JP7679267B2 - Vehicle driving control method and driving control device - Google Patents

Description

The present invention relates to a vehicle driving control method and a driving control device.

An automatic driving device is known that acquires information showing the situation around a set destination, determines whether an event has occurred that requires the destination to be changed based on the acquired information, and controls the automatic driving of a vehicle so that the vehicle stops at the new destination that has been searched for if an event such as the presence of an obstacle has occurred at the set destination (Patent Document 1).

JP 2020-194455 A

In the above conventional technology, if a new destination that meets the specified conditions cannot be found through a search using an on-board detection device and vehicle-to-vehicle communication, information on a place where the vehicle can stop is obtained from an operator who can check images from an infrastructure camera in order to continue autonomous driving. Therefore, if communication with an external operator is not possible, and a destination where the vehicle can stop cannot be set even using the on-board detection device and vehicle-to-vehicle communication, there is a problem that autonomous driving control of the vehicle cannot be continued.

The problem that the present invention aims to solve is to provide a vehicle driving control method and driving control device that can continue autonomous driving control using a detection device mounted on the vehicle.

The present invention solves the above problem by determining whether a circular route can be generated that allows the vehicle to reach one of the stopping areas by circular driving from one of the stopping areas in a driving time less than a predetermined time and/or a driving distance less than a predetermined distance, setting the one of the stopping areas for which a circular route can be generated as a target point, driving the vehicle toward the target point using autonomous driving control along a driving route for the vehicle to travel from its current position to the target point, determining whether the vehicle can stop in the one stopping area after traveling from its current position to the one stopping area that is the target point, and if it is determined that the vehicle can stop in the one stopping area, stopping the vehicle at a stopping position set in the one stopping area, and if it is determined that the vehicle cannot stop in the one stopping area, driving the vehicle in a circular route that has been generated in advance using autonomous driving control .

According to the present invention, even if the vehicle cannot stop at a preset position, it is possible to continue autonomous driving control using a detection device mounted on the vehicle by continuing to travel around the vehicle.

1 is a block diagram showing a cruise control system including a cruise control device according to the present invention; FIG. 2 is a plan view showing an example of a driving scene in which autonomous driving control is performed by the driving control system shown in FIG. 1 (part 1). FIG. 2 is a plan view showing an example of a driving scene in which autonomous driving control is performed by the driving control system shown in FIG. 1 (part 2). FIG. 3 is a plan view showing an example of a driving scene in which autonomous driving control is performed by the driving control system shown in FIG. 1 (part 3). 10 is a plan view showing another example of a driving scene in which autonomous driving control is executed by the driving control system shown in FIG. 1 (part 1). FIG. 2 is a plan view showing another example of a driving scene in which autonomous driving control is executed by the driving control system shown in FIG. 1 (part 2). FIG. 2 is a flowchart showing an example of a processing procedure in the cruise control system of FIG. 1 . 10 is a flowchart showing another example of the processing procedure in the cruise control system of FIG. 1 .

The following describes an embodiment of the present invention with reference to the drawings. Note that the following description is based on the premise that vehicles drive on the left side of the road in countries that have laws stipulating left-hand traffic. In countries that have laws stipulating right-hand traffic, vehicles drive on the right side of the road, so the following description should be interpreted as symmetrical between right and left.

[Configuration of driving control system]
FIG. 1 is a block diagram showing a driving control system 1 according to the present invention. The driving control system 1 of the present embodiment is an in-vehicle system, and can be used not only for private vehicles that travel by autonomous driving control to a destination set by a vehicle occupant, but also for vehicles dispatched in a vehicle dispatch service. A vehicle dispatch service refers to the allocation and dispatch of a vehicle that transports a user from a boarding point to a disembarking point to the user, and includes, for example, dispatch of manned and unmanned taxis, dispatch of vehicles used for shuttle services to airports, stations, hotels, ceremonial halls, event halls, nursery schools, schools, nursing homes, etc., and dispatch of vehicles used for rental cars and ride-sharing services. Users of the vehicle dispatch service are not particularly limited as long as they can appropriately pay the price for the service.

As shown in FIG. 1, the driving control system 1 includes an imaging device 11, a distance measuring device 12, map information 13, a vehicle position detection device 14, a navigation device 15, a vehicle control device 16, a display device 17, an input device 18, and a driving control device 19. The devices included in the driving control system 1 are connected by a CAN (Controller Area Network) or other in-vehicle LAN, and can send and receive information to and from each other.

The imaging device 11 is a device that recognizes objects around the vehicle using images, and is, for example, a camera equipped with an imaging element such as a CCD, an ultrasonic camera, an infrared camera, or the like. A single vehicle can be provided with multiple imaging devices 11, and they can be placed, for example, in the front grille, under the left and right door mirrors, and near the rear bumper of the vehicle. This makes it possible to reduce blind spots when recognizing objects around the vehicle.

The ranging device 12 is a device for calculating the relative distance and relative speed between the vehicle and an object, and is, for example, a radar device such as a laser radar, a millimeter wave radar (such as LRF), a LiDAR (light detection and ranging) unit, or an ultrasonic radar, or a sonar. A single vehicle can be provided with multiple ranging devices 12, and they can be placed, for example, at the front, right side, left side, and rear of the vehicle. This makes it possible to accurately calculate the relative distance and relative speed between the vehicle and objects around it.

The objects detected by the imaging device 11 and distance measuring device 12 include road lane boundaries, center lines, road markings, medians, guard rails, curbs, highway side walls, road signs, traffic lights, crosswalks, construction sites, accident sites, traffic restrictions, etc. The objects also include obstacles that may affect the driving of the vehicle, such as automobiles (other vehicles) other than the vehicle itself, motorcycles, bicycles, pedestrians, etc. The detection results of the imaging device 11 and distance measuring device 12 are acquired by the driving control device 19 at a predetermined time interval.

The detection results of the imaging device 11 and the distance measuring device 12 can be integrated or synthesized by the driving control device 19, thereby making it possible to supplement missing information about the detected object. For example, the driving control device 19 can calculate the position information of the object based on the self-position information, which is the position where the host vehicle is traveling, acquired by the host vehicle position detection device 14 described below, and the relative position (distance and direction) between the host vehicle and the object. The calculated position information of the object is integrated by the driving control device 19 with multiple pieces of information, such as the detection results of the imaging device 11 and the distance measuring device 12 and the map information 13, to become environmental information about the surroundings of the host vehicle. The detection results of the imaging device 11 and the distance measuring device 12 and the map information 13 can also be used to recognize objects around the host vehicle and predict their movements.

Map information 13 is information used for generating a driving route and/or driving control, and includes road information, facility information, and their attribute information. Road information and road attribute information include information such as road width, road curvature radius, road shoulder structures, road traffic regulations (speed limit, lane change permission or not), road junctions and branching points, and locations where the number of lanes increases or decreases. Map information 13 in this embodiment is high-definition map information that can grasp the movement trajectory for each lane, and includes two-dimensional position information and/or three-dimensional position information at each map coordinate, road/lane boundary information at each map coordinate, road attribute information, lane uphill/downhill information, lane identification information, connecting lane information, etc.

The road/lane boundary information in the high-resolution map information is information that indicates the boundary between the lane on which the vehicle is traveling and other lane boundaries. The lane on which the vehicle is traveling is the road on which the vehicle is traveling, and the form of the lane is not particularly limited. Boundaries exist on both the left and right sides of the vehicle's direction of travel, and the form is not particularly limited. Boundaries include road markings and road structures, and road markings include lane boundaries and center lines, while road structures include medians, guardrails, curbs, tunnels, and highway side walls. Note that at points where the lane boundary cannot be clearly identified, such as within intersections, a boundary is set for the lane in advance. This boundary is imaginary and is not an actual road marking or road structure.

The map information 13 is stored in a readable state on a recording medium provided in the driving control device 19, an in-vehicle device, or a server on the network. The driving control device 19 acquires the map information 13 as necessary.

The vehicle position detection device 14 is a positioning system for detecting the current position of the vehicle, and is not particularly limited, and any known system can be used. The vehicle position detection device 14 calculates the current position of the vehicle from, for example, radio waves received from a satellite for the Global Positioning System (GPS). The vehicle position detection device 14 may also estimate the current position of the vehicle from vehicle speed information obtained from a vehicle speed sensor and acceleration information obtained from an acceleration sensor and a gyro sensor, and calculate the current position of the vehicle by comparing the estimated current position with the map information 13.

The navigation device 15 is a device that refers to the map information 13 and calculates a driving route from the current position of the vehicle detected by the vehicle position detection device 14 to the destination set by the driver. The navigation device 15 searches for a driving route for the vehicle to reach the destination from the current position using road information and facility information in the map information 13. The driving route includes at least information on the road on which the vehicle is traveling, the driving lane, and the driving direction of the vehicle, and is displayed, for example, linearly. There may be multiple driving routes depending on the search conditions. The driving route calculated by the navigation device 15 is output to the driving control device 19.

