WO2020158342A1 - Dispositif de commande de véhicule et système de commande de véhicule - Google Patents

Dispositif de commande de véhicule et système de commande de véhicule Download PDF

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Publication number
WO2020158342A1
WO2020158342A1 PCT/JP2020/000573 JP2020000573W WO2020158342A1 WO 2020158342 A1 WO2020158342 A1 WO 2020158342A1 JP 2020000573 W JP2020000573 W JP 2020000573W WO 2020158342 A1 WO2020158342 A1 WO 2020158342A1
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Prior art keywords
safety
module
information
vehicle control
vehicle
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PCT/JP2020/000573
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English (en)
Japanese (ja)
Inventor
敏史 大塚
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日立オートモティブシステムズ株式会社
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Priority to DE112020000166.0T priority Critical patent/DE112020000166T5/de
Publication of WO2020158342A1 publication Critical patent/WO2020158342A1/fr

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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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • 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
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18163—Lane change; Overtaking manoeuvres
    • 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
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/143—Alarm means
    • 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
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
    • B60W2420/408—Radar; Laser, e.g. lidar
    • 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
    • B60W2554/80—Spatial relation or speed relative to objects
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/65—Data transmitted between vehicles

Definitions

  • the present invention relates to a vehicle control device and a vehicle control system.
  • Patent Document 1 As background art of this technical field, there is JP-A-2018-62244 (Patent Document 1).
  • the problem is "calculate an ideal travel route that is more excellent in running efficiency and comfort in automatic driving or driving assistance.”
  • the vehicle control device 10 is a vehicle
  • the vehicle control device 10 includes a left/right boundary line generation unit 100 that calculates left/right boundary lines LB and RB in a traveling path on which the vehicle 11 travels. Further, the vehicle control device 10 sets a constraint point X through which the vehicle 11 travels in the range of the left and right boundary lines LB and RB, and further, with the constraint point X as a constraint condition, the difference between the curvature, the traveling distance, and the center line is set. It has an ideal travel route generation unit 110 that calculates the minimum ideal travel route IDR.” A vehicle control device is disclosed.
  • the above-mentioned conventional technology does not describe a method of enhancing the reusability of the system by making each of the logical architecture structures of the hierarchical automated driving system independently operable.
  • Safety perspective is especially important for automated driving systems and driving support systems, and it is important to reuse safety-related modules among multiple products, reduce development costs, and improve reliability based on operational results.
  • the present invention has been made in view of the above circumstances, and an object of the present invention is to ensure the safety of an automatic driving system and to enable the construction of an automatic driving system that facilitates reuse. And to provide a vehicle control system.
  • one embodiment of the present invention may use the technical idea described in the claims, for example. That is, one embodiment of the present invention is a vehicle control device for controlling a vehicle, which includes a recognition device configured by a sensor provided in a vehicle and a communication device that communicates with the outside.
  • An automatic driving control module that generates trajectory information using input information of at least one of a recognition device and the communication device, trajectory information generated by the automatic driving control module, and input of at least one of the recognition device and the communication device
  • the safety judgment is performed based on the predicted safety map of the result of behavior prediction of the surrounding objects using the information, and when the result of the safety judgment is safe, the trajectory information is output, and the result of the safety judgment Is not safe, the predictive safety independent of the automatic driving control module, which outputs predictive safe trajectory information which is trajectory information generated based on the input information of at least one of the recognition device or the communication device and the predictive safety map.
  • a module that generates trajectory information using input information of at least one of a recognition device and the communication device, trajectory information generated by the automatic driving control module, and input of at least one of the recognition device and the communication device.
  • an automatic driving control module that outputs trajectory information for performing automatic driving, an independent behavior of the automatic driving control module, predict behavior of an object, and output the automatic driving control module.
  • Predictive safety module that determines the safety of orbit information or user operation information, and a configuration that combines a safety condition determination module that performs safety condition determination on the trajectory information output from the predictive safety module and outputs trajectory information Therefore, it becomes possible to construct an automatic driving system that is easy to reuse and can provide the safety of the automatic driving system as needed.
  • a vehicle system is an example of a physical architecture of a vehicle control system. It is an example of composition of ECU. It is an example of composition of a software component. 1 is an example of a logical architecture of a vehicle control system.
  • A) is an example of external world recognition
  • (b) is an example of an external world recognition map. It is an example of orbital information.
  • (A) is an example of track information
  • (b) is an example of travel guidance area information and track information.
  • a logical architecture of a vehicle control system based on a modification of the module configuration.
  • 6 is another example of the logical architecture of the vehicle control system based on the modification of the module configuration.
  • (A), (b) is an example of arrangement of the logical architecture of the vehicle control system to the physical architecture.
  • 6 is an example of a logical architecture of a vehicle control system according to a second embodiment.
  • the present embodiment mainly describes an evaluation device for a vehicle control system, and is suitable for implementation in evaluation of a vehicle system equipped with the vehicle control system, but it does not prevent application to other applications.
  • FIG. 1 is an outline of a vehicle system having a vehicle control system (vehicle control device) according to this embodiment.
