• 专利附录
  • 专利说明
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    • 专利摘要:
    In a driving control device for a vehicle, a function of LKA (LKAS) to maintain the course in the vehicle's own lane, a function of CACC to perform a journey in convoy by a cooperative adaptive cruise control (CACC ) using the ACC function with driving information from the vehicles of the convoy, and a tracking control function for performing a steering control so as to make a following course to the vehicle ahead on the road. based on information obtained by a surrounding condition estimation part (11), the driving control device has a function of: notifying a driver of the cancellation of the CACC function and the start of the tracking control; switch to a follow route using the track control function; and modify the neutralization threshold values. Figure of the abstract: Figure 4
    公开号:FR3093489A1
    申请号:FR2001999
    申请日:2020-02-28
    公开日:2020-09-11
    发明作者:Katsuhiko Sato
    申请人:Suzuki Motor Co Ltd；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a driving control device for a vehicle, and more particularly, relates to a convoy travel system using vehicle-to-vehicle communication.
    [0002] Various technologies to reduce the burden on drivers and to support safe driving, e.g. adaptive cruise control systems (ACCS) and lane keeping assist systems (or LKAS, in English "lane keeping assistance systems"), have been put into practice. In addition, the practical implementation and international standardization of "Cooperative Adaptive Cruise Control (CACC)" for convoy travel by sharing acceleration/deceleration information on a plurality of vehicles by vehicle-to-vehicle communication based on these technologies are encouraged.
    [0003] The convoy route using the cooperative adaptive cruise control comprises, in addition to a driverless following route corresponding to an "electronic traction" which causes the following driverless vehicles to follow a lead vehicle having a driver, a following course in convoy with driver(s) which causes the following vehicles with driver to follow a lead vehicle having a driver. During the follow-up route in a convoy with driver(s), the drivers of the following vehicles must also carry out manual driving during a lane separation, lane merge or similar at an interchange, service area or parking area (see for example patcit1).
    [0004] [Patent Literature]
    [0006] Technical problem
    [0007] In such convoy route with driver(s), if any failure, for example, communication failure occurs during convoy route by means of CACC, cancellation of driving by CACC is notified and vehicles are intended to switch from driving by CACC using vehicle-to-vehicle communication to following vehicle ahead (vehicle ahead control) based on information from sensors provided on the vehicles respective.
    [0008] Because, during convoy travel, vehicles drive with a relatively short inter-vehicle time interval by means of the cooperative adaptive cruise control sharing vehicle-related acceleration/deceleration information, if a vehicle is subject to neutralization and switch to manual driving by braking maneuver or manual steering of a driver who is overwhelmed by notification of the occurrence of a communication failure and trip cancellation by the CACC, the vehicle may approach a following vehicle or may approach a vehicle in a neighboring lane by leaving the lane.
    [0009] The present invention has been made considering the current situation described above, and an object thereof is to prevent lane departure and approaching to a following vehicle due to unnecessary maneuvering during the convoy route.
    [0010] Technical solution
    [0011] In order to solve the problems described above, the present invention is a driving control device for a vehicle, comprising: a surrounding condition estimating part including a surrounding recognition function including a function for recognizing a lane and a preceding vehicle and a function for obtaining the traveling state of a vehicle; a trajectory generating part for generating a target trajectory based on information obtained by the surrounding condition estimating part; a vehicle control part for performing speed control and steering control to cause the vehicle to follow the target course; and a vehicle-to-vehicle communication part for exchanging driving information among the vehicles of the convoy, and having: an ACC function for performing a constant speed course at a target speed or performing a following vehicle ahead course at a target inter-vehicle time interval; an LKA function for maintaining a course in the vehicle lane by tracking control to the target trajectory; a CACC function for driving in a convoy by means of a cooperative adaptive cruise control by using the ACC function with the driving information relating to the vehicles in the convoy obtained by means of the vehicle-to-vehicle communication part; and a tracking control function for performing steering control to perform a tracking course to the preceding vehicle based on the information obtained by the surrounding condition estimating part when it is determined that the lane cannot be recognized during convoy travel, wherein the driving control device has a function to: inform a driver of the cancellation of the CACC function and the initiation of the tracking control, in the event that it is determined that a failure has occurred in the vehicle-to-vehicle communication or the lane cannot be recognized during convoy travel; switch to a tracking course by the tracking control function; and modifying the neutralization threshold values serving as a criterion for determining the intervention per maneuver to stop the tracking control function at a value greater than that taken during normal operation.
