VEHICLE DRIVING CONTROL DEVICE

专利摘要:
Disclosed is a driving control device for a vehicle (1) comprising a surrounding condition estimation part including a function for recognizing the surroundings of the vehicle, a function for obtaining the moving state of the vehicle, a generating part. trajectory for generating a target trajectory, and a vehicle control part (13) configured to perform speed control and steering control to cause the vehicle to follow the target trajectory, wherein the driving control device has a function for modifying the neutralization threshold values serving as a criterion for stopping the vehicle tracking function located at the front and the trajectory following function, so that the thresholds take a higher value when the position of the vehicle reaches a predetermined point at near a section without lane markings preceding a toll station (6). 5
公开号:FR3094320A1
申请号:FR2002886
申请日:2020-03-24
公开日:2020-10-02
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 an override function in a partially automated lane change system.
[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 "partially automated in-lane driving system" (PADS) and partially automated lane changing system partially automated lane change system (or PALS) based on these technologies are encouraged.
[0003] Such a driving control system is only intended to assist driving and is different from fully automatic driving. A driver is required to place his hands on the steering wheel and keep an eye on the driving situation so that he can drive manually at any time, the driver must be able to react according to the situation, and the driving control system presents a neutralization function that switches to manual driving by intervention by the driver even when the system is in operation. Patent Document 1 describes a vehicle lateral displacement control device which determines the change speed (emergency speed) of an emergency control amplitude to switch to manual driving according to a change speed of a amplitude of steering maneuver introduced by a driver.
[0004] Technical problem
[0005] In Patent Document 1, if the change in the speed of the amplitude of the steering maneuver is significant, this is considered to be a steering intervention desired by the driver and the steering switches to manual steering within a period of of short time, and if the change of speed of the amplitude of the steering maneuver is small, the emergency control is carried out by taking relatively more time and the driving switches to the manual driving. However, the significant change in the speed of the amplitude of the steering maneuver does not necessarily mean that it is a steering intervention desired by the driver, nor that an emergency control corresponding to the change in the speed of the amplitude of the steering maneuver does not necessarily mean suitable control for the state of movement of the vehicle.
[0006] For example, when another vehicle enters a predetermined area of a target lane by insertion or the like during the automated lane change by the PALS, the stopping of the automated lane change is notified, and if there is no If there is no other vehicle in a predetermined area of an original lane, the vehicle returns to the original lane by an automated lane return function, but if another vehicle is present, the driver is notified to a transfer of power. In a section without lane markings before a toll plaza, the vehicle switches to a vehicle-following path ahead or a trajectory-following path targeting a toll gate (6th, 6m).
[0007] When the driver is notified of the stop of the automated lane change, the transfer of power and a request to take control of the maneuvers, it can be assumed that the vehicle is approaching other vehicles or that the behavior of the vehicle becomes unstable due to override by steering intervention or override by excessive braking maneuver by the driver who is overwhelmed by the notification.
[0008] The vehicle switches to a vehicle-following route ahead or a trajectory-following route targeting a traffic lane ahead in a convergence section after passing through the toll plaza, but when the following vehicle ahead or trajectory following course cannot be continued due to the insertion of another vehicle or the like and the driver is notified of the transfer of power and takeover request , it can be assumed that the vehicle is approaching other vehicles or that the behavior of the vehicle becomes unstable due to neutralization by excessive steering intervention or intervention by braking maneuver on the part of the driver who is overwhelmed by the notification.
[0009] The present invention has been made in view of the current situation described above, and an objective is to prevent from approaching other vehicles and unstable behavior due to excessive maneuvering intervention during a course transition process. vehicle tracking ahead or trajectory tracking course during a maneuvering takeover in a toll plaza section.
[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 for recognizing a lane of the vehicle and neighboring lanes and other vehicles in the respective lanes and a function for obtaining the traveling state of the vehicle; a trajectory generating part for generating a target trajectory based on information obtained by the surrounding condition estimating part; and a vehicle control part configured to perform speed control and steering control to cause the vehicle to follow the target trajectory, wherein the surrounding condition estimating part comprises means for obtaining the vehicle's own position near a toll plaza, having a vehicle ahead tracking function for driving by targeting a vehicle ahead, and wherein, when the vehicle's own position reaches a predetermined point near a section without lane marking preceding the toll station, override threshold values serve as a criterion for determining maneuver intervention to stop the function forward vehicle tracking and lane tracking function are configured to change to a value greater than that taken while driving in a general section provided with lane markings.
[0012] In another aspect, the neutralization threshold values modified to take the upper value are configured to be maintained from the section without lane markings preceding the toll station until reaching a general section provided with lane markings via a section without lane markings after crossing the toll plaza excluding or including a section provided with lane markings preceding and following a toll barrier.
[0013] In another aspect, when driving by the vehicle tracking function located in front in the section without lane marking after crossing the toll plaza or during the trajectory tracking course targeting a traffic lane of the general section provided with lane markings located in front, when it is detected that another vehicle enters the predetermined area of the vehicle by the surrounding recognition function, a driver is notified of the stoppage of the vehicle-in-front function or path-following function and maneuvering control takeover, and backup function control is configured to be performed.
[0014] In another aspect, the drive control device for the vehicle further has: - a function to perform an automated lane change to a neighboring lane when the vehicle's own position is in the general section provided with lane markings and there is no other vehicle within a predetermined range of the lane neighbor ; and - a function for stopping the lane change and for returning to an original lane when it is detected that another vehicle enters the predetermined area of the vehicle by the function of recognizing the surroundings when changing lanes by the function to perform an automated lane change, - wherein, when it is detected that another vehicle enters the predetermined area of the vehicle by the surroundings recognition function, if the own position of the vehicle is in the section devoid of lane marking before the toll station, a switch to driving by the vehicle tracking function located in front or the trajectory tracking course targeting a toll barrier (6th, 6m) is configured to be performed.
[0015] In another aspect, the means for obtaining the own position of the vehicle near the toll station comprises the association of information relating to the own position of the vehicle via positioning means and map information or recognition image for an object to be displayed such as a toll gate information display or a distance sign.
[0016] In another aspect, the vehicle driving control device further has an ACC function for performing a constant speed course according to a target speed when there is no other vehicle ahead in the vehicle lane. and performing a follow course by maintaining a predetermined inter-vehicle distance when there is another vehicle ahead, and an LKA function for course keeping in the lane of the vehicle by follow control to the target course, the values Neutralization thresholds also serve as neutralization threshold values serving as a criterion for determining the intervention by maneuver to stop the ACC function and/or the LKA function.
[0017] In another aspect, the neutralization threshold values comprise a braking neutralization threshold value serving as a criterion for determining an intervention by braking maneuver and/or a steering neutralization threshold value serving as a criterion for determining intervention by steering maneuver.