The vehicle control device 16 is an on-board computer such as an electronic control unit (ECU), and electronically controls on-board equipment that governs the driving of the vehicle. The vehicle control device 16 includes a vehicle speed control device 161 that controls the driving speed of the host vehicle, and a steering control device 162 that controls the steering operation of the host vehicle. The vehicle speed control device 161 and the steering control device 162 autonomously control the operation of these drive devices and steering devices in response to control signals input from the driving control device 19. This allows the host vehicle to drive autonomously along a set driving route.

The drive devices controlled by the vehicle speed control device 161 include an electric motor and/or an internal combustion engine, which are drive sources for driving, a power transmission device including a drive shaft and an automatic transmission that transmits the output from these drive sources to the drive wheels, and a drive device that controls the power transmission device. In addition, the braking device controlled by the vehicle speed control device 161 is, for example, a braking device that brakes the wheels. A control signal corresponding to the set driving speed is input to the vehicle speed control device 161 from the driving control device 19. The vehicle speed control device 161 generates signals to control these drive devices based on the control signals input from the driving control device 19, and transmits the signals to the drive devices, thereby autonomously controlling the vehicle's driving speed.

On the other hand, the steering device controlled by the steering control device 162 includes a steering device that controls the total steering wheel according to the steering angle of the steering wheel (so-called handle), for example, a steering actuator such as a motor attached to the steering column shaft. Based on the control signal input from the driving control device 19, the steering control device 162 autonomously controls the operation of the steering device using at least one of the detection results of the imaging device 11 and the distance measuring device 12, the map information 13, and the current position information acquired by the vehicle position detection device 14, so that the vehicle travels while maintaining a predetermined lateral position (the left-right position of the vehicle) with respect to the set driving route.

Information necessary for autonomous control in the vehicle speed control device 161 and the steering control device 162, such as the vehicle's traveling speed, acceleration, steering angle, and attitude, is detected using various sensors equipped in the vehicle control device 16. The various sensors include a vehicle speed sensor, an acceleration sensor, a gyro sensor, a steering angle sensor, and an inertial measurement unit (IMU). The vehicle control device 16 outputs the detection results of these sensors to the driving control device 19.

The display device 17 is a device for providing necessary information to vehicle occupants, and is, for example, a liquid crystal display provided on the instrument panel, a projector such as a head-up display (HUD), etc. Note that the vehicle occupants are not limited to users of the vehicle dispatch service using the driving control system 1.

The input device 18 is a device that allows the vehicle occupant to input instructions to the cruise control device 19, and may be a touch panel that receives input by the user's finger or a stylus pen, a microphone that receives instructions by the user's voice, or a switch attached to the steering wheel of the vehicle. Note that the vehicle occupant is not limited to a user of the vehicle dispatch service that uses the cruise control system 1.

The driving control device 19 is a device that controls the driving of the vehicle by controlling and cooperating with devices included in the driving control system 1, and stops the vehicle near a destination set by the vehicle occupant or the user of the vehicle dispatch service. The driving control device 19 is, for example, a computer, and includes a CPU (Central Processing Unit) 191 which is a processor, a ROM (Read Only Memory) 192 in which a program is stored, and a RAM (Random Access Memory) 193 which functions as an accessible storage device. The CPU 191 is an operating circuit that functions as the driving control device 19 by executing the program stored in the ROM 192.

The driving control device 19 can also exchange information with a terminal device 4 used by a user who uses a vehicle dispatch service using the driving control system 1 via the network 3. The network 3 refers to a telecommunications network such as the Internet or a local area network (LAN), and is not particularly limited as long as it is possible to exchange information between the driving control device 19 and the terminal device 4, and any known network can be used. The communication method may be wired or wireless, and may use mobile communications such as 4G/LTE or 5G.

The terminal device 4 is a device operated by a user of the vehicle dispatch service using the driving control system 1, and is, for example, a personal computer, a smartphone, a PDA (Personal Digital Assistant), or other portable device. The terminal device 4 may also be a wearable terminal such as a smart watch or a head-mounted display. The terminal device 4 has a display unit (e.g., a liquid crystal display) for presenting information to a user of the vehicle dispatch service, and an input unit (e.g., a touch panel) for the user to input instructions to the driving control device 19 via a server (not shown) that provides the vehicle dispatch service.

[Control unit]
The program used in the driving control device 19 of this embodiment includes a control unit 2, which is a functional block for controlling the driving of the vehicle by the driving control device 19. The control unit 2 has a function of driving the vehicle by autonomous driving control. Autonomous driving control means autonomously controlling the driving operation of the vehicle using the driving control device 19, and the driving operation includes all driving operations such as acceleration, deceleration, starting, stopping, steering to the right or left, lane changing, and pulling over. In addition, autonomously controlling the driving operation means that the driving control device 19 controls the driving operation using the device of the vehicle. In other words, the control unit 2 intervenes in and controls these driving operations within a predetermined range. For driving operations that are not intervened, manual operation is performed by the driver.

The control unit 2 of this embodiment has a function of autonomously controlling the driving operation of the vehicle to stop near a destination set by the user of the vehicle. The autonomous driving control of this embodiment includes stopping control. Stopping control means stopping the vehicle at a set stopping position by autonomous driving, and the driving control device 19 controls all driving operations required to stop the vehicle using the device of the vehicle. As shown in FIG. 1, the control unit 2 includes a stopping unit 21, a searching unit 22, a generating unit 23, a setting unit 24, and a driving unit 25. Each unit is extracted and shown in FIG. 1 for convenience.

In this embodiment, the control unit 2 assists the vehicle in autonomously stopping near a set destination in a driving scene shown in FIG. 2, for example. In the driving scene in FIG. 2, there are roads R1, R2, and R3 extending in the vertical direction of the drawing, and roads R4, R5, and R6 extending in the horizontal direction of the drawing. Each of the roads R1 to R6 is a four-lane road with two lanes on each side and left-hand traffic. An intersection C1 exists at the intersection of roads R1 and R4, an intersection C2 exists at the intersection of roads R1 and R5, an intersection C3 exists at the intersection of roads R2 and R4, an intersection C4 exists at the intersection of roads R2 and R5, an intersection C5 exists at the intersection of roads R2 and R6, an intersection C6 exists at the intersection of roads R3 and R5, and an intersection C7 exists at the intersection of roads R3 and R6. At intersection C4, there is a crosswalk W1 for pedestrians to cross road R2, and a crosswalk W2 for pedestrians to cross road R5.

In addition, at each intersection C1 to C7, vehicles traveling in the lane on the left side of the road can turn left or go straight through the intersection, and vehicles traveling in the lane on the right side of the road can turn right or go straight through the intersection. Specifically, in lane L1 of road R1, vehicles traveling can turn left at intersection C2, and in lane L2, vehicles traveling can turn right at intersection C2. Similarly, in lanes L3 and L5 of road R2, vehicles traveling can turn left or go straight through intersection C3, in lanes L4 and L6, vehicles traveling can turn right or go straight through intersection C3, in lane L7, vehicles traveling can turn left or go straight through intersection C4, in lane L8, vehicles traveling can turn right or go straight through intersection C4, in lane L9, vehicles traveling can turn left or go straight through intersection C5, and in lane L10, vehicles traveling can go straight through intersection C5. Additionally, on lane L11 of road R3, vehicles can turn left at intersection C6, and on lane L12, vehicles can turn right at intersection C6.

The same is true for roads R4 to R6. In lane L13 of road R4, vehicles can turn left or go straight at intersection C1, and in lane L14, vehicles can turn right or go straight at intersection C1. In lanes L15 and L17 of road R5, vehicles can turn left or go straight at intersection C4, and in lanes L16 and L18, vehicles can turn right or go straight at intersection C4. And in lane L19 of road R6, vehicles can turn left or go straight at intersection C7, and in lane L20, vehicles can turn right or go straight at intersection C7.

In the driving scene of FIG. 2, the vehicle V1 is heading toward destination X along a driving route set by the navigation device 15. The vehicle V1, traveling at position P1 on lane L6, travels straight through intersection C3 and enters lane L8. As the vehicle approaches destination X, it attempts to stop autonomously using stopping control in a first stopping area Z1, which is a preset target point. Other vehicles V2 and V3 are stopped in lane L7 on road R2. The other vehicles V2 and V3 are stopped directly in front of destination X, which is the destination, and their bodies are included in the first stopping area Z1 when viewed in a plan view.

Note that the vehicle V1 does not necessarily have to be a private vehicle, and may be, for example, a commercial vehicle such as a taxi, bus, or truck, a vehicle provided for a vehicle rental service (rental car), or a vehicle used for various services such as car sharing and ride sharing. Here, car sharing refers to multiple registered users paying a fee to share a specific vehicle, and ride sharing refers to multiple users sharing a vehicle based on the vehicle's current location and destination, and transporting the vehicle to their respective destinations. In ride sharing, vehicle dispatch services are included as part of the services provided.

The following describes the functions performed by each functional block of the control unit 2 in driving control when the host vehicle V1 stops near the destination X.

