Vehicle control device

Provided is a vehicle control device which, when traffic participants are waiting in the vicinity of a railroad crossing for a train to pass, appropriately controls driving of a vehicle about to pass through the railroad crossing. Entry of the vehicle into the railroad crossing is restrained until a waiting time elapses since when the railroad crossing transitioned from a passage blocking state to a passage allowing state, the waiting time being set in accordance with the kind or the number of the traffic participants present in the vicinity of the railroad crossing. When the waiting time has elapsed, the vehicle is caused to enter the railroad crossing and pass (through) the railroad crossing.

TECHNICAL FIELD

The present invention relates to a vehicle control device that controls driving (automated driving or a driving assist) of a vehicle that passes through a railway crossing.

BACKGROUND ART

In Japanese Laid-Open Patent Publication No. 2005-165643 (hereinafter referred to as JP2005-165643A), a driving assist device is disclosed in which driving assistance is provided to a host vehicle, at a location just before a railway crossing where a travel path of the host vehicle and the railway crossing intersect each other.

In such a driving assist device, before entering into the railway crossing, a determination is made as to whether or not a space exists (or occurs) within which the host vehicle is capable of entering and proceeding to the outer side (other side) of the railway crossing, and in the case that such a space exists, the host vehicle is determined to be capable of passing through the railway crossing (see FIG. 7 and paragraphs [0101] and [0103] of JP2005-165643A).

SUMMARY OF INVENTION

However, even assuming a case in which a space exists that enables entry and proceeding to the outer side (other side) of the railway crossing, for example, in the event that a large number of traffic participants such as pedestrians and bicycles or the like are waiting for the railway crossing at the same time that the host vehicle is waiting for the railway crossing, a situation may occur in which such traffic participants intrude into the roadway when the railway crossing is opened.

In JP2005-165643A, there is no disclosure concerning a method of controlling a vehicle in such a case, and room remains for improvement.

The present invention has been devised taking into consideration the aforementioned problem, and has the object of providing a vehicle control device which is capable of appropriately controlling driving (automated driving or a driving assist) of a vehicle that plans to pass through a railway crossing, in the case that traffic participants are waiting to cross in proximity to the railway crossing.

The vehicle control device according to the present invention is a vehicle control device that performs a driving control for a host vehicle, the vehicle control device comprising:

an external environment recognition unit configured to recognize traffic participants and a railway crossing existing in a vicinity of the host vehicle;

a position recognition unit configured to recognize a travel position of the host vehicle;

a vehicle situation determination unit configured to determine whether or not the host vehicle is planning to pass through the railway crossing on a basis of a recognition result of the external environment recognition unit and/or a recognition result of the position recognition unit;

a standby time period setting unit configured to set a standby time period until entry into the railway crossing is started, in accordance with a type or a number of the traffic participants existing in proximity to the railway crossing; and

an entry permission determination unit configured to restrain entry of the host vehicle into the railway crossing until the standby time period elapses from a time at which the railway crossing has transitioned from a traffic blocking state to a traffic permissible state, and permit entry of the host vehicle into the railway crossing at a time when the standby time period has elapsed.

According to the present invention, in the case that traffic participants exist in proximity to the railway crossing, until the standby time period, which is set in accordance with the number of the traffic participants, has elapsed from a time at which the railway crossing has transitioned from the traffic blocking state to the traffic permissible state, entry of the host vehicle into the railway crossing is restrained, and at a time when the standby time period has elapsed, the host vehicle is permitted to enter into the railway crossing.

Therefore, in the case that the host vehicle is an automatically driven vehicle, the host vehicle can be allowed to enter into the railway crossing when the standby time period has elapsed, and in the case that the host vehicle is a driving assisted vehicle, a warning is issued when the host vehicle attempts to enter into the railway crossing before the standby time period elapses, and when the standby time period has elapsed, the host vehicle can be prompted to enter into the railway crossing.

According to the present invention, driving (automated driving or a driving assist) of a vehicle that plans to pass through the railway crossing can be appropriately controlled, in the case that traffic participants are waiting to cross in proximity to the railway crossing.

In this case, the standby time period setting unit preferably sets the standby time period to be longer as the number of the traffic participants becomes greater.

By being set in this manner, the standby time period can be set to an appropriate time period in accordance with the number of the traffic participants.

The standby time period setting unit may change the standby time period in accordance with the type of the traffic participants.

By being changed in this manner, the standby time period can be set more appropriately.

Further, the standby time period setting unit preferably sets the standby time period to be longer as a road width inside the railway crossing becomes narrower.

