WO2016104198A1

WO2016104198A1 - Vehicle control device

Info

Publication number: WO2016104198A1
Application number: PCT/JP2015/084845
Authority: WO
Inventors: 今井　正人; 雅男坂田
Original assignee: クラリオン株式会社
Priority date: 2014-12-25
Filing date: 2015-12-11
Publication date: 2016-06-30
Also published as: JP2016122308A

Abstract

The objective of the present invention is to provide a vehicle control device capable of controlling a host vehicle appropriately in accordance with the conditions when the host vehicle is driving under conditions in which there is a dead angle. This vehicle control device 100a is characterized by: the detection of a dead-angle region 303 that will be a dead angle for the host vehicle 200; the determination of the relative priorities of the road 210 of the host vehicle 200 and the road 305 of a moving body 304 that potentially can appear from the dead angle region 303; and the outputting of a control signal for the host vehicle 200 on the basis of the determined priorities.

Description

Vehicle control device

The present invention relates to a vehicle control device.

To recognize objects around the vehicle (vehicles, pedestrians, structures, etc.) and road markings / signs (road surface paint such as lane markings, signs such as stops) using external recognition sensors such as in-vehicle cameras and radar Various techniques have been proposed. Furthermore, various technologies for controlling the host vehicle using these technologies to improve the occupant's sense of security and comfort have been proposed. However, in the external field recognition sensor mounted on the vehicle, since the back of the detected object becomes a blind spot, it is necessary to perform control in consideration of an object that may exist in the blind spot.

As a means of controlling the host vehicle in consideration of an object that may exist in the blind spot, the dead angle is detected from the image in front of the host vehicle, and the movement when the object pops out assuming that the object exists in the blind spot When the possible range is obtained, it is determined whether there is a possibility of collision between the vehicle and the object from the predicted position of the vehicle and the movable range of the object, and the vehicle and the object may collide Is known to perform driving support control so that the host vehicle does not collide with an object (see Patent Document 1). Also disclosed is a technique for determining whether a road on which the vehicle is traveling is a priority road or a non-priority road based on map information of the car navigation system, and performing deceleration control when the vehicle is traveling on a non-priority road. If this technology is used, it is possible to avoid a collision with an object popping out from a blind spot when the vehicle travels on a non-priority road at an intersection with poor visibility.

JP 2006-260217 A JP 2010-132260 A

However, in the vehicle travel support device disclosed in Patent Document 1, it is determined whether or not the travel support is performed only by the presence or absence of a blind spot. In spite of this, driving assistance was always implemented, and there was a risk of anxiety for the passengers. In response to this, by combining the driving support methods disclosed in Patent Document 2, when the host vehicle is traveling on a priority road, the host vehicle does not perform driving support and the host vehicle travels on a non-priority road. Since it is possible to perform deceleration control only when the vehicle is traveling, it is possible to solve the problem at the time of straight traveling at the intersection. However, this method can be used only when going straight at the intersection, and can be used when the vehicle turns right or left at the intersection or when the road does not intersect (for example, when there is a pedestrian crossing the pedestrian crossing). It was difficult.

Therefore, an object of the present invention is to provide a vehicle control device that can appropriately control a vehicle according to the situation when the host vehicle travels in a blind spot.

The vehicle control device according to the present invention detects a blind spot area that is a blind spot for the host vehicle, determines a relative priority between a course of a moving body that may appear from the blind spot area and a course of the host vehicle, A control signal for the host vehicle is output based on the determined priority.

According to the present invention, when the host vehicle travels in a blind spot, the vehicle can be appropriately controlled according to the situation.

FIG. 1 is a diagram showing an embodiment of a vehicle control device according to the present invention. FIG. 2 is a diagram illustrating an example of a priority determination table for left-hand traffic. FIG. 3 is a diagram illustrating an example of a priority determination table for right-hand traffic. FIG. 4 is a diagram illustrating a target route at a crossroad intersection. FIG. 5 is a diagram illustrating blind spot detection at a crossroad intersection. FIG. 6 is a diagram illustrating the position of the host vehicle at which the blind spot is eliminated at the crossroad intersection. FIG. 7 is a diagram showing feature points on the target route when calculating the target speed at the crossroad intersection. FIG. 8 is a diagram illustrating a calculation example of the target speed at the crossroad intersection. FIG. 9 is a diagram illustrating an example in which the host vehicle 700 performs driving support in consideration of a blind spot on a side road while driving on a priority road. FIG. 10 is a diagram illustrating an example in which traveling support is performed in consideration of the dead angle of a stopped vehicle on the oncoming lane when the host vehicle 800 approaches a pedestrian crossing. FIG. 11 is a flowchart for explaining the operation of the control device 100a. FIG. 12 is a flowchart illustrating a driving support content determination process based on priority.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
[Example 1]
FIG. 1 is a diagram showing an embodiment of a vehicle control device according to the present invention. FIG. 1 is a block diagram showing a control device 100a as a vehicle control device and its peripheral devices. A control device 100a illustrated in FIG. 1 is a computer that controls a host vehicle, and by executing a program stored in a storage medium (not shown), a surrounding environment recognition unit 1, a blind spot detection unit 2, road information It functions as the acquisition unit 3, the target route generation unit 4, the priority determination unit 5, the moving body course prediction unit 6, and the vehicle control unit 7.