The stopping unit 21 has a function of detecting an obstacle present in a stopping area set at a target point, and judging whether or not the host vehicle V1 can stop in the stopping area based on the detection result of the obstacle. The target point is a point where the driving control by the control unit 2 is completed if the host vehicle V1 can stop. In the driving control by the control unit 2, the host vehicle V1 stops in the vicinity of the set destination by autonomous driving, so a stopping area for the host vehicle V1 to stop that exists near the destination is set as the target point. Whether or not the host vehicle V1 can actually stop in the stopping area set at the target point depends on whether or not a space for the host vehicle V1 to stop can be secured in the stopping area. The driving control device 19 detects an obstacle present in the stopping area set at the target point using the function of the stopping unit 21, and judges whether or not a space for the host vehicle V1 to stop in the stopping area exists.

The stopping unit 21 uses the imaging device 11 and the distance measuring device 12 to detect obstacles present in the stopping area set at the target point. For example, pattern matching is performed on the image data acquired by the imaging device 11 to recognize the stopping area and obstacles present in the stopping area. The obstacles recognized from the image data are then combined with the distance between the obstacles detected by the distance measuring device 12 to recognize the type and position of the obstacles present in the stopping area set at the target point. Obstacles detected by the stopping unit 21 include other vehicles, motorcycles, bicycles, pedestrians, as well as barricades, pylons (cones), and any other object that may obstruct the travel of the host vehicle V1. The stopping area, which is the target point, is set by the setting unit 24, which will be described later.

When determining whether the host vehicle V1 can stop in the stopping area set at the target point, the stopping unit 21 uses the type and position of the obstacle present in the stopping area detected by the imaging device 11 and the distance measuring device 12. Specifically, it determines whether at least the driving distance required to complete the driving operations of pulling over to the shoulder and stopping can be secured in the stopping area set at the target point. The driving operations of pulling over to the shoulder and stopping are performed by stopping control. In this determination, for example, the vehicle speed of the host vehicle V1 acquired from the vehicle control device 16 is used to calculate the driving distance required for the host vehicle V1 to stop, and the distance in the driving direction of the portion of the stopping area set as the target point where the host vehicle V1 can travel without coming into contact with an obstacle is calculated. Then, the two calculated distances are compared.

If the driving distance required for the host vehicle V1 to stop is smaller than the distance of the portion of the stopping area set as the target point where the host vehicle V1 can travel without coming into contact with an obstacle, the stopping unit 21 determines that the host vehicle V1 can stop in the stopping area set as the target point because the driving distance for completing the driving operation for stopping can be secured in the stopping area set as the target point. Then, the host vehicle V1 is stopped in the stopping area by stopping control along a driving path generated by the generating unit 23 described later. On the other hand, if the driving distance required for the host vehicle V1 to stop is equal to or greater than the distance of the portion of the stopping area set as the target point where the host vehicle V1 can travel without coming into contact with an obstacle, the stopping unit 21 determines that the host vehicle V1 cannot stop in the stopping area set as the target point because the driving distance for completing the driving operation for stopping cannot be secured in the stopping area set as the target point. In this case, the host vehicle V1 is driven in a circle by autonomous driving control along a circular path generated by the generating unit 23 described later. Then, while continuing to travel under autonomous driving control, the search unit 22, which will be described later, searches for a new parking area using devices mounted on the vehicle V1, such as the imaging device 11 and distance measuring device 12.

Alternatively or in addition, if a road sign, road marking, etc. indicating that parking or stopping of a vehicle is prohibited is detected from the image data acquired by the imaging device 11, it is determined that the host vehicle V1 cannot be stopped in the stopping area set as the target point in accordance with traffic regulations. On the other hand, if a road sign, road marking, etc. indicating that parking or stopping is possible is detected from the image data acquired by the imaging device 11, it is determined that the host vehicle V1 can be stopped in the stopping area set as the target point. Note that the host vehicle V1 being stopped in the stopping area means that at least a part of the body of the host vehicle V1 is included in the stopping area when the stopped host vehicle V1 is viewed from above, and it is not necessarily the case that the entire body of the host vehicle V1 is included in the stopping area.

In the travel scene of FIG. 2, the vehicle V1 travels along the trajectory T1 from position P1 to position P2, and at position P2 near the destination X, the vehicle stopping unit 21 detects an obstacle in the first stopping area Z1 using the imaging device 11 and the distance measuring device 12. As a result of the detection, other vehicles V2 and V3 are detected that are stopped in the first stopping area Z1 set in front of the destination X. Then, since there is not enough space in the first stopping area Z1 for the vehicle V1 to travel without coming into contact with the other vehicles V2 and V3, the vehicle stopping unit 21 determines that the vehicle V1 cannot stop in the first stopping area Z1 set at the first target point. In this case, the control unit 2 searches for a stopping area different from the first stopping area Z1, and sets the detected stopping area as a new second target point.

When the vehicle V1 is a commercial vehicle such as a taxi or bus, or a vehicle used for various services such as car sharing or ride sharing, the user of the vehicle may be notified of the fact when it is determined that the vehicle V1 cannot stop at the first stopping area Z1, which is the first destination point. Such users include passengers currently aboard the vehicle V1, as well as users who are waiting for the arrival of the vehicle V1 near the first stopping area Z1 in order to use the vehicle V1. The notification is given by displaying on the display device 17, displaying on the display unit of the terminal device 4, or the like. This makes it possible to suppress any discomfort (e.g., anxiety) felt by the user when the vehicle V1 passes through the first stopping area Z1.

The search unit 22 has a function of searching for a stopping area for the host vehicle V1 to stop. The stopping area is an area where at least the driving distance required to complete the driving operation of pulling over to the shoulder and stopping can be secured by the stopping control, and there are no obstacles in the area that hinder the autonomous driving of the host vehicle V1. If the host vehicle V1 is a commercial vehicle such as a taxi, bus, or truck, and a dedicated stopping space is provided at the destination, the stopping area may be an area equivalent to the parking space. Other examples of stopping areas include bus and taxi stands, drive-ups at stations and airports, parking spaces on the right or left side of the road, parking lots, and other areas that are separated by boundaries. Boundaries that separate the stopping area from other areas include objects that separate areas where driving is possible from areas where driving is not possible, such as guardrails and curbs, and boundary lines that separate lanes, such as white lines. The area surrounded by these boundaries is the stopping area.

Areas that are not separated by boundaries are also considered stopping areas. For example, an area on the shoulder side of a road with two or more lanes on one side is a stopping area so that the host vehicle V1 can stop without impeding the travel of other vehicles (especially following vehicles) during autonomous driving with stopping control. Furthermore, even if the road has one lane on each side, if the road width is sufficient for a following vehicle to overtake the host vehicle V1 when the host vehicle V1 stops on the shoulder and the width does not impede the travel of other vehicles, the area on the shoulder side of the one-lane road is a stopping area.

To search for a stopping area, detection devices mounted on the vehicle V1, such as the imaging device 11, distance measuring device 12, vehicle position detection device 14, and vehicle control device 16, are used. For example, the search unit 22 uses the imaging device 11 and distance measuring device 12 to search an area within a predetermined range and detects stopping areas that exist within the searched area. The predetermined range may be a predetermined distance (e.g., 5 to 100 m) in front of and to the sides of the vehicle, a predetermined distance (e.g., 5 to 100 m) behind the vehicle, or a predetermined distance (e.g., 50 to 100 m) from the destination, and an appropriate range can be set taking into consideration the conditions of the road on which the vehicle V1 is traveling and traffic regulations. Hereinafter, the area searched by the search unit 22 will be referred to as the search area.

Specifically, the imaging device 11 and the distance measuring device 12 are used to search a predetermined range of areas in front of and to the sides of the vehicle, and obstacles present in the lane on the shoulder side of the road (the left lane if driving on the left side, and the right lane if driving on the right side) are detected in the search area. The obstacles include other vehicles, motorcycles, bicycles, pedestrians, as well as barricades, pylons (cones), and other objects that may impede the travel of the vehicle V1. Then, an area present in the lane on the shoulder side of the search area where the travel distance required to complete the travel operation required for stopping can be secured is detected. The method of detecting obstacles is the same as the detection method in the stopping unit 21, and for example, an obstacle present in the lane on the shoulder side is recognized by performing pattern matching on the image data acquired by the imaging device 11, and the distance to the obstacle is detected by the distance measuring device 12. If the imaging device 11 does not recognize an obstacle and the distance measuring device 12 cannot detect an obstacle, the search unit 22 determines that no obstacle is present. In addition, the driving distance required to complete the driving operation required for stopping is calculated as the distance required for stopping the vehicle V1 at a predetermined deceleration from the current vehicle speed of the vehicle V1, for example, using the vehicle speed of the vehicle V1 obtained from the vehicle control device 16. Note that whether the vehicle V1 can actually stop in the detected stopping area is determined separately by the stopping unit 21 before executing the control of the driving operation using the function of the driving unit 25.

The search unit 22 also has a function of detecting a following vehicle traveling behind the vehicle V1 using the imaging device 11 and the distance measuring device 12. When a following vehicle of the vehicle V1 is detected, the device of the vehicle V1 searches for a stopping area while driving the vehicle V1 at a vehicle speed equal to or higher than a predetermined vehicle speed so that the vehicle V1 does not stop. On the other hand, when a following vehicle of the vehicle V1 is not detected, the device of the vehicle V1 may search for a stopping area autonomously while driving the vehicle V1 at a vehicle speed equal to or higher than the predetermined vehicle speed, or may search for a stopping area while driving the vehicle V1 at a vehicle speed lower than the predetermined vehicle speed or by stopping the vehicle V1. The predetermined vehicle speed is not particularly limited as long as it is a vehicle speed that does not interfere with the driving of the following vehicle, and is, for example, the speed limit of the road on which the vehicle V1 is traveling, the vehicle speed of the vehicle V1 set by the driver, or the vehicle speed of the preceding vehicle or the following vehicle detected by the distance measuring device 12.