[0018] According to another aspect, the driving control device for a vehicle comprises: a surrounding condition estimating part including a surrounding recognition function for recognizing a lane of the vehicle and neighboring lanes and other vehicles in the respective lanes and a function for obtaining the traveling state of the vehicle; a trajectory generating part for generating a target trajectory based on information obtained by the surrounding condition estimating part; and a vehicle control part configured to perform speed control and steering control to cause the vehicle to follow the target path, and having a vehicle ahead tracking function for driving by targeting a vehicle ahead, wherein the driving control device has a function of modifying threshold values of neutralization serving as a criterion for determining the intervention by maneuver to stop the vehicle following function located in front and a trajectory following function for that they take on a value greater than that taken during circulation in a general section provided with lane markings when the vehicle's own position passes through a toll barrier or a section provided with lane markings preceding and/or following the station toll.
[0019] In another aspect, the neutralization threshold values modified to take the upper value are configured to be maintained from the section without lane markings preceding the toll station until reaching a general section provided with lane markings via a section without lane markings after crossing a toll plaza excluding or including a section provided with lane markings preceding and following a toll barrier (or toll plaza).
[0020] In another aspect, when driving by the vehicle tracking function located in front in the section without lane marking after crossing the toll plaza or during the trajectory tracking course targeting a traffic lane of the general section provided with lane markings located in front, when it is detected that another vehicle enters the predetermined area of the vehicle by the surrounding recognition function, a driver is notified of the stoppage of the vehicle-in-front function or path-following function and maneuvering control takeover, and backup function control is configured to be performed.
[0021] According to another aspect, the driving control device for a vehicle comprises: a surrounding condition estimating part including a surrounding recognition function for recognizing a lane of the vehicle and neighboring lanes and other vehicles in the respective lanes and a function for obtaining the traveling state of the vehicle; a trajectory generating part for generating a target trajectory based on information obtained by the surrounding condition estimating part; and a vehicle control part configured to perform speed control and steering control to cause the vehicle to follow the target course, having: a vehicle ahead tracking function for driving by targeting a vehicle ahead; and a function of notifying a driver of stopping the following function of a vehicle in front or a trajectory following function and taking control of maneuvers and execution of a emergency control of functions when it is detected that another vehicle enters the predetermined area of the vehicle by the function of surrounding recognition during traffic in a section without lane marking after passing through the toll station, wherein the driving control device has a function of modifying neutralization threshold values serving as a criterion for determining the intervention by maneuver to stop the functions, so that they take on a value greater than that taken during circulation in a general section provided with lane markings when notifying the driver of stopping functions and taking control of maneuvers.
[0022] In another aspect, the neutralization threshold values modified to take the upper value are configured to be maintained until reaching a general section provided with lane markings via a section without lane markings after passing through the station toll.
[0023] Benefits provided
[0024] According to the driving control device for vehicle according to the present invention, because, when the own position of the vehicle reaches the predetermined point near the section without lane marking preceding the toll station, the neutralization threshold values serve as criterion for determining the maneuver intervention to stop the vehicle ahead following function and the trajectory following function are configured to be modified to take a value greater than that taken during circulation in the general section Provided with lane markings, it is advantageous to avoid getting too close to other vehicles and unstable behavior due to excessive maneuvering intervention during a transition process to the vehicle ahead following course or from trajectory following run or during a maneuvering takeover in the toll plaza section.
[0025] Other characteristics, details and advantages of the invention will appear on reading the detailed description below, and on analyzing the appended drawings, in which:
[0026] Fig. 1
[0027] is a schematic view showing a driving control system of a vehicle;
[0028] Fig. 2
[0029] is a schematic plan view showing a group of external sensors of the vehicle;
[0030] Fig. 3
[0031] is a block diagram showing the driving control system of the vehicle;
[0032] Fig. 4
[0033] is a timing diagram showing the relationship between a driving mode and neutralization threshold values in a toll station section;
[0034] Fig. 5
[0035] is a flowchart showing the control of the driving mode and of the threshold values of neutralization in the section of the toll station;
[0036] Fig. 6
[0037] is a flowchart showing automated lane change/driving control near the toll plaza;
[0038] Fig. 7
[0039] is a flowchart showing the prevention control of neutralization due to an intervention by excessive maneuver after crossing the toll station;
[0040] Fig. 8
[0041] Figure 8A is a schematic plan view illustrating an example of automated back-to-lane when the automated lane change is stopped before the toll station, Figure 8B is a schematic plan view illustrating an example of back-to-lane stopping automated, and Figure 8C is a schematic plan view illustrating an exemplary roll over override prevention control on a forward vehicle following course;
[0042] Fig. 9
[0043] Figure 9A is a schematic plan view illustrating an exemplary tracking route of vehicle ahead of you after passing through the toll plaza, Figure 9B is a schematic plan view illustrating the interruption of the tracking route of the vehicle ahead, and Fig. 9C is a schematic plan view illustrating an example of override prevention control when the vehicle ahead following path is interrupted.
[0044] Hereinafter, an embodiment of the present invention is described in detail with reference to the drawings.
[0045] 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 detecting vehicle information, a controller/actuator group for speed control and steering control, an ACC controller 14 for inter-vehicle distance control, a controller of LKA 15 for lane keeping support control and 10 automated driving controller to control them and perform lane following control and implement partially automated lane driving (PADS) and partially automated lane change (PALS) in order to carry out, on the vehicle side, recognitions, determinations and maneuvers conventionally carried out by a driver.
[0046] 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).
[0047] 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.
[0048] 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 positions of vehicles, obstacles and the like as well as distances therefrom, and positions of lane markings within a predetermined distance in the forward, backward, left and right directions of the vehicle .
[0049] 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 controller 14, the LKA controller 15 and the EPS controller 31 as shown in Fig. 3.
[0050] 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.
[0051] The surrounding condition estimating part 11 acquires the absolute position of the vehicle itself by combining the information relating to the vehicle's own position via a positioning means/means 24 such as a 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 driving lane and of the nearby lane, as well as the positions and speeds of other vehicles. In addition, it acquires the state of movement of the vehicle from internal data measured by the internal sensor 22.
[0052] The trajectory generating part 12 generates a target trajectory going from the own position of the vehicle estimated by the surrounding conditions estimating part 11 up to an arrival target. It refers to map information 23 and generates a target trajectory from the vehicle's own position to a target arrival point by changing lanes on the basis of the positions of the lane markings of the neighboring lane, the positions and speeds of other vehicles and the traveling state of the vehicle itself estimated by the surrounding condition estimating part 11.
[0053] 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 controller 14, and transmits a steering angle command for trajectory following to the EPS controller 31 through the LKA controller 15.
[0054] Vehicle speed is also input to EPS controller 31 and ACC controller 14. Because steering torque changes depending on vehicle speed, EPS controller 31 refers to a torque map of steering-steering angle 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.
[0055] (Overview of Partially Automated Lane Driving System and Partially Automated Lane Changing System)