The control device 100a is connected to the steering device 102, the driving device 103, and the braking device 104 of the host vehicle, and the external environment recognition device 101, the sound generator 105, the display device 106, and the automatic driving button 107 provided in the host vehicle. ing. The control device 100a is connected to a CAN (not shown) of the host vehicle, and vehicle information such as the vehicle speed, the steering angle, and the yaw rate of the host vehicle is input via the CAN. Note that CAN (Controller Area Network) is a network standard for connecting in-vehicle electronic circuits and devices.

The external environment recognition device 101 acquires information related to the surrounding environment of the host vehicle, and is, for example, four in-vehicle cameras that respectively capture the surrounding environment of the front, rear, right side, and left side of the host vehicle. . Image data obtained by the external environment recognition apparatus 101 (vehicle camera) is analog data or A / D converted and input to the control apparatus 100a using a dedicated line or the like. As the external environment recognition apparatus 101, besides a vehicle-mounted camera, a radar that measures a distance from an object using a millimeter wave or a laser, a sonar that measures a distance from an object using an ultrasonic wave, or the like can be used. The external environment recognition apparatus 101 outputs information such as the obtained distance to the object and the direction of the object to the control apparatus 100a using a dedicated line or the like.

The steering device 102 is configured by an electric power steering, a hydraulic power steering, or the like that can control the steering angle by an electric or hydraulic actuator or the like according to a drive command of the control device 100a. The drive device 103 is an engine system capable of controlling the engine torque with an electric throttle or the like according to a drive command from the control device 100a, or an electric powertrain system capable of controlling the drive force according to a drive command from the control device 100a. Etc. The braking device 104 is configured by an electric brake, a hydraulic brake, or the like that can control a braking force by an electric or hydraulic actuator or the like according to a drive command of the control device 100a.

The sound generator 105 includes a speaker or the like, and is used to output a warning or voice guidance to the driver. The display device 106 includes a display such as a navigation device, a meter panel, a warning light, and the like. In addition to the operation screen of the control device 100a, the display device 106 displays a warning screen or the like that visually informs the driver that the vehicle is in danger of colliding with an obstacle.

The automatic operation button 107 is an operation member provided at a position where the driver can operate, and outputs a start signal for starting the operation of the control device 100a to the control device 100a based on the operation of the driver. Note that a mode change switch may be provided in the automatic operation button 107 so that a plurality of travel modes such as an automatic parking mode, a general road automatic operation mode, and an expressway automatic operation mode can be switched. Further, the operation of the control device 100a may be terminated by operating the automatic operation button 107 while the operation of the control device 100a is being performed.

The automatic operation button 107 is installed as a switch in a place where the driver can easily operate such as around the steering. When the display device 106 is a touch panel display, a button corresponding to the automatic operation button 107 may be displayed on the display device 106 so that the driver can operate it.

Next, each configuration of the control device 100a will be described. As described above, the image data obtained by the external environment recognition device 101 (vehicle camera) is input to the control device 100a. The surrounding environment recognition unit 1 uses the image data input from the outside environment recognition device 101 to detect the shape and position of objects such as stationary solid objects, moving objects, road surface paint such as lane markings, and signs around the host vehicle. In addition, it has a function of determining whether or not the vehicle is a road surface on which the vehicle can travel by detecting unevenness on the road surface.

The stationary solid object is, for example, a parked vehicle, a wall, a guardrail, a pole, a pylon, a curb, a roadside tree, a car stop, and the like. The moving body is, for example, a pedestrian, a bicycle, a motorcycle, or a vehicle. Hereinafter, the stationary solid object and the moving object are collectively referred to as an obstacle. The shape and position of the object are detected using a pattern matching technique or other known techniques. The position of the object is expressed, for example, using a coordinate system having an origin at the position of the in-vehicle camera that captures the front of the host vehicle.

Further, the surrounding environment recognition unit 1 may be, for example, when driving on a general road based on information on the shape and position of the detected object and a determination result of whether or not the vehicle is a road surface on which the vehicle can travel. For example, a lane position where the vehicle can travel and a space where the vehicle can turn at an intersection are detected. In the case of a parking lot, a space where the host vehicle can be parked, a space where parking is possible, and the like are detected.