2, the vehicle V1 is stopped in the first stopping area Z1 by the function of the stopping unit 21, and therefore the control unit 2 cannot complete the driving control. Therefore, the vehicle V1 searches for a stopping area other than the first stopping area Z1 while continuing the circular driving by the autonomous driving control along the trajectory T2 shown in FIG. 3 by the function of the search unit 22. When continuing the circular driving by the autonomous driving control, a driving route for the vehicle V1 to go straight can be set as shown in FIG. 3 by the trajectory T2, but the vehicle V1 does not necessarily need to continue the straight driving, and lane changes may be performed as necessary. Note that if there is no other vehicle in the first stopping area Z1 and it is determined that the vehicle V1 can stop in the first stopping area Z1, the vehicle V1 is stopped in the first stopping area Z1 by the stopping control.

When detecting the stopping area, first, the search unit 22 detects a following vehicle traveling behind the vehicle V1 using the imaging device 11 and the distance measuring device 12. In the driving scene of FIG. 3, there is no vehicle traveling behind the vehicle V1, so neither the imaging device 11 nor the distance measuring device 12 detects the following vehicle of the vehicle V1. In this case, the vehicle may search for a stopping area while driving slowly around the position P2, but since there is a lot of traffic around the destination X, the autonomous driving continues at the vehicle speed set by the driver. Next, while continuing the autonomous driving, the search unit 22 searches the area between the destination X and the intersection C4. Then, the search unit 22 detects a stopping area in the lane L7 on the shoulder side of the search area from the destination X to the intersection C4. In the driving scene of FIG. 3, the driving distance required for the driving operation of the other vehicle V3 to stop cannot be secured between the crosswalk W1 and the other vehicle, which would also impede the driving of the other vehicle turning left at the intersection C4, so there is no stopping area in the search area, and the stopping area is not detected.

In this case, the search unit 22 goes straight through the closest intersection in the driving direction and searches for a new stopping area in another section adjacent to the section where the stopping area was searched. In the driving scene of FIG. 3, the vehicle V1 goes straight through the intersection C4 along the trajectory T2, and while driving the vehicle V1 to position P3, the detection device of the vehicle V1 is used to search for an area between the intersections C4 and C5. Then, a stopping area is detected in the lane L9 on the shoulder side of the search area from the intersection C4 to the intersection C5. In the driving scene of FIG. 3, since there are no obstacles such as other vehicles on the lane L9, an appropriate area of the lane L9 becomes the stopping area within a range that does not interfere with the driving of the following vehicle going straight through the lane L7 and entering the lane L9, and the driving of the other vehicle turning left at the intersection C5. As an example, the second stopping area Z2 is shown in FIG. 3.

The generation unit 23 has a function of generating a driving route for the host vehicle V1 to travel from the current position to the target point, with one of the stopping areas set as the target point. The generation unit 23 refers to the road information in the map information 13 based on the current position of the host vehicle V1 acquired by the host vehicle position detection device 14, and generates a driving route from the current position to the stopping area set as the target point, using the navigation device 15. Specifically, the generation unit 23 searches for a route connecting the current position and the target point (stopping area) using node information included in the road information and link information indicating the connections between the nodes.

In particular, the generation unit 23 of this embodiment has a function of generating a loop route that starts traveling from a certain stopping area as a target point, goes around, and reaches the same stopping area. Since the route is a loop route that travels around a single stopping area as a target point, the start point and end point of the loop route are in the same stopping area. If a loop route can be generated for a stopping area set as a target point, even if an obstacle exists in the stopping area that is the target point and the vehicle cannot stop at the previously set stopping position, the vehicle can continue traveling around the loop route by autonomous driving control. Therefore, even if new stopping area information cannot be obtained from the infrastructure, the vehicle can continue autonomous traveling using the detection device of the vehicle V1. In addition, if a new stopping area is detected during the loop travel along the loop route, the vehicle can stop at the stopping area.

In more detail, continuing autonomous driving leads to the prevention of occurrence of a situation that impedes the driving of a vehicle following the host vehicle V1. For example, if it is determined that the host vehicle V1 cannot stop in the stopping area set as the target point when new stopping area information cannot be obtained from the infrastructure, and if a circular route cannot be generated in the stopping area, a new target point cannot be set immediately. Therefore, until a new target point is set, the host vehicle may stop or slow down in the driving lane of the road. In addition, when switching from autonomous driving control to manual operation by the driver, the host vehicle will drive at a low speed or slow down until the switch is completed. If autonomous driving can be continued along the circular route, the occurrence of either situation can be prevented.

In addition, since the driving control device 19 is a device that stops the vehicle V1 near the destination X set by the occupant of the vehicle V1 or the user of the vehicle dispatch service, the additional waiting time until the vehicle stops, which occurs due to driving along the circular route, must be within a range that can be tolerated by the occupant of the vehicle V1 or the user of the vehicle dispatch service. Therefore, the circular route generated by the generation unit 23 is one in which the driving time of the vehicle V1 is less than a predetermined time, the driving distance of the vehicle V1 is less than a predetermined distance, or the driving time of the vehicle V1 is less than a predetermined time and the driving distance is less than a predetermined distance. The predetermined time is a time that the occupant of the vehicle V1 or the user of the vehicle dispatch service can tolerate as an additional waiting time, for example, 30 seconds to 5 minutes. In addition, the predetermined distance is a distance that is within a range that can be tolerated by the occupant of the vehicle V1 or the user of the vehicle dispatch service, for example, 50 m to 1 km, for traveling the circular route. The predetermined time and the predetermined distance vary depending on the traffic conditions and traffic laws around the destination X. For example, if the speed limit around destination X is high, the specified distance is set longer than when the speed limit is low. Also, if congestion is constantly occurring around destination X, the specified time is set longer than in places where congestion does not occur.

In the driving scene of FIG. 3, if the perimeter length of the section B1 defined by the roads R1, R2, R4, and R5, and the section B2 defined by the roads R2, R3, R5, and R6 is less than a predetermined distance, the circuit path Y1 shown in FIG. 3 can be generated for the second stop area Z2 detected by the search unit 22. The start point S1 of the circuit path Y1 is located in the second stop area Z2, and the start point S1 is also the end point of the circuit path Y1. When traveling along the circuit path Y1, the vehicle V1 starts traveling from the start point S1, turns left at the intersections C5, C7, C6, and C4 in sequence, and travels around the section B2, and finally reaches the start point S1, which is also the end point of the circuit path Y1. Therefore, even if an obstacle exists in the second stop area Z2 and the vehicle V1 cannot stop, the autonomous driving control can be continued by traveling along the circuit path Y1. Furthermore, if the obstacle moves out of the second stopping area Z2 during the circuit, the host vehicle V1 can stop in the second stopping area Z2.

In contrast, for the first stopping area Z1 set in front of destination X, the perimeter of section B3, which is defined by roads R2, R4, and R5 in which destination X is located, exceeds the specified distance, so a circular route with a travel distance less than the specified distance cannot be generated. Also, since there are many vehicles parked in front of destination X, such as other vehicles V2 and V3, congestion frequently occurs in lanes L7 and L8. Therefore, for the first stopping area Z1, a circular route with a travel time less than the specified time cannot be generated. Therefore, the first stopping area Z1 is a stopping area for which a circular route of this embodiment cannot be generated.

The setting unit 24 has a function of setting a target point to which the vehicle V1 is heading. In this embodiment, in particular, a stopping area that the vehicle V1 can reach by traveling around from a certain stopping area is set as the target point. In the traveling around, the traveling time of the vehicle V1 is equal to or less than the above-mentioned predetermined time. Alternatively or in addition, in the traveling around, the traveling distance of the vehicle V1 is equal to or less than a predetermined distance. Traveling around means traveling from a certain point as a starting point to the starting point by moving forward without retreating, specifically, traveling along a circular route. Whether or not traveling around is possible is determined by using, for example, the navigation device 15 based on the map information 13 and the current position of the vehicle V1 acquired from the vehicle position detection device 14. A stopping area that cannot be reached by traveling around from one stopping area, such as the first stopping area Z1, can be excluded from the candidates for the target point.

The setting unit 24 can also set a stopping area for which a circular route can be generated by the generation unit 23 as the target point. Specifically, the search unit 22 uses its function to attempt to generate a circular route for the stopping area detected using the imaging device 11 and the distance measurement device 12, using the generation unit 23's function. Then, a stopping area for which a circular route can be generated, such as the second stopping area Z2, is set as the target point. In contrast, a stopping area for which a circular route cannot be generated, such as the first stopping area Z1, can be excluded from the candidates for the target point. However, if there is no stopping area for which a circular route can be generated around the destination X, the stopping area for which a circular route cannot be generated may be set as the target point.