As the width of the road inside the railway crossing becomes narrower, the passage time period required for the traffic participants to pass through the railway crossing interior becomes longer, and therefore, by increasing the standby time period corresponding to the passage time period, an appropriate standby time period can be set.

DESCRIPTION OF EMBODIMENTS

Preferred embodiments of a driving control device according to the present invention will be presented and described in detail below with reference to the accompanying drawings. In the following description, a vehicle (driver's own vehicle) which is the subject of the description will be referred to as a host vehicle, whereas vehicles other than the host vehicle will be referred to as other vehicles. Further, although an exemplary description will be made of a left-hand traffic situation for the vehicle, the present invention can similarly be applied to a right-hand traffic situation.

FIG. 1is a block diagram of a host vehicle10equipped with a vehicle control device12according to a present embodiment.FIG. 2is a functional block diagram of the vehicle control device12.FIG. 3is a schematic plan view showing the host vehicle10, and traffic participants20such as pedestrians20pand bicycles20bor the like, which are planning to enter into a railway crossing140when crossing gate rods132thereof are opened.

1. Configuration of Host Vehicle10

As shown inFIG. 1, the host vehicle10includes a vehicle control device12, an input system device group14which acquires or stores various information input by the vehicle control device12, and an output system device group16which is operated in response to various instructions output by the vehicle control device12. The host vehicle10is an automatically driven vehicle (including a fully automatically driven vehicle) in which driving operations are performed by the vehicle control device12, or a driving assisted vehicle in which portions of the driving operations are assisted.

[1.1. Input System Device Group14]

In the input system device group14, there are included external environment sensors18that detect a state of the surrounding vicinity (external environment) around the host vehicle10, a communication device19which carries out transmission and reception of information to and from various communication devices located externally of the host vehicle10, an MPU (high precision map)22the positional precision of which is less than or equal to centimeter units, a navigation device24that generates a travel route to a destination together with measuring a travel position of the host vehicle10, and vehicle sensors26that detect the traveling state of the host vehicle10.

Among the external environment sensors18, there are included one or more cameras28that capture images of the external environment, and one or more radar devices30and one or more LIDAR (Light Detection and Ranging) devices32that detect the distance between the host vehicle10and other surrounding objects (including the traffic participants20), as well as the relative speed between the host vehicle10and the surrounding objects.

In the communication device19, there are included a first communication device34that performs inter-vehicle communications with communication devices disposed in non-illustrated other vehicles, and a second communication device36that performs road-to-vehicle communications with communication devices122provided in infrastructure such as a travel path120and the like.

The navigation device24includes a satellite navigation system and a self-contained navigation system.

The vehicle sensors26include a vehicle speed sensor, an acceleration sensor, a yaw rate sensor, an inclination sensor, and the like, none of which are shown.

[1.2. Output System Device Group16]

In the output system device group16, there are included a driving force output device40, a steering device42, a braking device44, and a notification device46.

The driving force output device40includes a driving force ECU (Electronic Control Unit), and a drive source including an engine and/or a driving motor.

The driving force output device40generates a driving force in the host vehicle10in accordance with an operation of an accelerator pedal performed by the vehicle occupant, or a driving control instruction output from the vehicle control device12.

The steering device42includes an electric power steering system (EPS) ECU and an EPS actuator. The steering device42generates a steering force in the host vehicle10in accordance with an operation of the steering wheel performed by the vehicle occupant, or a steering control instruction output from the vehicle control device12.

The braking device44includes a brake ECU and a brake actuator. The braking device44generates a braking force in the host vehicle10in accordance with an operation of the brake pedal performed by the vehicle occupant, or a braking control instruction output from the vehicle control device12.

The notification device46includes a notification ECU, and an information transmission device (a display device, an audio device, a haptic device, etc.). The notification device46issues a notification with respect to the vehicle occupant in accordance with a notification instruction output from the vehicle control device12or another ECU.

The vehicle control device12comprises an ECU, and includes a computation device50such as a processor, and a storage device52such as a ROM and a RAM. The vehicle control device12realizes various functions by the computation device50executing programs stored in the storage device52.

As shown inFIG. 2, the computation device50functions as an external environment recognition unit60, a host vehicle position recognition unit70, an action planning unit80, and a vehicle control unit90.

On the basis of information output from the external environment sensors18, the external environment recognition unit60recognizes the circumstances and objects in the vicinity of the host vehicle10. The external environment recognition unit60includes a region recognition unit62, a traffic participant recognition unit64, and an external environmental state recognition unit66.