    [0012] The following features can be optionally implemented, separately or in combination with each other: - the neutralization threshold values include a braking neutralization threshold value serving as a criterion for determining intervention by braking maneuver and/or a steering neutralization threshold value serving as a criterion for determining intervention by braking maneuver robbery. - the override threshold values serving as a criterion for determining the maneuver intervention to stop the tracking control function are configured to be restored to the values taken during normal operation when, after determining that a failure has occurred in vehicle-to-vehicle communication or a lane cannot be recognized during convoy travel, they are acknowledged.
    [0013] Benefits provided
    [0014] According to the driving control device for the vehicle according to the present invention, because the neutralization threshold values serving as a criterion for determining intervention by maneuver are modified to take a value greater than that taken during normal operation when it is determined that a failure has occurred in the vehicle-to-vehicle communication or a lane cannot be recognized during convoy travel, if a driver who is overwhelmed by the notification of canceling the CACC function and the initiation of tracking control performs excessive maneuvering intervention, an override can be avoided, which allows switching to tracking control and may prevent lane departure and closing to a following vehicle caused by intervention by excessive maneuver.
    [0015] Other characteristics, details and advantages of the invention will appear on reading the detailed description below, and on analyzing the appended drawings, in which:
    [0016] Fig. 1
    [0017] is a schematic view showing a driving control system of a vehicle;
    [0018] Fig. 2
    [0019] is a schematic plan view showing a group of external sensors of the vehicle;
    [0020] Fig. 3
    [0021] is a block diagram showing the driving control system of the vehicle;
    [0022] Fig. 4
    [0023] is a flowchart showing an override prevention control caused by excessive maneuvering at the time of occurrence of vehicle-to-vehicle communication failure during convoy travel;
    [0024] Fig. 5
    [0025] comprises Figs.5A and 5B, Fig.5A being a schematic plan view illustrating convoy travel using cooperative adaptive cruise control, and Fig.5B being a schematic plan view illustrating an override caused by excessive maneuvering intervention at the time of the occurrence of a failure in vehicle-to-vehicle communication during convoy travel and its preventive control.
    [0026] Hereinafter, an embodiment of the present invention is described in detail with reference to the drawings.
    [0027] In Fig. 1, a vehicle 1 equipped with a driving control system according to the present invention comprises, in addition to common components, such as an engine and a vehicle body, of an automobile, an external sensor 21 for detecting an environment around the vehicle, an internal sensor 22 for sensing vehicle information, a controller/actuator group for speed control and steering control, an ACC/CACC controller 14 for adaptive cruise control, a controller LKA 15 for lane-keeping support control, vehicle-to-vehicle communication means 16 and automated driving controller 10 to control them and perform cooperative adaptive cruise control (CACC) to execute a convoy ride at the means of a plurality of vehicles, in order to carry out, on the vehicle side, recognitions, determinations and maneuvers conventionally carried out by a driver.
    [0028] The controller/actuator group for speed control and steering control includes an EPS 31 (Electric Power Steering) controller for steering control, a motor controller 32 for acceleration/deceleration control and an ESP/ABS controller 33. An ESP (trademark: Electronic Stability Program) includes an ABS (Antilock Brake System) to form a stability control system (vehicle behavior stabilization control system).
    [0029] The external sensor 21 is composed of a plurality of detection means for sensing lane markings on a road defining the vehicle's own traffic lane and the neighboring lane, and the presence of other vehicles, obstacles, people and analogs around the vehicle, as well as the relative distance thereto, in the automated driving controller 10 as image data or point cloud data.
    [0030] For example, as shown in FIG. 2, the vehicle 1 comprises a millimetric wave radar (211) and a camera (212) forming front detection means 211 and 212, LIDARs (Laser Imaging Detection And Ranging, either light detection and location) forming front side direction sensing means 213 and rear side direction sensing means 214, and a camera (rear camera) forming rear sensing means 215, which cover 360 degrees around the vehicle, and can detect the positions and distances of vehicles, obstacles and the like, and the positions of lane markings within a predetermined distance in the forward, backward, left and right directions of the vehicle itself.
    [0031] The internal sensor 22 is composed of a plurality of sensing means, such as a vehicle speed sensor, a yaw rate sensor, and an acceleration sensor, for measuring physical quantities representing the motion state of the vehicle, and their measured values are input to the automated driving controller 10, the ACC/CACC controller 14, the LKA controller 15 and the EPS controller 31 as shown in Fig. 3.