The destination point may be automatically set by the setting unit 24 from the stopping area detected by the search unit 22, or may be set by the occupant of the vehicle V1 or the user of the vehicle dispatch service. For example, when one or more stopping areas are detected by the function of the search unit 22, the function of the setting unit 24 displays map information as shown in FIG. 3 on the display device 17. Then, the occupant of the vehicle V1, whose position of the stopping area is presented by the display of the display device 17, specifies the stopping area to be set as the destination point from the input device 18. The setting unit 24 acquires information input from the input device 18 and sets the stopping area selected by the occupant of the vehicle V1 as the destination point. Similarly, the function of the setting unit 24 may display map information as shown in FIG. 3 on the display unit of the terminal device 4, and present the position of the stopping area to the user of the vehicle dispatch service who boards the vehicle V1. In this case, the user of the vehicle dispatch service specifies the stopping area to be set as the destination point from the input unit of the terminal device 4. The setting unit 24 acquires information entered from the input unit of the terminal device 4 and sets the stopping area selected by the user as the destination point.

The detection of the stopping area by the search unit 22 is not necessarily required to set the target point. For example, if the position of the stopping area of the vehicle V1 or the position of the stopping area for which a circular route can be generated is input in advance to the map information 13, when the destination X is set, one stopping area is selected from the stopping areas around the destination X and automatically set as the target point. Alternatively, when the destination X is set, the stopping area may be presented as a candidate for the target point to the occupant of the vehicle V1 and/or the user of the dispatch service. For the presentation, the display device 17 and/or the display unit of the terminal device 4 are used. The selected stopping area is input to the driving control device 19 via the input device 18 and/or the input unit of the terminal device 4, and is acquired by the setting unit 24. In addition, when setting the target point, only stopping areas for which a circular route can be generated may be presented as candidates for the target point to the user of the vehicle V1 (including the occupant of the vehicle V1). This makes it possible to more reliably continue the autonomous driving control using the detection device mounted on the vehicle.

In the driving scene of FIG. 3, other vehicles V2 and V3 were stopped in the first stopping area Z1, which had been set as a target point in advance, so the stopping unit 21 determined that the vehicle V1 could not stop in the first stopping area Z1. After that, the function of the search unit 22 detected the second stopping area Z2 using the imaging device 11 and the distance measuring device 12, and the function of the generation unit 23 confirmed that a circular route Y1 could be generated in the second stopping area Z2. In this case, the setting unit 24 sets the second stopping area, where a circular route can be generated, as a new target point, and continues autonomous driving control. In addition, since a new target point has been set, the generation unit 23 generates a driving route for the vehicle V1 to reach the new target point from the current position. In order to distinguish between the target points, the previously set target point is also referred to as the first target point, and the newly set target point is also referred to as the second target point.

In addition, if multiple stopping areas are detected, the stopping area that the vehicle V1 can reach in the shortest driving time is set as the new target point (second target point). Alternatively or in addition, if multiple stopping areas are detected, the stopping area that the vehicle V1 can reach in the shortest walking time is set as the new target point (second target point). The same applies when the first target point is set in advance, and the stopping area that the vehicle V1 can reach in the shortest driving time from the first target point is set as the second target point. Alternatively or in addition, the stopping area that the vehicle V1 can reach in the shortest walking time is set as the second target point. This makes it possible to suppress an increase in at least one of the time that the occupant of the vehicle V1 waits until the vehicle stops and the walking time of the user who will be boarding the vehicle V1.

The driving unit 25 has a function of driving the host vehicle V1 along the driving route generated by the generating unit 23. Specifically, the driving unit 25 sets the stopping position of the host vehicle V1 in the stopping area set as the target point by the setting unit 24, and generates a trajectory for moving from the current position of the host vehicle V1 to the stopping position along the driving route generated by the generating unit 23. In the driving route generated by the generating unit 23, the intersections to be passed to travel to the target point, the direction of travel at the intersections, and the roads to travel when moving between the intersections are set, but the lane on which the host vehicle V1 travels and the position at which the host vehicle V1 stops are not set. Therefore, in order to actually control the driving operation of the host vehicle V1, a trajectory is generated that specifies the lane on which the host vehicle V1 travels and the final stopping position. In generating the trajectory, in addition to information such as the shape, width, and curvature of the road included in the map information 13, the overall length and overall width of the body of the host vehicle V1, and the minimum turning radius of the host vehicle V1 are taken into consideration.

The driving unit 25 generates a trajectory T3 shown in FIG. 4, for example, based on the driving route to reach the new target point generated by the generation unit 23. The trajectory T3 is a trajectory for the host vehicle V1 to move from the current position P3 to the stop position P4. When the trajectory T3 is generated, the driving unit 25 controls the vehicle speed control device 161 and the steering control device 162 of the vehicle control device 16 to drive the host vehicle V1 autonomously. When the host vehicle V1 drives along the trajectory T3, the host vehicle V1 changes lanes just before the intersection C5, and enters the lane L9, where the host vehicle V1 can turn left, from the lane L10. Next, the host vehicle V1 turns left at the intersection C5 and drives on the lane L19, turns left at the intersection C7 and drives on the lane L11, turns left at the intersection C6 and drives on the lane L17. Then, after turning left at the intersection C4, the host vehicle V1 stops at the position P4 of the lane L9. Also, instead of the trajectory T3 shown in FIG. 4, a trajectory may be generated that does not go around the section B2, but stops directly from the position P3 in the second stopping area Z2, and the vehicle may travel along the trajectory and stop.

While the autonomous driving control is being performed by the driving unit 25, the detection of obstacles using the imaging device 11 and the distance measuring device 12 is performed at a predetermined time interval, and when an obstacle is detected, the trajectory is changed so as to avoid contact between the vehicle V1 and the obstacle. When an obstacle is detected around the position P4, which is the stopping position, the function of the stopping unit 21 determines whether the vehicle V1 can stop at position P4 based on the detection results of the imaging device 11 and the distance measuring device 12. When it is determined that the vehicle V1 can stop at position P4, the vehicle V1 stops at position P4 while avoiding the obstacle by stopping control. On the other hand, when it is determined that the vehicle V1 cannot stop at position P4, the vehicle V1 moves to traveling along a circular route, for example. Then, while the vehicle V1 is traveling along the circular route Y1 by the autonomous driving control, a new stopping area is searched for by a device mounted on the vehicle V1.

When the vehicle V1 stops at position P4, the occupant of the vehicle V1 gets off the vehicle V1 at position P4 and walks along the walking route U1 to reach the destination X. At that time, the occupant who got off the vehicle V1 crosses the crosswalk W2. After the setting unit 24 sets a new destination point, the setting unit 24 notifies the occupant of the vehicle V1 of the walking route U1 via the display device 17. In addition, a user of the vehicle dispatch service gets on the vehicle V1 at position P4. When getting on, after the setting unit 24 sets a new destination point, the user of the vehicle is notified of the route to walk to the second stopping area Z2 set at the new destination point. The display unit of the terminal device 4 is used for this notification. The user who gets on the vehicle V1 sets a new destination, and the driving control device 19 starts driving by autonomous driving control toward the new destination. The same applies when a first destination point has been set in advance. After the second destination point is set by the setting unit 24, the occupant of the vehicle V1 is notified of the route to walk to the destination after disembarking, and instead or in addition, a person who gets on the vehicle V1 at the second stopping area set at the second destination point is notified of the route to walk to the second stopping area.

Furthermore, the driving scene in FIG. 5 will be described as a case where the vehicle V1 cannot stop in the second stopping area Z2. The driving scene in FIG. 5 is a driving scene similar to the driving scene shown in FIG. 3, in which the vehicle V1 is traveling at position P5 just before position P3. The driving scene in FIG. 5 shows a driving scene in which the vehicle V1 cannot stop in the second stopping area Z2 because other vehicles V4 and V5 are stopped in lane L9. In the driving scene in FIG. 5, the other vehicles V4 and V5 stopped in lane L9 on the shoulder side are detected in the search area from intersection C4 to intersection C5, and the driving distance required for the vehicle V1 to complete the driving operation to stop cannot be secured between the other vehicles V4 and V5. In addition, if the vehicle V1 stops behind the other vehicle V4, the following vehicle traveling straight along lane L7 and entering lane L9 needs to avoid the vehicle V1 in the intersection C4, which will hinder the following vehicle from traveling. Furthermore, stopping in front of the other vehicle V5 would impede the travel of the other vehicle turning left at intersection C5. For this reason, a stopping area cannot be detected in lane L9, and the stopping unit 21 determines that the host vehicle V1 cannot stop in the second stopping area Z2, even if the driver of the host vehicle V1 or the user of the ride-hailing service has preset the second stopping area Z2 as the stopping area of the destination point.