[0056] Hereinafter, outlines of a Partially Automated Lane Driving System (PADS) and a Partially Automated Lane Changing System (PALS) are explained assuming driving on a freeway.
[0057] Partially Automated in-Lane Driving (PADS) and Partially Automated Lane Change (PALS) are activated in a state in which both the ACC controller 14 included in ACCS and LKA controller 15 included in LKAS with automated driving controller 10.
[0058] While the partially automated lane driving system is operating, the automated driving controller 10 (trajectory generation part 12) generates a target trajectory within a single lane and a target speed based on the external information ( lanes, vehicle position, and positions and speeds of other vehicles traveling in the lane in question and in the neighboring lane) obtained by the surrounding condition estimation part 11 through the external sensor 21, and internal information ( vehicle speed, yaw rate and acceleration) obtained by the internal sensor 22.
[0059] The automated driving controller 10 (vehicle control part 13) estimates the speed, attitude and lateral movement 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 the vehicle's own motion and position characteristics, i.e., a front wheel steering angle δ occurring when a steering torque T is applied to the mechanism direction 41 during travel at a vehicle speed V, gives a steering angle command to the EPS controller 31 via the LKA controller 15, causing the lateral movement to reach "yt" after Δt seconds, and giving a speed command to the ACC controller 14, changing the speed to "Vt" after Δt seconds.
[0060] Although the ACC 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 depending on command input from the automated driving controller 10 while a partially automated lane driving function (PADS) and the automated lane changing system (PALS) are in operation.
[0061] The ESP/ABS controller 33 which has received a deceleration command from the ACC 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. In addition, a motor controller 32 which has received an acceleration/deceleration command from the ACC controller 14 controls an actuator output (throttle valve opening degree) to give the motor 42 torque command and the driving force to control the speed of the vehicle.
[0062] The ACC function (ACCS) works with 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 controller 14, the engine controller 32 and the ESP/ABS controller 33.
[0063] That is, in a case where there is no vehicle ahead, the ACC function performs a constant speed course 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 lower than the set course control speed), the ACC function performs a following course by following the vehicle located in front while maintaining an inter-vehicle distance corresponding to a time interval (inter-vehicle duration = inter-vehicle distance/vehicle speed) defined as a function of the speed of the vehicle located at the before.
[0064] The LKA (LKAS) function detects the lane markings and the vehicle's own position via the surrounding condition estimation part 11 of the automated driving controller 10 based on image data obtained via the external sensor 21 (cameras 212 and 215), and performs steering control via LKA controller 15 and EPS controller 31 so as to be able to run in the center of a lane.
[0065] 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 couple to an actuator (EPS motor), and gives a steering angle of the front wheels targeted by the steering mechanism 41.
[0066] The partially automated lane driving (PADS) function is implemented by combining longitudinal control (speed control and inter-vehicle distance control) by means of the ACC controller 14 and lateral control (direction control and inter-vehicle distance control). lane following driving) by means of the LKA controller 15 as described above.
[0067] Partially Automated Lane Change System (PALS) is a system that automatically performs a lane change according to the driver's instruction or approval and is implemented by combining longitudinal control (speed control and inter-vehicle distance) by means of the ACC controller 14 and lateral control (target trajectory following control by automatic steering) by means of the LKA controller 15 in the same way as for partially automated driving (PADS driving) .
[0068] At the same time as the partially automated lane change system is activated, the automated driving controller 10 (trajectory generation part 12) constantly generates a target trajectory for a lane change from a current traffic lane to a neighboring lane. based on external information (lane markings of the vehicle's own traffic lane and the neighboring lane, and positions and speeds of other vehicles traveling in the vehicle's own traffic lane and the neighboring lane) obtained by the party estimation of surrounding conditions 11 through the external sensor 21, and internal information (vehicle speed, yaw rate and acceleration) obtained by the internal sensor 22.
[0069] The automated lane change target trajectory is a trajectory that leads from the current driving lane to a driving state in the center of the neighboring lane via a lane change; the future positions and speeds of other vehicles driving in the neighboring lane are predicted; and the lane keeping function (LKA) is switched off and an automated lane change to the neighboring lane by automatic steering is carried out (i) if the driver orders a lane change by operation of the turn signal or the like or (ii) if the driver approves (LKA deactivation maneuver or similar) a system determination (HMI display, Human Machine Interface) on the condition that it is determined that there is no another vehicle in a zone located at the front, a zone located at the rear, and a side zone of the neighboring lane defined according to the speed of the vehicle.
[0070] During execution of the automated lane change, the automated driving controller 10 (surrounding condition estimating part 11) monitors the front area, the rear area and the side area of the neighboring lane. including the target trajectory by the external information obtained via the external sensor 21, and performs a lane change stop determination based on the vehicle's own position during the lane change if an intrusion or insertion of another vehicle in the zones is detected.
[0071] When the lane change is stopped, the tracking target is changed to be a center line of the lane (original lane) in which the vehicle was traveling before the lane change, and the target course and target speed are regenerated. Then, in order to follow the regenerated target path, a steering angle command is given from the LKA controller 15 to the EPS controller 31, a speed command is given to the ACC controller 14, and the vehicle returns to the original track (automated return to track function).
[0072] When the vehicle has almost reached the neighboring lane, for example, when three or more of the four wheels enter the neighboring lane, the lane change is not stopped and the lane change is continued. On the other hand, if it is determined that continuing the lane change is difficult, the automated lane change is stopped and power is transferred to the driver. It should be noted that when the driver cannot take control, a Minimal Risk Maneuver (MRM) is activated to stop safely in a shoulder area or similar.
[0073] (Trajectory Follow Path and Vehicle Follow Path Located Ahead in Laneless Section)
[0074] In PADS driving and during an automated lane change (PALS), the target trajectory is generated based on the markings of the vehicle's own lane and the neighboring lane, and an automatic steering is carried out by the control of trajectory tracking; therefore, they cannot be performed in a laneless section 60 before a toll plaza and in a laneless section 62 after crossing the toll plaza on a highway illustrated in FIG. 4. In such laneless sections 60 and 62 without lane markings, a trajectory following course or a vehicle following course located in front is carried out.
[0075] In the laneless section 60 before the toll station, toll barriers (6th and 6m) in front of the vehicle are first detected, and then a target barrier to be crossed is selected from among the toll barriers and a trajectory of target approach is generated and the course tracking leg is flown. When a vehicle in front (vehicle in front) is recognized during the trajectory following course towards the target barrier (6th or 6m), the vehicle switches to a vehicle following course in front targeting the preceding vehicle.
[0076] In the laneless section 62 after passing through the toll station, the positions of the traffic lanes in front of the vehicle are first detected, then a target lane is selected from the traffic lanes and a target trajectory is generated, and a trajectory following course is performed. When a vehicle in front (vehicle in front) is recognized during the trajectory following course towards the target lane, the vehicle switches to a vehicle following ahead course targeting the preceding vehicle.
[0077] During the trajectory following course towards the target barrier or the target lane in the laneless sections 60 and 62 as described above, the zone in front, the zone behind and the zone side including the target approach path are monitored with the external sensor 21, and when another vehicle enters the areas by the other vehicle's course change or the like, the driver is informed of the transfer of power, switching to a manual drive via backup control. This point will be described later.