The road information acquisition unit 3 acquires map data around the current vehicle position. The acquired map data includes shape data close to the actual road shape expressed by polygons, polylines, etc., traffic regulation information (speed limit, types of vehicles that can be passed, etc.), lane classification (main line, overtaking lane, uphill lane) , Straight lane, left turn lane, right turn lane, etc.), presence / absence of traffic lights, signs, etc. (position information if present). In addition, in the surrounding environment recognition part 1, when the information equivalent to said map data is obtained, the information detected by the surrounding environment recognition part 1 can be substituted.

The target route generation unit 4 generates a route for moving the host vehicle from the current host vehicle position to the target position. Further, the target speed for traveling on the generated route is calculated using information such as the speed limit of the map data, the curvature of the route, the traffic light, the temporary stop position, and the speed of the preceding vehicle. For example, when driving on a general road, the destination is set using a navigation device having map data, and the positional relationship between the host vehicle and the obstacle when driving toward the destination, the lane position, etc. A route is generated from the information. In the case of a parking lot, a target parking position where the host vehicle is parked is set in the parking space from the positional relationship between the host vehicle and the obstacle, and a route to that point is generated.

The blind spot detection unit 2 detects an area that is a blind spot from the host vehicle using the position information of the obstacle recognized by the surrounding environment recognition unit 1 and the map data acquired by the road information acquisition unit 3. Due to the characteristics of the external environment recognition device 101, it is necessary to consider an obstacle that may be present in the blind spot when the back side of the obstacle recognized by the surrounding environment recognition unit 1 becomes a blind spot from the host vehicle. Here, in particular, a blind spot where an obstacle that obstructs the course of the host vehicle may exist is extracted.

The moving body course prediction unit 6 estimates a moving body (obstacle or blind spot object) that may jump out from the blind spot detected by the blind spot detection unit 2, and predicts the course. For example, if the detected blind spot is a road, the vehicle is estimated. If a part of the pedestrian crossing is a blind spot, it is estimated that a pedestrian or a bicycle jumps out, and the course is predicted.

Here, the course of the mobile body can be rephrased as the planned travel path of the mobile body. Accordingly, the priority of the path of the moving body can be associated with the planned traveling path of the moving body. The priority is determined based on the priority of the moving body itself (moving body specific priority) and the priority of the moving path itself on which the moving body moves (moving path specific priority). In some cases, the body priority is dominant and the path of the moving body is determined. In other cases, the path priority is determined in addition to the moving body priority. . For example, in the relationship between the pedestrian and the host vehicle, the priority of the moving body is dominant, and therefore the route priority is always higher for the pedestrian than for the host vehicle. In addition, since both the vehicle and the other vehicle are vehicles, the priority of the course cannot be determined only by the priority of the moving body itself, and the road where the host vehicle and the other vehicle are located cannot be determined. Priorities need to be considered.

By the way, the estimation of the moving body that may jump out from the blind spot is performed based on the position of the own vehicle that is grasped using GPS or the like, and the map data and information from the surrounding environment recognition unit 1. For example, when detecting a pedestrian crossing, the control device 100a estimates that a pedestrian or a bicycle may exist, and when detecting an intersection, the control device 100a estimates the presence of a vehicle in addition to the pedestrian or bicycle.

The priority determination unit 5 determines which route has priority when the route (route) of the host vehicle generated by the target route generation unit 4 and the route of the mobile body predicted by the mobile body route prediction unit 6 intersect. judge.

FIG. 2 shows an example of a priority determination table used by the priority determination unit 5. The priority determination table of FIG. 2 is a case of left-hand traffic, and shows the priority of the route of the opponent vehicle (horizontal axis) with respect to the route of the own vehicle (vertical axis). First, FIG. 2A is a priority determination table in a case where the host vehicle and the opponent vehicle pass the same road in the opposite direction and enter the intersection. FIG. 2B is a priority determination table when an opponent vehicle enters the intersection from the intersection road on the right side of the own vehicle at an intersection where there is no traffic signal. FIG. 2C is a priority determination table in a case where an opponent vehicle enters an intersection on the right intersection road with respect to the own vehicle at an intersection with a traffic light. FIG. 2D is a priority determination table when the opponent vehicle enters the intersection from the intersection road on the left side with respect to the own vehicle at the intersection where there is no traffic signal. FIG. 2E is a priority determination table in a case where an opponent vehicle enters an intersection on the left intersection road with respect to the own vehicle at an intersection with a traffic light.

An example of specific priority determination contents will be described with reference to FIG. As described above, FIG. 2A shows a case where the host vehicle and the opponent vehicle enter the intersection while passing the same road in the opposite direction. For example, when the host vehicle goes straight and the partner vehicle turns right, the priority of the host vehicle becomes higher than that of the partner vehicle. Note that, for example, when the host vehicle and the opponent vehicle go straight at the same intersection, the priority relationship is not established, and therefore, “−” is represented in the priority determination table. Here, if the priority is determined only by the priority of the road (that is, the moving path) (that is, the priority that is specific to the moving path), if the host vehicle and the other vehicle pass the same road in the opposite direction. There is no superiority or inferiority of the travel path specific priority, and determination cannot be made. On the other hand, by considering whether the moving body is a straight-ahead vehicle or a right-turn vehicle (that is, taking into account the priority inherent in the travel path), the priority can be determined even in such a case.