In this case, the driving unit 25 drives the vehicle V1 along the loop route Y1 shown in FIG. 3 by autonomous driving control, while searching for a new stop area with a device mounted on the vehicle V1 by the function of the search unit 22. In the driving scene of FIG. 5, the third stop area Z3a located on the opposite side of the destination X can be detected while driving on the lane L8. When the generation unit 23 attempts to generate a loop route for the third stop area Z3a, a loop route Y2 can be generated that starts from the start point S2 in the third stop area Z3a, turns left at the intersections C3, C1, C2, and C4 in sequence, goes around the periphery of the section B1, and finally reaches the start point S2. Therefore, the third stop area Z3a is a stop area in which a loop route can be generated, and the setting unit 24 sets the third stop area Z3a as the third target point. If the third stopping area Z3a has been registered in advance in the map information 13, the third stopping area Z3a may be set as the third target point without searching for the stopping area using the imaging device 11 and the distance measuring device 12.

When the setting unit 24 sets the third stop area Z3a as the third target point, the generation unit 23 generates a driving route for the host vehicle V1 to reach the third stop area Z3a from the current position. The driving unit 25 generates a trajectory for stopping the host vehicle V1 in the third stop area Z3a by stopping control based on the newly generated driving route. An example of the trajectory is shown in FIG. 6. The trajectory T4 shown in FIG. 6 is a trajectory for the host vehicle V1 to move from the current position P5 to the stop position P6. When the trajectory T4 is generated, the driving unit 25 controls the vehicle speed control device 161 and the steering control device 162 of the vehicle control device 16 to drive the host vehicle V1 autonomously. When the host vehicle V1 travels along the trajectory T4, the host vehicle V1 turns at the intersection C4, enters the lane L3 from the lane L8, and stops at the position P6. At this time, the function of the stopping unit 21 detects an obstacle present in the third stopping area Z3a and determines whether the host vehicle V1 can stop in the third stopping area Z3a. In the traveling scene of FIG. 5, it is assumed that the vehicle is not prohibited from turning at the intersection C4.

5, the function of the driving unit 25 drives the vehicle V1 along the circular route Y1 shown in FIG. 3, while the function of the search unit 22 allows a device mounted on the vehicle V1 to search for a new stopping area. In the driving scene of FIG. 5, while the vehicle V1 is traveling along the circular route Y1, the third stopping area Z3b in lane L19, the third stopping area Z3c in lane L11, and the third stopping area Z3d in lane L17 are detected. The third stopping areas Z3b to Z3d are areas where the driving distance required to complete the driving operation of pulling over to the shoulder and stopping can be secured, similar to the second stopping area Z2. The setting unit 24 sets one of the third stopping areas Z3b to 3d as the third target point, but in the driving scene of FIG. 5, the third stopping area Z3d, which provides the shortest walking time for the occupants of the vehicle V1 to walk to the destination X and the shortest distance traveled by the user riding in the vehicle V1, is set as the third target point.

When the setting unit 24 sets the third stop area Z3d as the third target point, the generating unit 23 generates a travel route for the host vehicle V1 to reach the third stop area Z3d from the current position, and the traveling unit 25 generates a trajectory for stopping at the third stop area Z3d. An example of the generated trajectory is the trajectory T5 shown in FIG. 6. The trajectory T5 is a trajectory for the host vehicle V1 to move from the current position P5 to the stop position P7. When traveling along the trajectory T5, the host vehicle V1 changes lanes just before the intersection C5, and enters the lane L9, where a left turn is possible, from the lane L10. Next, the host vehicle V1 turns left at the intersection C5 and travels on the lane L19, turns left at the intersection C7 and travels on the lane L11, turns left at the intersection C6 and enters the lane L17. Then, the host vehicle V1 stops at the position P7 of the lane L17.

When the vehicle V1 stops at position P6, the occupant of the vehicle V1 gets off the vehicle V1 at position P6 and walks along the walking route U2a to reach the destination X. At that time, the occupant who got off the vehicle V1 crosses the crosswalk W1. On the other hand, when the vehicle V1 stops at position P7, the occupant of the vehicle V1 gets off the vehicle V1 at position P7 and walks along the walking route U2b to reach the destination X. At that time, the occupant who got off the vehicle V1 crosses the crosswalk W2. After the setting unit 24 sets the third target point, the walking routes U2a and U2b are notified to the occupant of the vehicle V1 via the display device 17. In addition, the user of the vehicle dispatch service gets on the vehicle V1 at position P6 or P7. When getting on, after the setting unit 24 sets the third target point, the person who gets on the vehicle is notified of the route to walk to the third stopping area Z3a or Z3d. The display of the terminal device 4 is used for this notification.

So far, the functions of each functional block have been described. If a stopping area cannot be found even when searching using the function of the search unit 22, the vehicle travels along the route generated by the generation unit 23 and reaches the target point, but the stopping unit 21 determines that the vehicle cannot stop at the reached target point, the vehicle travels again along the circuit route using the function of the travel unit 25. If the number of times the vehicle has traveled around exceeds a specified number (e.g., 3 to 5 times), the vehicle V1 is controlled to return to a predetermined return location. Alternatively, the control unit 2 ends the execution of the autonomous driving control, notifies the driver that the execution of the autonomous driving control has ended, and requests that the driver switch to manual operation.

The cruise control system 1 according to the present invention can be applied not only to autonomously controlled cruise control, but also to navigation systems that assist the driver in manual driving. When the cruise control system 1 is applied to the autonomous cruise control of a vehicle, it can be applied to cases where both speed control and steering control are autonomously controlled, or where one of speed control and steering control is autonomously controlled and the other is manually controlled.

[Processing of driving control system]
The process performed by the cruise control device 19 when it executes autonomous cruise control and stopping control of the host vehicle V1 will be described with reference to Figures 7 and 8. Figure 7 is an example of a flowchart showing the information processing procedure in the cruise control system 1 of Figure 1. The process described below is executed by the CPU (processor) 191 of the cruise control device 19 at a predetermined time interval.

First, in step S1, the destination X input by the user of the vehicle V1 (including the occupant of the vehicle V1) via the input device 18 or the input section of the terminal device 4 is acquired by the function of the control unit 2. In the following step S2, the control unit 2 functions to present stopping areas around the destination X, which are candidates for the target point, to the user of the vehicle V1 via the display device 17 or the display section of the terminal device 4. In the following step S3, the control unit 2 functions to acquire the stopping area selected by the user of the vehicle V1. The selected stopping area is input by the user via the input device 18 or the input section of the terminal device 4.

In step S4, the setting unit 24 determines whether the vehicle V1 can reach the selected stopping area from the selected stopping area by circular driving in a driving time of less than a predetermined time and/or a driving distance of less than a predetermined distance. If it is determined that the vehicle V1 can reach the selected stopping area by circular driving in a driving time of less than a predetermined time and/or a driving distance of less than a predetermined distance, the process proceeds to step S5, and the selected stopping area is set as the target point. On the other hand, if it is determined that the vehicle V1 cannot reach the selected stopping area by circular driving in a driving time of less than a predetermined time and/or a driving distance of less than a predetermined distance, the process proceeds to step S2, and stopping areas that are candidates for the target point are presented again. Note that if there is no stopping area around the destination X that can be circularly driven in a driving time of less than a predetermined time and/or a driving distance of less than a predetermined distance, for example, the stopping area closest to the destination X is set as the target point.

In step S7, the vehicle travels to the stop area, which is the target point, using the function of the travel unit 25. In step S8, the vehicle stop unit 21 uses the imaging device 11 and the distance measuring device 12 to detect obstacles present in the stop area. In the following step S9, it is determined whether the vehicle V1 can stop in the stop area. If it is determined that the vehicle V1 can stop in the stop area, the process proceeds to step S10, where the vehicle travel unit 25 generates a trajectory, controls the vehicle speed control device 161 and the steering control device 162, and stops the vehicle V1 at the set stop position. At this time, the vehicle stop unit 21 detects a vehicle following the vehicle V1, and if a following vehicle is detected, the vehicle travels around the circuit path and then stops at the set stop position. On the other hand, if a following vehicle is not detected, the vehicle does not travel around the circuit, but slows down and stops at the set stop position. After that, the execution of the routine is stopped, and the information processing by the CPU (processor) 191 of the travel control device 19 is terminated.

On the other hand, if it is determined that the vehicle V1 cannot stop in the stopping area, the process proceeds to step S11. In step S11, the search unit 22 continues the circular driving under the autonomous driving control. In step S12, the detection device of the vehicle V1 is used to search for a new stopping area while continuing the autonomous driving control. In the following step S13, it is determined whether a new stopping area has been detected in which the vehicle V1 can make a circular driving in a driving time of less than a predetermined time and/or a driving distance of less than a predetermined distance. If it is determined that a new stopping area has been detected, the process proceeds to step S14, and the setting unit 24 sets the newly detected stopping area as a new target point. In the following step S15, the setting unit 24 notifies the occupant of the vehicle V1 of the walking route to walk to destination X after getting off the vehicle, and in step S16, notifies the user who will soon board the vehicle V1 of the walking route to reach the newly set target point. For these notifications, the display device 17 and the display unit of the terminal device 4 are used.

In the next step S17, the vehicle autonomously travels to the newly set target point, and in the next step S18, the vehicle stopping unit 21 determines whether the vehicle V1 can stop in the newly set stopping area. If it is determined that the vehicle V1 cannot stop in the newly set stopping area, the process proceeds to step S11, where the vehicle again travels around the circuit route. If the number of times the vehicle has traveled around exceeds a specified number (e.g., 3 to 5 times), the vehicle V1 is controlled to return to a predetermined return location, or the autonomous travel control is terminated and the vehicle is manually driven by the driver. On the other hand, if it is determined that the vehicle V1 can stop in the newly set stopping area, the process proceeds to step S10, where the vehicle is stopped at the stopping position by vehicle stopping control.

