AUTOMATIC DRIVING VEHICLE SYSTEM

专利摘要:
vehicular automatic steering system. a vehicular automatic steering system includes: a neighborhood information recognition unit (12), which recognizes the neighborhood information of a vehicle; a vehicle status recognition unit (13), which recognizes a vehicle status of the vehicle; a rolling plane generator unit (14), which generates a rolling plane based on information from the vehicle's surroundings, and which generates a control range of a desired control value in the rolling plane, based on at least one vehicle status and neighborhood information; a first computing unit (15), which computes a command control value so that the vehicle state becomes a desired vehicle state corresponding to the desired control value, based on the rolling plane, vehicle state and control range; and an actuator (6), which controls the vehicle roll based on the command control value.
公开号:BR102016009328B1
申请号:R102016009328-7
申请日:2016-04-27
公开日:2021-08-24
发明作者:Toshiki Kindo；Yoshinori Watanabe
申请人:Toyota Jidosha Kabushiki Kaisha；
IPC主号:

专利说明:

FIELD OF THE INVENTION
[001] One aspect of the invention relates to an automatic driving vehicle system. DESCRIPTION OF RELATED TECHNIQUE
[002] As described in U.S. patent application 2010/0228429 A, for example, there is an auto-driving vehicle system that controls the gear of a vehicle. This auto-driving vehicle system, for example, calculates a lane in which the vehicle must roll and controls the direction in which the vehicle rolls in the calculated lane.
[003] Without relevance, the situation of the vehicle differs between a case in which the vehicle moves slightly away from the lane in which the vehicle must roll and a case in which the vehicle is far away from the lane in which the vehicle must roll. However, the vehicle auto-driving system controls vehicle roll in the direction of the lane in which the vehicle is to roll, in the same manner, in both the case where the vehicle moves slightly away from the lane in which the vehicle is to roll and the case in which the vehicle moves far enough away from the lane on which the vehicle is to roll. Thus, even though it is unnecessary to make the vehicle roll quickly in the direction of the lane in which the vehicle must roll, due to a slight departure from the lane in which the vehicle must roll, the related automatic driving vehicle system controls the vehicle roll in the same way as in the case where the vehicle moves far enough away from the lane on which the vehicle is to roll. Therefore, in the related automatic driving vehicle system, the driving quality of the vehicle sometimes worsens in the case in which the vehicle moves slightly away from the track on which the vehicle rolls. SUMMARY OF THE INVENTION
[004] One aspect of the invention provides an auto-driving vehicle system, which can make the vehicle state close to a desired vehicle state in a running plane, quickly in the case where the vehicle moves far enough away from the road plane, and which can improve the driving quality in the case where the vehicle state slightly deviates from the road plane, causing the vehicle to gradually come close to the desired vehicle state of the road plane.
[005] An automatic driving vehicle system, according to a first aspect of the invention, includes: a neighborhood information recognition unit (12), which recognizes the neighborhood information of a vehicle; a vehicle status recognition unit (13), which recognizes a vehicle status of the vehicle; a road plan generator unit (14), which generates a road plan based on the vehicle's neighborhood information, and which generates a control range of a desired control value in the road plan, based on at least one vehicle status and neighborhood information; a first computing unit (15), which computes a command control value so that the vehicle state becomes a desired vehicle state corresponding to the desired control value, based on the road plane, vehicle state and control range; and an actuator (6), which controls vehicle running based on the command control value.
[006] In the aspect mentioned above, in a case where the current vehicle state is a vehicle state corresponding to within the control range, the first computing unit can compute the command control value, so that the state The vehicle state is more gradually closer to the desired vehicle state, compared to a case in which the current vehicle state is a vehicle state corresponding to out of control range.
[007] In the case where the current vehicle state is a vehicle state corresponding to within the control range, the auto-driving vehicle system makes the vehicle state more gradually closer to the vehicle state, in comparison with the case in which the current vehicle state is a vehicle state corresponding to out of control range. That is, in the case where the current vehicle state is a vehicle state corresponding to out of control range, the auto-driving vehicle system makes the vehicle state more quickly approach the desired vehicle state, in comparison with the case in which the current vehicle state is a vehicle state corresponding to within the control range. Thereby, the auto-driving vehicle system can make the vehicle state quickly come close to the desired vehicle state in the roadway plane, in which case the vehicle state departs far from the roadway plane, and can improve the driving quality in the case in which the vehicle state deviates slightly from the road surface, causing the vehicle state to gradually come close to the desired vehicle state of the road surface.
[008] In this case, the desired control value for the vehicle in the road plan is generated by the road plan generation unit, which may include a combination of two time series data elements (desired track) of desired positions and desired speeds in the respective desired positions. Furthermore, the desired control value can include various information such as the desired lane curvature, desired vehicle yaw angles at the respective desired positions and desired accelerations (desired acceleration/deceleration rates) at the respective desired positions, in addition to desired vehicle positions and desired vehicle speeds.
[009] The control range, to be generated by the road plan generating unit, is a range of desired control values, which are permissible in the road plan, even when the vehicle state deviates from the desired vehicle state. However, the road plan generator unit does not need to generate the control ranges corresponding to all types of control values desired in the road plan. For example, in the case where the desired position and the desired speed are set as the desired control values, the plane plane generator unit can generate the control range only for the desired position.
[010] The vehicle state to be recognized by the vehicle state recognition unit, for example, is the vehicle speed and the vehicle yaw rate. In that case, the vehicle status may include various information about the vehicle, such as vehicle size.
[011] The road plan generator unit can be included in a first ECU, and the first computing unit can be included in a second ECU, which is different from the first ECU. In this case, for example, it is possible to adopt the first ECU as a common element, which is used across vehicle types, and to adopt the second ECU as a vehicle-type dependent element, which differs for each vehicle type. Therefore, it is possible to promote the similarity of the elements, in comparison with the case in which the road plan generator unit and the first computation unit are included in a single ECU.
[012] An auto-driving vehicle system, in accordance with a second aspect of the invention, includes: a neighborhood information recognition unit (12), which recognizes the neighborhood information of a vehicle; a vehicle status recognition unit (13), which recognizes a vehicle status of the vehicle; a road plan generator unit (14), which generates a road plan based on the vehicle's neighborhood information, and which generates a control range of a desired control value for the vehicle in the road plan, based on at least one of the vehicle status and neighborhood information; a second computing unit (15B), which computes a command control value so that the vehicle state becomes a desired vehicle state corresponding to the desired control value, based on the road plane; an actuator (61) which controls the vehicle's running by an output corresponding to the command control value; and an actuator control unit (62) which controls a parameter of the actuator (61) based on vehicle status and control range.
[013] In a case where the current vehicle state is a vehicle state corresponding to within the control range, the actuator control unit changes the parameter so that the current output of the actuator is more gradually closer to the output corresponding to the command control value, compared to a case in which the current vehicle state is a vehicle state corresponding to out of control range.
[014] In the case where the current vehicle state is a vehicle state corresponding to within the control range, the auto-driving vehicle system changes the parameter so that the actuator output is more gradually closer to the output corresponding to the command control value, compared to the case in which the current vehicle state is a vehicle state corresponding to out of control range. That is, in a case where the current vehicle state is a vehicle state corresponding to out of control range, the auto-driving vehicle system changes the parameter so that the current output of the actuator is more quickly closer to the output corresponding to the command control value, compared to the case where the current vehicle state is a vehicle state corresponding to within the control range. Thereby, the auto-driving vehicle system can make the vehicle state quickly become close to the current vehicle state in the roadway plane, in the case where the vehicle state is far from the roadway plane, and can improve the driving quality in the case where the vehicle state deviates slightly from the roadway, causing the vehicle state to gradually come close to the desired vehicle state of the roadway.
[015] The road plan generator unit can be included in a first ECU, and the second computing unit can be included in a second ECU, which is different from the first ECU. In this case, for example, it is possible to adopt the first ECU as a common element, which is used across vehicle types, and to adopt the second ECU as a vehicle-type dependent element, which differs for each vehicle type. Therefore, it is possible to promote the similarity of the elements, compared to the case in which the road plan generator unit and the second computing unit are included in a single ECU.
[016] According to the aspects mentioned above, it is possible to make the vehicle state quickly get close to the desired vehicle state in the roadway plan, in the case in which the website is far from the roadway plan, and to improve the driving quality in the case where the vehicle state slightly deviates from the plane of travel, causing the vehicle state to gradually come close to the desired vehicle state of the plane of travel. BRIEF DESCRIPTION OF THE DRAWINGS
[017] The aspects, advantages and technical and industrial importance of the exemplary embodiments of the invention will be described below, with reference to the attached drawings, in which like numbers denote like elements, and in which: Figure 1 is a diagram of blocks showing a configuration of an automatic driving vehicle system, according to a first embodiment; Figure 2 is a plan view to describe the establishment of a driving plane and a control track; Figure 3 is a view in plan view in the case where a control strip of a desired position is shifted relative to the desired position; Figure 4A is a diagram for describing the establishment of a yaw angle and a yaw angle control strip; Figure 4B is a diagram for describing the establishment of a speed and velocity control range; Figure 4C is a diagram for describing the establishment of a curvature and a control range. and curvature; Figure 4D is a diagram for describing the establishment of an acceleration and an acceleration control range; Figure 5A is a diagram for describing the establishment of the control range based on the width of a carriageway; Figure 5B is a diagram for describing the establishment of the control range based on the size of a neighboring vehicle; Figure 5C is a diagram for describing the establishment of the control range based on the speed range of the neighboring vehicle; Figure 5D is a diagram to describe the establishment of the control lane based on the distance between the neighboring vehicle and a desired lane for a vehicle; Figure 6 is a flowchart showing a flow of a road plan and control lane generation process Figure 7 is a flowchart showing a flow of a vehicle travel control process based on the roadway and control lane; Figure 8 is a block diagram showing a configuration of an auto-driving vehicle system, according to a second embodiment; Figure 9 is a block diagram showing a configuration of an auto-driving vehicle system, according to a third embodiment; Figure 10 is a flowchart showing a flow of a control process of an actuator based on a command control value and the control range; Figure 11 is a block diagram showing a configuration of an automatic driving vehicle system, according to a fourth embodiment ; and Figure 12 is a plan view to describe a change in vehicle position, in the case where multiple control lanes are generated. DETAILED DESCRIPTION OF ACHIEVEMENTS
[018] In the following, the embodiments of the invention will be described in detail using the drawings. In this case, in the description given below, identical or corresponding elements are assigned identical reference characters, and repetitive descriptions are omitted. [First implementation]
[019] Figure 1 is a block diagram showing a configuration of an automatic driving vehicle system 100, according to a first embodiment. As shown in Figure 1, vehicle auto-driving system 100 is mounted on a V vehicle, such as an automobile. Auto-driving vehicle system 100 includes an external sensor 1, a GPS (Global Positioning System) receiver unit 2, an internal sensor 3, a map database 4, a navigation system 5, an actuator 6, an ECU (Electronic Control Unit) 10, and an HMI (Human-Machine Interface) 7.