  • Reference numeral 1 is a vehicle system having a vehicle control system inside such as an automobile, and 2 is, for example, an in-vehicle network (CAN: Controller Area Network, CANFD: CAN with Flexible Data-rate, Ethernet (registered trademark), etc.) and a controller (ECU: A vehicle control system 3 configured by an Electronic Control Unit, etc., wirelessly communicates with the outside of the vehicle system 1 (that is, the own vehicle) (for example, mobile phone communication, wireless LAN, WAN, C2X (CartoX: vehicle pair).
  • CAN Controller Area Network
  • CANFD Controller Area Network
  • Ethernet registered trademark
  • ECU A vehicle control system 3 configured by an Electronic Control Unit, etc., wirelessly communicates with the outside of the vehicle system 1 (that is, the own vehicle) (for example, mobile phone communication, wireless LAN, WAN, C2X (CartoX: vehicle pair).
  • OBD diagnostic terminal
  • Ethernet terminal external recording medium
  • external recording medium for example, USB memory, SD card, etc.
  • a driving device such as an actuator for driving an electric device (for example, an engine, a transmission, a wheel, a brake, a steering device, etc.), 6 outputs information for acquiring information input from the outside and generating the information.
  • a camera a radar, an LIDAR (Light Detection and Ranging), an external sensor such as an ultrasonic sensor, and a mechanical sensor for recognizing the state of the vehicle system 1 (motion state, position information, acceleration, wheel speed, etc.).
  • the recognition device 7, which is connected to the network system by wire or wirelessly, receives data transmitted from the network system, and displays or outputs necessary information such as message information (eg, video, sound), liquid crystal display, warning
  • the output device 8 such as a lamp and a speaker, 8 is, for example, a steering wheel, a pedal, a button, a lever, a touch panel, or the like for generating an input signal for the user to input an operation intention or an instruction to the vehicle control system 2.
  • the input device 9 is a vehicle system 1 for the outside world. It shows a notification device such as a lamp, an LED, a speaker or the like for notifying both states and the like.
  • the vehicle control system 2 includes other vehicle control systems 4 provided in the vehicle system 1 (that is, the own vehicle), a communication device 3, a drive device 5, a recognition device 6, an output device 7, an input device 8, a notification device 9, and the like. It is connected to and sends and receives information.
  • FIG. 2 shows an example of the physical architecture of the vehicle control system 2.
  • the physical architecture 300 is also called an H/W (Hardware) configuration.
  • Reference numeral 301 is a network link connecting network devices on the vehicle-mounted network, for example, a network link such as a CAN bus, 302 is a network link 301 and network links other than the driving device 5, the recognition device 6, and the network link 301 (dedicated line ECU) which is connected to (including) and controls the drive device 5 and the recognition device 6, acquires information, and transmits/receives data to/from the network.
  • the ECU also plays a role of a gateway (hereinafter referred to as GW) that connects a plurality of network links 301 and transmits/receives data to/from each network link.
  • GW gateway
  • Examples of the network topology include, in addition to the bus type example in which a plurality of ECUs are connected to the two buses shown in FIG. 2, a star type in which a plurality of ECUs are directly connected to the GW, or an ECU in a series of links. There are a link type connected in a ring shape, a mixed type in which each type is mixed and a plurality of networks are combined, and the like.
  • the ECU 302 controls output of control signals to the drive device 5, acquisition of information from the recognition device 6, output of control signals and information to the network, change of internal state, etc. based on data received from the network. Perform processing.
  • FIG. 3 shows an example of the internal configuration of the ECU 302.
  • Reference numeral 401 denotes a processor such as a CPU that has a storage element such as a cache or a register and executes control
  • 402 denotes data for the drive device 5 and/or the recognition device 6 connected to the network link 301 or the network or a dedicated line.
  • I/O Input/Output
  • 403 is a timer that manages time and time using a clock (not shown)
  • 404 is a ROM (Read Only Memory) that stores programs and nonvolatile data.
  • 405 is a RAM (Random Access Memory) for storing programs and volatile data
  • 406 is an internal bus used for communication inside the ECU 302. The logical functions described below are executed by the processor 401.
  • FIG. 4 shows the configuration of software components operating in the processor 401.
  • a communication management unit 502 manages the operation and status of the I/O 402, and issues an instruction to the I/O 402 via the internal bus 406.
  • a time management 503 manages the timer 403 and acquires and controls time information.
  • Reference numeral 501 denotes a control unit that analyzes data acquired from the I/O 402 and controls the entire software component.
  • 504 denotes a data table that holds information such as an external world recognition map described later.
  • 505 denotes temporary data. Represents a buffer that holds.
  • FIG. 4 shows the operation concept on the processor 401, and the information necessary for the operation is appropriately acquired from the ROM 404 and the RAM 405 or is appropriately written to the ROM 404 and the RAM 405 to operate.
  • Each function of the vehicle control system 2 described later is executed by the control unit 501.
  • FIG. 5 shows a case where the vehicle control system 2 has three layers, which are modules that can operate independently of each other, which are an automatic driving control module, a predictive safety module, and a safety condition determination module, which will be described later.