[0078] (Neutralization function)
[0079] During operation of the Partially Automated Lane Change System (PADS), during a lane change automated by the Partially Automated Lane Change System (PALS), and additionally during the course-following run or lane-following run. vehicle ahead in the laneless section, both the Longitudinal Control System (ACCS) and the Lateral Control System (LKAS) can be overridden by the driver.
[0080] The longitudinal control system (ACCS) is neutralized if an engine torque request by accelerator pedal operation coming from the driver or a deceleration request by brake pedal operation is equal to or greater than a corresponding neutralization threshold value . These neutralization threshold values are defined on an accelerator operating amplitude (engine torque command value) or on a brake operating amplitude (ESP hydraulic command value) on the basis of which it is determined that the driver intentionally performed an acceleration/deceleration maneuver, and each of them is defined according to the acceleration/deceleration characteristic and the driving state of the vehicle.
[0081] In other words, ACC override stops ACC control if a maneuvering range or maneuvering speed, on the basis of which it is determined that the driver has performed an accelerator pedal maneuver or a the brake pedal with the intention of accelerating or decelerating relative to the control vehicle speed, is applied to the accelerator pedal or the brake pedal, and switches to accelerator operation driving and braking by the driver.
[0082] The Lateral Control System (LKAS) which performs automatic steering for lane keeping assist, automated lane change and lane following course or vehicle following course ahead in the laneless section is neutralized if a steering torque via manual steering by the driver 34 is equal to or greater than a neutralization threshold value. The steering intervention override threshold value is set according to the steering characteristic and the driving state of the vehicle.
[0083] That is, steering override stops automatic steering and LKA control if a maneuvering range or maneuvering speed on the basis of which it is determined that the driver has made a steering with an intention to Additive steering (in the same direction) or subtractive steering (in the opposite direction) with respect to the control steering torque is applied to a steering system, and switches to manual steering by the driver.
[0084] As described above, automated lane changing (PALS) cannot be performed in laneless sections 60 and 62 of a toll station 6 on the highway shown in FIG. 4 and in these sections a lane following course or a vehicle ahead following course is performed, but, for example, when the automated backtracking function is activated by the intrusion of another vehicle in a predetermined area around the vehicle itself or when the lane change cannot be continued during the automated lane change started in a main branch section 5 before the toll station 6, the vehicle can approach other vehicles or vehicle behavior may become unstable due to excessive steering override or excessive braking override by the driver who is overwhelmed by vehicle behavior or power transfer notification.
[0085] In the laneless section 62 after passing through the toll plaza 6, a vehicle tracking route located ahead or a trajectory following route targeting the traffic lane ahead is performed, but when the route following vehicle in front or the trajectory following course cannot be continued due to the insertion of another vehicle or the like, the vehicle may approach other vehicles or the behavior of the vehicle may become unstable due to excessive steering override or excessive braking override by the driver who is overwhelmed by the power transfer notification as described above.
[0086] (Excessive Maneuvering Prevention Function in Laneless Section near Toll Station)
[0087] The automated driving controller 10 according to the present invention has an excessive maneuvering prevention function which, when the vehicle's own position relative to the toll station 6 is detected by associating the information relating to the vehicle's own position by the intermediary of the means/means of positioning 24 such as the GPS, and the map information 23, or by image recognition for an object to be displayed such as a display of information relating to a toll station or a panel giving the distance detected by the external sensor 21 and the own position of the vehicle reaches a predetermined point S near the toll station 6, modifies the neutralization threshold values serving as a criterion for determining the intervention by maneuver to stop the function of following vehicle located in front and the trajectory following function so that they take a higher value than that taken during circulation in a general section e such as the main branch section 5 provided with lane markings 5s.
[0088] Figure 5 shows driving control and over-steering prevention flow in a laneless section near the highway toll plaza, and as shown, when PADS driving (PALS driving can be performed ) is carried out in the general section such as the section forming the main branch of highway 5 (step 001), neutralization threshold values (Pd, T1d and T2d) for the general section are defined (step 002) and a neutralization determination is made on the basis of these.
[0089] During PADS driving (PALS driving), the vehicle's own position relative to the toll station 6 is constantly detected (step 003), and when it is detected that the vehicle has reached the predetermined point S near the toll station 6, the neutralization threshold values are modified to take the neutralization threshold values (Po, T1o and T2o) for the section close to the toll station (step 004). The predetermined point S is a point at a predetermined distance (for example, 300 m) before the starting point of the laneless section 60 before the toll station, and this predetermined distance can be a fixed value, or can be defined according to the speed set by ACC.
[0090] The detection of the vehicle's own position continues after passing the predetermined point S, and when the vehicle reaches the laneless section 60 before the toll station, the PADS driving (PALS driving) is switched to the tracking route of vehicle located in front or on the trajectory following route (step 006). Thereafter, until the laneless section 62 ends after passing through the toll plaza, the vehicle tracking route in front or the trajectory tracking route continues, and the threshold values neutralization (Po, T1o and T2o) for the section near the toll station are maintained.
[0091] As described above, by changing the steering neutralization threshold value and the braking neutralization threshold value so that they take a value greater than that taken when the vehicle reaches the predetermined point S near the toll station 6 , excessive steering override and brake override by the driver who is overwhelmed by the automated lane change stop or maneuvering takeover request is suppressed, thereby switching to the vehicle following course located in front or the trajectory following course in the laneless section 60, and thus closing in on other vehicles, unstable behavior or the like due to excessive steering override or excessive braking override may be avoided.
[0092] Because the steering neutralization threshold value and the braking neutralization threshold value modified when the vehicle has reached the predetermined point S near the toll station 6 are maintained until the laneless section 62 after crossing the toll barrier, even if the vehicle following path in front or the trajectory following path cannot be continued due to the insertion of another vehicle or the like, the approach to other vehicles , unstable behavior or the like due to oversteering override or overbraking override by the driver who is overwhelmed by the power transfer notification can be avoided.
[0093] The neutralization threshold values are defined, for example, as follows.
[0094] (1) Braking Neutralization Threshold Value while Driving in the General Section
[0095] If a hydraulic ESP control causing a deceleration from the ACC set speed (travel set speed or following vehicle ahead speed) or ACC set acceleration is given by the If the driver presses the brake, a braking neutralization takes place and priority is given to the braking maneuver by the driver. A hydraulic ESP control value that causes a corresponding deceleration, for example, at a speed of 2 km/h from the speed set by ACC or a hydraulic ESP control value that causes a corresponding deceleration 0.2 m/s2 relative to the acceleration set by ACC is set as the Pd threshold value.
[0096] (2) Braking Neutralization Threshold Value during Traffic in a Laneless Section near a Toll Station
[0097] A value greater than the brake override threshold value while driving in the general section, preferably in the range of 120% to 250%, and more preferably in the range of 150% to 220% of the brake override threshold value braking during circulation in the general section, is selected. For example, an ESP hydraulic control value that causes a deceleration corresponding to a speed of 4 km/h relative to the current vehicle speed (following speed of vehicle ahead) or a hydraulic control value of ESP which causes a deceleration corresponding to 0.4 m/s2 with respect to the acceleration set by ACC is defined as the threshold value Po.