    [0032] The automated driving controller 10 includes a surrounding condition estimation part 11, a trajectory generating part 12 and a vehicle control part 13, and includes a computer for performing functions as described below. i.e. a ROM ( Read- Only Memory ) for storing programs and data, a CPU ( Central Processing Unit ) for processing arithmetic, a RAM ( Random Access Memory ) for reading programs and data and storing dynamic data and arithmetic processing results, an input/output interface, and the like.
    [0033] The surrounding condition estimating part 11 acquires the absolute position of the vehicle itself and a shape of the road (curvature and inclination of the road) by combining the information relating to the vehicle's own position through a means / positioning means 24 such as GPS and map information 23 and, based on external data such as image data and point cloud data obtained by the external sensor 21, estimates the positions of lane markings of the vehicle's own traffic lane and the neighboring lane, as well as the positions and speeds of other vehicles. In addition, it acquires the state of movement of the vehicle itself from internal data measured by the internal sensor 22.
    [0034] The trajectory generation part 12 generates a target trajectory for staying in the lane based on the position of the lane marking (outer line) of the vehicle's own lane detected by the external sensor 21. It can also generate a target trajectory for staying in the lane based on the vehicle's own position and the road shape (curvature and inclination of the road) estimated by the surrounding condition estimating part 11 in addition to the position of the marking of lane (outer line) of the vehicle's own lane detected by the external sensor 21.
    [0035] The vehicle control part 13 calculates a target speed and a target steering angle based on the target course generated by the course generation part 12, transmits a speed command for a constant speed course or a course with tracking and inter-vehicle distance keeping to the ACC/CACC controller 14, and transmits a steering angle command for trajectory following to the EPS controller 31 through the LKA controller 15.
    [0036] Vehicle speed is also input to EPS controller 31 and ACC/CACC controller 14. Because steering torque changes depending on vehicle speed, EPS controller 31 refers to a steering torque-steering angle map for each vehicle speed and transmits a torque command to a steering mechanism 41. The motor controller 32, the ESP/ABS controller 33 and the EPS controller 31 control a motor 42, a brake 43 and the steering mechanism 41 and thus control the movement of the vehicle 1 in a longitudinal direction and a lateral direction.
    [0037] (CACC system overview)
    [0038] Next, an overview of the CACC system will be detailed assuming a convoy run in the same vehicle lane while following a vehicle ahead on a highway.
    [0039] CACC convoying can be performed in a state in which both the adaptive cruise control by means of the ACC/CACC controller 14 and the lane keeping control by means of the LKA controller 15 operate, and the vehicle-to-vehicle communication means 16 can transmit and receive information relating to the speed and acceleration of another vehicle (lead vehicle).
    [0040] The automated driving controller 10 (trajectory generating part 12) generates a target trajectory within a single lane and a target speed for partially automated lane driving based on the external information (lanes, the vehicle's own position , and positions and speeds of other vehicles traveling in the vehicle's own lane and in the neighboring lane) obtained by the surrounding condition estimation part 11 through the external sensor 21, internal information (vehicle speed , yaw rate and acceleration) obtained by the internal sensor 22, and information relating to the shape of the road.
    [0041] Further, the automated driving controller 10 (vehicle control part 13) estimates the speed, attitude and lateral offset of the vehicle after Δt seconds from a relationship between a yaw rate γ and a lateral acceleration ( d²y/dt²) arising due to vehicle motion by means of motion and position characteristics, i.e. a front wheel steering angle δ arising when a steering torque T is applied to the steering mechanism 41 while running at a vehicle speed V, gives a steering angle command to the EPS controller 31 via the LKA controller 15, causing the lateral offset to reach "yt" after Δt seconds, and gives a steering angle command. speed to the ACC/CACC controller 14, changing the speed to "Vt" after Δt seconds.
    [0042] Although the ACC/CACC controller 14, LKA controller 15, EPS controller 31, engine controller 32 and ESP/ABS controller 33 work independently of automatic steering, they can also be used in function of a command input from the automated driving controller 10.
    [0043] The ESP/ABS controller 33 which has received a deceleration command from the ACC/CACC controller 14 sends a hydraulic command to an actuator and controls the braking force of the brake 43 so as to control the speed of the vehicle. Further, a motor controller 32 which has received an acceleration/deceleration command from the ACC/CACC controller 14 controls an actuator output (throttle valve opening degree) to give the motor 42 a throttle control. torque and controls the driving force to control vehicle speed.
