on the sidewalk on the oncoming lane side has a low possibility of suddenly rushing out from between other vehicles stopped due to congestion on the adjacent lane at the center by passing through the oncoming lane and the traveling lane corresponding to the same lane regardless of whether or not the oncoming lane and the traveling lane closest to the adjacent lane on the oncoming lane are congested. Therefore, avoidance control unit 142 does not perform the preparatory control and continues the current travel control. Fig. 7 shows an example of the traveling direction Dm in the case where the avoidance control unit 142 continues the current travel control (travel in the shoulder side travel lane) without performing preparatory control such as deceleration. In this scene, the avoidance control unit 142 also performs the actual avoidance control, and therefore the threshold value of the actual avoidance control can be increased to suppress false detection of an object crossing.
[ treatment procedure ]
Fig. 8 is a flowchart showing an example of the flow of processing executed by the avoidance control unit 142 according to the embodiment. The processing of the present flowchart is repeatedly executed at predetermined time intervals at which information is input from the camera 10, the radar device 12, and the probe 14 to the recognition unit 130 via the object recognition device 16. In the following description, the congestion recognition unit 132 successively inputs, to the avoidance control unit 142, information indicating whether or not congestion is occurring in another traveling lane, which is recognized based on the information input from the object recognition device 16, and information indicating whether or not a crossing object that is approaching the host vehicle M and crosses the front is present, which is recognized by the crossing object recognition unit 134. In other words, the avoidance control unit 142 successively grasps the state of the other driving lane and the presence or absence of the crossing object.
First, avoidance control unit 142 determines whether or not congestion is recognized in another travel lane by congestion recognition unit 132 (step S100). If it is determined in step S100 that no traffic jam has occurred in another driving lane, avoidance control unit 142 advances the process to step S160.
On the other hand, when it is determined in step S100 that the traffic jam has occurred in the other traveling lane, the avoidance control unit 142 determines whether or not the other traveling lane in which the traffic jam has occurred is an adjacent lane (step S110). If it is determined in step S110 that the traveling lane in which the congestion is occurring is not the adjacent lane, avoidance control unit 142 advances the process to step S160.
If it is determined in step S110 that the traveling lane in which the congestion is occurring is the adjacent lane, the avoidance control unit 142 determines whether another traveling lane (third lane) is present on the outer side across the adjacent lane, that is, on the side away from the host vehicle M (step S120). If it is determined in step S120 that there is another traveling lane outside the adjacent lane with the traffic jam occurring therebetween (see, for example, fig. 6 and 7), avoidance controller 142 advances the process to step S160.
On the other hand, when it is determined in step S120 that there is no other traveling lane further outside the adjacent lane with the traffic jam, the avoidance control unit 142 determines whether or not the adjacent lane with the traffic jam is the oncoming lane (step S130). If it is determined in step S130 that the adjacent lane in which the congestion is occurring is the oncoming lane (see fig. 3, for example), the avoidance control unit 142 advances the process to step S150.
On the other hand, when it is determined in step S130 that the adjacent lane in which the traffic jam has occurred is not the oncoming lane, in other words, the adjacent lane in which the traffic jam has occurred is the traveling lane in the same direction as the traveling lane in which the host vehicle M is present, the avoidance control unit 142 determines whether or not the adjacent lane in which the traffic jam has occurred is the shoulder-side traveling lane with respect to the traveling lane in which the host vehicle M is present (step S140). If it is determined in step S140 that the adjacent lane in which the traffic jam has occurred is not the shoulder-side travel lane, in other words, if the adjacent lane in which the traffic jam has occurred is the oncoming lane (see fig. 5, for example), the avoidance control unit 142 advances the process to step S160.
On the other hand, when it is determined in step S130 that the adjacent lane in which the traffic jam has occurred is the oncoming lane or when it is determined in step S140 that the adjacent lane in which the traffic jam has occurred is the shoulder-side traveling lane (see fig. 4, for example), the avoidance control unit 142 increases the degree of launch of the avoidance control and performs the traveling control of the host vehicle M (step S150). Then, avoidance control unit 142 ends the processing of the 1 routine of the present flowchart.
On the other hand, when it is determined in step S100 that no traffic jam has occurred in another traveling lane, when it is determined in step S110 that the traveling lane in which traffic jam has occurred is not an adjacent lane, when it is determined in step S120 that another traveling lane exists outside the adjacent lane in which traffic jam has occurred, or when it is determined in step S140 that the adjacent lane in which traffic jam has occurred is not a traveling lane on the shoulder side, the avoidance control unit 142 performs the traveling control of the host vehicle M without performing the preparatory control (without increasing the degree of launching of the avoidance control) (step S160). That is, avoidance control unit 142 continues the current driving control. Then, avoidance control unit 142 ends the processing of the 1 routine of the present flowchart.
As described above, the automatic driving control device 100 according to the embodiment includes: a recognition unit 130 (more specifically, a congestion recognition unit 132) that recognizes a surrounding situation of the host vehicle M including an object (another vehicle V and a crossing object) present in the periphery of the host vehicle M; and a driving control unit (action plan generating unit 140, second control unit 160) that controls the speed and steering of the host vehicle M, wherein the driving control unit is configured to change the degree of launching of avoidance control for the approach of the crossing object recognized by the recognition unit 130 (more specifically, the crossing object recognition unit 134) based on the attribute of the second lane when the recognition unit 130 recognizes that a traffic jam occurs in another travel lane (second lane) different from the travel lane (first lane) in which the host vehicle M exists, so that the avoidance control (including the preparation control) can be launched more appropriately.
