U.S. patent application number 16/220090 was filed with the patent office on 2019-08-15 for autonomous driving system.
This patent application is currently assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA. The applicant listed for this patent is TOYOTA JIDOSHA KABUSHIKI KAISHA. Invention is credited to Ryuta Hashimoto, Akira Ito.
Application Number | 20190248382 16/220090 |
Document ID | / |
Family ID | 67542025 |
Filed Date | 2019-08-15 |
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United States Patent
Application |
20190248382 |
Kind Code |
A1 |
Hashimoto; Ryuta ; et
al. |
August 15, 2019 |
AUTONOMOUS DRIVING SYSTEM
Abstract
An autonomous driving system issues a notification to a driver
of a vehicle during autonomous driving. The notification is a
proposal or a previous notice of a vehicle action, or a request for
manual driving. A notification timing is a timing to issue the
notification to the driver. Necessary vehicle control required in
connection with the notification includes acceleration/deceleration
control and steering control. A start timing limit is a slowest
timing to start the necessary vehicle control with which
acceleration/deceleration and a steering speed during the necessary
vehicle control can be respectively suppressed to predetermined
values or lower. In a situation where the start timing limit is
earlier than the notification timing, the autonomous driving system
starts preliminary control, which is at least a part of the
necessary vehicle control, at or before the start timing limit.
Inventors: |
Hashimoto; Ryuta;
(Susono-shi, JP) ; Ito; Akira; (Susono-shi,
JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
TOYOTA JIDOSHA KABUSHIKI KAISHA |
Toyota-shi |
|
JP |
|
|
Assignee: |
TOYOTA JIDOSHA KABUSHIKI
KAISHA
Toyota-shi
JP
|
Family ID: |
67542025 |
Appl. No.: |
16/220090 |
Filed: |
December 14, 2018 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W 2050/146 20130101;
B60W 30/16 20130101; G05D 1/0088 20130101; B60W 30/10 20130101;
B60W 2552/00 20200201; B60W 10/02 20130101; G05D 1/0061 20130101;
B60W 2556/50 20200201; B60W 30/182 20130101; B60W 10/08 20130101;
B60W 50/14 20130101; G05D 2201/0213 20130101; B60W 60/0053
20200201; B60W 2050/143 20130101; B60W 60/0057 20200201 |
International
Class: |
B60W 50/14 20060101
B60W050/14; G05D 1/00 20060101 G05D001/00 |
Foreign Application Data
Date |
Code |
Application Number |
Feb 13, 2018 |
JP |
2018-023379 |
Claims
1. An autonomous driving system mounted on a vehicle and comprising
a control device configured to control autonomous driving of the
vehicle and to issue a notification to a driver of the vehicle
during the autonomous driving, wherein: the notification is a
proposal or a previous notice of a vehicle action, or a request for
manual driving; necessary vehicle control required in connection
with the vehicle action includes acceleration/deceleration control
and steering control; necessary vehicle control required in
connection with the manual driving includes deceleration control
that decreases a vehicle speed to a target speed or lower before
arriving at a predetermined position; a notification timing is a
timing when the control device issues the notification to the
driver; a start timing limit is a slowest timing to start the
necessary vehicle control with which acceleration/deceleration and
a steering speed during the necessary vehicle control can be
respectively suppressed to predetermined values or lower, and in a
situation where the start timing limit is earlier than the
notification timing, the control device starts preliminary control,
which is at least a part of the necessary vehicle control, at or
before the start timing limit.
2. The autonomous driving system according to claim 1, wherein in
the situation where the start timing limit is earlier than the
notification timing, the control device starts the preliminary
control before the start timing limit, and sets the
acceleration/deceleration and the the steering speed during the
preliminary control to be lower than the predetermined values,
respectively.
3. The autonomous driving system according to claim 1, wherein: a
response operation by the driver is approval of the proposed
vehicle action or a manual driving operation by the driver; and in
another situation where the start timing limit is later than the
notification timing and the response operation is not performed by
the driver by the start timing limit, the control device starts the
preliminary control at the start timing limit.
4. The autonomous driving system according to claim 1, wherein in
another situation where the start timing limit is later than the
notification timing, the control device starts the preliminary
control between the notification timing and the start timing limit,
and sets the acceleration/deceleration and the the steering speed
during the preliminary control to be lower than the predetermined
values, respectively.
Description
BACKGROUND
Technical Field
[0001] The present disclosure relates to an autonomous driving
system that controls autonomous driving of a vehicle. In
particular, the present disclosure relates to an autonomous driving
system that issues a notification to a driver during autonomous
driving.