[020] The external sensor 1 is a detection equipment, to detect the information of the vicinity of the vehicle V. The external sensor 1 includes at least one of a camera, a radar and a LIDAR (Detection and Distance Measurement System Using Laser ).
[021] The camera is an image forming device, to image the surroundings of the vehicle V. The camera is, for example, provided on the vehicle inner side of the vehicle V relative to a windshield. The camera sends the acquired imaging information to the ECU 10. The camera can be a monocular camera, or it can be a stereo camera. The stereo camera includes two imaging units arranged so that binocular parallax is reproduced. Stereo camera imaging information also includes information about a depth direction.
[022] The radar detects an obstacle outside of vehicle V using a radio wave (eg a millimeter wave). The radar detects the obstacle by sending the radio wave around vehicle V and receiving the radio wave reflected by the obstacle. The radar sends the information of the detected obstacle to the ECU 10.
[023] LIDAR detects an obstacle outside of vehicle V using light. LIDAR detects the obstacle by sending light around the vehicle V and receiving the light reflected by the obstacle, to measure the distance to the reflection point. LIDAR sends the detected obstacle information to the ECU 10. The auto-driving vehicle system 100 only needs to include at least one of the camera, LIDAR and radar.
[024] The GPS receiver unit 2 receives signals from three or more GPS satellites, and thereby measures the position of the vehicle V (eg the latitude and longitude of the vehicle V). The GPS receiver unit 2 sends the measured position information of the vehicle V to the ECU 10. In this case, other means, which can identify the latitude and longitude of the vehicle V, can be used in place of the GPS receiver unit 2. Even more, it is preferable to have a vehicle orientation measurement function V for comparison between the measurement results of the sensors and the map information described below.
[025] The internal sensor 3 is a sensing equipment to detect the running state of the vehicle V. The internal sensor 3 includes a speed sensor, an acceleration sensor and a yaw rate sensor. In this case, internal sensor 3 does not always need to include the acceleration sensor and the yaw rate sensor. The speed sensor is a detector to detect the speed of the vehicle V. Like the speed sensor, for example, a wheel speed sensor, which is provided on a wheel of the vehicle V, a drive shaft to rotate integrally with the wheel or the like, and which detects the speed of rotation of the wheel, is used. The speed sensor sends the speed information (vehicle speed information) of the detected vehicle to the ECU 10.
[026] The acceleration sensor is a detector for detecting the acceleration (acceleration/deceleration rates) of the vehicle V. The acceleration sensor includes, for example, a front-rear-directed acceleration sensor to detect acceleration in the direction of the vehicle. front to rear vehicle V, and a lateral acceleration sensor to detect the lateral acceleration of vehicle V. The acceleration sensor sends vehicle acceleration information V to the ECU 10. The yaw rate sensor is a detector to detect the yaw rate. yaw rate (rotating angular velocity) around the vertical axis of the vehicle's center of gravity V. As the yaw rate sensor, for example, a gyroscopic sensor can be used. The yaw rate sensor sends vehicle yaw rate information V to ECU 10.
[027] The map database 4 is a database containing map information. The map database is, for example, formed on a HDD (Hard Disk Drive), which is mounted in the vehicle. Map information includes, for example, road position information, road shape information (for example, curved and straight part types, curve curvatures or the like), and intersection and intersection position information. Furthermore, it is preferable that the map information includes the position information of protective structures, such as buildings and walls, and includes the external sensor 1 output signal for use of SLAM (Simultaneous Location and Mapping) technology. In this case, the map information can be stored in a computer, which is a facility, such as an information processing center, and which can communicate with the vehicle V.
[028] Navigation system 5 is an apparatus for guiding a driver of vehicle V to a destination set by driver of vehicle V. Navigation system 5 calculates a route along which vehicle V rolls based on position information of vehicle V, measured by the GPS receiver unit 2, and in the map information of the map database 4. As the route, the proper lane can be specified in a multilane section. The navigation system 5, for example, computes a desired route from the vehicle position V to the destination, and informs the driver of the desired route by indication on a display or voice output from a speaker. The navigation system 5, for example, sends the desired route information to the vehicle V to the ECU 10. In this case, the navigation system 5 can be provided on a computer, which is in a facility such as a processing center. of information, and that it can communicate with the vehicle V.
[029] Actuator 6 is a device to perform the vehicle roll control V. Actuator 6 includes at least a throttle actuator, a brake actuator and a drive actuator. The throttle actuator controls the rate of air supply to an engine (the throttle opening angle - the actuator output) in response to a command control value (command signal) from the ECU 10, and controls the force of drive vehicle V. Thus, in the case where vehicle V is a hybrid vehicle or an electric vehicle, the throttle actuator is not included, and the command control value of ECU 10 is input into an engine, which is a dynamic power source so that the actuating force (actuator output) is controlled.
[030] The brake actuator controls a braking system, in response to an ECU 10 command control value, and controls the braking force (actuator output) that is imparted to the wheels of the vehicle V. How the system For example, a hydraulic braking system can be used. The driving actuator controls the drive of an auxiliary motor, which is an electrical energy driving system and which controls the driving torque (the output of the actuator), in response to a command control value from the ECU 10. mode, the driving actuator controls the driving torque of the vehicle V.
[031] The HMI 7 is an interface for performing the output and input of information between an occupant (including the driver) in vehicle V and the vehicle's automatic driving system 100. HMI 7, for example, includes a display panel for displaying image information to the occupant, a speaker for voice output, an operation button, or a touch panel through which the occupant performs entry operation, and the like. When the occupant performs an input operation relevant to actuating or stopping automatic driving, HMI 7 starts or stops automatic driving by transmitting a signal to the ECU 10. When the vehicle arrives at a destination where automatic driving is terminated , HMI 7 notifies the occupant of the arrival at the destination. HMI 7 can transmit information to the occupant by using a hand-held information terminal, which is wirelessly connected, and can receive input operation from the occupant by using the hand-held information terminal.
[032] As shown in Figure 1, the ECU 10 controls the automatic driving of the vehicle V. The ECU 10 is an electronic control unit including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory) and the like. In the ECU 10, a program stored in ROM is loaded into RAM and executed by the CPU, and thus various controls are executed. The ECU 10 can be configured by multiple electronic control units .
[033] The ECU 10 functionally includes a neighborhood information recognition unit 12, a vehicle status recognition unit 13, a road plan generator unit 14 and a driving control unit (first computing unit ) 15.
[034] The neighborhood information recognition unit 12 recognizes the neighborhood information of the vehicle V based on the detection result of the external sensor 1 (for example, the camera imaging information, the radar obstacle information, the inorganic obstacles of LIDAR, and the like) and the like. Neighborhood information includes, for example, the position of the white line or the position of the center of the lane on the roadway relative to vehicle V, the width of the roadway, the shape of the road (for example, the curvature of the roadway. roadway, the slope variation in the roadway that is useful in estimating the visibility of external sensor 1, the sinuosity and the like), and the situation of an obstacle (for example, a neighboring vehicle or the like) in the vicinity of vehicle V ( for example, information to discriminate between a fixed obstacle and a mobile obstacle, the position of the obstacle relative to vehicle V, the speed of the obstacle, the direction of movement of the obstacle relative to vehicle V, the relative speed of the obstacle to vehicle V, the size of the obstacle and the like. Furthermore, it is preferable to improve the accuracy of the position and direction of the vehicle V, obtained by the GPS receiver unit 2 or the like, by comparing the detection result d the external sensor 1 and the map information.
[035] Neighborhood information also includes information on the type of road. Road type information includes, for example, information about whether the road vehicle V is rolling on is a highway or a regular road. For example, information about whether the road is a highway or a regular road can be included in the map information contained in the map database 4. In this case, the neighborhood information recognition unit 12 can recognize whether the lane is roadway is on a highway or a normal road, based on the map information contained in the map database 4 and the vehicle position V recognized by the vehicle status recognition unit 13.
[036] The neighborhood information further includes the distance between a neighboring vehicle, which rolls in the vicinity of vehicle V, and a desired track for vehicle V. The neighborhood information recognition unit 12 can recognize the distance between the neighboring vehicle and the desired lane for vehicle V, for example, based on the information of neighborhoods detected by external sensor 1 and the desired lane for vehicle V, generated by the road plan generator unit 14. Specifically, for example, in the case in the which external sensor 1 includes the radar, the neighborhood information recognition unit 12 recognizes the position of the neighboring vehicle, based on the detection result of the radar. The neighborhood information recognition unit 12 can recognize the distance between the neighboring vehicle and the desired track for vehicle V, based on the desired track for vehicle V, generated by the road plan generator unit 14, and the recognized position of the neighboring vehicle.
[037] The neighborhood information also includes the color and line type of a roadway boundary line, which is present on the right side of vehicle V. For example, the color and line type of the boundary line, in right side of the carriageway, can be included in the map information contained in the map database 4. In this case, the neighborhood information recognition unit 12 can recognize the color and line type of the bounding line on the right side. of the roadway, based on the map information contained in the map database 4 and the vehicle position V recognized by the vehicle status recognition unit 13. Alternatively, for example, in the case where the external sensor 1 includes the camera, the neighborhood information recognition unit 12 can recognize the color and the lane type of the boundary line on the right side of the vehicle in travel on the basis of the imaging information from the camera.
[038] The neighborhood information also includes the size of a flat area lateral to the roadway for vehicle V. The flat area lateral to the roadway is a flat area that is continuously connected with the roadway by the boundary line of the roadway. For example, in the case where the external sensor 1 includes the stereo camera, the neighborhood information recognition unit 12 can recognize the size of the flat area, by performing image processing based on the imaging information of the stereo camera. .
[039] The neighborhood information further includes the road surface status of the roadway for vehicle V. The road surface condition includes information about whether the road surface is dry or wet. For example, in the case where the external sensor 1 includes the camera, the neighborhood information recognition unit 12 can recognize whether the running surface is dry or wet, by performing image processing based on the image forming information. of the camera.
[040] The vehicle status recognition unit 13 recognizes the vehicle status of the vehicle V. The vehicle status may include the vehicle position V (hereinafter referred to as the "vehicle position"), the running status vehicle V, and vehicle characteristics information V.