Based on the image information from the cameras28and/or the high precision map22, the region recognition unit62recognizes the existence, the type, the size, and the boundary position, etc., of the specified region {the railway crossing140, an intersection, a drawbridge, or the like} positioned in respective directions (forward, leftward, and rightward) in relation to the direction of progress of the host vehicle10.

Based on the image information from the cameras28and/or the detection information from the radar devices30and the LIDAR devices32, the traffic participant recognition unit64recognizes a number of bicycles Nb and a number of people Np, respectively, of bicycles (bicycles on which people are riding)20band pedestrians20pthat are traffic participants20existing in the vicinity of the host vehicle10.

Based on the image information from the cameras28, the external environmental state recognition unit66recognizes the overall road environment, for example, the shape of the road, the road width, the positions of lane markings, the number of lanes, the lane width, the illuminated state of a traffic signal device, and the open or closed state of the crossing gate rods132of a railway crossing gate130.

The shape of the road, the road width, the positions of the lane markings, the number of lanes, and the lane width may also be recognized using the high precision map22.

Based on information output from the MPU22and the navigation device24, the host vehicle position recognition unit70(also referred to simply as a position recognition unit) recognizes the travel position of the host vehicle10and the map information in the vicinity of the travel position.

The action planning unit80determines the traveling state of the host vehicle10on the basis of the recognition results of the external environment recognition unit60and the host vehicle position recognition unit70, and formulates an action (generation of a trajectory or the like) for the host vehicle10. The action planning unit80includes a vehicle situation determination unit82, a standby time period setting unit84, an entry permission determination unit86, and an action setting unit88.

On the basis of the recognition result of the external environment recognition unit60and the recognition result of the host vehicle position recognition unit70, the vehicle situation determination unit82determines whether or not the host vehicle10is a leading vehicle that is waiting for the crossing gate rods132of the railway crossing gate130to open at the railway crossing140.

On the basis of the recognition result of the external environment recognition unit60and the determination result of the vehicle situation determination unit82, the standby time period setting unit84sets the standby time period T from opening of the crossing gate rods132of the railway crossing140until entry into the railway crossing140is started, in accordance with the number of the traffic participants20(the number Nb of the bicycles20band the number Np of the pedestrians20p) existing in proximity to the railway crossing140.

The characteristic diagram shown in the upper part ofFIG. 4is a map (a standby time period map for the host vehicle10in relation to the number Nb of the bicycles20b; therefore, also referred to as a bicycle standby time period map)152, provided as an example of a bicycle standby time period Tb and showing a relationship between the standby time period Tb and the number Nb of the bicycles20b. In the bicycle standby time period map152, the characteristics are changed in accordance with a railway crossing length L and a railway crossing width (road width) H.

The characteristic diagram shown in the lower part ofFIG. 4is a map (a standby time period map for the host vehicle10in relation to the number Np of the pedestrians20p; therefore, also referred to as a pedestrian standby time period map)154of a pedestrian standby time period Tp and showing a relationship between the standby time period Tp and the number Np of the pedestrians20p. In the pedestrian standby time period map154as well, the characteristics are changed in accordance with the railway crossing length L and the railway crossing width H.

The bicycle standby time period map152and the pedestrian standby time period map154are collectively referred to as standby time period maps150.

In the standby time period maps150, the time period becomes shorter as the railway crossing width H (the road width Hv of a roadway120+the pedestrian walkway width Hp of a pedestrian walkway124) in the travel path (also referred to as a roadway)120of the host vehicle10becomes wider, and the time period becomes longer as the railway crossing width H becomes narrower. In the standby time period maps150, in comparison with a standard standby time period Tbm (Tpm) drawn by the solid line, the standby time period Tbs (Tps) for the narrow case drawn by the dashed line is a longer time period, and the standby time period Tbl (Tpl) for the wide case drawn by the one-dot-dashed line is a shorter time period.

In the present embodiment, for example, with the standard standby time period Tbm in relation to the bicycles20b, as shown by the dots, at two bicycles, the standby time period Tbm is set to Tb1, at one bicycle or less, the standby time period Tbm is set to zero seconds, and at three bicycles, the standby time period Tbm is set to Tb2(Tb1<Tb2). Further, for example, with the standard standby time period Tpm in relation to the pedestrians20p, as shown by the dots, at three people, the standby time period Tpm is set to Tm1, at two people or less, the standby time period Tpm is set to zero seconds, and at four people, the standby time period Tpm is set to Tm2(Tm1<Tm2).