Background Art
[0002] Patent Literature 1 discloses a driving assist control
device mounted on a vehicle. When determining that a lane change is
possible, the driving assist control device proposes the lane
change to a driver. When the proposed lane change is approved by
the driver, the driving assist control device starts
acceleration/deceleration control and steering control necessary
for the lane change.
LIST OF RELATED ART
[0003] Patent Literature 1: Japanese Unexamined Patent Application
Publication No. JP-2016-71514
SUMMARY
[0004] According to the technique disclosed in the above-mentioned
Patent Literature 1, the driving assist control device proposes a
lane change to the driver and, after the proposed lane change is
approved by the driver, starts vehicle control (i.e.
acceleration/deceleration control and steering control) required
for the lane change. Therefore, if the proposal to the driver or
the approval by the driver is delayed, rapid
acceleration/deceleration or steering is required for completing
the lane change at or before a target position.
[0005] To generalize, let us consider an autonomous driving system
that issues a "notification" to a driver during autonomous driving.
The notification is exemplified by a proposal or a previous notice
of a vehicle action, or a request for manual driving. Depending on
a timing of the notification, there is a possibility that vehicle
control (e.g. acceleration/deceleration control, steering control)
required in connection with the notification becomes too rapid.
Such the rapid acceleration/deceleration or steering causes the
driver's sense of anxiety and brings trouble to a surrounding
vehicle. These cause decrease in confidence in the autonomous
driving system.
[0006] An object of the present disclosure is to provide a
technique that can smoothly perform vehicle control required in
connection with a notification in an autonomous driving system that
issues the notification to a driver during autonomous driving.
[0007] A first disclosure is directed to an autonomous driving
system mounted on a vehicle.
[0008] The autonomous driving system includes a control device
configured to control autonomous driving of the vehicle and to
issue a notification to a driver of the vehicle during the
autonomous driving.
[0009] The notification is a proposal or a previous notice of a
vehicle action, or a request for manual driving.
[0010] Necessary vehicle control required in connection with the
vehicle action includes acceleration/deceleration control and
steering control.
[0011] Necessary vehicle control required in connection with the
manual driving includes deceleration control that decreases a
vehicle speed to a target speed or lower before arriving at a
predetermined position.
[0012] A notification timing is a timing when the control device
issues the notification to the driver.
[0013] A start timing limit is a slowest timing to start the
necessary vehicle control with which acceleration/deceleration and
a steering speed during the necessary vehicle control can be
respectively suppressed to predetermined values or lower.
[0014] In a situation where the start timing limit is earlier than
the notification timing, the control device starts preliminary
control, which is at least a part of the necessary vehicle control,
at or before the start timing limit.
[0015] A second disclosure further has the following feature in
addition to the first disclosure.
[0016] In the situation where the start timing limit is earlier
than the notification timing, the control device starts the
preliminary control before the start timing limit, and sets the
acceleration/deceleration and the the steering speed during the
preliminary control to be lower than the predetermined values,
respectively.
[0017] A third disclosure further has the following feature in
addition to the first disclosure.
[0018] A response operation by the driver is approval of the
proposed vehicle action or a manual driving operation by the
driver.
[0019] In another situation where the start timing limit is later
than the notification timing and the response operation is not
performed by the driver by the start timing limit, the control
device starts the preliminary control at the start timing
limit.
[0020] A fourth disclosure further has the following feature in
addition to the first or second disclosure.
[0021] In another situation where the start timing limit is later
than the notification timing, the control device starts the
preliminary control between the notification timing and the start
timing limit, and sets the acceleration/deceleration and the the
steering speed during the preliminary control to be lower than the
predetermined values, respectively.
[0022] The autonomous driving system according to the present
disclosure performs the necessary vehicle control in connection
with the notification. Specifically, the autonomous driving system
starts the preliminary control, which is at least a part of the
necessary vehicle control, at the start timing limit at the latest.
It is therefore possible to prevent the acceleration/deceleration
and the steering speed during the necessary vehicle control from
exceeding the predetermined values. In other words, it is possible
to smoothly perform the necessary vehicle control required in
connection with the notification. Since the rapid
acceleration/deceleration or steering is prevented, the driver is
prevented from feeling a sense of anxiety.