    [0044] The ACC driving and CACC driving function operates by a combination of hardware and software, such as the millimeter wave radar forming the front sensing means 211 included in the external sensor 21, the ACC/HACC controller 14 , the engine controller 32 and the ESP/ABS controller 33.
    [0045] That is, in ACC driving, in a case where there is no vehicle ahead, a constant speed course is performed by setting a set course control speed as the target speed; and, in a case of overtaking the vehicle in front (in a case where a speed of the vehicle in front is equal to or less than the set course control speed), a following course of the vehicle in front the front is carried out while maintaining an inter-vehicle distance corresponding to a time interval (inter-vehicle duration = inter-vehicle distance/speed of the vehicle itself) defined according to the speed of the vehicle located in front .
    [0046] On the other hand, during CACC driving, speed and acceleration information relating to a preceding vehicle (lead vehicle) is transmitted to the ACC/CACC controller 14 by vehicle-to-vehicle (V2V) communication. , the target speed is generated based thereon, an acceleration/deceleration command is given to the motor controller and a deceleration command is given to the ESP/ABS controller, and thus a follow-up course to vehicle in front is performed while maintaining an inter-vehicle distance (close inter-vehicle distance) shorter than the time interval described above.
    [0047] The LKA (LKAS) function recognizes the lane markings (outer line and curb) of the vehicle's own driving lane via the surrounding condition estimation part 11 of the automated driving controller 10 on the basis of image data. obtained via the external sensor 21 (cameras 212 and 215), and executes lateral control by means of the LKA controller 15 so as to follow the target trajectory generated based on the vehicle's own position and the road shape ( curvature and inclination of the road).
    [0048] That is, the EPS controller 31 which received the steering angle command from the LKA controller 15 refers to a steering torque-steering angle-vehicle speed map, sends a torques to an actuator (EPS motor), provides a targeted front wheel steering angle by means of the steering mechanism 41, and runs a course within the same lane.
    [0049] The CACC system enables convoy travel with close inter-vehicle distance by performing cooperative adaptive cruise control sharing speed and acceleration information relating to other vehicles (lead vehicle) convoy travel by vehicle-to-vehicle (V2V) communication based on longitudinal control (speed control and adaptive cruise control) by means of ACC/CACC controller 14 and lateral control (steering control and driving with lane keeping) by the LKA controller 15 as described above.
    [0050] For example, a time interval defined in normal ACC is about 1 s at the shortest (inter-vehicle distance at a speed of 80 km/h: 22 m) while there is a case where a time interval when driving in convoy by CACC is 0.2 sec (inter-vehicle distance at vehicle speed of 80 km/h: 4 m), and it can be said that it is possible to drive with an inter-vehicle distance particularly short. Such a course in convoy with such a close inter-vehicle distance has the advantage of being able to prevent the insertion of other vehicles in addition to reducing air resistance for following vehicles.
    [0051] (Tracking Control of Vehicle in Front)
    [0052] The vehicle-to-vehicle communication means 16 is made redundant in the event of system failure and, for example, a 5.8 GHz optical/radio communication duplication countermeasure is taken. In addition, even if vehicle-to-vehicle communication is interrupted while driving by CACC, following vehicle ahead control allows a vehicle to perform a following journey to a preceding vehicle and continue the journey in convoy. .
    [0053] The tracking control of the vehicle in front must detect a deviation of the driving position (lateral deviation and angle of inclination) with a vehicle in front by means of the external sensor 21 in order to continue the course in convoy when a line of shoulder of the road (outer line) cannot be recognized due to snowfall or the like or in a section where there is no shoulder line of the road and perform a following course to the vehicle which precedes by controlling the steering angle using an algorithm similar to lane keeping control.
    [0054] (Neutralization function)
    [0055] The HACC system has an override function to switch to manual driving via driver input during HACC driving or convoy driving by following vehicle ahead control. In other words, when a deceleration request by operation of the driver's brake pedal is equal to or greater than a threshold value or when a steering torque by means of the manual steering 34 by the driver is equal to or greater than the threshold values neutralization, control by CACC or tracking of the vehicle in front is stopped, switching to manual operation by the driver.
    [0056] The neutralization threshold values are defined on a brake operation amplitude (ESP hydraulic control value, brake operation speed, or acceleration of brake application or force exerted on the pedal) according to which it is determined that the driver performed a deceleration maneuver with an intention in accordance with acceleration/deceleration characteristics and a driving state of the vehicle, or a maneuvering range (steering torque and steering angular rate) based on from which it is determined that the driver has performed steering with an intention of additive steering or subtractive steering according to the steering characteristics and the driving state of the vehicle.