In addition, FIG. 3 shows a priority determination table in the case of right-hand traffic. The scene settings in FIGS. 3A to 3E are the same as those in FIGS. 2A to 2E. Then, when the scene of FIG. 3A, that is, when the host vehicle and the partner vehicle pass the same road in the opposite direction and enter the intersection, the priority determination table is the same as that of the left-hand traffic. On the other hand, details of FIGS. 3B to 3E are omitted, but are partially different from FIGS. 2B to 2E when the determination content is left-hand traffic. Specifically, in FIG. 3 (b) to FIG. 3 (e), the determination contents are different for the cells indicated by the shaded or gray background.

Note that the map data and the road traffic law can be stored in a navigation device mounted on the vehicle. In addition, when using a so-called communication navigation system in which the in-vehicle navigation device communicates with the data center to perform navigation, there is a method of using the latest map data and road traffic law possessed by the data center. Conceivable.

The vehicle control unit 7 controls the host vehicle along the target route generated by the target route generation unit 4. The vehicle control unit 7 calculates a target rudder angle and a target speed based on the target route. When a collision between the host vehicle and an obstacle is predicted, the target rudder angle and the target speed are calculated so that the host vehicle does not collide with the obstacle. Further, in order to execute the driving support based on the priority determined by the priority determination unit 5, the target speed is changed or the command value of the target brake pressure is calculated. The vehicle control unit 7 then outputs a target steering torque for realizing the target steering angle to the steering device 102. Further, the vehicle control unit 7 outputs a target engine torque and a target brake pressure for realizing the target speed to the driving device 103 and the braking device 104. In addition, when the target rudder angle and the target speed are calculated so that the host vehicle does not collide with an obstacle, or when the driving support based on the priority determined by the priority determination unit 5 is executed, the driving support content, etc. Is output to the sound generator 105 and the display device 106.

Hereinafter, the operation of the control device 100a when the host vehicle automatically operates will be described with respect to three examples of the automatic driving scene on the general road. In each scene, it is assumed that the driver has started automatic driving by operating the automatic driving button 107 in advance.
(First automatic driving scene)
4 to 7 are scenes in which the host vehicle 200 makes a right turn at a crossroad intersection. At this time, it is assumed that the oncoming vehicle 201 stops for a right turn, and that the vehicle 202 and the vehicle 203 follow the oncoming vehicle 201. In addition, it is assumed that the pedestrian 204 and the pedestrian 205 are moving in the directions of the respective arrows on the pedestrian crossing where the host vehicle 200 turns right.

First, the target route generation method of the own vehicle will be described with reference to FIG. The surrounding environment recognition unit 1 recognizes the oncoming vehicle 201, the pedestrian 204, and the pedestrian 205 by a known method (pattern matching method or the like) using the image data input from the external environment recognition device 101. Then, the target route generation unit 4 calculates a route 210 for turning right at the intersection so as not to collide with these obstacles recognized by the surrounding environment recognition unit 1.

The route 210 calculated by the target route generating unit 4 is divided into a straight section and a turning section, for example, a straight section until entering the intersection, a turning section that turns in the intersection, and a straight section after passing the intersection. Can think. The target route generation unit 4 represents a straight section route by a straight line, and approximates a turn section route by combining a clothoid curve and an arc. The clothoid curve represents a trajectory drawn by the host vehicle when the speed of the host vehicle 200 is constant and the rudder angle of the host vehicle 200 is changed at a constant angular velocity. The circular arc represents a trajectory drawn by the own vehicle when the vehicle is driven while the speed of the own vehicle 200 is fixed and the rudder angle of the own vehicle 200 is fixed to a predetermined value (excluding the rudder angle in which the own vehicle goes straight). Note that the route calculation method by the target route generation unit 4 includes an approximation method using a spline curve, a polynomial, or the like, and is not limited to the above.

Further, the target route generation unit 4 calculates the target route of the host vehicle and calculates the target speed when traveling on the target route. In the scene of FIG. 4, if the oncoming vehicle 201 is stopped, the vehicle 202 and the vehicle 203 do not obstruct the course of the host vehicle 200, and the pedestrian 204 and the pedestrian 205 continue to move as indicated by the arrows, The target speed of the vehicle is set to be a slow speed within the intersection (for example, a section where there is no lane marking between pedestrian crossings), and the other sections are set to have a speed limit, and the slow speed and the speed limit are set. The changeover is connected so that the acceleration / deceleration is smooth.