[041] The vehicle status recognition unit 13 recognizes the position of the vehicle on the map, based on the vehicle position information V received by the GPS receiver unit 2 and the map information from the map database 4. In this In this case, the vehicle status recognition unit 13 can perform recognition by acquisition, from the navigation system 5, of the vehicle position, which is used in the navigation system 5. In the case in which the vehicle position of the vehicle V can be measured by a sensor placed outside, for example on the road, the vehicle status recognition unit 13 can obtain the position of the vehicle from the sensor by communication.
[042] The vehicle status recognition unit 13 recognizes the driving status of the vehicle V, based on the detection result of the internal sensor 3 (for example, the speed sensor vehicle speed information, the acceleration information from the throttle sensor, the yaw rate information from the yaw rate sensor, and the like). The running state of vehicle V, for example, includes the speed, acceleration, and yaw rate of vehicle V.
[043] The vehicle status recognition unit 13 can, for example, recognize the vehicle size V and reliability of a sensor as characteristic information. Vehicle size V can be the size in the front to back direction of vehicle V, or it can be the size in vehicle width direction of vehicle V. Alternatively, vehicle size V can include both the size in the front direction behind vehicle V and the size in vehicle width direction of vehicle V. Vehicle size V can be pre-stored in a storage unit connected with ECU 10, or the like. The vehicle status recognition unit 13 can recognize the vehicle size V by reading the vehicle size V stored in the storage unit or the like.
[044] The reliability of the sensor, for example, can be the reliability of the detection result of each sensor included in external sensor 1 and internal sensor 3. The reliability, for each sensor, can be previously stored in the storage unit connected to the ECU 10, or similar. The vehicle status recognition unit 13 can recognize the reliability of the detection result of the sensor by reading the reliability stored in the storage unit connected to the ECU 10, or the like. Alternatively, in the case where two sensors, capable of detecting the same object, are included in external sensor 1 and internal sensor 3, the vehicle status recognition unit 13 can compare the detection results of the two sensors, and can recognize the reliabilities of the sensor detection results, based on the comparison result. For example, the vehicle state recognition unit 13 can recognize that the reliabilities of the detection results of the sensors are high, in which case the detection results are identical, and can recognize that the reliabilities of the detection results of the sensors. res are low, in which case the detection results of the two sensors are different. Specifically, for example, in the case where the recognition result for an obstacle, based on the camera's imaging information, matches the recognition result for the obstacle, based on the radar's obstacle information, the unit of vehicle state recognition 13 can recognize that the reliability of the detection result of the camera and the reliability of the detection result of the radar are high. On the other hand, in the case where the recognition result for the obstacle, based on the camera's imaging information, does not match the recognition result for the obstacle, based on the radar's obstacle information, the vehicle state recognition 13 can recognize that the reliability of the detection result of the camera and the reliability of the detection result of the radar are low.
[045] The road plan generator unit 14 generates the desired lane for vehicle V, for example, based on the desired route computed by the navigation system 5 and the neighborhood information (including the position and orientation of the neighboring vehicle ) of vehicle V recognized by the Neighborhood Information Recognition Unit 12. The target lane is a lane of vehicle V, which advances on the desired route. The road plan generator unit 14 generates the desired track so that vehicle V rolls properly on the desired route in light of criteria of safety, compliance, road efficiency and the like. Needless to say, on this occasion, the road plan generator unit 14 generates the desired lane for vehicle V, so as to avoid contact with the obstacle, based on the situation of the obstacle in the vicinity of vehicle V.
[046] The desired route includes, in this case, also a driving route, which is automatically generated based on neighborhood information and map information, when the establishment of the destination is not made explicitly by the driver, as exemplified by a route driving along the road in a "driving assistance device", described in Japanese patent no. 5382218 (WO 2011/158347), or an "automatic driving device", described in Japanese patent application publication no. ° 2011-162132.
[047] The road plan generator unit 14 generates a road plan corresponding to the generated desired track. That is, the road plan generator unit 14 generates a road plan according to the previously established desired route, based on the neighborhood information of the vehicle V and the map information of the map database 4. In this case, the road plan generator unit 14 can generate the road plan without using the map information from the map database 4. For example, the road plan generator unit 14 decides the desired track based on the information of surroundings of vehicle V, and generates a road plan for the chosen desired track. The road plan includes a desired control value, which is a target for controlling the vehicle state of the vehicle V. Preferably, the road plan generating unit 14 should generate, as the desired control value in the road plan, multiple combinations, each of which has two elements of a desired position p, in a coordinate system fixed on the vehicle V, and a desired speed v at the desired position, i.e., multiple configuration coordinates (p, v). In this case, each desired position p has at least the x-coordinate and the y-coordinate positions in the coordinate system fixed on the vehicle V, or the equivalent information to them. The desired control value in the plane of travel is not limited to being shown by the configuration coordinates described above. In the travel plane, as the desired control value, for example, a desired time t can be used instead of the desired speed v of the setting coordinates described above (p, v). Furthermore, in the case where the desired time t is used instead of the desired speed v of the setting coordinates (p, v) described above, the desired control value may further include the orientation of the vehicle V at the desired time t.
[048] In addition to the multiple desired positions, by which the vehicle V must pass along the desired track, and the desired speeds in the respective desired positions, the running plane can include, as the desired control value, at least one of the curvatures of desired lane for vehicle V at respective desired positions, desired yaw angles of vehicle V at respective desired positions, and desired accelerations of vehicle V at respective desired positions.
[049] Even more, typically, the future data for several seconds of the current time is approximately sufficient for the shooting plan. However, depending on situations, such as turning right at an intersection and overtaking vehicle V, data for several tens of seconds is required. Therefore, preferably, the number of setup coordinates in the running plane should be variable, and the distance between setup coordinates should be variable. Furthermore, a curve connecting the configuration coordinates can be approximated by a spline function or the like, and the curve parameters can be adopted as the running plane. For the generation of the road plan, an arbitrary known process can be used, if it allows the expression of a behavior of the vehicle V.
[050] Road plan can be data showing desired speed transitions, desired acceleration/deceleration rates, desired driving torque and others of vehicle V when vehicle V rolls on the desired track along the desired route. The road plan may include a desired speed model, a desired acceleration/deceleration rate model and a desired vehicle driving model V. The road plan generating unit 14 can, in this case, generate the road plan, so that the travel time (the time required for vehicle V to arrive at the destination) is minimized.
[051] Eventually, the desired speed model, for example, is the desired vehicle speed data, which is established in association with the time for each desired control position, with respect to the desired control positions established in the desired lane a a predetermined range (eg 1 m). The desired acceleration / deceleration rate model is, for example, the data of the desired acceleration / deceleration rates, which are established in association with the time for each desired control position, with respect to the desired control positions established in the desired track at a predetermined interval (eg 1 m). The desired driving model, for example, is the desired driving torque data, which is established in association with the time for each desired control position, with respect to the desired control positions established on the desired track at a predetermined interval (by example, 1 m).
[052] In addition to the runway plane, for example, runway plan generator unit 14 generates a control range of the desired control value for vehicle V in the runway plane. The road plan generator unit 14 generates the control lane, based on the vehicle vicinity information V, recognized by the neighborhood information recognition unit 12, and the vehicle status, recognized by the status recognition unit of vehicle 13. The control range is established for each desired control value in the road plan. However, the road plan generator unit 14 does not need to generate control ranges corresponding to all types of control values desired in the road plan. For example, in the case where the desired position and the desired speed are set as the desired control value, the travel plane generating unit 14 can generate the control strip only for the desired position.
[053] Furthermore, the control range has the same dimension (unit) as the desired control value for the vehicle in the running plane. That is, for example, in the case where the desired position is included as the desired control value, the control range of the desired position is a position range. For example, in the case where the target speed is included as the target control value, the target speed control range is a speed range. For example, in the case where the desired track curvature is included as the desired control value, the desired track curvature control range is a curvature range. For example, in the case where vehicle target yaw angle V is included as the target control value, the target yaw angle control range is an angle range. For example, in the case where the desired acceleration is included as the desired control value, the desired acceleration control range is an acceleration range. For example, in a case where the desired time is included in the desired control value, the control range of the desired time is a time range.
[054] The control range, to be generated by the road plan generator unit 14, is a range of desired control values, which are permissible in the road plan, even when the vehicle state deviates from the desired vehicle state . For example, the road plan generator unit 14 can generate the control lane considering the driving quality, the degree of safety and others of the vehicle. The generation of the control range, considering the vehicle's driving quality, for example, can be the generation of a range of desired control values, which allow the vehicle V to roll so that the lateral acceleration, to be generated for the vehicle V, becomes equal to or less than a pre-established reference value. The generation of the control range, considering the degree of safety of the vehicle, can be the generation of a range of desired control values, which allows vehicle V to roll so that the distance between vehicles to a vehicle in the vicinity of vehicle V becomes greater than or equal to a preset reference value.
[055] In this case, a specific example of the road plan and the control lane will be described. Figure 2 is a plan view to describe the establishment of the desired position and control range of the desired position, in which case the desired position is included as the desired control value in the travel plane. The reference character R, shown in Figure 2, indicates a lane on which vehicle V rolls. Reference characters L1, L2, shown by solid lines, indicate white lines that are boundaries between the roadway R and adjacent lanes, or the like. The reference character T, shown by the dashed line, indicates a desired track that links the multiple desired positions on the road plane. Reference character W indicates the control range of the desired position. Control range W can be shown as the length between a control range limit line Wa and a control range limit line Wb, in the direction normal to the desired track T connecting the desired positions. The control range limit line Wa is a curve linking the maximum values on the left side of vehicle V to the generated control ranges for the respective desired positions. The Wb control range limit line is a curve that links the maximum values on the right side of vehicle V to the generated control ranges for the respective desired positions. As an example, Figure 2 shows a case in which the control lane is established by the roadway width described below, and therefore shows a case in which the control lane W is constant.
[056] Figure 2 shows a case in which the center of the W control track of the desired positions is the desired track T, which links the desired positions. Comparatively, the road plane generator unit 14 can generate the control lane W, so that the control lane W is shifted to the right or left side of vehicle V, relative to the desired lane T, which connects the desired positions . For example, as shown in Figure 3, in the case where a sidewalk S is present so as to be adjacent to the left side of the carriageway R, the carriageway generating unit 14 can generate the control lane W of so that the control strip W is shifted to the far side of the sidewalk S. Thereby, the road plane generating unit 14 can generate the control strip, so that the control strip is shifted relative to the desired position, by example, depending on the position of an obstacle, such as the sidewalk S, recognized by the neighborhood information recognition unit 12. The control strip generated so as to be displaced by the road plan generating unit 14 is not limited to the lane of control of the desired position, and control ranges of other desired control values can also be generated so as to be offset relative to the desired control values. As the mode for shifting the control range, for example, the road plane generator unit 14 can shift the control range relative to the desired control value so that the control range is away from an obstacle.