BRIEF DESCRIPTION OF DRAWINGS
[0023] FIG. 1 is a conceptual diagram for explaining an autonomous
driving system according to an embodiment of the present
disclosure;
[0024] FIG. 2 is a conceptual diagram for explaining an example of
a notification in the embodiment of the present disclosure;
[0025] FIG. 3 is a conceptual diagram for explaining another
example of the notification in the embodiment of the present
disclosure;
[0026] FIG. 4 is a conceptual diagram for explaining still another
example of the notification in the embodiment of the present
disclosure;
[0027] FIG. 5 is a conceptual diagram for explaining an outline of
processing by the autonomous driving system according to the
embodiment of the present disclosure;
[0028] FIG. 6 is a conceptual diagram for explaining an outline of
processing by the autonomous driving system according to the
embodiment of the present disclosure;
[0029] FIG. 7 is a block diagram showing a configuration example of
the autonomous driving system according to the embodiment of the
present disclosure;
[0030] FIG. 8 is a block diagram showing an example of driving
environment information used in the autonomous driving system
according to the embodiment of the present disclosure;
[0031] FIG. 9 is a flow chart showing a first example of processing
by the autonomous driving system according to the embodiment of the
present disclosure;
[0032] FIG. 10 is a flow chart showing the first example of
processing by the autonomous driving system according to the
embodiment of the present disclosure;
[0033] FIG. 11 is a flow chart showing the first example of
processing by the autonomous driving system according to the
embodiment of the present disclosure;
[0034] FIG. 12 is a flow chart showing a second example of
processing by the autonomous driving system according to the
embodiment of the present disclosure;
[0035] FIG. 13 is a flow chart showing the second example of
processing by the autonomous driving system according to the
embodiment of the present disclosure; and
[0036] FIG. 14 is a flow chart showing the second example of
processing by the autonomous driving system according to the
embodiment of the present disclosure.
EMBODIMENTS
[0037] Embodiments of the present disclosure will be described
below with reference to the attached drawings.
1. Outline
[0038] FIG. 1 is a conceptual diagram for explaining an autonomous
driving system 10 according to the present embodiment. The
autonomous driving system 10 is mounted on a vehicle 1 and controls
autonomous driving of the vehicle 1. In order to achieve a smooth
vehicle travel, the autonomous driving system 10 sometimes issues a
"notification N" to a driver of the vehicle 1 during the autonomous
driving. The driver performs a "response operation R" in response
to the notification N, as appropriate.
[0039] An example of the notification N is a proposal of a vehicle
action to the driver. For example, the vehicle action is a lane
change (LC). Examples of a situation requiring the lane change
include lane branching, lane merging, and so forth. When
determining that the vehicle action is necessary, the autonomous
driving system 10 proposes the vehicle action to the driver. The
driver approves or refuses the proposed vehicle action. That is to
say, approval or refusal is the response operation R responding to
the proposal of the vehicle action. In the following description,
we consider only a case where the driver approves. When the
proposed vehicle action is approved by the driver, the autonomous
driving system 10 performs the vehicle action.
[0040] Another example of the notification N is a previous notice
of a vehicle action to the driver. In the case of the previous
notice of the vehicle action, the driver need not perform any
response operation R. The autonomous driving system 10
automatically starts the previously-noticed vehicle action.
However, the driver is allowed to cancel the vehicle action.
[0041] Still another example of the notification N is a request for
manual driving to the driver. Examples of a situation requiring the
manual driving are as follows: a zone where the autonomous driving
is permitted ends; there is an event (e.g. a tollgate, a roadwork
section, complex terrain, etc.) that is hard to handle by the
autonomous driving; and so forth. When determining that the manual
driving is necessary, the autonomous driving system 10 requests the
driver to start the manual driving. In response to the manual
driving request, the driver performs a manual driving operation
(e.g. steering hold, a steering operation, an acceleration
operation, a braking operation). That is to say, the manual driving
operation is the response operation R responding to the manual
driving request.
[0042] Next, let us consider vehicle control (e.g.
acceleration/deceleration control, steering control) required in
connection with the notification N. The vehicle control required in
connection with the notification N is hereinafter referred to as
"necessary vehicle control".
[0043] As an example of the notification N, FIG. 2 shows a case
where a lane change is proposed before lane branching. The vehicle
1 is traveling in a lane L1 of a main line. Ahead of the vehicle 1,
a branch lane LB branches off from the lane L1. The autonomous
driving system 10 plans to enter the branch lane LB in order to
reach a destination. The autonomous driving system 10 proposes to
make a lane change from the lane L1 to the branch lane LB.