Next, a method for detecting a blind spot and a method for dealing with an obstacle that may jump out of the blind spot will be described with reference to FIG. Here, blind spot detection by the blind spot detection unit 2 is performed to extract a blind spot that may have an obstacle obstructing the course of the host vehicle, and the mobile course prediction unit 6 may jump out of the blind spot. Predict the path of an obstacle. And the priority of the course of the own vehicle and an obstacle is determined, and the driving assistance content based on the priority is determined.

First, the method of blind spot detection by the blind spot detection unit 2 will be described. The blind spot detection unit 2 acquires map data around the intersection of FIG. 5 which is map data around the host vehicle 200 by the road information acquisition unit 3, and the oncoming vehicle 201 and the vehicle 202 recognized by the surrounding environment recognition unit 1. The vehicle 203 is arranged on the acquired map data. Due to the characteristics of the external environment recognition device 101, the back side of the obstacle recognized by the surrounding environment recognition unit 1 becomes a blind spot from the own vehicle, so a camera for recognizing the front of the own vehicle 200 is installed at the center of the front end of the own vehicle 200. A line 301 extending from the front center of the host vehicle 200 toward the right end of the oncoming vehicle 201, the vehicle 202, and the vehicle 203, and extending toward the left end of the oncoming vehicle 201, the vehicle 202, and the vehicle 203. A region 303 on the opposite lane on the back side of the line 302 is determined as a blind spot and extracted. As described above, by arranging the own vehicle and the obstacle on the map data, it is possible to extract a blind spot where an obstacle that obstructs the course of the own vehicle may exist.

Next, a method for predicting the course of a moving body that may jump out from the blind spot detected by the blind spot detection unit 2 will be described. First, the moving body course prediction unit 6 selects an assumed moving body having a high traveling speed. For example, in the case of FIG. 5, the blind spot 303 detected by the blind spot detection unit 2 is on the opposite lane, and examples of assumed moving bodies include four-wheeled vehicles (passenger cars, trucks, etc.), two-wheeled vehicles, bicycles, etc. The fastest four-wheeled vehicle is selected as the moving body 304. Further, the fastest route among the routes that the moving body 304 can take is selected as the moving body route. Here, since the moving body 304 is predicted to go straight or turn left at the intersection, the straight path 305 is selected as the fastest path as the moving body path.

Next, a method for determining the priority of the course (target route) of the host vehicle and the moving body course in the priority determination unit 5 will be described. The route here also includes the meaning of actions (straight intersection / right / left turn, straight on priority road, straight on non-priority road, straight on straight road, right / left turn outside road to parking, etc.) The priority of the route (target route) and the moving body route can be determined by the priority determination unit 5 based on the map data acquired by the road information acquisition unit 3 and the road traffic law. For example, in the case of FIG. 5, the route (target route 210) of the host vehicle 200 turns right at the intersection, and the route 305 of the moving body 304 goes straight through the intersection, so it is determined that the priority of the moving body 304 that goes straight through the intersection is high. .

Next, a method for determining the content of driving support based on the priority determined by the priority determination unit 5 will be described. As a basic idea, the vehicle control unit 7 performs speed control ignoring the moving object when the priority of the own vehicle is higher than the priority of the moving object, and the priority of the own vehicle is higher than the priority of the moving object. When it is low, the driving support control for avoiding the collision with the moving body is performed. For example, in the case of FIG. 5, since the priority determination unit 5 determines that the priority of the moving body 304 is higher than that of the own vehicle 200, the vehicle control unit 7 avoids the collision of the own vehicle 200 with the moving body 304. For driving support. Specifically, since the speed of the host vehicle 200 only needs to be controlled so that the host vehicle 200 does not interfere with the path 305 of the moving body 304, the host vehicle 200 moves forward at a slow speed to the position shown in FIG. When the blind spot 303 detected in the state of FIG. 5 disappears and it can be confirmed that there is no oncoming vehicle, the vehicle returns to the original speed and passes through the intersection.

Next, the driving support control method in the vehicle control unit 7 will be described with reference to FIGS. FIG. 7 is the same as the situation described with reference to FIGS. 4 to 6. When no obstacle is present in FIG. 7, the vehicle passes the intersection at the target speed shown in FIG. On the other hand, under the situation of FIG. 7, in order to carry out driving support for avoiding a collision with a moving body, the target speed in FIG. 8B is calculated to perform speed control. 7 and 8, point B is a point where the blind spot is predicted to disappear when the host vehicle 200 is at point A, and point C is a point where the blind spot actually disappears. Decelerate to the intersection passing speed V1 and further to the point B to decelerate to the speed V2 for avoiding the collision with the moving body 304. When the blind spot disappears at the point C, it accelerates again to the intersection passing speed V1 and passes through the point D Accelerate again.