In the automatic driving control device 100 of the embodiment, the case where the degree of activation of the avoidance control (including the preparation control) performed with respect to the crossing object is changed is described. However, an object that is a target of avoidance control (including preparatory control) in the host vehicle M may cross an object other than the object. For example, it is also considered that another vehicle V stopped in a congested traveling lane suddenly makes a lane change and enters the traveling lane where the host vehicle M is present. However, the control (change) of the actuation of the avoidance control (including the preparation control) in this case can be easily understood by considering the same control as the above-described control of changing the actuation degree of the avoidance control performed on the crossing object. Therefore, in this case, a detailed description of the process of changing the degree of actuation of the avoidance control by the avoidance control unit 142 will be omitted.
[ hardware configuration ]
Fig. 9 is a diagram showing an example of the hardware configuration of the automatic driving control apparatus 100 according to the embodiment. As shown in the figure, the automatic driving control apparatus 100 is configured such that a communication controller 100-1, a CPU100-2, a ram (random Access memory)100-3 used as a work memory, a rom (read Only memory)100-4 storing a boot program and the like, a flash memory, a storage apparatus 100-5 such as an hdd (hard Disk drive) and the like, and a drive apparatus 100-6 are connected to each other via an internal bus or a dedicated communication line. The communication controller 100-1 performs communication with components other than the automatic driving control apparatus 100. The storage device 100-5 stores a program 100-5a to be executed by the CPU 100-2. The program is developed into the RAM100-3 by a dma (direct Memory access) controller (not shown) or the like, and executed by the CPU 100-2. This realizes part or all of first control unit 120 and second control unit 160, more specifically, traffic jam recognition unit 132, crossing object recognition unit 134, and avoidance control unit 142.
The above-described embodiments can be expressed in the following ways.
The vehicle control device is configured to include:
a storage device in which a program is stored; and
a hardware processor for executing a program of a program,
the hardware processor performs the following processing by executing a program stored in the storage device:
identifying a surrounding condition of a vehicle including an object existing in a periphery of the vehicle;
controlling the speed and steering of the vehicle; and
when it is recognized that a traffic jam has occurred in a second lane different from a first lane in which the vehicle is present, the degree of initiation of avoidance control for the recognized approach of the crossing object is changed based on the attribute of the second lane.
While the present invention has been described with reference to the embodiments, the present invention is not limited to the embodiments, and various modifications and substitutions can be made without departing from the scope of the present invention.
Claims (9)
1. A control apparatus for a vehicle, wherein,
the vehicle control device includes:
an identification unit that identifies a surrounding situation of a vehicle including an object existing in the periphery of the vehicle; and
a driving control unit that controls a speed and a steering of the vehicle,
the driving control unit changes the degree of launching of avoidance control for the approach of the crossing object recognized by the recognition unit based on the attribute of the second lane when the recognition unit recognizes that a congestion is occurring in the second lane different from the first lane in which the vehicle is present.
2. The vehicle control apparatus according to claim 1,
the driving control unit changes the degree of the avoidance control by relaxing or tightening the starting condition of the avoidance control or stopping the starting of the avoidance control.
3. The vehicle control apparatus according to claim 1 or 2, wherein,
the driving control unit changes the degree of the avoidance control by increasing or decreasing the control amount of the avoidance control.
4. The vehicle control apparatus according to claim 2,
the driving control unit may widen an initiation condition of the avoidance control or increase a control amount of the avoidance control when the second lane is an opposite lane.
5. The vehicle control apparatus according to claim 2,
the driving control unit may widen an initiation condition of the avoidance control or increase a control amount of the avoidance control when the second lane is a lane that is in the same direction as the first lane and is on a shoulder side of the first lane.
6. The vehicle control apparatus according to claim 2,
the avoidance control includes a preparation control for preventing the crossing object from approaching,
the driving control unit stops the initiation of the preparation control when the second lane is a lane that is in the same direction as the first lane and is on the opposite lane side of the first lane.
7. The vehicle control apparatus according to claim 2,
the avoidance control includes a preparation control for preventing the crossing object from approaching,
the driving control unit stops the initiation of the preparation control when the second lane is adjacent to the first lane and a third lane is present outside the second lane.
8. A control method for a vehicle, wherein,
the vehicle control method causes a computer of a vehicle control device to perform:
identifying a surrounding condition of a vehicle including an object existing in a periphery of the vehicle;
controlling the speed and steering of the vehicle; and
when it is recognized that a congestion is occurring in a second lane different from a first lane in which the vehicle is present, the degree of launching of avoidance control for the recognized approach of the crossing object is changed based on the attribute of the second lane.
9. A storage medium storing a program, wherein,
the program causes a computer of a vehicle control device to perform:
identifying a surrounding condition of a vehicle including an object existing in a periphery of the vehicle;
controlling the speed and steering of the vehicle; and
when it is recognized that a congestion is occurring in a second lane different from a first lane in which the vehicle is present, the degree of launching of avoidance control for the recognized approach of the crossing object is changed based on the attribute of the second lane.
Applications Claiming Priority (2)
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| JP2019-123976 | 2019-07-02 | ||
| JP2019123976A JP2021009624A (en) | 2019-07-02 | 2019-07-02 | Vehicle control system, vehicle control method, and program |
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| CN112172805A true CN112172805A (en) | 2021-01-05 |
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| WO2023175917A1 (en) * | 2022-03-18 | 2023-09-21 | 本田技研工業株式会社 | Driving assistance device, driving assistance method, and program |
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