[0044] In general, a speed limit in the branch lane LB is lower
than that in the main line. Therefore, when the lane change for the
lane branching is planned to be performed, the deceleration control
is required. That is, the necessary vehicle control required in
connection with the lane change for the lane branching includes the
deceleration control and the steering control for moving from the
lane L1 to the branch lane LB. If the proposal of the lane change
or the approval by the driver is delayed, rapid deceleration and
steering may be necessary for the vehicle 1 to enter the branch
lane LB.
[0045] As another example of the notification N, FIG. 3 shows a
case where a lane change is proposed before lane merging. The
vehicle 1 is traveling in a merge lane LM. Ahead of the vehicle 1,
the merge lane LM merges with a lane L1 of a main line. The
autonomous driving system 10 proposes to make a lane change from
the merge lane LM to the lane L1.
[0046] In general, a speed limit in the merge lane LM is lower than
that in the main line, and a flow in the main line is faster than
that in the merge lane LM. Moreover, when there is a curve before a
lane merging section as shown in FIG. 3, the vehicle 1 decelerates.
Therefore, when the lane change for the lane merging is planned to
be performed, the acceleration control is required. That is, the
necessary vehicle control required in connection with the lane
change for the lane merging includes the acceleration control and
the steering control for moving from the merge lane LM to the lane
L1. If the proposal of the lane change or the approval by the
driver is delayed, rapid acceleration and steering may be necessary
for the vehicle 1 to move to the lane L1.
[0047] As still another example of the notification N, FIG. 4 shows
a case where manual driving is requested. The vehicle 1 is
traveling in a lane L1. At a predetermined position PA ahead of the
vehicle 1, an autonomous driving permitted zone ends while an
autonomous driving prohibited zone starts. The autonomous driving
system 10 determines that the manual driving is necessary, and thus
requests the driver to start the manual driving before arriving at
the predetermined position PA.
[0048] In general, the autonomous driving prohibited zone is a zone
where the autonomous driving is difficult. It is therefore
necessary to sufficiently slow down before arriving at the
predetermined position PA. That is, the necessary vehicle control
required in connection with the manual driving includes the
deceleration control that decreases a vehicle speed to a target
speed or lower before arriving at the predetermined position PA. If
the manual driving request is delayed or the manual driving
operation by the driver is delayed, rapid deceleration may be
necessary for setting the vehicle speed at the predetermined
position PA to the target speed or lower.
[0049] As exemplified above, depending on a timing of the
notification N, there is a possibility that the necessary vehicle
control (the acceleration/deceleration control, the steering
control) required in connection with the notification N becomes too
rapid. Such the rapid acceleration/deceleration or steering causes
the driver's sense of anxiety and brings trouble to a surrounding
vehicle. These cause decrease in confidence in the autonomous
driving system 10. In view of the above, the autonomous driving
system 10 according to the present embodiment is configured to be
capable of smoothly performing the necessary vehicle control
required in connection with the notification N.
[0050] FIG. 5 is a conceptual diagram for explaining an outline of
processing by the autonomous driving system 10 according to the
present embodiment. A "notification timing TN" is a timing when the
autonomous driving system 10 issues the notification N to the
driver. If the notification timing TN is too early, the driver
cannot understand what the notification N is intended to and thus
feels a sense of strangeness about the notification N having no
context. It is therefore preferable that the notification timing TN
is determined as usual.
[0051] A "start timing limit TL" is a slowest (last) timing at
which the necessary vehicle control described above should be
started. More specifically, the start timing limit TL is the
slowest (last) timing to start the necessary vehicle control with
which acceleration/deceleration and a steering speed during the
necessary vehicle control can be respectively suppressed to
"predetermined values" or lower. Here, the predetermined values are
upper limit values of the acceleration/deceleration and the
steering speed with which reasonable and smooth
acceleration/deceleration and steering are realized. If the
necessary vehicle control is started after the start timing limit
TL, it is forced to execute the necessary vehicle control with the
acceleration/deceleration or the steering speed higher than the
predetermined value.
[0052] According to the present embodiment, in a situation where
the start timing limit TL is earlier than the notification timing
TN, the autonomous driving system 10 starts at least a part of the
necessary vehicle control without waiting for the notification
timing TN. More specifically, in the situation where the start
timing limit TL is earlier than the notification timing TN, the
autonomous driving system 10 starts at least a part of the
necessary vehicle control at the start timing limit TL or before
the start timing limit TL. The part of the necessary vehicle
control performed here is hereinafter referred to as "preliminary
control".