[0098] (3) Steering Neutralization Threshold Value during Traffic in the General Section
[0099] For an additive steering neutralization threshold value during circulation in the general section, a steering torque (steering torque calculated from the steering torque-steering angle-vehicle speed map) corresponding to a steering angle by which a virtual lateral movement "y't" to reach a virtual lateral position after "t" seconds becomes "yt+α" is defined as an additive steering override threshold value T1d, where "α" is a constant determined over based on vehicle speed.
[0100] In the case of subtractive steering, a value which is perceptible (determined by steering angle, steering angular velocity, or the like) and is applied in the direction of reducing the steering torque to a value (target value of steering torque) obtained by converting a steering angle with which a virtual lateral movement "yt" to reach a virtual lateral position after "t" seconds becomes "yt +α" into a steering torque is set as a threshold value subtractive steering override T2d, where “α” is a constant determined based on vehicle speed.
[0101] (4) Steering Neutralization Threshold Value during Traffic in a Laneless Section near a Toll Station
[0102] For an additive steering neutralization threshold value, a value obtained by converting a steering angle calculated from the virtual lateral movement "y''t" (= yt + β, where β > α) when driving in the laneless section in the vicinity of the toll station and the vehicle movement characteristics with respect to the virtual lateral movement "yt" when driving in the general section in a steering torque is defined as a threshold value of neutralization of additive steering T1o.
[0103] For a subtractive steering override threshold value, a value obtained by converting a steering angle calculated from the virtual lateral movement "y"t" (= yt - γ, where "γ" is greater than a corresponding lateral movement at a steering torque X'Nm) when driving in the laneless section close to the toll station and the characteristics of the vehicle's movement with respect to the virtual lateral movement "yt" when driving in the general section in a steering torque is defined as a subtractive steering neutralization threshold value T2o.
[0104] (Automated Lane Change Flow Before and Near a Toll Station)
[0105] In the following, an automated lane change flow in the main branch section 5 before and near a toll plaza on a highway and in the laneless section 60 before the toll plaza will be described with reference to Fig. . 6.
[0106] (1) Determining the Feasibility of Changing Lanes While Driving by PADS
[0107] When the partially automated lane changing system (PALS) operates during PADS driving (ACCS and LKAS) by the partially automated lane driving system (step 100), the surrounding condition estimation part 11 (external sensor 21 ) monitors whether there is another vehicle in the predetermined zone (ZF front zone, ZR rear zone and ZL side zone) of the neighboring lane (step 101).
[0108] In the above, the area in front ZF is an area of longitudinal direction: predetermined forward distance x lateral direction: lane width during travel + width of left and right neighboring lanes, the area 'rear ZR is a zone of longitudinal direction: predetermined rearward distance x lateral direction: lane width during the journey + width of the left and right neighboring lanes, and the lateral zone ZL is a zone of longitudinal direction: length of the vehicle x lateral direction: width of the neighboring left and right lanes. The predetermined forward distance is found from the minimum distance between vehicles (S0), the time interval between vehicles (TH, Vehicle Head Time) and the vehicle speed (Vego), and the predetermined rearward distance is found from the intervehicle time interval (TH) and the observed rearward velocity (Vrear). The width of the left and right neighboring lanes (corresponding width) is for example defined at 3.5 m.
[0109] (2) Determination by Automated Lane Change System
[0110] If there is no other vehicle in the predetermined area of the neighboring lane, it is determined that a lane change can be initiated and a lane change flag is set (step 102). In this situation, if the system determines that a lane change should be made due, for example, to the appearance of a vehicle ahead that is traveling slower than the ACC-set speed ahead in lane of the vehicle, the system determination (execution of the automated lane change) is displayed on an information display portion in a head-up display or a gauge panel (step 103). A voice notification or similar may be used.
[0111] (3) Starting Automated Lane Change
[0112] If the driver approves the determination of the system by an LKA deactivation maneuver or the like, a turn signal in a lane change direction flashes for three seconds (step 104), then the lane keeping function (LKA) stops and the automated lane change to the center of the neighboring lane which is a target position is initiated (step 105).
[0113] (4) Determining Feasibility of Continuing Lane Change
[0114] Also during the execution of an automated lane change, the surrounding condition estimating part 11 (external sensor 21) continues to monitor the predetermined area (step 106), the lane change continues if there is no there is no other vehicle in the predetermined area of the target lane, and it is determined whether the lane change is complete (step 107). Completion of the lane change is determined based on whether the vehicle's deviation from a target lateral position (e.g., lane center) of the lane change falls within a predetermined range of values (e.g., lane center ±0.5 m).
[0115] (5) Automated Lane Change Stop (Change of Neutralization Threshold Value)
[0116] If another vehicle enters the predetermined area of the target lane due to a sudden lane change, sudden braking or the like of the vehicle in front, the lane change is stopped, the lane change stop is displayed on the part forming the information display or notified by voice or the like, and the turn signal is deactivated simultaneously; at this moment, even if the own position of the vehicle has not yet reached the predetermined point S near the toll station 6, the neutralization threshold values are modified to take the neutralization threshold values (Po, T1o and T2o ) for the section near the toll station (step 111).
[0117] (6) Determination of Feasibility of Return to Original Track - Return to Original Track
[0118] Simultaneously, it is determined whether the vehicle can return to the original lane by the automated lane return function (if another vehicle is present in the predetermined area of the original lane) (step 112), if the vehicle can return to the original lane, a lane change flag is set (step 113), the execution of the return to the original lane is displayed on the information display part, a flashing light in the direction the home channel is activated (step 114), the return to the home channel is initiated (step 115), then it is determined whether the return to the home channel is complete (step 116). Completion of the return to the original lane is determined based on whether the vehicle's deviation from a target lateral position (eg, the center of the original lane) on the original lane reaches a predetermined range of values (for example, the center of the original lane ±0.5 m).
[0119] (7) Inability to Return to Original Lane-Following Vehicle Ahead/Following Path
[0120] On the other hand, when the vehicle cannot return to the original lane due to the presence of another vehicle or the like, it is determined whether the vehicle's own position is in the toll station section (laneless section 60) (step 117), and if it is in the toll plaza section (laneless section 60), the vehicle switches to the vehicle following path located in front or on the trajectory following course (step 110).
[0121] (8) Impossibility of Returning to the Original Path - Notification of Transfer of Power and Request for Takeover
[0122] If the vehicle cannot return to the original lane, and the vehicle's own position is in the main branch section 5, the transfer of power request and the takeover request to the driver are displayed on the part forming information display (step 118), and if the driver takes control of the steering, switching to emergency control of the PALS function (automated lane return function) is performed, and the PALS function is stopped, switching to manual driving (step 120). The taking of control of the steering by the driver is determined on the basis of a detection of the presence of the hands by a steering sensor (step 119).
[0123] (9) Inability to Take Control and MRM Activation
[0124] If the driver does not take control of the steering after a predetermined time has elapsed (e.g. four seconds) or if it is determined that the takeover cannot be performed by a driver monitoring device or similar, the minimal risk maneuver (MRM, English Minimal Risk Maneuver) is activated and the vehicle withdraws onto the shoulder or similar road zone by automatic steering and stops automatically (step 121).
[0125] (10) Determination of Toll Station Section
[0126] When the automated lane change is completed (step 107) and when the automated lane re-entry is completed (step 116), it is determined whether or not the vehicle's own position is in the toll guard section (laneless section). 60), and whether or not the vehicle's own position is in the main branch section 5, the LKA is activated, switching to PADS driving (step 109). On the other hand, if the vehicle's own position is in the toll plaza section (laneless section 60), the vehicle switches to the vehicle following route located in front or to the trajectory following route (step 110).
