CN113386740A

CN113386740A - Control device and vehicle

Info

Publication number: CN113386740A
Application number: CN202110237587.8A
Authority: CN
Inventors: 冈敬祐; 喜住祐纪; 峰崇志; 朝仓正彦; 高田雄太; 茂木优辉
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2020-03-12
Filing date: 2021-03-04
Publication date: 2021-09-14
Also published as: JP7138132B2; JP2021144524A

Abstract

The present invention provides a control device for controlling a vehicle, the control device including: a detection unit that detects a peripheral condition of the vehicle; and a control unit that detects a detection object existing in the peripheral situation detected by the detection unit, and controls traveling of the vehicle based on the detection object, wherein the peripheral situation includes a crosswalk traversed by the vehicle and a sidewalk in contact with the crosswalk, the control unit sets a detection range in which the detection object is to be detected for the peripheral situation, the detection range covers a crosswalk region including the crosswalk and a sidewalk region including the sidewalk, and the crosswalk region and the sidewalk region have different shapes from each other in a plan view of the crosswalk region and the sidewalk region.

Description

Control device and vehicle

Technical Field

The present invention relates to a control device for controlling the travel of a vehicle and a vehicle.

Background

In vehicles such as four-wheeled vehicles, a function called Collision Mitigation Brake (CMBS) is known as a driving assistance technique for assisting a driver in driving, and assistance is performed in stages to avoid a Collision with a preceding vehicle, a pedestrian, or an oncoming vehicle or to mitigate damage. In the CMBS, when a preceding vehicle, a pedestrian, or an oncoming vehicle (detection target object) is detected by a radar, a camera, or the like, this is warned by sound or display, and when the own vehicle approaches the detection target object, light braking is performed, and when the own vehicle further approaches the detection target object, strong braking is performed, thereby assisting in avoiding a collision and reducing damage.

For example, japanese patent application laid-open No. 2009-271766 discloses setting a detection area of a detection target object in accordance with a crosswalk based on map information and image information captured by a camera. Further, japanese patent application laid-open No. 2005-145282 discloses that an object moving in a direction (lateral direction) away from the host vehicle on an adjacent lane adjacent to a traveling lane on which the host vehicle travels is excluded from the detection target object (assist control).

Disclosure of Invention

Problems to be solved by the invention

However, the conventional technology does not disclose setting the detection area of the detection object more finely according to the surrounding situation of the host vehicle. In particular, when there is a pedestrian crossing in the periphery of the host vehicle, the detection object includes a pedestrian, and therefore it is necessary to set the detection area of the detection object more finely.

The present invention provides a new technique for setting a detection range in which an object to be detected is to be detected more finely and appropriately in accordance with the surrounding situation of a vehicle.

Means for solving the problems

A control device according to an aspect of the present invention is a control device for controlling a vehicle, the control device including: a detection unit that detects a peripheral condition of the vehicle; and a control unit that detects a detection object existing in the peripheral situation detected by the detection unit, and controls traveling of the vehicle based on the detection object, wherein the peripheral situation includes a crosswalk traversed by the vehicle and a sidewalk in contact with the crosswalk, the control unit sets a detection range in which the detection object is to be detected for the peripheral situation, the detection range covers a crosswalk region including the crosswalk and a sidewalk region including the sidewalk, and the crosswalk region and the sidewalk region have different shapes from each other in a plan view of the crosswalk region and the sidewalk region.

A control device according to another aspect of the present invention is a control device for controlling a vehicle, the control device including: a detection unit that detects a peripheral condition of the vehicle; and a control unit that detects a detection object existing in the peripheral situation detected by the detection unit, and controls traveling of the vehicle based on the detection object, wherein the peripheral situation includes a crosswalk traversed by the vehicle and a sidewalk in contact with the crosswalk, and the control unit sets a detection range in which the detection object is to be detected, the detection range covers a crosswalk region including the crosswalk and a sidewalk region including the sidewalk, and the sidewalk region includes a portion protruding from the crosswalk region along an axis parallel to a traveling direction of the vehicle in a plan view of the crosswalk region and the sidewalk region.