[0053] For example, in the case of the lane change for the lane
branching shown in FIG. 2, the necessary vehicle control includes
the deceleration control and the steering control for moving from
the lane L1 to the branch lane LB. In this case, the preliminary
control includes the deceleration control which is a part of the
necessary vehicle control. The preliminary control may further
include the steering control for beforehand getting close to the
side of the branch lane LB within the lane L1. However, the
preliminary control does not include the steering control for
crossing a lane boundary to move into the branch lane LB. The
steering control for crossing the lane boundary to move into the
branch lane LB is included in "main control" in the necessary
vehicle control.
[0054] As another example, in the case of the lane change for the
lane merging shown in FIG. 3, the necessary vehicle control
includes the acceleration control and the steering control for
moving from the merge lane LM to the lane L1. In this case, the
preliminary control includes the acceleration control which is a
part of the necessary vehicle control. The preliminary control may
further include the steering control for beforehand getting close
to the side of the lane L1 within the merge lane LM. However, the
preliminary control does not include the steering control for
crossing the lane boundary to move into the lane L1. The steering
control for crossing the lane boundary to move into the lane L1 is
included in "main control" in the necessary vehicle control.
[0055] As still another example, in the case of the manual driving
request shown in FIG. 4, the necessary vehicle control includes the
deceleration control that decreases the vehicle speed to the target
speed or lower before arriving at the predetermined position PA. In
this case, the preliminary control includes at least a part of the
deceleration control. That is, the autonomous driving system 10
also performs the deceleration control in addition to the
deceleration control by the driver.
[0056] FIG. 6 shows another situation where the notification timing
TN is earlier than the start timing limit TL. The driver does not
always perform the response operation R (i.e. approval or manual
driving operation) immediately after the notification N is issued
to the driver. For example, when the driver's awareness is low, the
driver cannot promptly perform the response operation R in response
to the notification N. Therefore, the start timing limit TL may
come after the notification timing TN and before a response timing
TR when the response operation R is performed. In this case, it is
preferable to start the preliminary control without waiting for the
response operation R by the driver.
[0057] As shown in FIG. 6, in the situation where the start timing
limit TL is later than the notification timing TN and the response
operation R is not performed by the start timing limit TL, the
autonomous driving system 10 starts the preliminary control at the
start timing limit TL. Alternatively, the autonomous driving system
10 can start the preliminary control before the start timing limit
TL, that is, between the notification timing TN and the start
timing limit TL.
[0058] As described above, the autonomous driving system 10
according to the present embodiment performs the necessary vehicle
control in connection with the notification N. Specifically, the
autonomous driving system 10 starts the preliminary control, which
is at least a part of the necessary vehicle control, at the start
timing limit TL at the latest. It is therefore possible to prevent
the acceleration/deceleration and the steering speed during the
necessary vehicle control from exceeding the predetermined values.
In other words, it is possible to smoothly perform the necessary
vehicle control required in connection with the notification N.
Since the rapid acceleration/deceleration or steering is prevented,
the driver is prevented from feeling a sense of anxiety.
[0059] When the preliminary control is started before the start
timing limit TL, it is possible to set the
acceleration/deceleration and the steering speed during the
preliminary control to be lower than the predetermined values,
respectively. Setting the acceleration/deceleration and the
steering speed during the preliminary control to be lower than the
respective predetermined values makes it possible to reduce the
driver's feeling of strangeness about the preliminary control. For
example, it is possible to perform the preliminary control softly
such that the driver cannot notice the preliminary control.
[0060] As a comparative example, it may be considered to put the
notification timing TN ahead in order to suppress the
acceleration/deceleration and the steering speed during the
necessary vehicle control. However, if the notification timing TN
is too early, the driver cannot understand what the notification N
is intended to and thus feels a sense of strangeness about the
notification N having no context. According to the present
embodiment, the preliminary control is performed instead of putting
the notification timing TN ahead. As a result, the driver is
prevented from feeling the sense of strangeness about the
notification N having no context.
[0061] Hereinafter, a configuration of and processing by the
autonomous driving system 10 according to the present embodiment
will be described in more detail.
2. Configuration Example of Autonomous Driving System
[0062] FIG. 7 is a block diagram showing a configuration example of
the autonomous driving system 10 according to the present
embodiment. The autonomous driving system 10 is provided with a GPS
(Global Positioning System) receiver 20, a map database 30, a
sensor group 40, a communication device 50, an HMI (Human Machine
Interface) unit 60, a response operation sensor 70, a travel device
80, and a control device 100.
[0063] The GPS receiver 20 receives signals transmitted from a
plurality of GPS satellites and calculates a position and an
orientation of the vehicle 1 based on the received signals.