[057] Figure 4A is a diagram to describe the establishment of the desired yaw angle and desired yaw angle control range, in which case the desired yaw angle is included as the desired control value in the rolling plane . Figure 4A shows an example of the temporal variation in the desired yaw angle from the desired control value and the temporal variation in the control range of the desired yaw angle. The T1 reference character, shown by the dashed line, indicates the temporal variation in the desired yaw angle in the clockwise or counterclockwise direction of the desired control value. The Wa1 reference character, shown by a dotted line, indicates a control range limit line showing the upper limit of the control range of the desired yaw angle in the clockwise or counterclockwise direction. The Wb1 reference character, shown by a dotted line, indicates a control range limit line showing the lower limit of the control range of the desired yaw angle in the clockwise or counterclockwise direction. Reference character W1 indicates the desired yaw angle control range. The control range W1 can be shown as the angle varying from the control range limit line Wa1, which is the upper limit of the control range, to the control range limit line Wb1, which is the lower limit of the control range. control. The yaw plane generator unit 14 can generate the control strip W1 of the desired yaw angle such that the control strip W1 is shifted relative to the desired yaw angle T1.
[058] Figure 4B is a diagram to describe the establishment of the desired speed and the desired speed control range, in which case the target speed is included as the desired control value in the road plane. Figure 4B shows an example of the temporal variation in the desired speed of the desired control value and the temporal variation in the control range of the desired speed. The T2 reference character, shown by the dashed line, indicates the temporal variation in the target speed from the desired control value. The Wa2 reference character, shown by a dotted line, indicates a control range limit line showing the upper limit of the desired speed control range. The Wb2 reference character, shown by a dotted line, indicates a control range limit line showing the lower limit of the desired speed control range. The control range W2 can be displayed by speed ranging from the control range limit line Wa2, which is the upper limit of the control range, to the control range limit line Wb2, which is the lower limit of the control range . The running plane generator unit 14 can generate the control range W2 of the desired speed so that the control range W2 is shifted relative to the desired speed T2.
[059] Figure 4C is a diagram to describe the establishment of the desired track curvature and the curvature control range, in which case the desired track curvature is included as the desired control value in the running plane. Figure 4C shows an example of the temporal variation in the desired track curvature and the temporal variation in the curvature control range. The reference character T3, shown by the dashed line, indicates the temporal variation in curvature of the desired track. The Wa3 reference character, shown by a dotted line, indicates a control range limit line showing the upper limit of the curvature control range. The reference character Wb3, shown by a dotted line, indicates a control range limit line showing the lower limit of the curvature control range. Reference character W3 indicates the curvature control range. The W3 control range can be shown as the curvature varying from the Wa3 control range limit line, which is the upper limit of the control range, to the Wb3 control range limit line, which is the lower limit of the control range. control. The rolling plane generator unit 14 can generate the control strip W3 of the curvature so that the control strip W3 is shifted relative to the curvature of the desired track.
[060] Figure 4D is a diagram to describe the establishment of the desired acceleration and the control range of the desired acceleration, in which case the desired acceleration is included as the desired control value in the road plane. Figure 4D shows an example of the temporal variation in the desired acceleration of the desired control value and the temporal variation in the control range of the desired acceleration. The T4 reference character, shown by the dashed line, indicates the temporal variation in the desired acceleration from the desired control value. The Wa4 reference character, shown by a dotted line, indicates a control range limit line showing the upper limit of the control range of the desired acceleration. The Wb4 reference character, shown by a dotted line, indicates a control range limit line showing the lower limit of the control range of the desired acceleration. Reference character W4 indicates the control range of the desired acceleration. The control range W4 can be displayed by acceleration varying from the control range limit line Wa4, which is the upper limit of the control range, to the control range limit line Wb4, which is the lower limit of the control range . The rolling plane generator unit 14 can generate the control range W4 of the desired acceleration so that the control range W4 is shifted relative to the desired acceleration T4.
[061] In the following, an example of the establishment of the control band, to be generated by the yaw angle 14, will be described. The lane plan generator unit 14 can generate the control lane, for example, based on the lane width for the vehicle V, which is in the neighborhood information. At that time, as shown in Figure 5A, in the case where the roadway width is wide, the roadway generating unit 14 can increase the control lane, compared to the case where the roadway width it's close. The road plan generator unit 14 can recognize the width of the roadway, for example, by acquiring the neighborhood information recognition unit 12.
[062] The road plan generator unit 14 can generate the control lane, for example, based on the size of a neighboring vehicle, which rolls in the vicinity of vehicle V, which is in the neighborhood information. The neighboring vehicle, for example, may be a vehicle that rolls in front of vehicle V, and that rolls on the lane for vehicle V, or rolls on an adjacent lane that is adjacent to the lane for vehicle V. Neighboring vehicle size can be the size in the width direction of the vehicle, or the size in the front to back direction. At that time, as shown in Figure 5B, in the case where the size of the neighboring vehicle is large, the road plane generator unit 14 may decrease the control range, compared to the case where the size of the neighboring vehicle is small . The road plan generator unit 14 can recognize the size of the neighboring vehicle, for example, by acquiring the neighborhood information recognition unit 12.
[063] The road plan generator unit 14 can generate the control lane, for example, based on the speed of the neighboring vehicle, which rolls in the vicinity of vehicle V, which is in the neighborhood information. At that time, as shown in Figure 5C, in the case where the speed of the neighboring vehicle is high, the road plane generator unit 14 can decrease the control range, compared to the case where the speed of the neighboring vehicle is low . The road plan generator unit 14 can recognize the speed of the neighboring vehicle, for example, by acquiring the neighborhood information recognition unit 12.
[064] The road plan generator unit 14 can generate the control lane, for example, based on the distance between the neighboring vehicle, which rolls in the vicinity of vehicle V, and the desired lane for vehicle V, which is in the neighborhood information. At that time, as shown in Figure 5D, in the case where the distance between the neighboring vehicle and the desired lane for vehicle V is long, the road plane generator unit 14 can increase the control range compared to the case in which the distance between the neighboring vehicle and the desired track for vehicle V is short. The road plan generator unit 14 can recognize the distance between the neighboring vehicle and the desired lane for the vehicle V, for example, by acquiring the neighborhood information recognition unit 12.
[065] The road plan generator unit 14 can generate the control range, for example, based on vehicle size V, which is vehicle characteristic information V included in the vehicle information. Vehicle size V can be the size in the width direction of the vehicle, or the size in the front to back direction. At that time, in the case in which the vehicle size V is large, the rolling plane generator unit 14 can decrease the control range, compared to the case in which the vehicle size V is small. The tread plan generator unit 14 can recognize the vehicle size V, for example, by acquiring the vehicle status recognition unit 13.
[066] The lane plan generator unit 14 can generate the control lane, for example, based on the road type information of the lane for vehicle V, which is the neighborhood information. At that time, in the case where the carriageway is on a highway, the carriageway generating unit 14 can increase the control lane, compared to the case where the carriageway is on a usual road. The road plan generator unit 14 can recognize the road type information, for example, by acquiring the neighborhood information recognition unit 12. The road plan generator unit 14 can generate the control lane, for example, based on the roadway speed limit for vehicle V, which is in the neighborhood information. At that time, in the case where the speed limit is high, the road plane generator unit 14 can decrease the control range, compared to the case where the speed limit is low. In this case, for example, the speed limit can be included in the map information contained in the map database 4. At that time, the neighborhood information recognition unit 12 obtains the speed limit, as the neighborhood information, of the map database 4. Then, the road plan generator unit 14 can recognize the speed limit, as the neighborhood information, by acquisition of the neighborhood information recognition unit 12.
[067] The road plan generator unit 14 can generate the control lane, for example, based on the driving state included in the vehicle state of vehicle V. On that occasion, in the case where the speed of vehicle V, that is in the driving state, it is high, the rolling plane generator unit 14 can decrease the control range, compared to the case in which the vehicle speed V is low. The tread plane generator unit 14 can recognize the speed of the vehicle V, for example, by acquisition of the vehicle status recognition unit 13. In the case in which the yaw rate of the vehicle V, which is in the state of driving, is high, the rolling plane generator unit 14 can decrease the control range, compared to the case in which the yaw rate of vehicle V is low. At that time, the rolling plane generator unit 14 can recognize the yaw rate, for example, by acquisition of the vehicle state recognition unit 13. In the case where acceleration in the front-to-rear direction or lateral acceleration of the vehicle V, which is in the driving state, is high, the rolling plane generator unit 14 can decrease the control range, compared to the case in which the acceleration in the front-to-rear direction or lateral acceleration of the vehicle V is low . At that time, the rolling plane generator unit 14 can recognize acceleration in the front-to-rear direction or lateral acceleration, for example, by acquiring the vehicle state recognition unit 13.
[068] The road plan generator unit 14 can generate the control lane, for example, based on the speed at which the neighboring vehicle is close to vehicle V (the relative speed of the obstacle with vehicle V), which is in the neighborhood information. At that time, in the case where the speed at which the neighboring vehicle is close to vehicle V is high, the road plane generator unit 14 may decrease the control range, compared to the case where the speed at which the vehicle neighbor is near vehicle V is low. The road plan generator unit 14 can recognize the speed at which the neighboring vehicle gets close to the vehicle V by acquiring the neighborhood information recognition unit 12.
[069] The road plan generator unit 14 can generate the control strip, for example, based on the color and line type of the roadway boundary line, present on the right side of vehicle V, which is in the neighborhood information. For example, when vehicle V rolls in Japan, in the case where the boundary line color on the right side of the roadway is yellow, the road plane generator unit 14 may decrease the control lane in comparison with the case where the boundary line, on the right side of the carriageway, is a white dashed line. For example, in the case where the boundary line color on the right side of the roadway is yellow, it is necessary to make vehicle V roll so that vehicle V does not stay on the boundary line, because of the line of the dispersion prohibition limit. Therefore, in the case where the boundary line color on the right side of the roadway is yellow, the road plane generator unit 14 decreases the control strip, compared to the case where the boundary line, on the right side of the carriageway is a white dashed line. The running plane generating unit 14 can recognize the color and line type of the running plane boundary line, present on the right side of the vehicle V, by purchasing the actuator control unit 12.