  • Reference numeral 600 denotes the entire logical architecture related to this embodiment of the vehicle control system 2.
  • An automatic driving control module 601 acquires information (input information) from one or a plurality of recognition devices 6 and/or communication devices 3 and generates orbit information (orbit information for automatic driving) described later. Obtains information (input information) from one or a plurality of recognition devices 6 and/or communication devices 3, and further, the automatic driving control module 601 or a user operation (a user operation will be described in detail later with reference to FIG. 13). ), the predictive safety module for inputting the orbital information according to ), determining the predictive safety described later, and outputting the orbital information (predictive safe orbital information), 603 is provided from one or more recognition devices 6 and/or the communication device 3.
  • the information is acquired, and the trajectory information by the predictive safety module 602 or the user operation (the user operation will be described later in detail with reference to FIG. 14) is input, and the conditional safety determination described below is performed to obtain the trajectory information.
  • the safety condition determination module 604 outputs a motion control value from the trajectory information from the safety condition determination module 603 and the vehicle motion information from the recognition device 6, and controls the drive device 5 to drive the vehicle. 2 shows a vehicle motion control unit that outputs information.
  • the automatic driving control module 601 acquires information from the recognition device 6 and/or the communication device 3, performs a peripheral recognition process described below, and outputs a peripheral recognition information described below, a peripheral recognition unit 611 and a peripheral recognition unit.
  • the external world recognition information from 611 is acquired, the recognition processing described below is performed, and the external world recognition map from the recognition processing unit 612 and the recognition processing unit 612 that outputs the external world recognition map described below is acquired, and trajectory information is generated and predicted. It is configured by a trajectory generation unit 613 which outputs the safety judgment unit 623.
  • the predictive safety module 602 acquires information from the recognition device 6 and/or the communication device 3, performs peripheral recognition processing, and outputs external world recognition information from the predictive safety recognition unit 621 and the predictive safety recognition unit 621.
  • a predictive safety planning unit 622 that acquires the external environment recognition information that is output and outputs a predictive safety map and predictive safe trajectory information described below, a predictive safety map and predictive safety trajectory information from the predictive safety planning unit 622, and the trajectory generation.
  • the orbit information output by the unit 613 or the orbit information by the user operation (the user operation will be described later in detail with reference to FIG. 13) is received, the prediction safety determination described below is performed, and appropriate trajectory information is determined as the safety condition determination unit. It is constituted by the predictive safety judgment unit 623, which outputs to 633 and the like.
  • the safety condition determination module 603 acquires information from the recognition device 6 and/or the communication device 3, performs peripheral recognition processing, and outputs external environment recognition information.
  • the safety condition recognition unit 631 and the safety condition recognition unit 631 Is output from the safety condition planning unit 632 and the safety condition planning unit 632 that obtains the external environment recognition information output by and outputs the safety condition control trajectory information described below for performing the control according to the determination of the safety condition described below.
  • the safety condition control trajectory information and the trajectory information output by the predictive safety control unit 623 or the trajectory information by the user operation (the user operation will be described in detail later with reference to FIG. 14) are received, and the safety condition determination described below is performed.
  • the safety condition determining unit 633 is configured to output appropriate trajectory information to the vehicle motion control unit 604 and the like.
  • ⁇ Peripheral recognition (peripheral recognition unit 611, predictive safety recognition unit 621, safety condition recognition unit 631)>
  • the type of the recognition device 6 provided in the vehicle system 1 is as described in the configuration of the vehicle control system 2, and the external world recognition information to be described later is acquired by the operation principle according to the type of each recognition device.
  • the outside world is measured using a sensor included in the recognition device 6, and a specific algorithm (for example, an image recognition algorithm for the acquired image) is applied to the measured value to acquire the outside world recognition information.
  • the measurable range is determined in advance (for example, if it is a camera, the shooting direction and vertical/horizontal angle, the recognition limit of the far distance by the number of pixels, if it is a radar, the radio wave emission angle and reception).
  • the angle (distance) or the change according to the environment is adjusted (calibration) to measure and determine the measurable range.
  • the surrounding situation of the vehicle system 1 can be confirmed by combining the external world recognition information acquired by each recognition device.
  • Fig. 6(a) shows an example of external recognition.
  • the recognition device 6 of the vehicle system 1 acquires the external world information.
  • the external world recognition information output from the recognition device 6 makes it possible to confirm what kind of object exists in the vicinity.
  • the outside world recognition information acquired by the communication device 3 includes surrounding map information (topography, roads, lane information), road traffic conditions (traffic density, under construction, etc.), other objects calculate themselves, or other It also includes trajectory information of other objects calculated by the object.
  • the external world recognition information is information representing an object observed by the recognition device 6 or an object received by the communication device 3.
  • Examples of external world recognition information include object type (stationary object (wall, white line, signal, lane, tree, etc.), dynamic object (pedestrian, car, two-wheeled vehicle, bicycle, etc.), traveling (area intrusion) Or other attribute information), relative position information (direction/distance) of the object, absolute position information (coordinates, etc.) of the object and itself, speed, direction (moving direction, face direction), acceleration, existence probability (certain) Likeness), map information, road traffic conditions, time when external environment recognition information was measured, ID of the recognition device that performed the measurement, trajectory assumed by the object, and the like.