A vehicle according to still another aspect of the present invention is characterized by comprising: a detection unit that detects a peripheral condition of the vehicle; and a control unit that detects a detection object existing in the peripheral situation detected by the detection unit, and controls traveling of the vehicle based on the detection object, wherein the peripheral situation includes a crosswalk traversed by the vehicle and a sidewalk in contact with the crosswalk, the control unit sets a detection range in which the detection object is to be detected for the peripheral situation, the detection range covers a crosswalk region including the crosswalk and a sidewalk region including the sidewalk, and the crosswalk region and the sidewalk region have different shapes from each other in a plan view of the crosswalk region and the sidewalk region.

A vehicle according to still another aspect of the present invention is characterized by comprising: a detection unit that detects a peripheral condition of the vehicle; and a control unit that detects a detection object existing in the peripheral situation detected by the detection unit, and controls traveling of the vehicle based on the detection object, wherein the peripheral situation includes a crosswalk traversed by the vehicle and a sidewalk in contact with the crosswalk, and the control unit sets a detection range in which the detection object is to be detected, the detection range covers a crosswalk region including the crosswalk and a sidewalk region including the sidewalk, and the sidewalk region includes a portion protruding from the crosswalk region along an axis parallel to a traveling direction of the vehicle in a plan view of the crosswalk region and the sidewalk region.

Further objects and other aspects of the present invention will become apparent from the following description of the embodiments with reference to the accompanying drawings.

Effects of the invention

According to the present invention, it is possible to provide a new technique for more finely and appropriately setting the detection range in which the detection target object is to be detected, for example, in accordance with the surrounding situation of the vehicle.

Drawings

Fig. 1 is a block diagram showing a configuration of a control device according to an aspect of the present invention.

Fig. 2A to 2C are diagrams for explaining detection ranges that are normally set for the vehicle peripheral conditions.

Fig. 3 is a diagram showing an example of the detection range set in the present embodiment.

Fig. 4A and 4B are diagrams showing an example of the detection range set in the present embodiment.

Fig. 5 is a diagram showing an example of the detection range set in the present embodiment.

Fig. 6 is a diagram showing an example of the detection range set in the present embodiment.

Fig. 7A and 7B are diagrams showing an example of the detection range set in the present embodiment.

Fig. 8A and 8B are diagrams showing an example of the detection range set in the present embodiment.

Fig. 9A and 9B are diagrams showing an example of the detection range set in the present embodiment.

Detailed Description

Hereinafter, embodiments will be described in detail with reference to the drawings. The following embodiments do not limit the invention according to the claims, and all combinations of features described in the embodiments are not necessarily essential to the invention. Two or more of the plurality of features described in the embodiments may be arbitrarily combined. The same or similar components are denoted by the same reference numerals, and redundant description thereof is omitted.

Fig. 1 is a block diagram showing a configuration of a control device according to an aspect of the present invention. The control device shown in fig. 1 controls the running of the vehicle 1, and in the present embodiment controls the automatic driving of the vehicle 1. Fig. 1 shows a schematic of a vehicle 1 in a plan view and a side view. The vehicle 1 is, for example, a sedan-type four-wheeled passenger car (four-wheeled vehicle).

The control device shown in fig. 1 includes a control unit 2 (control section). The control unit 2 includes a plurality of ECUs 20 to 29 connected to be able to communicate using an in-vehicle network. ECUs 20 to 29 each include a processor typified by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores a program executed by the processor, data used by the processor in processing, and the like. Each of the ECUs 20 to 29 may include a plurality of processors, storage devices, interfaces, and the like.

Hereinafter, functions and the like of each of ECU20 to ECU29 will be described. The number of ECUs and the functions to be assigned to the ECUs can be appropriately designed, and can be further detailed or integrated than the present embodiment.

The ECU20 executes control related to automatic driving of the vehicle 1. In the autonomous driving, at least one of steering, acceleration, and deceleration of the vehicle 1 is automatically controlled. In the present embodiment, the ECU20 automatically controls both steering and acceleration/deceleration of the vehicle 1.