If it is determined in step S13 that a new stopping area in which a lap can be performed for a driving time less than the predetermined time and/or a driving distance less than the predetermined distance cannot be detected, the process proceeds to step S19, where a user of the vehicle V1 (including a passenger of the vehicle V1) is notified that a stopping area in which a lap can be performed cannot be detected. The notification is made using the display device 17 and the display unit of the terminal device 4. After the notification, execution of the routine is stopped, and operation is switched to manual operation by the driver.

Next, referring to the flowchart in FIG. 8, another example of the information processing procedure in the cruise control system 1 in FIG. 1 will be shown. Note that the first stopping area in FIG. 8 is a stopping area for which a circular route cannot be generated, and is set as a destination point in advance. The process described below is executed at a predetermined time interval by the CPU (processor) 191 of the cruise control device 19.

First, in step S21, the driving unit 25 drives to the first stopping area Z1, and in the following step S22, the stopping unit 21 detects an obstacle in the first stopping area Z1. In step S23, the stopping unit 21 determines whether the host vehicle V1 can stop in the first stopping area Z1. If it is determined that the host vehicle V1 can stop in the first stopping area Z1, the process proceeds to step S24, where the driving unit 25 stops the host vehicle V1 in the first stopping area Z1 based on the driving route generated by the generation unit 23. Thereafter, execution of the routine is stopped, and information processing is terminated. On the other hand, if it is determined that the host vehicle V1 cannot stop in the first stopping area Z1, the process proceeds to step S25.

In step S25, the function of the search unit 22 continues straight-ahead driving under autonomous driving control, while in step S26, a stopping area for which a circular route can be generated is searched for in an area adjacent to destination X. The circular route is generated by the function of the generation unit 23. In the following step S27, it is determined whether a stopping area for which a circular route can be generated has been detected. If it is determined that a stopping area for which a circular route can be generated has been detected, the process proceeds to step S28. On the other hand, if it is determined that a stopping area for which a circular route can be generated cannot be detected, the process proceeds to step S35 described below.

In step S28, the second stop area Z2, which is the detected new stop area, is set as the second target point, and in the following step S29, the user of the vehicle V1 is notified of the position of the second stop area Z2. The display device 17 and the display unit of the terminal device 4 are used for this notification. In the following step S30, the vehicle V1 travels to the second stop area Z2 using the function of the travel unit 25, and in the following step S31, the vehicle V1 detects an obstacle present in the second stop area Z2 using the function of the stop unit 21. In step S32, it is determined whether the vehicle V1 can stop in the second stop area Z2. If it is determined that the vehicle V1 can stop in the second stop area Z2, the process proceeds to step S33, and the vehicle V1 is stopped in the second stop area Z2. Thereafter, the execution of the routine is stopped, and the information processing is terminated. On the other hand, if it is determined that the vehicle V1 cannot stop in the second stop area Z2, the process proceeds to step S34.

In step S34, while continuing autonomous driving along the circuit route generated by the generation unit 23, in step S35, the setting unit 24 acquires the position of the third stopping area, which is a stopping area for which a circuit route can be generated and which has been set in advance in the map information 13, and sets the third stopping area as the third target point. Note that the third stopping area may be detected by the detection device of the vehicle V1 by the search unit 22, as in the case of the second stopping area Z2. In the following step S36, the user of the vehicle V1 is notified of the position of the third stopping area. The display device 17 and the display unit of the terminal device 4 are used for this notification. In the following step S37, the driving unit 25 drives to the third stopping area, and in the following step S38, the stopping unit 21 detects obstacles present in the third stopping area.

In step S39, it is determined whether the host vehicle V1 can stop in the third stopping area. If it is determined that the host vehicle V1 can stop in the third stopping area, the process proceeds to step S40, where the host vehicle V1 is stopped in the third stopping area. Thereafter, execution of the routine is stopped, and information processing is terminated. In contrast, if it is determined that the host vehicle V1 cannot stop in the third stopping area, the process proceeds to step S34, where the host vehicle V1 continues traveling along the loop route and again attempts to stop in the third stopping area. If the number of times the host vehicle V1 has gone around the loop route exceeds a specified number of times, instead, execution of the routine is stopped, and operation is switched to manual operation by the driver, for example.

[Embodiments of the invention]
As described above, according to the present embodiment, a vehicle travel control method is provided in which a stopping area where the vehicle can reach the stopping area by circular travel from one stopping area in a travel time of less than a predetermined time and/or a travel distance of less than a predetermined distance is set as a target point, and the vehicle is caused to travel toward the target point by autonomous travel control. As a result, even if an obstacle exists in the stopping area that is the target point and the vehicle cannot stop at the previously set stopping position, the autonomous travel control allows the vehicle to continue traveling along the circular route. Therefore, even if new stopping area information is not obtained from the infrastructure, the autonomous travel can be continued using the vehicle detection device.

In addition, in the vehicle driving control method of this embodiment, the stopping area is set to the shoulder side of a road with two or more lanes on one side, or the shoulder side of a one-lane road that is wide enough that the vehicle will not impede the travel of following vehicles even if it is stopped on the shoulder side. This allows the vehicle to stop without impeding the travel of following vehicles.

In addition, in the vehicle driving control method of this embodiment, only stopping areas that can be reached from the first stopping area by circular driving are presented to the user of the vehicle as candidates for the destination point. This makes it possible to more reliably continue autonomous driving control using a detection device mounted on the vehicle.

In addition, in the vehicle driving control method of this embodiment, an obstacle present in the stopping area set at the target point is detected, and from the detection result of the obstacle, it is determined whether the vehicle can stop in the stopping area set at the target point. If it is determined that the vehicle can stop in the stopping area set at the target point, the stopping control included in the autonomous driving control causes the vehicle to stop in the stopping area set at the target point. If it is determined that the vehicle cannot stop in the stopping area set at the target point, the device mounted on the vehicle searches for the stopping area while driving the vehicle in a circle by the autonomous driving control, and the stopping area detected by the search is set as a new target point, and the vehicle is stopped in the stopping area set at the new target point by the stopping control. As a result, even if information on a new stopping area cannot be obtained from the infrastructure, the autonomous driving can be continued using the vehicle detection device, and the vehicle can be stopped without interfering with the driving of the following vehicle.

In addition, in the vehicle travel control method of this embodiment, the detected stopping area that the vehicle can reach in the shortest travel time is set as the new target point. This makes it possible to prevent the vehicle occupants from having to wait an increased amount of time for the vehicle to stop.

In addition, in the vehicle travel control method of this embodiment, the detected stopping area that can be reached by a passenger in the vehicle in the shortest walking time is set as the new destination point. This makes it possible to prevent an increase in the walking time of the passenger in the vehicle.

In addition, in the vehicle driving control method of this embodiment, after the new target point is set, the vehicle occupant is notified of the route to walk to the destination after disembarking. This allows the vehicle user to smoothly reach destination X.

In addition, in the vehicle driving control method of this embodiment, after the new target point is set, passengers in the vehicle are notified of the walking route to the stopping area set at the new target point. This allows the vehicle user to smoothly reach the target point, which is the boarding position.

In addition, in the vehicle driving control method of this embodiment, when the first stopping area Z1, in which the start point and end point are in the one stopping area and in which a circular route in which the travel time is equal to or less than the predetermined time and/or the travel distance is equal to or less than the predetermined distance cannot be generated, is set in advance as a first target point, an obstacle present in the first stopping area Z1 is detected, and from the detection result of the obstacle present in the first stopping area Z1, it is determined whether the vehicle can be stopped in the first stopping area Z1, and if it is determined that the vehicle can be stopped in the first stopping area Z1, the vehicle is stopped in the first stopping area Z1 by a stopping control included in the autonomous driving control, and if it is determined that the vehicle cannot be stopped in the first stopping area Z1, a second stopping area Z2 in which the circular route can be generated is set as a second target point, and the vehicle is driven toward the second stopping area Z2 by the autonomous driving control. This allows the vehicle to continue autonomous driving using the vehicle's detection device even when new parking area information cannot be obtained from the infrastructure, and to stop without interfering with the driving of following vehicles.

In addition, in the vehicle travel control method of this embodiment, an obstacle present in the second stop area Z2 is detected, and based on the detection result of the obstacle present in the second stop area Z2, it is determined whether the vehicle can be stopped in the second stop area Z2. If it is determined that the vehicle can be stopped in the second stop area Z2, the vehicle is stopped in the second stop area Z2 by the stop control. If it is determined that the vehicle cannot be stopped in the second stop area Z2, the vehicle is caused to travel along the circular route by the autonomous travel control, while searching for a third stop area with a device mounted on the vehicle, the third stop area is set as a third target point, and the vehicle is caused to stop in the third stop area by the stop control. As a result, even if new stop area information is not obtained from the infrastructure, the autonomous travel can be continued using the vehicle detection device, and the vehicle can be stopped without interfering with the travel of the following vehicle.