  • the cognitive processing unit 612 performs behavior prediction, which will be described later, based on the external world recognition information, and generates an external world recognition map.
  • the external world recognition map described later can be created not only by using the currently recognized external world recognition information, but also by predicting (action prediction) from past external world recognition information. For example, after a certain period of time, if it is a stationary object, it is highly likely that it is present at the same position (not the position relative to the vehicle, but the same position on the road surface). It is possible to predict the position after a certain period of time from the acceleration, etc.
  • the recognition processing unit 612 thus predicts the behavior of the object by using the outside world recognition information.
  • FIG. 6B shows an example in which the object information is arranged for each area with respect to the orthogonal coordinate system (grid) (see FIG. 6A).
  • the object information is, for example, the content obtained by removing the position information from the example of the outside world recognition information, and is arranged in each grid.
  • the track information is information representing a track, and the track is represented by, for example, a set of coordinates of the vehicle position at fixed time intervals.
  • the trajectory is a set of motion control values (target acceleration/yaw rate) at fixed time intervals, a vector value (direction/speed) of the host vehicle at fixed time intervals, and a time for traveling a fixed distance. It can be represented by an interval or the like.
  • reference numeral 801 denotes a track, and shows a set of (future) coordinates of the own vehicle position at constant time intervals when the vehicle system 1 which is the own vehicle changes the lane to the right lane.
  • the trajectory generation unit 613 generates trajectory information using the external world recognition map output from the recognition processing unit 612. A method of generating orbit information based on the external world recognition map will be described.
  • the trajectory has safety restrictions such that the vehicle system 1 which is the own vehicle can travel safely (for example, the possibility of collision with other obstacles is low), acceleration/deceleration that can be realized by the vehicle system 1, yaw rate, etc. To satisfy the motion constraint of.
  • trajectory generation in which the own vehicle moves to the right lane will be described with reference to FIG.
  • the host vehicle satisfies the motion constraint and generates a trajectory (801 in FIG. 7) that moves to the right lane.
  • the generated trajectory calculate whether or not a collision will occur based on the predicted trajectory of other dynamic objects (for example, the current velocity and the position after a certain time at the assumed acceleration) and the trajectory of the own vehicle.
  • a trajectory that has the lowest potential in the generated potential map and that does not enter the potential area above a certain value and that satisfies the motion constraint of the own vehicle is called the generated trajectory. To do.
  • the trajectory is created based on the moving direction of the vehicle, the motion constraint, and the safety constraint, and the safety condition determination unit 633 transmits the generated trajectory to the vehicle motion control unit 604 (described later).
  • the travel guidance area information is information on the area in which the vehicle should travel. For example, if there is lane information or an obstacle from the travel route information such as what route the vehicle travels from the current location to the destination location. It is a traveling area (for example, a traveling lane) that is determined based on information such as lane regulations, traffic jams, and traveling vehicles.
  • the trajectory generation unit 613 receives the travel guidance region information as a result created by the recognition processing unit 612 from the external world recognition map, or from another control system (not shown), and the received travel guidance region information and the recognition processing unit.
  • the external world recognition map output from 612 is used to generate a trajectory.
  • the processing when the travel guidance area is a travelable area will be described.
  • the travel guidance region information is given as a travel guidance region as shown at 903 in FIG. 8B.
  • the trajectory generation unit 613 performs processing so that the generated trajectory enters the travel guidance area 903. For example, a plurality of trajectory candidates are generated forward, and among them, a trajectory that does not collide with the object in the external world recognition map and exists in the travel guidance area 903 is selected (902 in FIG. 8B). The contents other than the determination of the travel guidance area are the same as the case of the trajectory determination that does not use the travel guidance area information.
  • the track generation unit 613 thus generates track information using the travel guidance area information.
  • the predictive safety recognizing unit 621 outputs the external world recognition information similarly to the surrounding recognition unit 611.
  • the predictive safety recognizing unit 621 acquires and outputs information such as the type, position, orientation, speed, acceleration, etc. of the object, as the information particularly necessary for predicting the behavior of the object.
  • the trajectory of the object (scheduled future position) may be acquired (received) via the communication device 3.
  • Fig. 9 shows an example of the external world recognition information output here.
  • the position and direction of the vehicle system 1 which is the own vehicle, the other vehicle 1002, and the pedestrian 1003, and the speed are indicated by arrows, and the predicted safety recognition unit 621 transfers these external world recognition information to the predicted safety planning unit 622. Send.
  • the predicted safety planning unit 622 creates a predicted safety map and predicted safety trajectory information using the external world recognition information output from the predicted safety recognition unit 621.
  • the predictive safety map is a map in which the result of the behavior prediction of the object using the external world recognition information is integrated in the same format as the external world recognition map.
  • An example of the predictive safety map is shown in FIG.