[070] The road plan generator unit 14 can generate the control range, for example, based on the reliability of a sensor, which is the characteristic information included in the vehicle information. The reliability of a sensor can be, in this case, the reliability of a sensor, which is used for the generation of the running plane and which is included in external sensor 1 or internal sensor 2. In this case, in the case in which the reliability of the sensor is low, the rolling plane generator unit 14 can decrease the control range, compared to the case in which the reliability of the sensor is high. The road plan generator unit 14 can recognize the reliability of the sensor, for example, by acquiring the vehicle status recognition unit 13.
[071] The road plan generator unit 14 can generate the control lane, for example, based on the size of the flat area lateral to the roadway for vehicle V, which is in the neighborhood information. At that time, in the case where the flat area is narrow, the running plane generating unit 14 can decrease the control range, compared to the case where the flat area is wide. The road plan generator unit 14 can recognize the size of the flat area, for example, by acquiring the neighborhood information recognition unit 12.
[072] The road plan generator unit 14 can generate the control lane, for example, based on the road surface state of the road for vehicle V, which is in the neighborhood information. For example, in the case where the tread surface is wet, due to rain or the like, the tread plane generating unit 14 can decrease the control strip compared to the case where the tread surface is not wet. The road plan generator unit 14 can recognize the state of the road surface, for example, by acquiring the neighborhood information recognition unit 12.
[073] Although the road plan generator unit 14 manages the control lane, based on any of several types of neighborhood and various vehicle state information in the description presented above, the road plan generator unit 14 can generate the control range, based on two or more of various types of neighborhood information and various vehicle states.
[074] The driving control unit 15 controls the automatic rolling of vehicle V, based on the rolling plan and the control range, generated by the road plan generating unit 14. Specifically, based on the road plan and the control lane, generated by the tread plan generator unit 14, and in the vehicle state, recognized by the vehicle state recognition unit 13, the driving control unit 15 computes the command control value, so that the vehicle state of vehicle V becomes a desired vehicle state, corresponding to the desired control value in the road plan. The driving control unit 15 transmits the computed command control value to the actuator 6. Thereby, the driving control unit 15 controls the driving of the vehicle V, so that the vehicle V automatically rolls while following the plane of travel. . In this case, the desired vehicle state, corresponding to the desired control value, is a desired vehicle state of vehicle V, which is updated by the transmission of actuator 6, depending on the desired control value in the running plane.
[075] In more detail, when the current vehicle state is not the desired vehicle state, corresponding to the desired control value in the road plan, the driving control unit 15 makes the vehicle state close to the state of desired vehicle. At that time, the driving control unit 15 first determines whether the current vehicle state, recognized by the vehicle state recognition unit 13, is a vehicle state corresponding to within the control range of the control value. wanted. In the case where the current vehicle state is a vehicle state corresponding to within the control range of the desired control value, the driving control unit 15 computes the command control value so that the vehicle state becomes more gradually closer to the desired vehicle state, compared to the case where the current vehicle state is a vehicle state corresponding to out of control range.
[076] Specifically, for example, in the case where the current vehicle position is a position within the control range of the desired position, the driving control unit 15 computes the command control value so that the degree of movement for the desired position in a unit of time (eg one minute) is less, compared to the case where the current vehicle position is a position outside the control range. For example, in the case where the current vehicle position is a position within the control range of the desired position, the driving control unit 15 computes the command control value so as to make the vehicle state gradually close to the desired vehicle state, while maintaining priority on ride quality, rather than making the vehicle state of vehicle V quickly close to the desired vehicle state. Similarly, for example, in the case where the current vehicle speed V is a speed within the control range of the desired speed, the driving control unit 15 computes the command control value so as to make the state The vehicle status gradually gets closer to the desired vehicle state, while maintaining priority on ride quality, rather than having the vehicle status of vehicle V quickly close to the desired vehicle state. In this case, to make the vehicle state gradually close to the desired vehicle state, while maintaining priority on driving quality, for example, it may be necessary to make the vehicle state close to the desired vehicle state, of so that the lateral acceleration, to be generated for vehicle V, becomes a value equal to or less than a pre-established reference.
[077] On the other hand, in the case in which the vehicle state, recognized by the vehicle state recognition unit 13, is not a vehicle state corresponding to within the control range, the driving control unit 15 computes the command control value, so that the vehicle state is closer to the desired vehicle state more quickly, compared to the case in which the current vehicle state is a vehicle state corresponding to within the control range. Specifically, for example, in the case where the current vehicle position is a position outside of the control range of the desired position, the driving control unit 15 computes the command control value, so that the degree of movement for the desired position in a unit of time (eg one minute) is greater, compared to the case where the current vehicle position is a position within the control range. For example, in the case where the current vehicle position is a position outside the control range of the desired position, the driving control unit 15 computes the command control value while not maintaining priority in driving quality, but doing with that the vehicle state of vehicle V quickly comes close to the desired vehicle state. Similarly, for example, in the case where the current vehicle speed V is a speed outside the control range of the desired speed, the driving control unit 15 computes the command control value so as to make the state The vehicle status gradually gets closer to the desired vehicle state, while maintaining priority on the drive quality, while maintaining the priority on the drive quality, but causing the vehicle status of vehicle V to quickly come close to the desired vehicle status.
[078] That is, in the case where the control range is small, even if the vehicle state is close to the desired vehicle state, when the vehicle state is a vehicle state corresponding to outside the control range, the time to control the vehicle state, so that the vehicle state quickly gets close to the desired vehicle state is longer, and the time to control the vehicle state so that the vehicle state becomes gradually close to the vehicle state desired is shorter compared to the case where the control range is large. Therefore, the auto-driving vehicle system 100 can improve the vehicle state following performance of the vehicle V relative to the desired vehicle state. On the other hand, in the case where the control range is large, even if the vehicle state is close to the desired vehicle state, when the vehicle state is a vehicle state corresponding to outside the control range, the time to control the vehicle state, so that the vehicle state is quickly close to the desired vehicle state, is shorter, and the time to control the vehicle state, so that the vehicle state is gradually close to the vehicle state desired, is longer compared to the case where the control range is small. Therefore, the auto-driving vehicle system 100 can eliminate a drastic variation in vehicle behavior V and can improve the driving quality.
[079] As an example, a change in the position of the vehicle, in the case in which the driving control unit 15 controls the driving of the vehicle V, so as to follow the plane of travel, will be described. Assume vehicle V is rolling on roadway R, as shown in Figure 2. Assume vehicle position of vehicle V is outside control range W of the desired position. Since the vehicle position of the vehicle V is outside the control range W, the driving control unit 15 causes the vehicle to roll so that the vehicle position quickly follows the desired lane T, which links the positions desired. Vehicle track V is now defined as a K1 track. When the vehicle position falls within the control range W of the desired position, the driving control unit 15 causes the vehicle V to roll so that the vehicle position quickly follows the desired track T, which links the desired positions . Vehicle track V is now defined as a K2 track. Thus, in the case where the vehicle position of vehicle V lies within the control range W of the desired position, the driving control unit 15 makes the vehicle position more gradually closer to the desired position than in the case in which the vehicle position of vehicle V is outside the control range W of the desired position.
[080] Next, a process flow, to be executed by the automatic driving vehicle system 100, will be described. First, a process flow, by which the ECU 10 generates the road plan and control lane, will be specifically described with reference to a flowchart in Figure 6. For example, when the driver sets a destination with the navigation 5 and performs, by the HMI 7, the input operation to actuate the automatic driving, the ECU 10 performs the next process of generating the road plan and the control strip, repeatedly in a predetermined process cycle.
[081] Firstly, the vehicle status recognition unit 13 recognizes the vehicle status of the vehicle V. The neighborhood information recognition unit 12 recognizes the neighborhood information of the vehicle V (S11). The road plan generator unit 14 generates a road plan according to a previously established desired route, based on the neighborhood information of the vehicle V and the map information in the map database 4 (S12). The road plan generator unit 14 generates the control lane based on at least one of the vehicle vicinity information V, recognized by the neighborhood information recognition unit 12, and the vehicle status, recognized by the vehicle status recognition 13 (S13). The road plan generating unit 14 transmits the road plan and the generated control strip to the driving control unit 15.
[082] Next, a flow of a process, by which the ECU 10 controls the driving of vehicle V, based on the roadway and the control lane, will be specifically described with reference to a flowchart in Figure 7. A Since the road plan generator unit 14 generates the road plane and the control lane, the road control unit 15 starts to control the driving of the vehicle V. Furthermore, when the road plan generator unit 14 generates Recently the road plan and the control strip, the driving control unit 15 controls the driving of the vehicle V, based on the newly generated road plans and control strip.
[083] First, the driving control unit 15 determines whether the current vehicle state is a vehicle state corresponding to within the control range of the desired control value (S21). In the case where the current vehicle state is a vehicle state corresponding to within the control range of the desired control value (S21; YES), the driving control unit 15 computes the command control value, so that the vehicle state becomes more gradually closer to the desired vehicle state, compared to the case in which the current vehicle state is a vehicle state corresponding to out of control range. Then, the driving control unit 15 transmits the computed command control value to the actuator 6. Thereby, the driving control unit 15 controls the driving of the vehicle V, so that the vehicle state becomes gradually close to the desired vehicle state (S22).
[084] In the case where the current vehicle state is not a vehicle state corresponding to within the control range of the desired control value (S21; NO), the driving control unit 15 computes the command control value so that the vehicle state gets closer to the desired vehicle state more quickly, compared to the case in which the current vehicle state is a vehicle state corresponding to within the control range. Then, the driving control unit 15 transmits the computed command control value to the actuator 6. Thereby, the driving control unit 15 controls the driving of the vehicle V, so that the vehicle state quickly becomes close to the desired vehicle status (S23).
[085] As described above, in the case where the vehicle state is a vehicle state corresponding to within the control range, the auto-driving vehicle system 100, in the embodiment, causes the vehicle state to become more gradually close to the desired vehicle state, compared to the case where the current vehicle state is a vehicle state corresponding to out of control range. That is, in the case where the current vehicle state is a vehicle state corresponding to out of control range, the auto-driving vehicle system 100 makes the vehicle state come closer to the desired vehicle state more quickly, compared to the case where the vehicle state is a vehicle state corresponding to within the control range. Thus, in the case where the vehicle state departs far from the plane of travel (in the case where the current vehicle state is a vehicle state corresponding to out of control lane), the automatic driving vehicle system 100 can make the vehicle state quickly get close to the desired vehicle state in the road plan. Furthermore, in the case where the vehicle state deviates slightly from the plane of travel (in the case where the current vehicle state is a vehicle state corresponding to within the control range), the automatic driving vehicle system 100 can improve the driving quality by making the vehicle state gradually close to the desired vehicle state in the running plane.