[0127] (11) Neutralization Determination
[0128] During the automated lane change described above by the Partially Automated Lane Change System (PALS) and also during the vehicle ahead following course or lane following course in the laneless section 60, an override determination for braking and steering maneuvers is made, and if any of ESP hydraulic control by brake pedal operation by the driver or steering torque by steering maneuver exceeds the values neutralization thresholds, neutralization is reached, switching to manual driving.
[0129] As described previously, in the automated driving controller 10 according to the present invention, the neutralization threshold values (Po, T1o and T2o) for the section close to the toll station are defined values, higher than the neutralization threshold values ( Pd, T1d and T2d) for the general section mainly applied to the main branch section 5, and for the section close to the toll station (after having reached the predetermined position S), the neutralization threshold values (Po, T1o and T2o) for the section near the toll station are applied; even when the vehicle has not reached the predetermined position S, if it is determined that the lane change cannot be continued during the automated lane change, the stopping of the lane change is notified and at the same time the neutralization threshold values (Po, T1o and T2o) for the section near the toll station are applied; accordingly, override due to steering intervention or excessive braking maneuver intervention is suppressed in the following aspects, and thus approach to other vehicles, unstable behavior and the like due thereto can be avoided.
[0130] (i) When it is determined in step 106 that the lane change cannot be continued and the termination of the lane change is notified to the information display portion in step 111, even if the driver who is overwhelmed by the stoppage of the automated lane change performs an intervention by steering or an intervention by excessive braking maneuver, the neutralization is removed, which makes it possible to switch to a return to the original lane by the intermediary of the automated driving controller 10, and thus closing in on other vehicles, unstable behavior and the like due to excessive steering override and brake override can be avoided.
[0131] (ii) When the return to the original lane is initiated in step 115, if the driver who is overwhelmed by the change in vehicle behavior performs an intervention by steering or an intervention by excessive braking maneuver, the neutralization is also suppressed, which allows the continuation of the return to the original lane, and thus closing in on other vehicles, unstable behavior and the like due to excessive steering and braking can be avoided.
[0132] (iii) When the vehicle's own position is determined to be in the toll plaza section (laneless section 60) at step 108 or step 117 and a switch to a follow-up route of the vehicle in front or a trajectory following course is carried out, if the driver who is overwhelmed by the change in the behavior of the vehicle carries out intervention by steering or intervention by excessive braking maneuver, the neutralization is removed, which enables switching to a vehicle-ahead following course or lane-following course, and thus closing in on other vehicles, unstable behavior and the like due to excessive steering and braking maneuver may be avoided.
[0133] (iv) When the driver is notified of the transfer of power and takeover request in step 118, if the driver who is overwhelmed by the notification performs a steering intervention or an excessive braking intervention, the override is suppressed, allowing a changeover to manual driving via backup control, and thus closing in on other vehicles, unstable behavior and the like due to excessive steering override and braking override can be avoided .
[0134] (Excessive Maneuvering Prevention Flow in a Laneless Section after Crossing the Toll Station)
[0135] In the following, an automated lane change flow in the laneless section 62 after crossing the highway toll gate is described with reference to FIG. 7.
[0136] (1) Front-Sided Vehicle Tracking Path/ Lane Tracking Path
[0137] As previously described, when the vehicle has reached the laneless section 60 before the toll plaza, the vehicle having switched from the PADS drive (PALS drive) to the vehicle follow path ahead or the trajectory follow path , and the front vehicle following route or the trajectory following route is continued in the laneless section 62 after crossing the toll gate (step 200), and the surrounding condition estimation part 11 (external sensor 21) monitors whether another vehicle is present in a predetermined area (area located at the front ZF and side area ZL) (step 201).
[0138] (2) Stopping of the Tracking Course and Notification of Taking Control of Maneuvers (Definition of Neutralization Threshold Value)
[0139] If the surrounding condition estimating part 11 (external sensor 21) determines that there is another vehicle in the predetermined area (front area ZF and side area ZL), a following course disable flag is set, the stopping of the vehicle ahead following course/path following course and the takeover of maneuvers are displayed on the information display portion in the head-up display or panel indicators (step 202). A voice notification or similar may be used. Simultaneously, the countdown of a waiting time (for example, two seconds) until a switch to the follow-up path fallback control is initiated.
[0140] At this time, if the neutralization threshold values are changed to take the neutralization threshold values (Po, T1o and T2o) for the section near the toll station when passing through the predetermined point S before the toll station as previously described, the values are maintained, and if they are reset when going through the toll barrier (6e or 6m) or similar, they are set to the neutralization threshold values (Po, T1o and T2o) for the section at close to the toll station.
[0141] (3) Determination of a Possible Braking Maneuver and a Possible Manual Steering
[0142] At this time, the follow-up control (inter-vehicle control and automatic steering) is still operating, and it is determined whether the braking maneuver is performed by the driver by means of 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 203).
[0143] (4) Determination of Brake Override
[0144] When the driver's braking maneuver is detected in step 203, the ESP hydraulic control value resulting from the driver's application of the brake is compared with the neutralization threshold value Po (step 204).
[0145] i) If the ESP hydraulic control value P > Po, it is determined that the maneuver is a braking neutralization and the neutralization is carried out immediately, by switching to manual operation.
[0146] ii) If the ESP hydraulic control value P ≤ Po, the override is not executed, and an inter-vehicle check and automatic steering continue.
[0147] (5) Determination of Steering Direction
[0148] On the other hand, when it is determined, in step 203, that manual steering is performed from a detection value of the torque sensor connected to the EPS controller 31, a turning direction of the steering manual 34 is determined (step 205). It is determined that it is an additive steering if the torque is applied to the steering torque value during the automatic steering before the steering by the driver is applied in a direction which increases the steering torque, and it is determined to be a subtractive steering if the torque is applied in a direction which decreases the steering torque.
[0149] (6) Determination of Additive Steering Neutralization
[0150] If the steering is determined to be additive steering when determining the steering direction, the steering torque is compared with the additive steering override threshold value T10 (step 206).
[0151] i) If the steering torque > the additive steering neutralization threshold value T1o, it is determined that the maneuver is a neutralization and the neutralization is executed immediately, switching to manual steering.
[0152] (ii) If the steering torque ≤ the additive steering override threshold value T1o, override is not executed, and inter-vehicle control and automatic steering continue.
[0153] (7) Determination of Subtractive Steering Override
[0154] If the steering is determined to be a subtractive steering when determining the steering direction, the steering torque is compared with the subtractive steering override threshold value T20 (step 207).
[0155] i) If the steering torque > the subtractive steering neutralization threshold value T2o, it is determined that the maneuver is a neutralization, and the neutralization is executed immediately, switching to manual steering.
[0156] ii) If the steering torque ≤ the subtractive steering override threshold value T2o, override is not executed, and inter-vehicle control and automatic steering continue.
[0157] (8) Determination of Elapsed Time to Take Control - Start of Follow-up Route Backup Control