  • a map that predicts where each object is located after a certain period of time based on information such as the type, position, orientation, speed, acceleration, etc. of the object, it is shown as a map that predicts where each object is located after a certain period of time.
  • a dark-colored portion is an area in which each object is highly likely to exist after a lapse of a certain time, and a light-colored area is less likely to be present in a certain time.
  • a method of predicting an action to be performed by understanding a situation such as continuous walking, changing the lane because the vehicle lights the blinker, and the like.
  • the contents to be calculated here as compared with the contents to be calculated by the recognition processing unit 612, only the information for determining the risk value as the information related to safety needs to be calculated, in other words, the surroundings here.
  • the behavior prediction of the object only the behavior prediction necessary for the determination regarding safety needs to be performed as compared with the behavior prediction of the surrounding objects in the recognition processing unit 612.
  • the detailed classification of the object vehicle type, etc.
  • the information of the traveling lane It is not necessary to process the type of stationary object. By doing so, the operation can be simplified, a relatively simple system with few errors can be constructed, and the reliability can be improved.
  • position information after a certain time such as a trajectory may be acquired from the object or another system via the communication device 3. By doing so, it is possible to improve the prediction accuracy of the future position of the object.
  • the predicted safety trajectory information is information indicating a trajectory with a low risk that the vehicle system 1 approaches an object with respect to the predicted safety map.
  • An example of the predicted safe trajectory is shown at 1202 in FIG.
  • the predictive safety planning unit 622 generates a trajectory (predictive safety trajectory) so as not to approach the object determined by the predictive safety map, for example, in the direction following the lane.
  • the trajectory generated here is, for example, a trajectory that decelerates the host vehicle so as not to be too close to another object. By doing so, it becomes possible to generate a trajectory that is not close to the predicted behavior of the object.
  • the predicted safety determination unit 623 receives the trajectory information from the trajectory generation unit 613 of the automatic driving control module 601, and receives the predicted safety map and the predicted safety trajectory information from the predicted safety planning unit 622 (S101). Then, it is determined whether the control based on the received orbit information is predictively safe (S102).
  • the predicted safety trajectory information calculated by the predicted safety planning unit 622 is output (S103).
  • the trajectory information received from the automatic driving control module 601 is output (S104).
  • the predictive safety determination unit 623 can output the trajectory information that is determined to be safe in the predictive safety map of the result of predicting the behavior of the object.
  • the predicted safety recognition unit 621 acquires information about the road traffic law as external information, notifies the predicted safety planning unit 622 and the predicted safety determination unit 623, and the track violates the information about the road traffic law. Determine if there is not. By doing so, it becomes possible to make a safer determination according to the surrounding conditions such as the Road Traffic Law.
  • the orbit information received from the automatic driving control module 601 is not safe, an abnormality may occur in the automatic driving control module 601. Therefore, the orbit information is safe.
  • the warning which is not present is notified to the user via the output device 7, another vehicle via the notification device 9, or another system via the communication device 3.
  • the other vehicle control system 4 is notified, and another safety control (for example, shift to degeneration control) or recording of an operation log is performed.
  • the process of the predictive safety module 602 is only the process of determining the safety of the input trajectory information, the input and output trajectories have the same structure (trajectory density, time from start end to end end, etc.). Is. That is, the trajectory information output by the predictive safety module 602 has the same structure as the trajectory information generated by the automatic driving control module 601 which is the input information.
  • the predictive safety module 602 is different only in the portion that determines the safety of the input trajectory information and outputs the trajectory information.
  • the predictive safety determination unit 623 may output the trajectory information received from the automatic driving control module 601 in a corrected form when determining that the trajectory information received from the automatic driving control module 601 is not safe. .. For example, when the current track is too close to the preceding vehicle, the position of the track point is corrected to a decelerating track, and the track received from the automatic driving control module 601 in a direction in which no risk occurs in the predicted safety map. May be corrected. By doing so, it is possible to reduce the amount of calculation for separately calculating the predicted safe trajectory information while improving safety.
  • Safety condition recognition unit 631 performs the same process as the surrounding recognition unit 611 and outputs the external world recognition information.
  • the outside world recognition information output by this safety condition recognition is information used for a safety condition plan and a safety condition determination described later
  • the information amount and the calculation are larger than the information processed by the peripheral recognition unit 611 and the predicted safety recognition unit 621.
  • the amount is small (for example, a process that uses only the input information of the recognition device 6 and does not use the input information of the communication device 3), the process is simplified, and the mounting error is small, and highly reliable mounting is possible.
  • Safety condition planning unit 632 uses the external environment recognition information output by the safety condition recognizing unit 631 to plan a control that satisfies the safety condition.
  • the distance to the front and surrounding objects included in the outside world recognition information the speed and acceleration of the opponent vehicle and the own vehicle, the assumed maximum and minimum speeds, acceleration, and acceleration/deceleration when necessary.
  • the reaction time it is determined whether or not the host vehicle collides with an object in the vicinity or approaches a near distance when the control is continued in the current situation.
  • the trajectory that accelerates in the opposite direction to the approaching direction is output as safety condition control trajectory information.