[086] In this case, in computing the command control value, the driving control unit 15 can compute a basic command control value, to make the vehicle state close to the desired vehicle state. Then, the driving control unit 15 can correct the basic command control value so that the vehicle state becomes gradually close to the desired vehicle state, in the case in which the vehicle state is within the control range of the desired control value, or you can correct the basic command control value so that the vehicle state is quickly close to the desired vehicle state, in which case the vehicle state falls outside the control range of the desired control value . In this case, the basic command control value is a command control value necessary to make the vehicle state close to the desired vehicle state, regardless of whether the vehicle state is within the control range or outside the range of control. The basic command control value is corrected as described above depending on whether the vehicle state is within the control range of the desired control value or outside the control range. Alternatively, instead of pre-computing the basic command control value to make the vehicle state close to the desired vehicle state, the driving control unit 15 may compute a command control value to make the vehicle state gradually or rapidly approach the desired vehicle state, depending on whether the vehicle state is within the control range of the desired control value. [Second implementation]
[087] Next, a second embodiment will be described. In the description of the embodiment, differences from the first embodiment are described in detail. For elements identical or corresponding to those in the first embodiment, identical reference characters are used, and repetitive descriptions are omitted. Figure 8 is a block diagram showing a configuration of an automatic driving vehicle system 100A, according to the second embodiment. Auto-driving vehicle system 100A includes external sensor 1, GPS receiver unit 2, internal sensor 3, map database 4, navigation system 5, actuator 6, a first ECU 10A , a second ECU 10B and the HMI 7. In this case, the embodiment is different from the first embodiment in that the road plan generator unit 14 and the driving control unit 15 are included in different ECUs.
[088] The first ECU 10A and the second ECU 10B control the automatic driving of the vehicle V. The first ECU 10A is an electronic control unit, including a CPU, a ROM, a RAM and the like. In the first ECU 10A, a program stored in ROM is loaded into RAM and executed by the CPU, and thus various controls are executed.
[089] The first ECU 10A functionally includes the neighborhood information recognition unit 12, the vehicle status recognition unit 13 and the road plan generating unit 14. The process content, to be executed by the units information recognition unit 12, vehicle status recognition unit 13 and road plan generator unit 14 is, in the embodiment, equal to the content of the process, to be performed by the neighborhood information recognition unit 12, driving unit vehicle status recognition 13 and road plan generator unit 14, in the first embodiment. Still further, the neighborhood information recognition unit 12 and the vehicle status recognition unit 13 perform, in the embodiment, the process of S11, described using Figure 6 in the first embodiment. The running plane generator unit 14 performs, in the embodiment, the processes of S12 and S13, described using Figure 6, in the first embodiment.
[090] The second ECU 10B is an electronic control unit including a CPU, a ROM, a RAM and the like. In the second ECU 10B, a program stored in ROM is loaded into RAM and executed by the CPU, and thus various controls are executed.
[091] The second ECU 10B functionally includes the driving control unit (first computing unit) 15. The process content, to be executed by the driving control unit 15 in the embodiment, is equal to the process content, to be performed by the driving control unit 15 in the first embodiment. Further, the driving control unit 15 performs, in the embodiment, processes S21 to S23, described using Figure 7 in the first embodiment.
[092] The first ECU 10A and the second ECU 10B are ECUs that are physically different from each other. The first ECU 10A and the second ECU 10B communicate with each other via a communication line.
[093] As described above, in the automatic driving vehicle system 100A, in the embodiment, the rolling plane generator unit 14 and the driving control unit 15 are included in different ECUs, and therefore, for example, it is possible adopt the first ECU 10A as a common element, which is employed in various types of vehicles, and adopt the second ECU 10B as a vehicle type dependent element, which differs for each vehicle type. In this way, it is possible to promote the similarity of the elements, in comparison with the case in which the road plan generator unit 14 and the driving control unit 15 are included in a single ECU.
[094] Further, in the auto-driving vehicle system 100A in the embodiment, it is possible to obtain the same effect as in the first embodiment. [Third achievement]
[095] Next, a third embodiment will be described. In the description of the embodiment, the differences from the first embodiment are described in detail. For elements identical or corresponding to those in the first embodiment, identical reference characters are used, and repetitive descriptions are omitted. Figure 9 is a block diagram showing a configuration of an automatic driving vehicle system 100B, in accordance with the third embodiment. Auto-driving vehicle system 100B includes external sensor 1, GPS receiver unit 2, internal sensor 3, map database 4, navigation system 5, actuator 6, a first ECU 10A , a second ECU 10B and the HMI 7. In this case, the embodiment is different from the first embodiment mainly in that an actuator control unit 62 of the actuator unit 60 controls an actuator 61 based on the control range.
[096] The ECU 20 controls the automatic driving of the vehicle V. The ECU 20 is an electronic control unit, including a CPU, a ROM, a RAM and the like. On the ECU 20, a program stored in ROM is loaded into RAM and executed by the CPU, and thus various controls are performed. The ECU 20 can be configured for various electronic control units.
[097] The ECU 20 functionally includes the neighborhood information recognition unit 12, the vehicle status recognition unit 13, the road plan generator unit 14 and a driving control unit (second computing unit ) 15B. The content of the process, to be performed by the neighborhood information recognition unit 12, vehicle status recognition unit 13 and road plan generator unit 14 is, in the embodiment, equal to the process content, to be performed by the units information recognition device 12, vehicle status recognition unit 13 and road plan generator unit 14, in the first embodiment. Still further, the neighborhood information recognition unit 12 and the vehicle status recognition unit 13 perform, in the embodiment, the process of S11, described using Figure 6 in the first embodiment. The running plane generator unit 14 performs, in the embodiment, the processes of S12 and S13, described using Figure 6, in the first embodiment.
[098] The driving control unit 15B controls the automatic driving of the vehicle V, based on the road plan generated by the road plan generating unit 14. Specifically, based on the road plan generated by the road plan generating unit. runway 14, and in the vehicle state recognized by the vehicle state recognition unit 13, the driving control unit 15B computes the command control value, so that the vehicle state of the vehicle V becomes a state of desired vehicle, corresponding to the desired control value on the roadway. The driving control unit 15B transmits the computed command control value to the actuator unit 60. Thereby, the driving control unit 15B controls the driving of vehicle V, so that vehicle V rolls automatically while following the shooting plan. Furthermore, together with the computed command control value, the driving control unit 15B transmits the control strip, generated by the rolling plane generating unit 14, to the actuator unit 60. Unlike the driving control unit 15 , in the first and second embodiments, the driving control unit 15B does not use the control range in computing the command control value.
[099] Actuator unit 60 includes actuator 61 and actuator control unit 62. Actuator 61 is the same as actuator 6 in the first embodiment. The command control value, generated by the rolling plane generator unit 14, is input to the actuator 61. The actuator 61 controls the driving of the vehicle V by the output corresponding to the command control value.
[0100] The actuator control unit 62 controls a parameter for the actuator 61, based on the vehicle state, recognized by the vehicle state recognition unit 13, and on the control track, generated by the road plane generator unit 14. The parameter for the actuator 61 is, for example, the gain in feedback of the command control value to the actuator 61. By controlling the parameter for the actuator 61, the actuator control unit 62 changes the sensitivity of the action of actuator 61. In this case, to change the sensitivity of the action is to change the time required before the output value of actuator 61 reaches the command control value, inputted from drive control unit 15B. Specifically, for example, the actuator control unit 62 can change the gain in feedback of the command control value to the actuator 61, as the parameter control to the actuator 61. Thereby, the actuator control unit 61 can make the vehicle state of vehicle V quickly or gradually close to the desired vehicle state, corresponding to the desired control value in the road plan.
[0101] In this case, in addition to changing the gain mentioned above, the actuator control unit 62 can change the maximum output value, which is allowed to control in actuator 61, as parameter control for actuator 61.
[0102] In more detail, the actuator control unit 62 first determines whether the current vehicle state, recognized by the vehicle state recognition unit 13, is a vehicle state corresponding to within the control range of the value. desired control. In the case where the current vehicle state is a vehicle state corresponding to within the control range of the desired control value, the actuator control unit 62 changes the parameter so that the output of actuator 61 becomes more gradually close to an output corresponding to the command control value, compared to the case in which the current vehicle state is vehicle state corresponding to out of control range. On the other hand, in the case where the current vehicle state recognized by the vehicle state recognition unit is not a vehicle state corresponding to within the control range, the actuator control unit 62 changes the parameter (by for example, resets the parameter), so that the output of actuator 61 is more quickly closer to an output corresponding to the command control value, compared to the case where the current vehicle state is a vehicle state corresponding to within of the control range.
[0103] As an example, a change in vehicle position, in the case where actuator 61 is controlled such that the output of actuator 61 becomes an output corresponding to the command control value, will be described. Assume vehicle V is rolling on roadway R, as shown in Figure 2. Assume vehicle position of vehicle V is outside control range W of the desired position. Once the vehicle position of vehicle V is outside the control range W, the actuator control unit 62 controls the parameter for the actuator 61, so that the output of the actuator 61 quickly becomes close to the output corresponding to the value of command control. Vehicle track V is now defined as track K1. When the vehicle position manages to fall within the control range W of the desired position, the actuator control unit 62 controls the parameter for actuator 61 so that the output of actuator 61 gradually becomes close to the output corresponding to the control value command. Vehicle track V is now defined as track K2. Thus, in the case where the vehicle position is within the control range W of the desired position, the vehicle position of the vehicle V becomes more gradually closer than in the case where the vehicle position is outside the control range W of the desired position.
[0104] Next, a process flow, to be performed by the auto-driving vehicle system 100B, will be described. The process flow, by which the ECU 20 generates the road plane and control strip, is the same as the process flow described using Figure 6 in the first embodiment, and therefore the description is omitted. That is, the neighborhood information recognition unit 12 and the vehicle status recognition unit 13, in the embodiment, perform the process of S11, described using Figure 6 in the first embodiment. The running plane generator unit 14 performs, in the embodiment, the processes of S12 and S13, described using Figure 6 in the first embodiment.
[0105] The following is a flow of a process whereby the driving control unit 15B computes the command control value and the actuator control unit 62 controls the parameter for the actuator 61, based on the control range , will be specifically described with reference to a flowchart in Figure 10. Since the road plan generator unit 14 generates the road plan and the control strip, the driving control unit 15B computes the control value. so that the vehicle state of vehicle V becomes the desired vehicle state corresponding to the desired control value in the road plan, based on the road plan generated by the road plan generator unit 14 and the vehicle state recognized by the vehicle status recognition unit 13 (S31). The driving control unit 15B transmits the computed command control value and the control range generated by the travel plane generator unit 14 to the actuator unit 60.