    [0057] (Excessive Maneuvering Prevention Function on Occurrence of Failure)
    [0058] When a type of failure, for example, a communication failure occurs during a convoy trip by CACC, the drivers of the vehicles are notified of the occurrence of the system failure and the cancellation of driving by CACC, and the tracking control of the vehicle in front is initiated by an HMI (Human-Machine Interface), switching from driving by CACC, by means of vehicle-to-vehicle communication, to a tracking control of the vehicle in front.
    [0059] Because, during a convoy trip, vehicles travel in close inter-vehicle distance by means of the cooperative adaptive cruise control, and vehicles always travel in close inter-vehicle distance immediately after the initiation of tracking control of the vehicle in front , if a vehicle is neutralized by a braking maneuver or a manual steering of a driver who is overwhelmed by the notification of the occurrence of a communication failure and a cancellation of driving by CACC and switches to a driving manual, the vehicle may approach a following vehicle or approach a vehicle in a neighboring lane due to a lane departure.
    [0060] The automated driving controller 10 according to the present invention has an oversteering prevention function which, when switching to a following vehicle ahead control caused by the occurrence of a failure during convoy driving by CACC, changes a braking neutralization threshold value and a steering neutralization threshold value so that they take a value greater than that taken during normal operation at the same time as the notification of cancellation of driving by CACC and the launch of the control of following the vehicle in front.
    [0061] By increasing the braking neutralization threshold value and the steering neutralization threshold value when the failure occurs, neutralization is avoided and the tracking control of the vehicle in front continues, and thus the approach towards a vehicle which follows. and lane departure can be prevented even if the driver who is overtaken by the notification of driving cancellation by CACC performs excessive braking intervention or steering intervention and applies large maneuvering range which would lead to approaching the following vehicle or leaving the lane before a change in threshold value.
    [0062] (Braking Override Threshold Value during Normal Operation)
    [0063] If a hydraulic ESP command causing a deceleration from the CACC set speed (set travel speed or following vehicle ahead speed) or CACC set acceleration is given by depressing the brake by the driver, a braking override takes place and priority is given to the braking maneuver by the driver. An ESP hydraulic control value that causes a deceleration corresponding to, for example, a speed of 2 km/h compared to the speed set by the CACC or an ESP hydraulic control value that causes a deceleration corresponding to 0 .2 m/s 2 against the acceleration set by the CACC is set as the threshold value Pd.
    [0064] (Braking Neutralization Threshold Value on the Occurrence of a Fault)
    [0065] A value greater than the brake override threshold value during normal operation, preferably in the range of 120% to 250%, and more preferably in the range of 150% to 220% of the brake override threshold value during normal operation, is selected. For example, an ESP hydraulic command value that gives a deceleration corresponding to a speed of 4 km/h compared to the speed set by the CACC or an ESP hydraulic command value that causes a deceleration corresponding to 0, 4 m/s 2 against the acceleration defined by the CACC is defined as the threshold value Pc.
    [0066] (Steering Override Threshold Value during Normal Operation)
    [0067] A value (steering torque target value calculated from the vehicle speed-steering angle-steering torque map) obtained by converting a steering angle calculated from a target lateral offset "y't" and vehicle travel characteristics in a steering torque based on the vehicle speed and a lateral acceleration limit value (e.g., 1 m/s2) and the target lateral travel distance μ, by example, a steering torque corresponding to a steering angle by which a target lateral offset becomes "y't" (y't = yt +α, for example, α= yt/2) after "t" seconds, is defined as an additive steering neutralization threshold value T1d.
    [0068] In the case of subtractive steering, a value which can be determined not to be insignificant (determined by steering angle, steering angular rate or the like) and is applied in the direction of torque reduction steering torque to a value (target steering torque) obtained by converting a steering angle calculated from a target lateral travel distance "yt" and vehicle motion characteristics into a steering torque is defined by as a subtractive steering neutralization threshold value T2d.