[0158] In the case of the continuation of the follow-up route (inter-vehicle control and automatic steering) by means of these neutralization determinations (steps 204-207), the countdown of a period of time elapsed since the notification of the stoppage of the route following vehicle ahead/trajectory following path (inter-vehicle control and automatic steering function stop) and steering takeover at step 202 continue (step 208) , and follow-up route backup control (inter-vehicle control and automatic steering) is started when the waiting time (two seconds) has elapsed (step 209).
[0159] Inter-vehicle control backup control (ACC function): The acceleration/deceleration command value (vehicle speed command) input to the motor controller 32 is gradually reduced to 0 km/h/ s with the predetermined inclination, and the deceleration command value input to the ESP controller 33 is also reduced to 0 m/s² with the predetermined inclination.
[0160] Automated steering backup control: The steering torque command value entered in the EPS controller is gradually reduced to 0 Nm with the predetermined inclination.
[0161] (9) End of Emergency Control - Termination of Trajectory Following / Forward Based Vehicle Following Function and Taking Control of Maneuvers
[0162] When the trajectory following backup control ends, the trajectory following/vehicle following ahead function is stopped and driver takeover is performed (step 210), switching to manual driving. by operation of the accelerator/brake and steering by the driver (step 211).
[0163] Although oversteering override at the time of notification of stopping the follow course and taking control of maneuvers can be fundamentally prevented by changing the override threshold values as described above, if the oversteering manual steering is equal to or greater than the override threshold values in the override determination described above (step 206 or 207), the ACC and automatic steering functions will be overridden by manual steering.
[0164] When the override threshold value is set (step 202), by setting an upper limit value of the steering torque or steering angle (in inverse proportion to vehicle speed/decreases as vehicle speed increases) defined as a function of the vehicle speed by the EPS controller 31 to take a lower value than that taken during circulation in the general section, or by changing a steering gain of the manual steering so that it takes a higher value small by the ESP controller 31, excessive steering can be prevented when overridden by manual steering.
[0165] It is preferable that the override threshold values be maintained from notification of maneuver takeover until the end of backup control. By doing so, control takeover of maneuvers can be performed gradually in a state in which steering control by the auto-steering function and inter-vehicle control by the ACC function are partially active, and control takeover smooth maneuvers can be performed.
[0166] (Operation and Effects)
[0167] As detailed above, because the driving control device for the vehicle according to the present invention is configured such that, when the own position of the vehicle reaches the predetermined point S before the toll station 6, the threshold values of neutralization serving as a criterion for determining intervention by maneuver to stop the vehicle tracking function located in front and the trajectory tracking function are modified to take a value greater than that taken during circulation in the general section such as the main branch section 5 provided with the lane markings 5s and the overriding threshold values are maintained in the laneless sections 60 and 62 before and after the toll barrier, excessive maneuver prevention effects can be expected in the cases illustrated below.
[0168] (Example 1: Lane Change Stop Near Toll Station - Tracking Route in Laneless Section)
[0169] For example, as shown in Fig. 8A, while the vehicle 1 which was traveling in a central lane 52 of the main freeway branch section 5 having three lanes (51, 52 and 53) on one side performs an automated lane change (LC) towards the lane neighbor 51 before the toll station 6, if another preceding vehicle 2 which was traveling in the neighboring lane on the right side 51 enters the laneless section 60 and brakes suddenly, enters the zone located in front ZF of vehicle 1, and makes it impossible to continue the automated lane change, the changeover to a return to the original lane (LB) is carried out.
[0170] At this stage, even if the driver who is overwhelmed by the display of the lane change stoppage or the behavior of the vehicle makes an intervention by excessive steering, neutralization is avoided because the steering neutralization threshold values serving as a criterion determination of the intervention by steering are modified to take a higher value than that taken during circulation in the general section, and the changeover to the return to the original lane (LB) can be continued.
[0171] Furthermore, as illustrated in Fig. 8B, when other following vehicles 3 and 4 enter the area behind ZR of vehicle 1 and it is determined that the return to the original lane (LB) cannot be performed, the request of takeover and the transfer of power are notified if the vehicle 1 has not reached the laneless section 60. At this stage, even if the driver who is overwhelmed by the notification performs an intervention by steering or an intervention by maneuver excessive braking, neutralization is avoided because the neutralization threshold values serving as a criterion for determining the intervention by steering or the intervention by maneuver are modified to take a value greater than that taken during circulation in the general section, and switching to the backup control can be performed in the state in which the inter-vehicle control and the automated steering function continue.
[0172] If vehicle 1 has reached laneless section 60, as shown in FIG. 8C, it is possible to switch to a vehicle-in-front (TR) tracking course targeting another vehicle 7 in front, ensuring that if the driver who is overwhelmed by a change in behavior performs a steering intervention or a intervention by excessive braking maneuver, neutralization is avoided because the neutralization threshold values serving as a criterion for determining the intervention by steering and the intervention by braking maneuver are modified to take a value greater than that taken during circulation in the general section, and thus, a closing in on vehicle 2 in front due to an oversteer override (OR) and a closing in on other vehicles 3 and 4 which follow due in an override of excessive braking maneuver (OB ) can be avoided.
[0173] (Example 2: Tracking Route in a Laneless Section after Crossing a Toll Barrier
[0174] Then, as shown in Fig. 9A, while the vehicle 1 which has passed through the toll barrier performs a vehicle ahead tracking (TR) course targeting another vehicle 2 which is ahead in the laneless section 62, when another vehicle 3 which was traveling in a zone situated at the front left ZFL inserts itself in front of vehicle 1 (to avoid another vehicle 7 which precedes) as shown in FIG. 9B, even if the driver who is overwhelmed by the behavior of the vehicle 3 carries out an intervention by steering or an intervention by excessive braking maneuver, neutralization is avoided because the neutralization threshold values serving as a criterion for determining the intervention by steering and intervention per maneuver are modified to take a higher value than that taken during circulation in the general section, thus, an approach towards another vehicle 4 in a zone located at the front right ZFR due to a neutralization of excessive steering (OR) can be avoided.
[0175] Because excessive braking maneuver override (OB) is avoided, closing to another following vehicle 8 is avoided as shown in FIG. 9C, inter-vehicle control and automatic steering continue, a switch to a vehicle following course ahead targeting the other vehicle 3 in front can be performed, and when the vehicle crosses the laneless section 62 and enters the main branch section 5' and lane recognition by the external sensor 21 resumes, a switch to PADS driving (PALS driving) can be performed.
[0176] Although the embodiment has been described in a case where the brake override threshold value is set based on the deceleration request resulting from the driver's operation of the brake pedal, the brake override threshold value braking can also be configured to be defined on the basis of the amplitude of the depression of the brake pedal by the driver, that is to say a position of the brake pedal.
[0177] Although this embodiment illustrated a case where the steering override threshold value is set based on the steering torque, the steering override threshold value can also be set to be set based on the angle steering, steering angle speed, or the like.
[0178] Although some embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and various modifications and changes are possible within the scope of the present invention. 1 Vehicle (the vehicle) 2, 3, 4, 7, 8 Other vehicle 5 Main branch section (general section before toll station) 5' Main branch section (general section after crossing the toll plaza) 5s, 6s Lane marking 6 Toll station 6th, 6m Toll barrier 10 Automated Driving Controller 11 Estimation part of surrounding conditions 12 Trajectory generation part 13 Vehicle control part 14 ACC controller 15 LKA Controller 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 60 Laneless section (before the toll plaza, in front of the toll barrier) 62 Laneless section (after crossing the toll plaza, behind the toll gate)
[0179] For convenience, the following patent document is cited: - [Patent Document 1] JP 2012-096569 A.