[0064] Map information is recorded in the map database 30. The map
information includes information of lane geometries, lane
attributes, autonomous driving permitted zones, positions of
facilities (a tollgate, for example), and the like.
[0065] The sensor group 40 detects a situation around the vehicle 1
and a travel state of the vehicle 1. The sensor group 40 is
exemplified by a LIDAR (Laser Imaging Detection and Ranging), a
radar, a camera, a vehicle speed sensor, and the like. The LIDAR
uses laser lights to detect a target around the vehicle 1. The
radar uses radio waves to detect a target around the vehicle 1. The
camera images a situation around the vehicle 1. The vehicle speed
sensor detects a speed of the vehicle 1.
[0066] The communication device 50 communicates with the outside of
the vehicle 1. For example, the communication device 50 performs a
V2I communication (a vehicle-to-infriastructure communication) with
a surrounding infrastructure. The communication device 50 may
perform a V2V communication (a vehicle-to-vehicle communication)
with a surrounding vehicle. In addition, the communication device
50 may communicate with a management server managing autonomous
driving service through a communication network.
[0067] The HMI unit 60 is an interface for proving the driver with
information and receiving information from the driver. More
specifically, the HMI unit 60 includes an input device and an
output device. The input device is exemplified by a touch panel, a
switch, a microphone, and the like. The output device is
exemplified by a display device, a speaker, and the like. The
output device is used for outputting the notification N to the
driver. The input device is used by the driver for inputting the
response operation R (especially, approval/refusal).
[0068] In some cases, the response operation R by the driver is the
manual driving operation (e.g. the steering hold, the steering
operation, the acceleration operation, the braking operation). The
response operation sensor 70 includes a sensor for detecting the
response operation R other than approval and refusal. For example,
the response operation sensor 70 includes a steering wheel touch
sensor for detecting whether or not the driver is holding the
steering wheel. The response operation sensor 70 may include
sensors for detecting the steering operation, the acceleration
operation, and the braking operation, respectively.
[0069] The travel device 80 includes a steering device, a driving
device, a braking device, and so forth. The steering device turns
wheels. The driving device is a power source that generates a
driving force. The driving device is exemplified by an engine and
an electric motor. The braking device generates a braking
force.
[0070] The control device 100 controls the autonomous driving of
the vehicle 1. The control device 100 is a microcomputer including
a processor 110 and a memory device 120. The control device 100 is
also called an ECU (Electronic Control Unit). The autonomous
driving control by the control device 100 is achieved by the
processor 110 executing a control program stored in the memory
device 120.
[0071] More specifically, the control device 100 acquires
information necessary for the autonomous driving control. The
information necessary for the autonomous driving control is
hereinafter referred to as "driving environment information 200".
The driving environment information 200 is stored in the memory
device 120, and read out and used as appropriate.
[0072] FIG. 8 shows an example of the driving environment
information 200 in the present embodiment. The driving environment
information 200 includes position-orientation information 220, map
information 230, sensor-detected information 240, delivery
information 250, and response operation information 260.
[0073] The position-orientation information 220 indicates the
position and the orientation of the vehicle 1. The control device
100 acquires the position-orientation information 220 from the GPS
receiver 20.
[0074] The map information 230 includes information of lane
geometries, lane attributes, autonomous driving permitted zones,
positions of facilities (a tollgate, for example), and the like.
The control device 100 acquires the map information 230 around the
vehicle 1 based on the position-orientation information 220 and the
map database 30. Based on the lane geometries and the lane
attributes indicated by the map information 230, the control device
100 can recognize lane merging, lane branching, intersections, lane
curvatures, and so forth.
[0075] The sensor-detected information 240 is information acquired
based on a result of detection by the sensor group 40. More
specifically, the sensor-detected information 240 includes target
information regarding a target around the vehicle 1. The target
around the vehicle 1 is exemplified by a surrounding vehicle, a
pedestrian, a roadside structure, a white line, a sign, and so
forth. In addition, the sensor-detected information 240 includes
the vehicle speed detected by the vehicle speed sensor. The control
device 100 acquires the sensor-detected information 240 based on
the result of detection by the sensor group 40.
[0076] The delivery information 250 is information acquired through
the communication device 50. For example, the delivery information
250 includes road traffic information (traffic jam information,
roadwork section information, accident information, traffic
regulation information, and the like) delivered from the
infrastructure. The delivery information 250 may include
information delivered from the management server managing the
autonomous driving service. The control device 100 acquires the
delivery information 250 by using the communication device 50 to
communicate with the outside of the vehicle 1.