    [0069] (Steering Neutralization Threshold Value on the Occurrence of a Fault)
    [0070] For an additive steering neutralization threshold value, a value (defined by taking into account the vehicle speed-steering torque-steering angle map and the vehicle's displacement characteristics), obtained by adding a steering torque by which the lateral displacement distance by means of the additional steering by the driver becomes a predetermined value or more at an override threshold value during normal operation, is set as an additive steering override threshold value T1c. For example, when a vehicle with a vehicle width of 1.7m is driving by LKAS on a highway with a lane width of 3.5m, if the vehicle is driving at the left end of the lane, a target lateral offset after r seconds is 1.75-0.85 = 0.9 m, but at the time of failure a steering torque corresponding to a steering angle by which a target lateral offset after t seconds becomes 1.8 m (2x0.9) is set as an additive steering override threshold value T1c. In this case, if the target lateral offset is set to 1.8m, it is possible to maintain a course in the lane.
    [0071] In the case of subtractive steering, only when the shoulder width of the road is large, a tentative target lateral offset is set within a range where the front wheels do not overlap the lane marking (outer line), and a torque of steering by which a target lateral offset after r seconds becomes, for example, 0.3 m is defined as an override threshold value T2c. Indeed, it is possible that neutralization is easily achieved if it is determined by a manual steering torque with respect to a steering torque target value as during normal operation.
    [0072] (Flow for Prevention of Excessive Maneuvering on the Occurrence of a Fault during Driving by CACC)
    [0073] In the following, a flow for preventing excessive operation by changing the overriding threshold value when a communication failure occurs is described with reference to FIG. 4.
    [0074] - (1) Driving by CACC using Vehicle-to-Vehicle Communication
    [0075] Vehicles following 62, 63 and 64 in convoy travel perform convoy travel (driven by CACC) using the cooperative adaptive cruise control sharing speed and acceleration information with a lead vehicle 61 by via V2V vehicle-to-vehicle communication in the state in which the adaptive cruise control by means of the ACC/CACC controller 14 and the lane keeping control by the LKA controller 15 are all two in operation (step 100).
    [0076] - (2) Determination of Communication Failure
    [0077] During driving by CACC, it is constantly monitored whether a communication failure due to a failure of the communication medium itself, a failure of radio waves or the like occurs by an abnormality detection function of the vehicle communication medium. to vehicle 16 (step 101).
    [0078] - (3) Reporting a Communication Failure
    [0079] While driving by CACC, if it is determined that a communication failure has occurred, a communication failure report is issued (step 102).
    [0080] - (4) Cancellation of Driving by CACC and Notification of Initiation of Tracking Control of Previous Vehicle
    [0081] Simultaneously, the driver is notified of the occurrence of a communication failure, of the cancellation of driving by CACC and of the initiation of the tracking control of the vehicle in front by the HMI, for example, by display on a head-up display aloud or on a scoreboard or by voice.
    [0082] - (5) Change of Neutralization Threshold Value
    [0083] Simultaneously, the braking neutralization threshold value Pd and the steering neutralization threshold values (additive steering T1d and subtractive steering T2d) during normal operation are modified to take a braking neutralization threshold value Pc (Pc > Pd) at the moment the occurrence of the failure and the steering neutralization threshold values (additive steering T1c and subtractive steering T2c) at the time of the occurrence of the failure, respectively (step 103).
    [0084] - (6) Initiation of Tracking Control of the Vehicle in Front
    [0085] Tracking control of the preceding vehicle starts, detecting a deviation of the running position (lateral deviation and inclination angle) with a preceding vehicle by means of the external sensor 21, and following the preceding vehicle by controlling the angle steering using an algorithm similar to lane keeping control.
    [0086] - (7) Determination of the Execution of a Possible Braking Maneuver and a Possible Manual Steering
    [0087] It is determined whether a braking maneuver is performed by the driver with a position sensor attached to a brake pedal and, simultaneously, it is determined whether the manual steering 34 is performed with a torque sensor attached to the EPS controller 31 (step 104).
    [0088] - (8) Determination of Brake Override
    [0089] In the case where the braking maneuver by the driver is detected in step 104, the value of hydraulic control of ESP by depression of the driver's brake is compared with the braking neutralization threshold value Pc (step 105).
    [0090] i) If the ESP hydraulic control value P>Pc, it is determined that the maneuver is a braking neutralization and that the tracking control of the vehicle in front is terminated (step 111), switching to a driving manually (step 112).
    [0091] ii) If the hydraulic control value of ESP P  (is less than or equal to) Pc, the neutralization is not carried out and the tracking control of the vehicle in front continues.
    [0092] - (9) Determination of a Heist Neutralization
    [0093] On the other hand, in the case that it is determined that a manual steering is performed from a detection value of the torque sensor attached to the EPS controller 31 at step 104, the steering torque is compared to the neutralization threshold values (additive deflection T1c and subtractive deflection T2c) (step 106).