  • Safety condition determination unit 633 When the safety condition planning unit 632 outputs the safety condition control trajectory information, the safety condition determination unit 633 determines that the current traveling state is in a risky state by the determination based on the safety condition, and the safety condition control trajectory information is obtained. Output to the vehicle motion control unit 604. Further, when the safety condition planning unit 632 does not output the safety condition control trajectory information, it is determined that the current traveling state is a risk-free state by the determination based on the safety condition, and the trajectory output by the predictive safety determination unit 623. The information is output to the vehicle motion control unit 604. In this way, the safety condition determination unit 633 outputs trajectory information that satisfies the safety condition (that is, trajectory information corresponding to a signal for performing vehicle control according to the safety condition determination).
  • the vehicle motion control unit 604 controls the drive device 5 so as to realize the trajectory information output by the safety condition determination unit 633.
  • the target state and the yaw rate of the vehicle system 1 are calculated by reflecting the system state (current speed, acceleration, yaw rate, etc.) of the vehicle system 1 acquired from the recognition device 6 so that the trajectory can be followed. To do.
  • necessary control of the drive device 5 is performed. For example, increasing the output of engine torque or motor torque, controlling the brakes to decelerate, steering the steer to achieve the target yaw rate, or braking individual wheels so that the wheel speeds are uneven. ⁇ Control acceleration.
  • the vehicle control system 2 of the vehicle system 1 realizes vehicle control capable of following the target trajectory.
  • FIG. 13 shows an example in which the predictive safety module 602 and the safety condition determination module 603 are combined and used as, for example, a driving support system
  • FIG. 14 shows an example in which only the safety condition determination module 603 is used as a driving support system. ing.
  • the vehicle system is the own vehicle.
  • the operation of the user driving No. 1 is input to the predicted safety determination unit 623 from the input device 8.
  • the trajectory is the position of the own vehicle in the future, but since it is an operation input in the case of a user operation, the position of the own vehicle in the future is predicted from the operation input (for example, the current steering angle and the change amount of the steering angle in the lateral direction).
  • the amount of change in the vertical direction is predicted from the amount of depression of the accelerator pedal or brake pedal and the amount of change in the amount of depression, and the position of the host vehicle after a certain time has elapsed is predicted. Makes a decision (approximating as a trajectory).
  • the other processes are the same as those in the above example.
  • the input of the safety condition determination unit 633 of the safety condition determination module 603 becomes the operation input of the user from the input device 8.
  • the position of the future own vehicle is predicted from the user's operation instead of the trajectory, and is used as an approximate trajectory.
  • the automatic driving control module 601 (orbit information output by the) is used, it can be used as a module that makes automatic driving safe, and also as a driving support system when the user drives.
  • the same safety control can be performed, and the predictive safety module 602 can be further combined to perform processing depending on whether or not predictive safety is required, and a system that can be easily expanded and reused can be constructed. It will be possible.
  • the conversion from the user operation input to the trajectory may not be performed by the predictive safety determination unit 623 and the safety condition determination unit 633, but may be performed outside each of them. By doing so, it is not necessary to change the predictive safety determination unit 623 and the safety condition determination unit 633, and the reuse becomes easier.
  • switching between these modules is not only performed in another product, but also in one product in automatic operation mode (system performs operation control) and driving support mode (user performs operation control). You may use it.
  • the processes of the predictive safety module 602 and the safety condition determination module 603 are made common in each mode, and it is possible to improve the reliability of the system by the ease of switching and the commonization.
  • FIG. 15A shows an arrangement example (see also FIG. 5) when the vehicle control system 2 has all three layers of the automatic driving control module 601, the predictive safety module 602, and the safety condition determination module 603, and
  • FIG. b shows an arrangement example (see also FIG. 13) when the vehicle control system 2 has the predictive safety module 602 and the safety condition determination module 603.
  • the arrangement of the functions is not limited to this, and the respective functions may be arranged in ECUs different from those described.
  • each module not all functions of each module are arranged in one ECU.
  • the peripheral recognition unit 611, the recognition processing unit 612, and the trajectory generation unit 613 of the automatic driving control module 601 are arranged in different ECUs. May be.
  • a plurality of modules may be arranged in the same ECU, for example, the predictive safety module 602 and the safety condition determination module 603 may be arranged in the same ECU.
  • the safety condition recognition unit 631, the safety condition planning unit 632, and the safety condition determination unit 633 are arranged in the same ECU as the safety condition determination module 603 in the example of FIGS. 15A and 15B.
  • the configurations of the ECU and the module are the same in the cases of FIG. 15(a) and FIG. 15(b), and reuse is easier.
  • the automatic driving control module 601 and the automatic driving control module 601 are provided so as not to cause a failure due to a common cause.
  • the predictive safety module 602 and the safety condition determination module 603 are preferably arranged in different ECUs or processors, or designed so as not to depend on each other inside the processor.
  • the predictive safety module 602 can be used as a module for independently determining the safety because it inputs the trajectory information and outputs the trajectory information for which the safety is determined. For example, by connecting an ECU having the predictive safety module 602 and inputting and outputting the trajectory information generated by another automatic driving control module 601 to the ECU, it is possible to additionally determine the safety.