[0077] The response operation information 260 is information
indicating whether or not the response operation R is performed by
the driver. For example, the control device 100 acquires the
response operation information 260 regarding approval and refusal
through the HMI unit 60. In addition, the control device 100
acquires the response operation information 260 regarding the
response operation R other than approval and refusal from the
response operation sensor 70.
[0078] It can be said that the control device 100, the GPS receiver
20, the map database 30, the sensor group 40, the communication
device 50, the HMI unit 60, and the response operation sensor 70
constitute an "information acquisition device" that acquires the
driving environment information 200.
[0079] The control device 100 controls the autonomous driving of
the vehicle 1 based on the driving environment information 200 thus
acquired. More specifically, the control device 100 creates a
travel plan of the vehicle 1 based on the driving environment
information 200. Then, the control device 100 controls the travel
device 80 to make the vehicle 1 travel in accordance with the
travel plan. It can be said that the control device 100 and the
travel device 80 constitute an "autonomous driving control device"
that controls the autonomous driving based on the driving
environment information 200.
[0080] Furthermore, the control device 100 (the autonomous driving
control device) plans the notification N to the driver during the
autonomous driving, as appropriate. Then, the control device 100
uses the HMI unit 60 to issue the notification N to the driver. The
driver performs the response operation R in response to the
notification N, as appropriate. The control device 100 determines,
based on the response operation information 260, that the response
operation R is performed by the driver. For example, when the
notification N is a proposal of a lane change and the proposal is
approved by the driver, the control device 100 controls the travel
device 80 to execute the lane change.
3. Process Flow
3-1. First Example
[0081] FIGS. 9 to 11 are flow charts showing a first example of
processing by the control device 100 (the autonomous driving
control device) according to the present embodiment. First, a
process flow up to the issuance of the notification N to the driver
will be described with reference to FIG. 9.
Step S10:
[0082] The control device 100 generates a travel plan of the
vehicle 1 based on the driving environment information 200. The
control device 100 plans to issue the notification N to the driver,
as appropriate.
[0083] For example, the control device 100 determines that the lane
change is necessary for the lane branching (see FIG. 2) or the lane
merging (see FIG. 3). The lane branching and the lane merging can
be recognized based on the map information 230. When determining
that the lane change is necessary, the control device 100 plans to
propose or previously notice the lane change.
[0084] As another example, the control device 100 plans to issue
the manual driving request. Events relating to the manual driving
request include a destination, a tollgate, an end point of the
autonomous driving permitted zone, and so forth. Such the events
can be recognized based on the map information 230. The events
relating to the manual driving request further include an event
that is hard to handle by the autonomous driving, such as a
roadwork section, a congestion section, complex terrain, and so
forth. The roadwork section and the congestion section can be
recognized based on the delivery information 250. The complex
terrain can be recognized based on the map information 230.
[0085] The control device 100 determines the notification timing TN
to issue the notification N. Various examples can be considered as
a method of determining the notification timing TN. According to
the present embodiment, the method of determining the notification
timing TN is not limited in particular. However, if the
notification timing TN is too early, the driver cannot understand
what the notification N is intended to and thus feels a sense of
strangeness about the notification N having no context. It is
therefore preferable to set the notification timing TN to a timing
that does not bring a sense of strangeness to the driver.
Step S20:
[0086] Subsequently, the control device 100 calculates the start
timing limit TL. For example, the control device 100 can calculate
the acceleration/deceleration and the steering speed required for
achieving a target speed at a target position, based on the vehicle
position, the vehicle speed, and the target speed at the target
position. The start timing limit TL is the slowest (last) timing to
start the necessary vehicle control with which the required
acceleration/deceleration and steering speed can be respectively
suppressed to the predetermined values or lower.
Step S30:
[0087] The control device 100 makes a comparison between the
notification timing TN and the start timing limit TL. When the
notification timing TN is later than the start timing limit TL
(Step S30; Yes), the process proceeds to Step S40. On the other
hand, when the notification timing TN is earlier than the start
timing limit TL (Step S30; No), the process proceeds to Step
S60.
Step S40:
[0088] The control device 100 determines whether or not the start
timing limit TL has come. When the start timing limit TL comes
(Step S40; Yes), the process proceeds to Step S50X.
Step S50X:
[0089] The control device 100 starts the preliminary control. In
addition, the control device 100 sets a preliminary control
execution flag FL to "1". The preliminary control execution flag FL
is a flag indicating that the preliminary control is in execution,
and its initial value is "0". It should be noted that when starting
the preliminary control, the control device 100 may notify the
driver of "the start of the preliminary control" through the HMI
unit 60. As a result, the driver's feeling of strangeness about the
preliminary control can be reduced. After Step S50X, the process
proceeds to Step S60.