    [0094] i) If the steering torque > the additive steering override threshold value T1c or the steering torque > the subtractive steering override threshold value T2c, it is determined that the maneuver is an override and the steering is terminated. tracking control of the vehicle in front (step 111), switching to manual driving (step 112).
    [0095] ii) If the steering torque  (is less than or equal to) the additive steering neutralization threshold value T1c or the steering torque  (is less than or equal to) the subtractive steering neutralization threshold value T2c, the neutralization is not executed and the tracking control of the vehicle in front continues.
    [0096] - (10) Resolution Determination after Communication Failure
    [0097] After determining that a communication failure has occurred, it is continuously monitored whether the communication failure is resolved by the abnormality detection function of the vehicle-to-vehicle communication means 16 (step 107).
    [0098] - (11) Cancellation of Communication Failure Report
    [0099] If the communication failure is resolved while tracking control of the preceding vehicle continues, reporting of the communication failure is canceled (step 108).
    [0100] - (12) Notification of End of Tracking Control of Vehicle in Front and Start of Driving by CACC
    [0101] At the same time, the driver is notified of the end of the follow-up control of the vehicle in front and the start of driving by HACC by the HMI (Human-Machine Interface; display in the head-up display or the instrument panel). indicators or voice).
    [0102] - (13) Change of Neutralization Threshold Value
    [0103] Simultaneously, the braking neutralization threshold value Pc and the steering neutralization threshold values (additive steering T1c and subtractive steering T2c) are modified to take the braking neutralization threshold value Pd and the steering neutralization threshold values (additive steering T1d and subtractive steering T2d) during normal operation, respectively (step 109).
    [0104] - (14) Resumption of driving by CACC
    [0105] Tracking control of the preceding vehicle is terminated and driving by CACC resumes (step 110).
    [0106] Although an override by excessive steering upon the occurrence of a communication failure can be fundamentally prevented by changing the override threshold value as described above, if the manual steering is equal to or greater than the threshold value of neutralization during the neutralization determination described above (step 106), the tracking control of the vehicle in front will be neutralized by the manual steering.
    [0107] When the neutralization threshold value is modified at the time of the occurrence of a communication failure (step 103), by modifying an upper limit value of the steering torque or of the steering angle (in inverse proportion to the speed of the vehicle /decreases as the vehicle speed increases) set in accordance with the vehicle speed by the EPS controller 31 to take a value lower than that taken during normal operation, excessive steering can also be prevented when it is neutralized by manual steering.
    [0108] When the neutralization threshold value is modified at the time of the occurrence of a communication failure (step 103), by changing a steering gain of the manual steering to give it a low value via the EPS controller 31, it is also possible to partially reflect the amplitude of the steering on the steering torque when it is neutralized by the manual steering.
    [0109] (Operation and effects)
    [0110] As detailed above, because the driving control device for the vehicle according to the present invention is configured in such a way that the override threshold values serving as the criterion for determining maneuver intervention to stop the tracking control of the vehicle in front are changed to a higher value than taken during normal operation when switching to a tracking control of the vehicle in front due to the occurrence of a communication failure while driving by CACC, there may be Expect excessive maneuver prevention effects in the cases illustrated below.
    [0111] For example, as shown in Fig. 5A, in the case where a lead vehicle 61 and three following vehicles 62, 63 and 64 share driving information (vehicle speed and acceleration of the lead vehicle 61) via vehicle communication Vehicle-to-Vehicle (V2V) and travel in convoy at close inter-vehicle distance using Cooperative Adaptive Cruise Control (CACC), when a communication failure occurs, as shown in Fig. 5A, a cancellation of driving by CACC and a launch of the tracking control of the preceding vehicle are notified and each following vehicle 62 , 63 or 64 switches to a tracking control of the preceding vehicle Tr to carry out a following course towards a preceding vehicle (61, 62, 63) using their sensor information.
    [0112] At this time, immediately after switching to the tracking control of the preceding vehicle Tr, because each following vehicle 62, 63 or 64 always follows the preceding vehicle at a close inter-vehicle distance, when a driver (for example, of the following vehicle 63) which is overtaken by the notification of cancellation of driving by CACC and the launch of the tracking control of the vehicle in front carries out a neutralization by braking maneuver or steering maneuver, the vehicle can approach of the following vehicle 64 due to the deceleration (63') of the vehicle, deviating from the vehicle's own lane of travel due to the lateral displacement (63") of the vehicle, or approaching a following vehicle 65 in a nearby road.