The ECU21 controls the electric power steering device 3. The electric power steering apparatus 3 includes a mechanism for steering the front wheels in accordance with a driving operation (steering operation) of the steering wheel 31 by the driver. The electric power steering apparatus 3 includes a motor that generates a driving force for assisting a steering operation or automatically steering front wheels, a sensor that detects a steering angle, and the like. When the driving state of the vehicle 1 is the automatic driving, the ECU21 automatically controls the electric power steering device 3 in accordance with an instruction from the ECU20 to control the traveling direction of the vehicle 1.

The ECU22 and the ECU23 perform control of the detection units 41 to 43 that detect the peripheral conditions of the vehicle and information processing of the detection results. The detection means 41 is a camera (hereinafter, sometimes referred to as a camera 41) that captures an image of the front of the vehicle 1. In the present embodiment, two cameras 41 are provided in the front roof portion of the vehicle 1. By analyzing the image captured by the camera 41, the outline of the target object, the lane line (for example, white line) on the road, and the like can be extracted. Thus, the ECU22 and the ECU23 can detect pedestrians and other vehicles, and more specifically, can recognize the types (large-sized vehicle, ordinary vehicle, and the like) of pedestrians and other vehicles (preceding vehicles) ahead, road information (pedestrian crosswalks, sidewalks, shoulders, traveling roads, and the like), and obstacles on the road.

The Detection unit 42 is a Light Detection and Ranging (for example, a laser radar), and may be hereinafter referred to as an optical radar 42. The optical radar 42 detects a target object around the vehicle 1 or measures a distance to the target object. In the present embodiment, five optical radars 42 are provided, one at each corner of the front portion of the vehicle 1, one at the center of the rear portion, and one at each side of the rear portion. The detection unit 43 is a millimeter wave radar (hereinafter, sometimes expressed as a radar 43). The radar 43 detects a target object around the vehicle 1 or measures a distance to the target object. In the present embodiment, five radars 43 are provided, one at the center of the front portion of the vehicle 1, one at each corner of the front portion, and one at each corner of the rear portion.

The ECU22 controls one of the cameras 41 and the optical radars 42 and performs information processing of detection results. The ECU23 controls the other camera 41 and each radar 43 and performs information processing of the detection results. In this way, by providing two sets of devices for detecting the surrounding conditions of the vehicle 1, the reliability of the detection results is improved, and by providing different types of detection means such as a camera, a radar, and an optical radar, the surrounding environment of the vehicle can be analyzed in various ways. Furthermore, ECU22 and ECU23 can detect the relative speed between vehicle 1 and the target object based on the distance to the target object around vehicle 1 measured by optical radar 42 and radar 43, or can detect the absolute speed of the target object around vehicle 1 based on the absolute speed information of vehicle 1.

The ECU24 controls the gyro sensor 5, the GPS sensor 24b, and the communication device 24c and processes the detection result or the communication result. The gyro sensor 5 detects a rotational motion of the vehicle 1. The course of the vehicle 1 can be determined from the detection result of the gyro sensor 5, the wheel speed, and the like. The GPS sensor 24b detects the current position of the vehicle 1. The communication device 24c wirelessly communicates with a server that provides map information and traffic information, and acquires these pieces of information. The ECU24 can access the database 24a of map information constructed in the storage device, perform a route search from the current position to the destination, and the like. In addition, the ECU24 includes the communication device 24d for vehicle-to-vehicle communication. The communication device 24d performs wireless communication with other vehicles in the vicinity, and performs information exchange between the vehicles.

The ECU25 controls the power unit 6. The power plant 6 is a mechanism that outputs a driving force for rotating the driving wheels of the vehicle 1, and includes, for example, an engine and a transmission. The ECU25 controls the output of the engine in accordance with, for example, the driver's driving operation (accelerator operation or accelerator operation) detected by an operation detection sensor 7A provided at the accelerator pedal 7A, or switches the gear position of the transmission based on information such as the vehicle speed detected by a vehicle speed sensor 7 c. When the driving state of the vehicle 1 is the automatic driving, the ECU25 automatically controls the power unit 6 in accordance with an instruction from the ECU20 to control acceleration and deceleration of the vehicle 1.

The ECU26 controls lighting devices (headlamps, tail lamps, etc.) including a direction indicator 8 (turn signal lamp). In the example of fig. 1, the direction indicator 8 is provided at the front, door mirror, and rear of the vehicle 1.