Step S60:
[0090] At the notification timing TN, the control device 100 issues
the notification N to the driver through the HMI unit 60.
[0091] FIG. 10 shows a process flow after the issuance of the
notification N to the driver. In particular, FIG. 10 shows a
situation where the notification N is "the proposal of the vehicle
action".
Step S110A:
[0092] The control device 100 determines, based on the response
operation information 260, whether or not the proposed vehicle
action is approved by the driver. When the vehicle action is
approved (Step S110A; Yes), the process proceeds to Step S150. On
the other hand, when the vehicle action is not yet approved (Step
S110A; No), the process proceeds to Step S120.
Step S120:
[0093] When the preliminary control execution flag FL is "1" (Step
S120; No), the preliminary control is already started. In this
case, the process returns back to Step S110A. When the preliminary
control execution flag FL is "0" (Step S120; Yes), the process
proceeds to Step S130.
Step S130:
[0094] The control device 100 determines whether or not the start
timing limit TL has come. When the start timing limit TL comes
(Step S130; Yes), the process proceeds to Step S140X. On the other
hand, when the start timing limit TL has not yet come (Step S130;
No), the process returns back to Step S110A.
Step S140X:
[0095] The control device 100 starts the preliminary control. In
addition, the control device 100 sets the preliminary control
execution flag FL to "1". After that, the process returns back to
Step S110A.
Step S150:
[0096] When the proposed vehicle action is approved by the driver,
the control device 100 executes the necessary vehicle control (the
main control) required for the vehicle action.
[0097] FIG. 11 shows a process flow after the issuance of the
notification N to the driver, as in the case of FIG. 10. In
particular, FIG. 11 shows a situation where the notification N is
"the request for the manual driving". Overlapping descriptions with
the case of FIG. 10 will be omitted as appropriate.
Step S110B:
[0098] The control device 100 determines, based on the response
operation information 260, whether or not the manual driving
operation is performed by the driver. When the manual driving
operation is performed (Step S110B; Yes), the process proceeds to
Step S160. On the other hand, when the manual driving operation is
not yet performed (Step S110B; No), the process proceeds to Step
S120. Steps S120 to S140X are the same as in the case of FIG.
10.
Step S160:
[0099] The control device 100 terminates the autonomous driving
control. The driver performs the manual driving.
3-2. Second Example
[0100] FIGS. 12 to 14 are flow charts showing a second example of
processing by the control device 100 (the autonomous driving
control device) according to the present embodiment. Overlapping
descriptions with the first example will be omitted as
appropriate.
[0101] FIG. 12 shows a process flow up to the issuance of the
notification N to the driver, as in the case of FIG. 9. As compared
with the case of FIG. 9, Step S40 is omitted and Step S50X is
replaced with Step S50Y. In Step S50Y, the control device 100
starts the preliminary control without waiting for the start timing
limit TL. That is, the control device 100 starts the preliminary
control before the start timing limit TL. Moreover, the control
device 100 sets the acceleration/deceleration and the steering
speed during the preliminary control to be lower than the
predetermined values, respectively.
[0102] FIG. 13 shows a process flow after the issuance of the
notification N to the driver, as in the case of FIG. 10. As
compared with the case of FIG. 10, Step S130 is omitted and Step
S140X is replaced with Step S140Y. In Step S140Y, the control
device 100 starts the preliminary control without waiting for the
start timing limit TL. That is, the control device 100 starts the
preliminary control before the start timing limit TL. Moreover, the
control device 100 sets the acceleration/deceleration and the
steering speed during the preliminary control to be lower than the
predetermined values, respectively.
[0103] FIG. 14 shows a process flow after the issuance of the
notification N to the driver, as in the case of FIG. 11. As
compared with the case of FIG. 11, Step S130 is omitted and Step
S140X is replaced with Step S140Y. Step S140Y is the same as in the
case of FIG. 13.
[0104] According to the second example described above, the control
device 100 starts the preliminary control before the start timing
limit TL. In this case, it is possible to set the
acceleration/deceleration and the steering speed during the
preliminary control to be lower than the predetermined values,
respectively. Setting the acceleration/deceleration and the
steering speed during the preliminary control to be lower than the
respective predetermined values makes it possible to reduce the
driver's feeling of strangeness about the preliminary control. For
example, it is possible to perform the preliminary control softly
such that the driver cannot notice the preliminary control.
* * * * *