As described above, the priority between the course of the host vehicle and the course of the moving body is determined based on the information of the map data, and the driving support content is determined based on the determined priority, so that an appropriate response according to the surrounding situation can be obtained. Driving support is possible and safety is improved. In particular, regarding the scenes described in FIGS. 4 to 8, when the own vehicle turns right at the crossroad intersection, an area that becomes a blind spot due to the opposite right turn waiting vehicle is extracted as map data information, and the course of the own vehicle (turns right at the intersection). By determining the priority between the right turn) and the course of the moving body (straight ahead of the intersection), it becomes possible to provide driving support without hindering the course of the moving body having a high priority, and safety is improved.
(Second automatic driving scene)
FIG. 9 is a scene in which the host vehicle 700 goes straight on the priority road, and a side road is connected to the left side in the traveling direction of the host vehicle 700. Note that a boundary 701 between the road on which the host vehicle 700 is traveling and a side road is blocked by a wall or a building, and the side road becomes a blind spot from the position of the host vehicle 700 in FIG.

First, the surrounding environment recognition unit 1 recognizes the boundary 701 by a known method (pattern matching method or the like) using the image data input from the external environment recognition device 101. Then, the target route generation unit 4 calculates the route 702 as a target route that travels in the center position of the lane because there is no obstacle on the travel lane of the host vehicle 700. Further, the target route generation unit 4 sets a road speed limit V1 as the target speed of the host vehicle.

Next, the blind spot detection unit 2 acquires map data around the host vehicle 700 by the road information acquisition unit 3, and information on the boundary 701 recognized by the surrounding environment recognition unit 1 and a camera that recognizes the front of the host vehicle 700. Is installed at the center of the front end of the host vehicle 700, a blind spot area 704 on the side road is extracted from a line 703 extending from the center of the front end of the host vehicle 700 toward the location where the boundary 701 is interrupted.

Next, the moving body course prediction unit 6 selects a moving body that may jump out from the blind spot 704 as the four-wheeled vehicle 705, and calculates the straight path 706 as the moving body course.

Next, the priority determination unit 5 determines the priority of the own vehicle path (target path) and the moving body path. In the situation of FIG. 9, the route of the own vehicle 700 (target route 702) goes straight on the priority road, and the route 706 of the moving body 704 goes straight on the non-priority road, so the priority of the own vehicle 700 going straight on the priority road is Determined to be high.

Next, the driving support content based on the priority determined by the priority determination unit 5 is determined. In the situation of FIG. 9, since the priority determination unit 5 determines that the priority of the host vehicle 700 is higher than the moving body 705, the vehicle control unit 7 determines whether or not the moving body 705 is present. Continue running at the target speed calculated in step 4. However, since there is a possibility that the moving body 705 jumps out in front of the own vehicle 700, for example, if the own vehicle 700 is a vehicle equipped with a hydraulic brake, the point A (the point where the blind spot 704 is extracted or the side road in FIG. The target brake hydraulic pressure is increased to B1 at a predetermined distance from the front). By doing so, it is possible to assist in shortening the time until the start of braking when the moving body 705 jumps out. Then, when reaching point C where the blind spot disappears, the target brake fluid pressure is restored.

As described above, in the scene in FIG. 9, when the host vehicle travels straight on the priority road, the host vehicle has a higher priority with respect to a moving body from a side road that becomes a blind spot on a wall or the like. The vehicle control is executed without changing the above. However, when the host vehicle is a vehicle equipped with a hydraulic brake, it is possible to provide support for temporarily increasing the target brake fluid pressure in preparation for the jumping out of the moving body.
(Third automated driving scene)
FIG. 10A is a scene in which the host vehicle 800 travels straight on a single road. A stop vehicle 801 exists in the oncoming lane, and a pedestrian crossing exists behind the stop vehicle 801.

First, the surrounding environment recognition unit 1 recognizes the stopped vehicle 801 by a known method (pattern matching method or the like) using the image data input from the external environment recognition device 101. Then, the target route generation unit 4 calculates a route 802 as a target route that travels in the lane center position because there is no obstacle on the travel lane of the host vehicle 800. Further, the target route generation unit 4 sets a road speed limit V1 as the target speed of the host vehicle.

Next, the blind spot detection unit 2 acquires map data around the own vehicle 800 by the road information acquisition unit 3, and recognizes the information of the stopped vehicle 801 recognized by the surrounding environment recognition unit 1 and the front of the own vehicle 800. When the camera is installed at the center of the front end of the host vehicle 800, a blind spot region 805 from the line 803 and the line 804 extending from the center of the front end of the host vehicle 800 toward the left and right ends of the stop vehicle 801 is extracted.

Next, the moving body course prediction unit 6 selects a moving body that may jump out from the blind spot 805 as the pedestrian 806, and calculates the straight path 807 as the moving body course.

Next, the priority determination unit 5 determines the priority of the own vehicle path (target path) and the moving body path. In the situation of FIG. 10 (a), the route of the own vehicle 800 (target route 802) goes straight on the priority road, and the route 807 of the moving body 806 is a route crossing the pedestrian crossing. It is determined that the priority of 806 is high.