权利要求:
Claims (12)
[0001]
Driving control device for a vehicle (1), comprising: a surrounding condition estimation part (11) comprising a surrounding recognition function for recognizing a lane of the vehicle and neighboring lanes and other vehicles in the respective lanes and a function of obtaining the travel state of the vehicle; a trajectory generating part (12) for generating a target trajectory on the basis of information obtained by the surrounding condition estimation part (11); and a vehicle control part (13) configured to perform speed control and steering control to cause the vehicle to follow the target path, wherein the part for estimating the surrounding conditions (11) comprises means for obtaining the proper position of the vehicle near a toll station (6), having a function of tracking a vehicle located in front to drive by targeting a vehicle located in front, characterized in that the driving control device has a function for modifying neutralization threshold values serving as a criterion for determining the intervention by maneuver to stop the vehicle tracking function located in front and a monitoring function trajectory so that they take a value greater than that taken during traffic in a general section provided with lane markings when the vehicle's own position reaches a predetermined point near a section without lane markings preceding the toll station (6).
[0002]
A driving control device for a vehicle (1) according to claim 1, wherein the neutralization threshold values modified to take the upper value are configured to be maintained from the section without lane markings preceding the toll station (6) until reaching a general section provided with lane markings (5s, 6s) via a section without lane markings after crossing the toll station (6) excluding or including a section provided with lane markings (5s, 6s) preceding and following a toll barrier (6th, 6m).
[0003]
A driving control device for a vehicle according to claim 2, wherein when driving by the vehicle tracking function located at the front (1) in the section without lane markings after crossing the toll station ( 6) or during the lane-following route targeting a general section of the traffic lane provided with lane markings (5s, 6s) located at the front, when it is detected that another vehicle (2, 3, 4, 7, 8) enters the predetermined area of the vehicle by the surroundings recognition function, a driver is notified of the stop of the front vehicle tracking function or the lane following function and control of maneuvers, and a back-up control of functions is configured to be performed.
[0004]
A driving control device for a vehicle according to any one of claims 1 to 3, further having: a function to perform an automated lane change to a neighboring lane when the vehicle's own position is in the general section with lane markings (5s, 6s) and there is no other vehicle in a range predetermined from the neighboring lane; and a function for stopping the lane change and for returning to an original lane when it is detected that another vehicle is entering the predetermined area of the vehicle by the surroundings recognition function when changing lanes by the function to perform an automated lane change, wherein, when it is detected that another vehicle is entering the predetermined area of the vehicle by the surroundings recognition function, if the vehicle's own position is in the section without lane markings before the toll station (6 ), a switch to driving by the vehicle tracking function located at the front or the lane following course targeting a toll barrier is configured to be performed.
[0005]
A driving control device for a vehicle according to any one of claims 1 to 4, wherein the means for obtaining the own position of the vehicle in the vicinity of the toll station (6) comprises associating the information relating to the own position of the vehicle by means of positioning means and map information or image recognition for an object to be displayed such as a display of information relating to the toll gate or a sign giving the distance.
[0006]
A driving control device for a vehicle according to any one of claims 1 to 5, further having an ACC function for performing a constant speed course in accordance with a target speed when there is no other vehicle ahead in the vehicle lane, and for performing a following course maintaining an inter-vehicle distance predetermined when there is another vehicle ahead and an LKA function to maintain a course in the vehicle lane by following control to the target path, in which the neutralization threshold values also serve as neutralization threshold values serving as a criterion for determining the intervention by maneuver to stop the ACC function and / or the LKA function.
[0007]
A driving control device for a vehicle according to any one of claims 1 to 6, in which the neutralization threshold values comprise a brake neutralization threshold value serving as a criterion for determining intervention by maneuvering the brake and / or a value steering neutralization threshold serving as a criterion for determining intervention by steering maneuver.
[0008]
Driving control device for a vehicle, comprising: a surrounding condition estimation part (11) comprising a surrounding recognition function for recognizing a lane of the vehicle and neighboring lanes and other vehicles in the respective lanes and a function of obtaining the travel state of the vehicle; a trajectory generating part for generating a target trajectory on the basis of information obtained by the surrounding condition estimation part (11); and a vehicle control part (13) configured to perform speed control and steering control to cause the vehicle to follow the target path, and having a function of tracking a vehicle located in front to drive by targeting a vehicle located in front, characterized in that the driving control device has a function for modifying neutralization threshold values serving as a criterion for determining the intervention by maneuver to stop the vehicle tracking function located in front and a monitoring function trajectory so that they take a value greater than that taken during traffic in a general section provided with lane markings (5s, 6s) when the vehicle's own position passes through a toll barrier (6th, 6m) or a section provided with lane markings (5s, 6s) preceding and following the toll barrier (6th, 6m).
[0009]
A driving control device for a vehicle according to claim 8, in which the neutralization threshold values modified to take the higher value are configured to be maintained until reaching a general section provided with lane markings (5s, 6s ) via a section without lane markings after crossing a toll station (6).
[0010]
A driving control device for a vehicle according to claim 9, wherein when driving by the vehicle tracking function located at the front in the section without lane markings after crossing the toll station (6) or during the lane-following route targeting a general section traffic lane provided with lane markings (5s, 6s) located in front, when it is detected that another vehicle is entering the predetermined area of the vehicle by the surroundings recognition function, a driver is notified of the stop of the vehicle tracking function located in the front or the lane following and maneuver control function, and the emergency control of functions is configured to be executed.
[0011]
Driving control device for a vehicle, comprising: a surrounding condition estimation part (11) comprising a surrounding recognition function for recognizing a lane of the vehicle and neighboring lanes and other vehicles in the respective lanes and a function of obtaining the travel state of the vehicle; a trajectory generating part (12) for generating a target trajectory on the basis of information obtained by the surrounding condition estimation part (11); and a vehicle control part (13) configured to perform speed control and steering control to cause the vehicle to follow the target path, having: a function of tracking a vehicle located ahead for driving by targeting a vehicle located in front; and a function of notifying a driver of the stopping of the tracking function of a vehicle located in front or of a lane following function and of taking control of maneuvers and execution of a emergency control of functions when it is detected that another vehicle is entering the predetermined area of the vehicle by the surroundings recognition function while driving in a section without lane markings after crossing the toll station (6 ), characterized in that the driving control device has a function of modifying neutralization threshold values serving as a criterion for determining the intervention by maneuver to stop the functions, so that they take a value greater than that taken during traffic in a general section provided with lane markings (5s, 6s) when the driver is notified that the functions have been stopped and that maneuvering has been taken over.
[0012]
A driving control device for a vehicle according to claim 11, in which the neutralization threshold values modified to take the higher value are configured to be maintained until reaching a general section provided with lane markings (5, 6s ) via a section without lane markings after crossing the toll station (6).

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同族专利:

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公开号 | 公开日

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US11235765B2|2022-02-01|

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JP2020157985A|2020-10-01|

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DE102020100343A1|2020-10-01|

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FR3094320B1|2021-12-10|

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法律状态:
2021-01-28| PLFP| Fee payment|Year of fee payment: 2 |

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2021-04-30| PLSC| Publication of the preliminary search report|Effective date: 20210430 |

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2022-01-27| PLFP| Fee payment|Year of fee payment: 3 |

优先权:

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申请号 | 申请日 | 专利标题

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JP2019060687A|JP2020157985A|2019-03-27|2019-03-27|Travel control device for vehicle|

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JP2019-060687|2019-03-27|

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