Moreover, the standby time period T may further be changed to a longer time period as the railway crossing length L becomes longer.

In the present embodiment, the standby time period setting unit84sets the standby time period T from opening of the crossing gate rods132of the railway crossing140until entry into the railway crossing140is started to the sum of the standby time period Tb obtained from the number Nb of the bicycles20band the standby time period Tp obtained from the number Np of the pedestrians20p(T=Tb+Tp).

The entry permission determination unit86determines whether to permit the host vehicle10to enter into the railway crossing140, on the basis of the standby time period T having elapsed, the open or closed state of the railway crossing140, and the existence of the traffic participants20and the like.

The action setting unit88selects an action that the host vehicle10should take on the basis of the entry permission determination result of the entry permission determination unit86. In this instance, a travel trajectory (target travel trajectory) and a vehicle speed (target vehicle speed) targeted by the host vehicle10when passing through the railway crossing140are set.

On the basis of the determination result of the action planning unit80, the vehicle control unit90provides operating instructions to the output system device group16.

The vehicle control unit90includes a driving control unit92and a notification control unit94.

The driving control unit92generates control instructions in accordance with the target travel trajectory and the target vehicle speed formulated by the action planning unit80, and outputs the control instructions to the driving force output device40, the steering device42, and the braking device44.

The notification control unit94generates notification instructions with respect to the vehicle occupant, and outputs the notification instructions to the notification device46.

2. Operations of Vehicle Control Device12

Operations (process steps) of the vehicle control device12of the host vehicle10which is planning to cross over the railway crossing140will be described with reference to the flowchart ofFIG. 5. The process steps are repeatedly executed while the electric power of the host vehicle10is turned on.

In step S1, in the external environment recognition unit60, the region recognition unit62determines whether or not the railway crossing140exists on the travel path120of the host vehicle10on the basis of the most recent information output from the input system device group14, and in the case that it exists (step S1: YES), the process transitions to step S2.

On the other hand, in the case that the railway crossing140does not exist (step S1: NO), the process temporarily comes to an end and waits for the next cycle.

In step S2, through the vehicle control unit90, the action planning unit80causes the host vehicle10to stop at a stop line position140iat the entrance of the railway crossing140.

Next, in step S3, on the basis of the recognition results of the region recognition unit62and the external environmental state recognition unit66, the vehicle situation determination unit82determines whether or not the railway crossing140is open from the situation of the railway crossing gate130and the position (rotational position) of the crossing gate rods132.

In the case that the railway crossing140is closed (the crossing gate rods132are down) (step S3: YES), the process transitions to step S4.

In step S4, through the region recognition unit62and the external environmental state recognition unit66, the vehicle situation determination unit82acquires the railway crossing width H (pedestrian walkway width Hp, road width Hv), and the railway crossing length L of the railway crossing140, together with acquiring (detecting), by the external environmental state recognition unit66and the traffic participant recognition unit64, the number Np of the pedestrians20pand the number Nb of the bicycles20bthat are waiting for the railway crossing gate130of the railway crossing140to open.

Next, in step S5, the entry permission determination unit86determines, through the region recognition unit62and the external environmental state recognition unit66, whether or not the railway crossing140has transitioned from a closed state to an open state. In the case of remaining in the closed state (step S5: NO), the most recent information (the number Np of the pedestrians20pand the number Nb of the bicycles20b) is acquired (detected) again in step S4. Moreover, in the second and subsequent instances of this process, there is no need to acquire the railway crossing width H and the like.

When the crossing gate rods132of the railway crossing140are opened, the determination in step S5is affirmative (step S5: YES), and in step S6, the action planning unit80determines whether or not there are traffic participants20who have been waiting for the railway crossing140to open. In the case that such traffic participants20exist (step S6: YES), the process transitions to step S7without the host vehicle10immediately entering into the roadway120inside the railway crossing140.

In step S7, the standby time period setting unit84calculates the standby time period T with reference to the standby time period maps150shown inFIG. 4, and sets a non-illustrated timer (time counting unit), whereupon the entry permission determination unit86initiates down counting of the timer.

Moreover, in the present embodiment, assuming that the railway crossing width H is the standard width, and since the bicycles20bare two in number (Nb=2) and the pedestrians20pare three people (Np=3), with reference to the standard bicycle standby time period map Tbm and the standard pedestrian standby time period map Tpm, the standby time period T is set to T=Tb1+Tm1.