Next, the driving support content based on the priority determined by the priority determination unit 5 is determined. 10A, since the priority determination unit 5 determines that the priority of the moving body 806 is higher than that of the host vehicle 800, the vehicle control unit 7 avoids a collision with the moving body 806. To support for. Specifically, first, deceleration control is performed to a speed V2 that stops before the pedestrian crossing, and as shown in FIG. 10 (b), the host vehicle 800 travels and there are no obstacles such as pedestrians around the pedestrian crossing. After confirming the above, the original speed V1 is restored.

As described above, in the scene described with reference to FIG. 10, when the host vehicle is traveling on a single road and there is a pedestrian crossing behind the stop vehicle (dead angle), the vehicle crosses the pedestrian crossing that is a blind spot. Since it is determined that the priority of the pedestrian is higher than that of the own vehicle, it is possible to provide driving support without hindering the passage of the pedestrian and improve safety.

FIG. 11 is a flowchart showing an example of the processing procedure of the control device 100a. When the automatic operation button 107 is operated, the control program shown in the flowchart of FIG. 11 is executed. The process of FIG. 11 is repeatedly executed at predetermined time intervals (for example, 0.01 second intervals). When an operation for stopping the automatic driving is performed (for example, re-operation of the automatic driving button 107), the repeated execution is stopped and the automatic driving is stopped.

In step S1001, the control device 100a determines whether or not the current state is automatic driving by operating the automatic driving button 107. If the current state is automatic operation, the control device 100a proceeds to the process of step S1002. On the other hand, if the current state is not automatic driving, the control device 100a skips a series of processes and continues.

In step S1002, the control device 100a starts capturing image data from the external environment recognition device 101. Thereafter, image data is captured from the external environment recognition apparatus 101 for each frame.

In step S1003, the control device 100a inputs the image data captured in step S1002 to the surrounding environment recognition unit 1, and detects objects such as stationary solid objects around the host vehicle, moving objects, road surface paint such as parking frame lines, and signs. Detect shape and position. In addition, based on the detected information on the shape and position of the object and the determination result of whether or not the vehicle is a road surface on which the vehicle can travel, for example, when traveling on a general road, Detects a swivelable space. In the case of a parking lot, a space where the host vehicle can be parked, a space where parking is possible, and the like are detected.

In step S1004, the control device 100a acquires map data around the current vehicle position. The acquired map data includes shape data close to the actual road shape expressed by polygons, polylines, etc., traffic regulation information (speed limit, types of vehicles that can be passed, etc.), lane classification (main line, overtaking lane, uphill lane) , Straight lane, left turn lane, right turn lane, etc.), presence / absence of traffic lights, signs, etc. (position information if present).

In step S1005, the control device 100a is configured to move the host vehicle from the current host vehicle position to the target position based on the information about the host vehicle surrounding environment detected in step S1003 and the map data acquired in step S1004. Is generated. Further, the target speed for traveling on the generated route is calculated using information such as the speed limit of the map data, the curvature of the route, the traffic light, the temporary stop position, and the speed of the preceding vehicle. For example, when driving on a general road, the destination is set using a navigation device having map data, and the positional relationship between the host vehicle and the obstacle when driving toward the destination, the lane position, etc. A route is generated from the information. In the case of a parking lot, a target parking position where the host vehicle is parked is set in the parking space from the positional relationship between the host vehicle and the obstacle, and a route to that point is generated.

In step S1006, the control device 100a detects an area that becomes a blind spot from the own vehicle based on the surrounding environment of the host vehicle detected in step S1003 and the map data acquired in step S1004. Due to the characteristics of the external environment recognition device 101, it is necessary to consider an obstacle that may be present in the blind spot when the back side of the obstacle recognized by the surrounding environment recognition unit 1 becomes a blind spot from the host vehicle. Here, in particular, a blind spot where an obstacle that obstructs the course of the host vehicle may exist is extracted.

In step S1007, the control device 100a estimates a moving body that may jump out from the blind spot detected in step S1006, and predicts its course. For example, if the detected blind spot is a road, the vehicle is estimated. If a part of the pedestrian crossing is a blind spot, it is estimated that a pedestrian or a bicycle jumps out, and the course is predicted.

In step S1008, the control device 100a determines which route has priority when the route (route) of the host vehicle generated in step S1005 and the route of the moving body predicted in step S1007 intersect.

In step S1009, the control device 100a executes driving support based on the priority determined in step S1008. Specific processing here will be described with reference to FIG.

FIG. 12 is a flowchart showing an example of the processing procedure of step S1009 of FIG.

In step S1201, it is determined whether or not a blind spot is detected in step S1006 of FIG. 11. If a blind spot is detected, the process proceeds to step S1202, and if a blind spot is not detected, the process proceeds to step S1205.