  • the safety condition determination module 603 imparts higher reliability than the other predictive safety module 602 and the automatic driving control module 601, or the same reliability as the predictive safety module 602 and higher reliability than the automatic driving control module 601, and thus the safety of the entire system. It is useful to use as a mechanism. Thereby, for example, the safety condition determination module 603 prevents an unsafe event from occurring due to the determination of the safety condition determination module 603 even when the predictive safety module 602 or the automatic driving control module 601 performs an erroneous process. It will be possible.
  • the predictive safety module 602 can deal with an error of the automatic driving control module 601 including the behavior prediction of the object which is difficult to prevent only by the safety condition determination module 603. Therefore, it is useful that the predictive safety module 602 secures safety with higher reliability than the automatic driving control module 601 while performing complicated processing with reliability not higher than the safety condition determination module 603.
  • the automatic operation control module 601 has a relatively low reliability, it is possible to design without impairing the reliability of the entire system, and it is possible to achieve high reliability and low cost of the entire system.
  • FIG. 16 is used for an example (Embodiment 2) in which the predictive safety planning unit 622 of the predictive safety module 602 and the trajectory generation unit 613 of the automatic driving control module 601 grasp the judgment conditions of the respective modules and make a plan.
  • FIG. 16 shows an example of the logical architecture of the vehicle control system 2 according to the second embodiment.
  • the same components as those in the first embodiment are designated by the same reference numerals and detailed description thereof will be omitted.
  • the first example is an example in which the predictive safety planning unit 622 of the predictive safety module 602 grasps the determination conditions of the safety condition determining unit 633 and makes a plan.
  • the predicted safety planning unit 622 recognizes under what conditions the safety condition determining unit 633 determines the safety. Specifically, it is under what conditions the distance, speed, and acceleration with respect to the preceding vehicle are controlled for deceleration. By grasping this determination condition, the predicted safety planning unit 622 generates predicted safety trajectory information that is not determined to be unsafe according to the determination condition.
  • the trajectory generation unit 613 of the automatic driving control module 601 grasps the determination content of the predicted safety determination unit 623 and the determination content of the safety condition determination unit 633, and obtains the trajectory information that each determination unit does not determine to be unsafe. To generate.
  • the determination of the determination condition by the safety condition determination unit 633 is as described above.
  • the predictive safety map output by the predictive safety planning unit 622 is received, and the judgment content (the threshold value of the predictive safety map etc.) of the predictive safety judgment unit 623 is acquired. It is determined in advance whether or not the generated trajectory information is determined to be unsafe according to the determination content of the predictive safety determination unit 623.
  • the predictive safety module 602 generates trajectory information that does not satisfy the determination condition of the safety condition determining module 603, and the automatic driving control module 601 causes the predictive safety module 602 and the safety condition determining module 603 to operate.
  • the trajectory information that does not satisfy the determination condition is generated, and the vehicle system 1 becomes in a state in which the control cannot be performed as expected due to, for example, unexpected control (unnecessary avoidance cannot be performed, control becomes unstable due to unexpected braking, etc.). ) Can be prevented.
  • the information may be directly acquired from each of the judgment units, but also the communication may be acquired from the outside that separately grasps the information.
  • the safety of the orbit information is determined based on the information of the automatic operation control module 601 that generates the orbit information and the behavior of surrounding objects, and if necessary.
  • Predictive safety module 602 that outputs predicted safety trajectory information
  • safety condition determination module 603 that determines safety conditions and outputs safety condition control trajectory information when it is determined to be unsafe by the safety condition determination module 603. Therefore, the vehicle control system 2 can be constructed in such a manner that each property can be secured and each can be reused.
  • the predictive safety module 602 makes a determination using the predictive safety map obtained as a result of the safety prediction of the surrounding objects with respect to the input trajectory information, and the safe trajectory information (input trajectory information, or By outputting the generated predicted safe trajectory information), even if the automatic driving control module 601 generates erroneous trajectory information, it is possible to continue the control safely and detect an abnormality. With this configuration, reuse becomes easy.
  • the predictive safety module 602 which is relatively simple in processing, is used for the automatic driving control module 601 to determine the safety, so that a simple structure is provided for simple processing, and high reliability is facilitated. .. This allows the automatic operation control module 601 to execute complicated processing. The same applies to the predicted safety module 602 and the safety condition determination module 603.
  • the predictive safety module 602 and the safety condition determination module are approximated by approximating the operation of the user driving the own vehicle to the trajectory. It becomes easy to construct the vehicle control system 2 by reusing the 603.
  • the automatic driving control module 601, the predictive safety module 602, and the safety condition determination module 603, which are each independently operable, generate trajectory information after grasping mutual determination conditions. It is also possible to avoid destabilization of control due to inconsistency of each state.
  • the vehicle control system (vehicle control device) 2 includes the automatic driving control module 601 that generates the trajectory information by using the input information of at least one of the recognition device 6 and the communication device 3, and the automatic driving.