[0106] The actuator control unit 62 determines whether the current vehicle state, recognized by the vehicle state recognition unit 13, is a vehicle state corresponding to within the control range of the desired control value (S32). In the case where the current vehicle state is a vehicle state corresponding to within the control range of the desired control value (S32: YES), the actuator control unit 62 controls the parameter for the actuator 61, so that the output of actuator 61 becomes more gradually closer to the output corresponding to the command control value, compared to the case in which the current vehicle state is a vehicle state corresponding to out of control range (S33). In this way, the vehicle state of vehicle V gradually becomes closer to the desired vehicle state.
[0107] In the case where the current vehicle state, recognized by the vehicle state recognition unit 13, is not a vehicle state corresponding to within the control range of the desired control value (S32: NO), the unit Actuator control switch 62 controls the parameter for actuator 61 so that the actuator output is more quickly closer to the output corresponding to the command control value, compared to the case where the current vehicle state is a state of corresponding vehicle within the control range (S34). In this way, the vehicle state of vehicle V quickly becomes close to the desired vehicle state.
[0108] Driving control unit 15 and actuator control unit 62 perform processes S31 to S34 based on the current travel plan and control range, until travel plan generator unit 14 generates new ones. road plan and control lane.
[0109] As described above, in the case where the current vehicle state is a vehicle state corresponding to within the control range, the auto-driving vehicle system 100B, in the embodiment, causes the output of actuator 61 to remain more gradually closer to the output corresponding to the command control value, compared to the case in which the current vehicle state is a vehicle state corresponding to out of control range. That is, in the case where the current vehicle state is a vehicle state corresponding to out of control range, the auto-driving vehicle system 100B makes the output of actuator 61 more quickly closer to the output corresponding to the value. of command control, compared to the case in which the current vehicle state is a vehicle state corresponding to within the control range. Thus, in the case where the vehicle state departs far from the plane of travel (in the case where the current vehicle state is a vehicle state corresponding to out of control lane), the auto-driving vehicle system 100B can make the vehicle state quickly get close to the desired vehicle state in the road plan. Furthermore, in the case where the vehicle state deviates slightly from the plane of travel (in the case where the current vehicle state is a vehicle state corresponding to within the control lane), the automatic driving vehicle system 100B can improve the driving quality by making the vehicle state gradually close to the desired vehicle state in the running plane.
[0110] In this case, in the third embodiment, the actuator control unit 62 need not always be associated with the actuator 61. For example, the actuator control unit 62 can be included in the ECU 20, or it can be included in an ECU, which is different from ECU 20.
[0111] Further, instead of the control range, the driving control unit 15B can transmit, to the actuator unit 60, a range, which is a parameter range for the control of the actuator 61, and which is computed based on the control range. At that time, the actuator control unit 62 can determine that the current vehicle state is a vehicle state corresponding to within the control range of the desired control value, in which case the current parameter for controlling the actuator 61 is within range, which is a parameter range for the control of actuator 61 and which is input from drive control unit 15B. Further, the actuator control unit 62 can determine that the current vehicle state is a vehicle state corresponding to outside the control range of the desired control value, in which case the current parameter for controlling the actuator 61 is out of range, which is a parameter range for controlling actuator 61 and which is input from drive control unit 15B. [Fourth Implementation]
[0112] Next, a fourth embodiment will be described. In the description of the embodiment, differences from the third embodiment are described in detail. For elements identical or corresponding to those in the third embodiment, identical reference characters are used, and repetitive descriptions are omitted. Figure 11 is a block diagram showing a configuration of an automatic driving vehicle system 100C, according to the fourth embodiment. Auto-driving vehicle system 100C includes external sensor 1, GPS receiver unit 2, internal sensor 3, map database 4, navigation system 5, actuator 6, a first ECU 20A, a second ECU 20B and HMI 7. In this case, the embodiment is different from the first embodiment in that the road plan generator unit 14 and the driving control unit 15 are included in different ECUs.
[0113] The first ECU 20A and the second ECU 20B control the automatic driving of the vehicle V. The first ECU 20A is an electronic control unit, including a CPU, a ROM, a RAM and the like. In the first ECU 20A, a program stored in ROM is loaded into RAM and executed by the CPU, and thus various controls are executed.
[0114] The first ECU 20A functionally includes the neighborhood information recognition unit 12, the vehicle status recognition unit 13 and the road plan generating unit 14. The process content, to be executed by the units information recognition unit 12, vehicle status recognition unit 13 and road plan generator unit 14 is, in the embodiment, equal to the content of the process, to be performed by the neighborhood information recognition unit 12, driving unit. vehicle status recognition 13 and road plan generator unit 14, in the first embodiment. Still further, the neighborhood information recognition unit 12 and the vehicle status recognition unit 13 perform, in the embodiment, the process of S11, described using Figure 6 in the first embodiment. The running plane generator unit 14 performs, in the embodiment, the processes of S12 and S13, described using Figure 6, in the first embodiment.
[0115] The second ECU 20B is an electronic control unit including a CPU, a ROM, a RAM and the like. In the second ECU 20B, a program stored in ROM is loaded into RAM and executed by the CPU, and thus various controls are executed.
[0116] The second ECU 20B functionally includes the driving control unit (second computing unit) 15B. The process content, to be performed by the driving control unit 15 in the embodiment, is equal to the process content, to be performed by the driving control unit 15B in the third embodiment. Still further, the driving control unit 15B performs, in the embodiment, the process of S31, described using Figure 10, in the third embodiment.
[0117] The first ECU 20A and the second ECU 20B are ECUs that are physically different from each other. The first ECU 20A and the second ECU 20B can communicate with each other via a communication line.
[0118] As described above, in the 100C automatic driving vehicle system, in the embodiment, the rolling plane generator unit 14 and the driving control unit 15B are included in different ECUs, and therefore, for example, it is possible adopt the first ECU 20A as a common element, which is employed in various types of vehicles, and adopt the second ECU 20B as a vehicle type dependent element, which differs for each vehicle type. In this way, it is possible to promote the similarity of the elements, in comparison with the case in which the road plan generator unit 14 and the driving control unit 15B are included in a single ECU.
[0119] Further, in the auto-driving vehicle system 100A in the embodiment, it is possible to obtain the same effect as in the third embodiment.
[0120] In this case, in the fourth embodiment, the actuator control unit 62 need not always be associated with the actuator 61. For example, the actuator control unit 62 may be included in the second ECU 20B, or it may be included in one ECU, which is different from the second ECU 20B.
[0121] Thus, the embodiments of the invention have been described. However, the invention is not limited to the embodiments presented above. Next, several modifications will be described. [First modification]
[0122] In a first modification, for example, the road plane generator unit 14, in the first embodiment, can generate a control range (hereinafter referred to as a "first control range") of the desired control value for vehicle V in the running plane, and can generate a second control lane, which includes the first control lane and which is wider than the first control lane. At that time, in the case where the current vehicle state is a vehicle state corresponding to within the second control range of the desired control value and corresponding to outside the first control range of the desired control value, the driving 15 computes the command control value so that the vehicle state becomes more gradually closer to the desired vehicle state, compared to the case in which the current vehicle state is a vehicle state corresponding to outside the second range of control. Furthermore, in the case where the current vehicle state is a vehicle state corresponding to within the first control range of the desired control value, the driving control unit 15 computes the command control value, so that the vehicle state becomes more gradually closer to the desired vehicle state, compared to the case in which the current vehicle state is a vehicle state corresponding to within the second control range and corresponding to outside the first control range. Thereby, the degree of smoothness when the vehicle state is close to the desired vehicle state can be increased in stages, as the vehicle state of vehicle V gets closer to the desired vehicle state.
[0123] In this case, the road plane generator unit 14 can generate three or more control lanes, similarly to the case of generating the first and second control lanes. At that time, the driving control unit 15 can increase in stages the degree of smoothness, when the vehicle state is close to the desired vehicle state, as the vehicle state of vehicle V is closer to the vehicle state wanted.
[0124] As an example, a change in vehicle position when the road plane generator unit 14 generates the first and second control lanes will be described. Suppose vehicle V is rolling on roadway R, as shown in Figure 12. Suppose roadplane generator unit 14 generates a first control lane W11 and a second control lane W12 as the position control lanes desired. Assume vehicle position of vehicle V is outside the second control range W12 of the desired position. Once vehicle vehicle position V is outside the second control lane W12 of the desired position, the driving control unit 15 causes vehicle V to roll so that the vehicle position follows a desired lane T , which quickly connects the desired positions. Vehicle track V is now defined as a K11 track. When the vehicle position manages to be within the second control range W12 of the desired position and outside the first control range W11 of the desired position, the driving control unit 15 causes the vehicle V to roll so that the position of the vehicle more gradually follow track T, which connects the desired positions, compared to the case where the vehicle position is outside the second control range W12. Vehicle track V is now defined as track K12. When the vehicle position manages to stay within the first control band W11 of the desired position, the driving control unit 15 causes the vehicle V to roll, so that the vehicle position more gradually follows the track T, which connects the desired positions, compared to the case where the vehicle position is within the second control range W12 and outside the first control range W11. Vehicle track V is now defined as track K13. In this way, the position of the vehicle can become more gradually closer to the desired position, as the position of the vehicle is closer to the desired position.
[0125] In this case, also in the second embodiment, similarly to the first modification, the road plan generator unit 14 can generate multiple control lanes, and the driving control unit 15 can control the driving of the vehicle V based in the multiple generated control ranges. [Second modification]
[0126] Similar to the first modification, in a second modification, for example, the road plan generator unit 14, in the third embodiment, can generate the first control range of the desired control value for vehicle V in the runway plane, and can generate the second control strip, which includes the first control strip and which is wider than the first control strip. At that time, in the case where the current vehicle state is a vehicle state corresponding to within the second control range of the desired control value and corresponding to outside the first control range of the desired control value, the actuator 62 changes the parameter so that the output value of actuator 61 becomes more gradually closer to the command control value, compared to the case where the current vehicle state is a vehicle state corresponding to outside the second range of control. Further, in the case where the current vehicle state is a vehicle state corresponding to within the first control range of the desired control value, the actuator control unit 62 changes the parameter so that the actuator output value 61 becomes more gradually closer compared to the case in which the current vehicle state is a vehicle state corresponding to within the second control range and corresponding to outside the first control range. In this way, the degree of smoothness, when the output value of the actuator 61 is close to the command control value, can be increased in stages, as the vehicle state of vehicle V gets closer to the desired control value .