In step S1202, it is determined whether or not the route (route) of the host vehicle generated in step S1005 of FIG. 11 and the route of the moving body predicted in step S1007 intersect. If so, the process proceeds to step S1203 and does not intersect. In this case, the process proceeds to step S1205.

In step S1203, if it is determined in step S1008 in FIG. 11 that the host vehicle is prioritized, the process proceeds to step S1204. If it is determined that the host vehicle is not priority, the process proceeds to step S1206.

In step S1204, as in the situation described with reference to FIG. 9, the target brake fluid pressure is increased in preparation for the jumping out of the moving body.

In step S1205, the support in consideration of the blind spot is not performed, the normal traveling is maintained, and the series of processes in step S1009 in FIG.

In step S1206, priority is given to a moving body that may jump out of the blind spot as in the situation described with reference to FIG. 7 or FIG. 10, so that the vehicle can be stopped at any time while performing deceleration control to a predetermined position. To end the series of processes in step S1009 of FIG.

In step S1010, the control device 100a calculates a target rudder angle and a target speed for traveling along the target route from the target route and target speed generated in step S1005 and the target speed determined by the driving support determined in step S1009. To do.

In step S1011, the control device 100a calculates a target steering torque, a target engine torque, and a target brake pressure for realizing the target rudder angle and target speed calculated in step S1010. , Output to the braking device 104. Then, the series of processing ends, and the process returns to step S1001.

For example, the control parameter output to the steering device 102 includes a target steering torque for realizing the target steering angle, but depending on the configuration of the steering device 102, the target speed steering angle can be directly output. The control parameters output to the driving device 103 and the braking device 104 include a target engine torque and a target brake pressure for realizing the target speed. Depending on the configuration of the driving device 103 and the braking device 104, the target parameter may be directly set. It is also possible to output the speed.

The above description is merely an example, and the present invention is not limited or constrained by the items described in the above embodiment. For example, in the above-described embodiment, the description has been made on the assumption that the own vehicle is a passenger car.

100a Control device

200, 700, 800 Own vehicle 201

Oncoming vehicle

202, 203, 801

Vehicle

204, 205

Pedestrian

210, 702, 802

Target route

303, 704, 805

Blind spot area

304, 705, 806

Moving body

305, 706, 807 Mobile path

Claims

Detecting a blind spot area that is a blind spot for the host vehicle, determining a relative priority between a path of a moving body that may appear from the blind spot area and a path of the host vehicle, and based on the determined priority A vehicle control device that outputs a control signal for the host vehicle.
A surrounding environment recognition unit that recognizes an environment around the host vehicle, a road information acquisition unit that acquires road information, a blind spot detection unit that detects a blind spot based on the surrounding environment of the host vehicle and the road information, and the periphery of the host vehicle A target route generator for generating a target route for driving the vehicle based on the environment and the road information; and a mobile object that may appear from the blind spot based on the road information and the blind spot; A moving body course prediction unit that predicts a course of the moving body, and a priority between the target path of the host vehicle and the course of the moving body are determined, and a control signal for the host vehicle is output based on the determined priority. And a vehicle control unit.
In the vehicle control device according to claim 1 or 2,
The host vehicle is an autonomous driving vehicle that performs steering control and speed control so as to move along a preset target route,
During automatic driving, a blind spot area generated by the moving body is detected, a moving body that may appear from the blind spot area is predicted, and the relative priority between the path of the moving body and the path of the host vehicle is determined. A vehicle control device that determines and outputs a control signal for the host vehicle based on the determined priority.
In the vehicle control device according to any one of claims 1 to 3,
An environment recognition device for recognizing the environment around the host vehicle;
The priority is determined based on road information, and the road information is acquired from at least map information or information recognized by the external environment recognition device.
In the vehicle control device according to any one of claims 1 to 4,
When the priority of the moving body is higher than that of the own vehicle, the vehicle control apparatus outputs a control signal for the own vehicle so that the own vehicle does not collide with the moving body.
The vehicle control device according to claim 5, wherein
A vehicle control apparatus that controls the host vehicle so that the host vehicle does not collide with the moving body and notifies a passenger of the host vehicle.
In the vehicle control device according to any one of claims 1 to 6,
A braking device that generates a braking force by controlling the pressure of hydraulic oil is provided.
When the priority of the host vehicle is higher than that of the moving body, the vehicle control device increases the pressure of the hydraulic fluid of the braking device to a predetermined value.
In the vehicle control device according to any one of claims 1 to 7,
When the moving body is a pedestrian, the vehicle control apparatus sets the priority of the route of the pedestrian higher than the priority of the route of the host vehicle.
The vehicle control device according to any one of claims 1 to 8,
When the host vehicle makes a right turn, the vehicle control device sets the priority of the route of the host vehicle higher than the priority of the route of the straight vehicle.