  • the safety determination is performed based on the trajectory information generated by the control module 601 and the predicted safety map of the result of behavior prediction of the surrounding objects using the input information of at least one of the recognition device 6 and the communication device 3, and When the result of the safety judgment is safe, the trajectory information is output, and when the result of the safety judgment is not safe, the input information of at least one of the recognition device 6 and the communication device 3 and the predicted safety map.
  • a predictive safety module 602 independent of the automatic driving control module 601 for outputting predictive safe trajectory information which is trajectory information generated based on the above. Further, it further comprises a safety condition determination module 603 that outputs a signal for performing vehicle control according to a predetermined safety condition determination from the trajectory information output by the predictive safety module 602 and the input information of the recognition device 6. is there.
  • an automatic operation control module 601 that outputs trajectory information for performing automatic operation, and independent of the automatic operation control module 601, perform behavior prediction of an object
  • a predictive safety module 602 that determines the safety of the trajectory information or user operation information output by the automatic driving control module 601, and a safety condition determination is performed on the trajectory information output from the predictive safety module 602, and trajectory information is output.
  • the present invention is not limited to the above-described embodiments, but includes various modifications.
  • the above-described embodiments have been described in detail for the purpose of explaining the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described.
  • a part of the configuration of a certain embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of a certain embodiment.
  • other configurations can be added/deleted/replaced.
  • each of the above-mentioned configurations, functions, processing units, processing means, etc. may be realized in hardware by designing a part or all of them with, for example, an integrated circuit. Further, each of the above-described configurations, functions, and the like may be realized by software by a processor interpreting and executing a program that realizes each function. Information such as programs, tables, and files for realizing each function can be stored in a memory, a storage device such as a hard disk, SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.
  • a storage device such as a hard disk, SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.
  • control lines and information lines are shown to be necessary for explanation, and not all control lines and information lines are shown on the product. In practice, it may be considered that almost all configurations are connected to each other.
  • Vehicle system 2 Vehicle control system (vehicle control device) 3 Communication Device 4 Vehicle Control System 5 Drive Device 6 Recognition Device 7 Output Device 8 Input Device 9 Notification Device 300 Physical Architecture 301 Network Link 302 ECU 401 processor 402 I/O 403 Timer 404 ROM 405 RAM 406 Internal bus 501 Control unit 502 Communication supervision unit 503 Time management unit 504 Data table 505 Buffer 600 Logical architecture 601 Automatic driving control module 602 Predictive safety module 603 Safety condition determination module 604 Vehicle motion control unit 611 Peripheral recognition unit 612 Cognitive processing unit 613 Trajectory generation unit 621 Predicted safety recognition unit 622 Predicted safety planning unit 623 Predicted safety judgment unit 631 Safety condition recognition unit 632 Safety condition planning unit 633 Safety condition judgment unit 801 Track 901 Track 902 Track 903 Driving guidance area 1002 Other vehicle 1003 Pedestrian 1202 Predicted safe orbit 1301 orbit

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  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
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  • General Physics & Mathematics (AREA)
  • Human Computer Interaction (AREA)
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Abstract

L'objectif de la présente invention est de construire un dispositif de commande de véhicule et un système de commande de véhicule pour lesquels la réutilisation d'un système d'aide à la conduite ou d'un système de conduite automatique et la commutation d'une commande de conduite automatique sont simplifiées. Du point de vue de la sécurité, qui est particulièrement critique dans un système de conduite automatique ou un système d'aide à la conduite, il est essentiel d'assurer une sécurité même lorsqu'une erreur se produit dans un processus de système de conduite automatique. Un dispositif de commande de véhicule comprend : un module de commande de conduite automatique (601) qui utilise des informations d'entrée provenant d'un dispositif de reconnaissance (6) et/ou d'un dispositif de communication (3) pour générer des informations de trajectoire ; et un module de sécurité prédit (602) qui est indépendant du module de commande de conduite automatique (601), et réalise une détermination de sécurité sur la base des informations de trajectoire générées par le module de commande de conduite automatique (601) et d'une carte de sécurité prédite résultant du moment où les informations d'entrée provenant du dispositif de reconnaissance (6) et/ou du dispositif de communication (3) sont utilisées pour prédire un comportement d'un objet périphérique. Le module de sécurité prédit délivre les informations de trajectoire lorsque le résultat de la détermination de sécurité est un résultat sûr, et délivre des informations de trajectoire sûre prédites, qui sont des informations de trajectoire générées sur la base de la carte de sécurité prédite et des informations d'entrée provenant du dispositif de reconnaissance (6) et/ou du dispositif de communication (3), lorsque le résultat de la détermination de sécurité est un résultat dangereux. De plus, un module de condition de sécurité (603) est prévu pour émettre un signal pour effectuer une commande de véhicule conformément à une détermination de condition de sécurité prescrite qui est basée sur les informations de trajectoire délivrées par le module de sécurité prédit (602) et les informations d'entrée provenant du dispositif de reconnaissance (6).
PCT/JP2020/000573 2019-01-31 2020-01-10 Dispositif de commande de véhicule et système de commande de véhicule WO2020158342A1 (fr)

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