Next, in step S8, the entry permission determination unit86determines whether or not the counting of the timer has ended, and when the standby time period T has elapsed, then in step S9, the entry permission determination unit86determines whether or not the railway crossing140is maintained in the open state.

In the case that the open state is maintained (step S9: YES), the process transitions to step S10, whereas in the case that the crossing gate rods132of the railway crossing140are starting to descend or the like, and the open state is not maintained (step S9: NO), transitioning of the process to step S4is repeated.

On the other hand, in the case that the railway crossing140is maintained in the open state, in step S10, the entry permission determination unit86further confirms that the traffic participants20do not exist within the roadway120, and in the case that the traffic participants20are no longer present within the roadway120(step S10: YES), then in step S11, a determination is made that entry into the railway crossing140is possible.

Consequently, the action setting unit88drives the output system device group16through the vehicle control unit90, and executes an approach and pass through operation (crossing operation) of the host vehicle10through the railway crossing140, whereby the host vehicle10is permitted to travel on the roadway120and pass through the railway crossing exit140o.

Moreover, in the determination of step S3, in the case that the railway crossing140is open (step S3: NO), then in step S10, the determination is made as to whether the traffic participants20do not exist within the roadway120inside the railway crossing140, and the above-described process is executed in accordance with the determination result.

Further, in the determination of step S6, in the case that there are no traffic participants20(step S6: NO), without setting the standby time period T, the action planning unit80immediately executes the entry and approach operation (crossing operation) of step S11.

3. Summary of Present Embodiment

The vehicle control device12is equipped with the external environment recognition unit60that recognizes the traffic participants20and the railway crossing140existing in the vicinity of the host vehicle10, the host vehicle position recognition unit (position recognition unit)70that recognizes the travel position of the host vehicle10, the vehicle situation determination unit82that determines whether or not the host vehicle10is planning to pass through the railway crossing140on the basis of the recognition result of the external environment recognition unit60and/or the recognition result of the position recognition unit70, the standby time period setting unit84that sets the standby time period T until entry into the railway crossing140is started, in accordance with the type or the number of the traffic participants20existing in proximity to the railway crossing140, and the entry permission determination unit86that restrains entry of the host vehicle10into the railway crossing140(entry not permitted) until the standby time period T elapses from the time at which the railway crossing140has transitioned from a traffic blocking state to a traffic permissible state (step S5: YES), and permits entry of the host vehicle10into the railway crossing140at a time when the standby time period T has elapsed.

In accordance with such a configuration, until the standby time period T, which is set in accordance with the number of the traffic participants20existing in proximity to the railway crossing140, has elapsed from the time at which the railway crossing140has transitioned from the traffic blocking state to the traffic permissible state, entry of the host vehicle10into the railway crossing140is restrained, and at a time when the standby time period T has elapsed, the host vehicle10is permitted to enter into the railway crossing140.

Therefore, in the case that the host vehicle10is an automatically driven vehicle, the host vehicle10can be allowed to enter into the railway crossing140when the standby time period T has elapsed, and in the case that the host vehicle10is a driving assisted vehicle, a warning is issued through the notification control unit94and the notification device46when the host vehicle10attempts to enter into the railway crossing140before the standby time period T elapses, and when the standby time period T has elapsed, the host vehicle10can be prompted through the notification device46to enter into the railway crossing140.

In this case, by the standby time period setting unit84setting the standby time period T to be longer as the number of the traffic participants20(number of people Np+number of bicycles Nb) becomes greater, the standby time period T can be set to an appropriate time period.

Moreover, in the standby time period setting unit84, since the standby time period T is set so as to change in accordance with the type of the traffic participants20, and specifically, whether they are the pedestrians20pand/or the bicycles20b, the standby time period T can be set more appropriately.

Further, the standby time period setting unit84sets the standby time period T to be longer as the railway crossing width H inside the railway crossing140becomes narrower. As the railway crossing width H becomes narrower, the passage time period (crossing time period) of the traffic participants20inside the railway crossing140becomes longer. Therefore, by lengthening the standby time period T corresponding to the passage time period, an appropriate standby time period T for the host vehicle10can be set.

The vehicle control device according to the present invention is not limited to the above-described embodiment, and it goes without saying that various additional or alternative configurations could be adopted therein without departing from the essence and gist of the present invention. For example, in the case that the host vehicle10is not the leading vehicle in a group of vehicles waiting for the railway crossing140to open, in the standby time period that is set in consideration of the traffic participants20, it may further be considered to set the standby time period T to a standby time period until the vehicles from the leading vehicle to a preceding vehicle can cross over the railway crossing140.