In addition, in the vehicle travel control method of this embodiment, the stopping area that the vehicle can reach from the first stopping area Z1 in the shortest travel time is set as the second stopping area Z2. This makes it possible to prevent an increase in the time that the vehicle occupants have to wait until the vehicle stops.

In addition, in the vehicle travel control method of this embodiment, the second stopping area Z2 is set as the stopping area that the passengers of the vehicle can reach in the shortest walking time. This makes it possible to prevent the walking time of the passengers of the vehicle from increasing.

In addition, in the vehicle driving control method of this embodiment, after the second target point Z2 is set, the vehicle occupant is notified of the route to walk to the destination after disembarking. This allows the vehicle user to smoothly reach the destination X.

In addition, in the vehicle driving control method of this embodiment, after the second target point Z2 is set, a person riding in the vehicle is notified of a route to walk to the second stopping area Z2. This allows the user of the vehicle to smoothly reach the target point, which is the boarding position.

According to the present embodiment, in a vehicle driving control device 19 having a processor that drives a vehicle by autonomous driving control, the processor sets a stopping area where the vehicle can reach the stopping area by circular driving from one stopping area in a driving time of less than a predetermined time and/or a driving distance of less than a predetermined distance as a target point, and drives the vehicle by autonomous driving control toward the target point. As a result, even if an obstacle is present in the stopping area that is the target point and the vehicle cannot stop at the previously set stopping position, the autonomous driving control allows the vehicle to continue driving along the circular route. Therefore, even if new stopping area information is not available from the infrastructure, the autonomous driving can be continued using the vehicle detection device.

REFERENCE SIGNS LIST 1... Driving control system 11... Imaging device 12... Distance measuring device 13... Map information 14... Vehicle position detection device 15... Navigation device 16... Vehicle control device 161... Vehicle speed control device 162... Steering control device 17... Display device 18... Input device 19... Driving control device 191... CPU (processor)
192...ROM
193...RAM
2...Control unit 21...Stop unit 22...Search unit 23...Generation unit 24...Setting unit 25...Traveling section 3...Network 4...Terminal B1, B2...Division C1, C2, C3, C4, C5, C6, C7...Intersection L1, L2, L3, L4, L5, L6, L7, L8, L9, L10, L11, L12 , L13, L14, L15, L16, L17, L18, L19, L20...Lane P1, P2, P3, P4, P5, P6, P7...Position R1, R2, R3, R4, R5, R6...Road S1, S2...Start point (end point)
T1, T2, T3, T4, T5...Trajectory U1, U2a, U2b...Walking route V1...Own vehicle V2, V3, V4, V5...Other vehicles W1, W2...Crosswalk X...Destination Y1, Y2...Circular route Z1...First stopping area Z2...Second stopping area Z3a, Z3b, Z3c, Z3d...Third stopping area

Claims (16)

A vehicle driving control method for driving a vehicle toward a set target point by autonomous driving control, comprising:
determining whether or not a circular route can be generated that allows the vehicle to reach one of the stopping areas by circular travel from one of the stopping areas for stopping the vehicle in a travel time equal to or less than a predetermined time and/ or a travel distance equal to or less than a predetermined distance;
Setting the one stop area for which the circular route can be generated as a destination point;
generating a travel route for the vehicle to travel from the current position to the destination point;
driving the vehicle along the travel route toward the target point under autonomous travel control ;
After traveling from the current position to the one stopping area which is the destination point, determining whether or not the vehicle can stop in the one stopping area;
When it is determined that the vehicle can be stopped in the one stopping area, the vehicle is stopped at a stopping position set in the one stopping area;
A vehicle driving control method, comprising : when it is determined that the vehicle cannot be stopped in the one stopping area, causing the vehicle to travel in a circle along the pre-generated circuit route by autonomous driving control . The vehicle driving control method according to claim 1, wherein the stopping area is set on the shoulder side of a road having two or more lanes on one side, or on the shoulder side of a one-lane road having a width such that the vehicle does not impede the driving of following vehicles even if the vehicle stops on the shoulder side. The vehicle travel control method according to claim 1 or 2, wherein only stopping areas that can be reached from the first stopping area by circular travel are presented to the user of the vehicle as candidates for the destination point. Detecting an obstacle present in the stopping area set at the target point;
determining whether or not the vehicle can be stopped in the stopping area set at the target point based on a result of the obstacle detection;
When it is determined that the vehicle can be stopped in the stopping area set at the target point, stopping the vehicle in the stopping area set at the target point by a stopping control included in the autonomous driving control;
When it is determined that the vehicle cannot be stopped in the stopping area set at the target point, searching for the stopping area by a device mounted on the vehicle while causing the vehicle to travel in a circle by the autonomous travel control;
The stopping area detected by the search is set as a new target point;
The vehicle travel control method according to any one of claims 1 to 3, further comprising the step of: stopping the vehicle by the stopping control in the stopping area set at the new target point. The vehicle travel control method according to claim 4, wherein the detected stopping area is set as the new target point to be the stopping area that the vehicle can reach in the shortest travel time. The vehicle travel control method according to claim 4 or 5, wherein the detected stopping area is set as the new destination point to be the stopping area that can be reached by a passenger in the vehicle in the shortest walking time. The vehicle driving control method according to any one of claims 4 to 6, wherein after the new destination point is set, the vehicle occupant is notified of a route to walk to the destination after disembarking. The vehicle driving control method according to any one of claims 4 to 7, wherein after the new destination point is set, a person riding in the vehicle is notified of a walking route to the stopping area set at the new destination point. When a first stop area in which a start point and an end point exist in the one stop area and a circular route in which the travel time is equal to or shorter than the predetermined time and/or the travel distance is equal to or shorter than the predetermined distance cannot be generated, is set as a first destination point in advance,
Detecting an obstacle present in the first stopping area;
determining whether or not the vehicle can be stopped in the first stopping area based on a result of detecting an obstacle present in the first stopping area;
When it is determined that the vehicle can be stopped in the first stopping area, the vehicle is stopped in the first stopping area by a stopping control included in the autonomous driving control;
If it is determined that the vehicle cannot be stopped in the first stopping area, a second stopping area in which the circular route can be generated is set as a second target point;
The vehicle driving control method according to any one of claims 1 to 3, further comprising causing the vehicle to drive toward the second stopping area under the autonomous driving control. Detecting an obstacle present in the second stopping area;
determining whether or not the vehicle can be stopped in the second stopping area based on a detection result of an obstacle present in the second stopping area;
When it is determined that the vehicle can be stopped in the second stopping area, the vehicle is stopped in the second stopping area by the stopping control;
When it is determined that the vehicle cannot be stopped in the second stopping area, the autonomous driving control causes the vehicle to travel along the circular route while searching for a third stopping area with a device mounted on the vehicle;
The third stopping area is set as a third destination point;
The vehicle travel control method according to claim 9 , further comprising the step of: stopping the vehicle in the third stopping area by the stopping control. The vehicle travel control method according to claim 9 or 10, wherein the second stopping area is set to a stopping area that the vehicle can reach from the first stopping area in the shortest travel time. The vehicle travel control method according to any one of claims 9 to 11, wherein the second stopping area is set to a stopping area that can be reached by a passenger in the vehicle in the shortest walking time. The vehicle driving control method according to any one of claims 9 to 12, further comprising notifying an occupant of the vehicle of a route to walk to the destination after disembarking from the vehicle after the second destination is set. The vehicle driving control method according to any one of claims 9 to 13, further comprising notifying a person in the vehicle of a route for walking to the second stopping area after the second destination point is set. When it is determined that the vehicle cannot be stopped in the stopping area set at the destination point, a new stopping area is searched for by a device mounted on the vehicle;
determining whether the new stopping area is a stopping area in which the vehicle can reach the new stopping area by traveling in a circle from the new stopping area in the traveling time equal to or less than the predetermined time and/or in the traveling distance equal to or less than the predetermined distance;
The vehicle driving control method according to any one of claims 1 to 3, wherein when it is determined that the new stopping area is a stopping area that the vehicle can reach by circular driving from the new stopping area in the driving time equal to or less than the predetermined time and/or the driving distance equal to or less than the predetermined distance, the new stopping area is set as a new target point. A vehicle driving control device including a processor that drives a vehicle by autonomous driving control toward a set target point ,
The processor,
determining whether or not a circular route can be generated that allows the vehicle to reach one of the stopping areas by circular travel from one of the stopping areas for stopping the vehicle in a travel time equal to or less than a predetermined time and/ or a travel distance equal to or less than a predetermined distance;
Setting the one stop area for which the circular route can be generated as a destination point;
generating a travel route for the vehicle to travel from the current position to the destination point;
driving the vehicle along the travel route toward the target point under autonomous travel control ;
After traveling from the current position to the one stopping area which is the destination point, determining whether or not the vehicle can stop in the one stopping area;
When it is determined that the vehicle can be stopped in the one stopping area, the vehicle is stopped at a stopping position set in the one stopping area;
A vehicle driving control device that, when it is determined that the vehicle cannot be stopped in the one stopping area, causes the vehicle to travel in a circle along the pre-generated circuit route by autonomous driving control .