    [0113] However, since the driving control device for the vehicle according to the present invention is configured in such a way that the overriding threshold values serving as the criterion for determining maneuver intervention to stop the tracking control of the preceding vehicle are changed to take a higher value than that taken during normal operation when switching to a tracking control of the vehicle in front due to a communication failure while driving by CACC, an override by driver intervention can be avoided, which allows you to switch to a tracking control of the vehicle in front without approaching the vehicles following or leaving the lane.
    [0114] Although the embodiment has described an override threshold value change at the time of a communication failure, in the case of switching to a vehicle ahead tracking control when the external sensor 21 cannot recognize a lane, for example, when a shoulder line of the road (outer line) cannot be recognized due to snowfall or the like, or in a section where there is no shoulder line of the road, it is also possible to avoid a neutralization caused by an excessive maneuver by modifying the neutralization threshold values at the same time as the notification of the initiation of the tracking control of the vehicle in front.
    [0115] Although some embodiments of the present invention have been described above, the present invention is not limited to these embodiments, various modifications and changes are possible within the scope of the present invention.
    [0116] - 10 Automated Driving Controller - 11 Part of estimation of surrounding conditions - 12 part trajectory generation - 13 Part Vehicle Control - 14 ACC/CACC controller - 15 LKA Controller - 16 Means of vehicle-to-vehicle communication - 21 External sensor - 22 Internal sensor - 31 EPS Controller - 32 Motor Controller - 33 ESP/ABS Controller - 34 Manual steering (steering wheel) - 41 Steering mechanism - 42 Engine - 43 Brake - 61 lead vehicle - 62, 63, 64 Following vehicle
    [0117] For convenience, the following patent document is cited: - [atcit1]: JP 2015-022423 A.
    权利要求:
    Claims (3)
    [0001]
    Driving control device for a vehicle, comprising: a surrounding condition estimation part (11) comprising a surrounding recognition function including a function for recognizing a lane and a preceding vehicle and a function for obtaining the moving state of a vehicle; a trajectory generating part (12) for generating a target trajectory on the basis of information obtained by the surrounding condition estimation part (11); a vehicle control part (13) for performing speed control and steering control to cause the vehicle to follow the target path; and a vehicle-to-vehicle communication part for exchanging driving information among the vehicles of the convoy, and having: an ACC function for performing a constant speed trip at a target speed or performing a preceding vehicle tracking trip at a target inter-vehicle time interval; an LKA function (LKAS) for maintaining a course in the vehicle lane by following control towards the target trajectory; a CACC function for performing a convoy journey by means of a cooperative adaptive cruise control (CACC) using the ACC function with the driving information relating to the vehicles of the convoy obtained by means of the vehicle communication part to vehicle; and a tracking control function for performing a steering control to perform a following course to the preceding vehicle on the basis of the information obtained by the surrounding condition judgment part (11) when is determined that the track cannot be recognized during the convoy journey, characterized in that the driving control device has a function of: informing a driver of the cancellation of the CACC function and the initiation of the tracking control, in the event that it is determined that a failure has occurred in vehicle-to-vehicle (V2V) communication or that the lane cannot be recognized during the convoy journey; switch to a course followed by the tracking control function; and modifying the neutralization threshold values serving as the criterion for determining the intervention per maneuver to stop the tracking control function to a value greater than that taken during normal operation.
    [0002]
    Driving control device for a vehicle according to claim 1, wherein the neutralization threshold values comprise a braking neutralization threshold value serving as a criterion for determining intervention by braking maneuver and / or a steering neutralization threshold value serving criteria for determining intervention by steering maneuver.
    [0003]
    A driving control device for a vehicle according to claim 1 or 2, wherein the neutralization threshold values serving as a criterion for determining the intervention by maneuver to stop the tracking control function are configured to be reset to the values taken during normal operation when, after determining that a failure has occurred in vehicle-to-vehicle communication (V2V) or a lane cannot be recognized during the convoy journey, they are acknowledged.
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    引用文献:
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    法律状态:
    2020-12-21| PLFP| Fee payment|Year of fee payment: 2 |
    2021-12-16| PLFP| Fee payment|Year of fee payment: 3 |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2019-042843|2019-03-08|
    JP2019042843A|JP2020144789A|2019-03-08|2019-03-08|Cruising controller for vehicle|
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