[0127] In this case, the travel plane generator unit 14 can generate three or more control lanes, similarly to the case of generating the first control lane and the second control lane. At that time, the actuator control unit 62 can increase in stages the degree of smoothness, when the output value of the actuator 61 is close to the command control value, as the vehicle state of vehicle V gets closer the desired vehicle state.
[0128] As an example, a change in vehicle position when the road plane generator unit 14 generates the first and second control lanes will be described. Suppose vehicle V is rolling on roadway R, as shown in Figure 12. Suppose roadplane generator unit 14 generates a first control lane W11 and a second control lane W12 as the position control lanes desired. Assume vehicle position of vehicle V is outside the second control range W12 of the desired position. Once the vehicle position of vehicle V is outside the second control range W12 of the desired position, the actuator control unit 62 changes the parameter so that the output value of actuator 61 quickly becomes close to the control value. command. Vehicle track V is now defined as a K11 track. When the vehicle position manages to fall within the second control range W12 of the desired position and outside the first control range W11 of the desired position, the actuator control unit 62 changes the parameter so that the actuator output value becomes gradually closer to the desired control value, compared to the case where the vehicle position is outside the second W12 control range. Vehicle track V is now defined as track K12. When the vehicle position manages to fall within the first W11 control range of the desired position, the actuator control unit 62 changes the parameter so that the actuator output value is more gradually closer to the command control value, in comparison with the case where the vehicle position is within the second control range W12 and outside the first control range W11. Vehicle track V is now defined as track K13. In this way, the parameter can be changed so that the output value of actuator 61 becomes more gradually closer to the command control value, as the vehicle position is closer to the desired position.
[0129] In this case, also in the fourth embodiment, similarly to the second modification, the rolling plane generator unit 14 can generate multiple control ranges, and the actuator control unit 62 can control the parameter for the actuator, with based on the multiple control ranges generated. [Third modification]
[0130] In a third modification, the driving control unit 14, in the first embodiment, can compute a lower limit value of the control range (the minimum value of the control range), based on at least one of the information of neighborhoods and vehicle information, and can transmit the lower limit value of the control lane to the lane plan generator unit 14. Then, in the generation of the control lane, the lane plan generator unit 14 can generate the lane control range, so that the control range of equal to or greater than the lower limit value of the input control range. The control range lower limit value can be the maximum control error value, in which case the vehicle state of vehicle V is controlled so as to be the desired vehicle state. The maximum value of the control error can be computed, for example, based on at least the vehicle state of vehicle V, the characteristic associated with driving the vehicle, the reliability of a sensor to be used to control the driving of the vehicle. vehicle V, and the condition of the road surface.
[0131] For example, the vehicle state of vehicle V can be the speed of vehicle V, the air pressure of a tire of vehicle V, which is detected by a pneumatic sensor, or the like. In the case where the vehicle speed V is high, the driving control unit 15 can compute the maximum value, so that the maximum value of the control error is increased, compared to the case where the vehicle speed V is low. Furthermore, in the case where the air pressure of the tire is low, the driving control unit 15 can compute the maximum value of the control error, so that the maximum value of the control error is increased, compared to the in which case the tire air pressure is high. For example, the characteristic associated with driving the vehicle might be brake performance, acceleration performance or the like. In the case where the performance of the brakes is low, the driving control unit 15 can compute the maximum value of the control error, so that the maximum value of the control error is increased, compared to the case in which the performance of the brakes is high. Furthermore, in the case where the acceleration performance is low, the driving control unit 15 can compute the maximum value of the control error, so that the maximum value of the control error is increased, compared to the case in the which acceleration performance is high. For example, the sensor reliability, to be used to control the driving of vehicle V, can be the speed sensor reliability, or the like. In the case where the reliability of the speed sensor is low, the driving control unit 15 can compute the maximum value of the control error, so that the maximum value of the control error is increased, compared to the case in which speed sensor reliability is high. For example, the road surface state is a state in which the road surface is dry, or a state in which the road surface is wet. In the case where the running surface is wet, the driving control unit 15 can compute the maximum value of the control error, so that the maximum value of the control error is increased, compared to the case in which the surface runway is dry.
[0132] In this case, for example, at the start time of system activation (for example, at the time when the ignition is turned on), the auto-driving vehicle system 100 can use a pre-established default value as the associated characteristic with vehicle driving V, or sensor reliability, to be used for controlling vehicle driving V. The default value, for example, may be a value with the assumption of a typical vehicle state, or it may be a value with the assumption of a vehicle state in which the vehicle reliability is worse. For example, the auto-driving vehicle system 100 may use a dry road surface state or a wet road surface state, as the road surface state, at the start-up time of system activation. After vehicle V starts to roll, vehicle auto-driving system 100 can update the default value, based on the detection results of various sensors while driving.
[0133] When generating the control strip based on at least one of vehicle neighborhood information V, recognized by the neighborhood information recognition unit 12, and vehicle status, recognized by the vehicle status recognition unit 13, the rolling plane generator unit 14 generates the control range so that the control range is equal to or greater than the lower limit value of the control range entered from the driving control unit 15. Once that the road plane generator unit 14 generates the control range, so that the control range is equal to or greater than the lower limit value of the control range, entered from the driving control unit 15, thereby the driving unit driving control 15 can control the driving of vehicle V, so that vehicle state of vehicle V becomes the desired vehicle state within the control range.
[0134] In this case, there may be a case in which the road plane generator unit 14 cannot generate the control range, so that the control range is equal to or greater than the input lower limit value of the control range. of the driving control unit 15, when generating the control strip, with at least one of vehicle neighborhood information V, recognized by the neighborhood information recognition unit 12, and vehicle status, recognized by the vehicle state recognition unit 13. Specifically, for example, in the case where vehicle V performs high-speed driving and where the width of the carriageway is narrow, the carriageway generating unit 14 generates a lane small control panel. At this time, the road plane generator unit 14 sometimes cannot generate a control range equal to or greater than the lower limit value of the control range. In this case, the ECU 10 can decelerate vehicle V, to put vehicle V in a state in which the control strip can be generated. Alternatively, the ECU 10 can regenerate the vehicle V's road plan. The ECU 10 can interrupt the automatic driving control. The ECU 10 can handle this case, for example, by alerting the driver that a control range equal to or greater than the lower limit value of the control range can be generated.
[0135] For the road plan generator unit 14, the driving control unit 15 can transmit a single control range lower limit value, or can transmit multiple control range lower limit values. For example, in the case where the lower limit value of the control range depends on the speed, the driving control unit 15 can generate the command control value for each speed, and can transmit it to the generating unit of travel plan 14. At this time, in the generation of the control range, the travel plan generating unit 14, for example, can generate the control range, based on a lower limit value of the control range corresponding to a speed included in the running plan. In the case where multiple lower limit values of the control ranges are provided and in which the road plane generator unit 14 can only generate one control range, which is less than the smallest lower limit value of the control range, the ECU 10 can decelerate vehicle V, to put vehicle V in a state in which the control strip can be generated, as described above. Similarly, ECU 10 can re-generate vehicle V road plan. Alternatively, ECU 10 can interrupt automatic driving control. The ECU 10 can handle this case, for example, by alerting the driver that a control range equal to or greater than the lower limit value of the control range can be generated.
[0136] In this case, also in the second embodiment, similarly to the third modification, the driving control unit 15 can generate the lower limit value of the control range and can transmit it to the road plane generator unit 14. Then, the rolling plane generator unit 14 can generate the control range so that the control range is equal to or greater than the input control range lower limit value. Also, in the third and fourth embodiments, similarly to the third modification, the driving control unit 15B can generate the lower limit value of the control range, and can transmit it to the running plane generator unit 14. Then, the road plane generator unit 14 can generate the control range so that the control range is equal to or greater than the inputted control range lower limit value.

权利要求:
Claims (2)
[0001]
1. Auto-driving vehicle system, CHARACTERIZED in that it comprises: a neighborhood information recognition unit (12), configured to recognize the neighborhood information of a vehicle; a vehicle status recognition unit (13) configured to recognize a vehicle state of the vehicle; a road plan generator unit (14) configured to generate a road plan including a desired control value which is a target for controlling the vehicle state of the vehicle, based on the vehicle neighborhood information, and configured to generate a control range of the desired control value for the vehicle in the roadway plan, the control range being a range of desired control values that are allowed in the roadway plan, based on at least one of vehicle status and neighborhood information; a computing unit (15) configured to compute a command control value, so that the vehicle from becomes a desired vehicle state corresponding to the desired control value, based on the road plane, the vehicle state and the control lane; and an actuator (6) configured to control vehicle travel based on the command control value, wherein the travel plan generating unit (14) is included in a first ECU (10A) and the computing unit (15) is included in a second ECU (10B) which is different from the first ECU and in which the first ECU (10A) and the second ECU (10B) are configured to communicate over a communication line, in which when the vehicle state current is within the control range, the first computing unit (15) is configured to compute the command control value so that the vehicle state approaches the desired vehicle state more gradually compared to when the state of current vehicle is out of control band.
[0002]
2. Auto-driving vehicle system, CHARACTERIZED in that it comprises: a neighborhood information recognition unit (12) configured to recognize the neighborhood information of a vehicle; a vehicle status recognition unit (13) configured to recognize a vehicle state of the vehicle; a road plan generator unit (14) configured to generate a road plan including a desired control value which is a target for controlling the vehicle state of the vehicle, based on the vehicle neighborhood information, and configured to generate a control range of the desired control value for the vehicle in the roadway plan, the control range being a range of desired control values that are allowed in the roadway plan, based on at least one of the vehicle state and the neighborhood information; a computing unit (15B) configured to compute a command control value, so that the vehicle action becomes a desired vehicle state corresponding to the desired control value, based on the travel plan; an actuator (61), which controls vehicle travel through an output corresponding to the command control value; and an actuator control unit (62) which controls a parameter for the actuator (61) based on the vehicle state and the control range, wherein the road plane generating unit (14) is included in a first ECU (10A) and the computing unit (15) are included in a second ECU (10B) which is different from the first ECU and in which the first ECU (10A) and the second ECU (10B) are configured to communicate through a communication line, in which when the current vehicle state is within the control range, the actuator control unit (62) changes the parameter so that the current output of the actuator (61) approaches the output corresponding to the value control control more gradually compared to when the current vehicle state is out of the control range.

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JP2016203882A|2016-12-08|

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法律状态:
2016-11-08| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|

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2020-05-12| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2021-06-08| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

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2021-08-24| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 27/04/2016, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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申请号 | 申请日 | 专利标题

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JP2015-090260|2015-04-27|

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JP2015090260A|JP6791616B2|2015-04-27|2015-04-27|Self-driving vehicle system|

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