The ECU27 executes control of the detection unit 9 that detects the conditions in the vehicle and information processing of the detection results. In the present embodiment, the detection unit 9 includes a camera 9a for capturing an image of the inside of the vehicle and an input device 9b for receiving input of information from an occupant in the vehicle. In the present embodiment, the camera 9a is provided at the front portion of the roof of the vehicle 1 and photographs an occupant (for example, a driver) in the vehicle. The input device 9b is a switch group that is disposed at a position in the vehicle where an occupant can operate and that instructs the vehicle 1.

The ECU28 controls the output device 10. The output device 10 outputs information of the driver and receives input of information from the driver. The sound output device 10a notifies the driver of information by sound. The display device 10b notifies the driver of information by display of an image. The display device 10b is disposed on the front surface of the driver's seat, for example, and constitutes an instrument panel or the like. In addition, although sound and display are exemplified in the present embodiment, information may be notified by vibration or light. Further, a plurality of sounds, displays, vibrations, or lights may be combined to report information.

The ECU29 controls the brake device 11 and a parking brake (not shown). The brake device 11 is, for example, a disc brake device, is provided to each wheel of the vehicle 1, and decelerates or stops the vehicle 1 by applying resistance to rotation of the wheel. The ECU29 controls the operation of the brake device 11 in accordance with, for example, the driver's driving operation (braking operation) detected by an operation detection sensor 7B provided on the brake pedal 7B. When the driving state of the vehicle 1 is the automatic driving, the ECU29 automatically controls the brake device 11 in response to an instruction from the ECU20 to decelerate and stop the vehicle 1. The brake device 11 and the parking brake can be operated to maintain the stopped state of the vehicle 1. In addition, even when the transmission of the power unit 6 has the parking lock function, the parking lock function can be operated to maintain the stopped state of the vehicle 1.

In the vehicle 1 configured as described above, as a driving assistance technique for assisting the driver in driving, collision reduction braking (CMBS) is provided in which assistance for avoiding a collision with a preceding vehicle, a pedestrian, or an oncoming vehicle or reducing damage is performed in stages. In the CMBS, the detection units 41 to 43 detect the peripheral conditions of the vehicle 1 (hereinafter, sometimes referred to as vehicle peripheral conditions), and the ECU20 detects (in cooperation with the ECUs 22 and 23) the detection target existing in the vehicle peripheral conditions detected by the detection units 41 to 43, and controls (in cooperation with the ECUs 25 and 29) the running of the vehicle 1 in accordance with the detection target existing in the vehicle peripheral conditions. The detection target object includes a pedestrian (bicycle), a preceding vehicle, an oncoming vehicle, and the like, but basically, the detection target object will be described as a pedestrian. The control of the running of the vehicle 1 includes the braking of the vehicle 1 by the control of the power plant 6 and the brake plant 11.

In order to improve the function (accuracy) of the CMBS, it is important how to set a detection range (interference region) indicating a range in which a detection target object is to be detected in the vehicle peripheral situation, with respect to the vehicle peripheral situation. Hereinafter, a detection range that is normally set for a vehicle peripheral situation in which a crosswalk exists will be described with reference to fig. 2A, 2B, and 2C. Here, the left-side traffic is assumed as a traffic rule of the vehicles on the road.

Fig. 2A shows a case where the vehicle peripheral condition VSS detected by the detection units 41 to 43 is viewed in plan. The vehicle peripheral condition VSS includes: a travel lane L1 of the host vehicle 1 (vehicle 1); an opposing lane L2 of the driving lane L1; a pedestrian crosswalk PC for passing a pedestrian P through the driving lane L1 and the opposing lane L2; stop lines SL1 and SL2 provided in the driving lane L1 and the opposing lane L2, respectively; and sidewalks SW provided on both sides of a lane including the driving lane L1 and the opposing lane L2. When the detection range DR is set for the vehicle surrounding situation VSS, first, as shown in fig. 2A, a length W1 in the lateral direction (the traveling direction of the vehicle 1) of an area a1 on the road through which the pedestrian P travels including the crosswalk PC is determined. Next, as shown in fig. 2B, the length W2 in the longitudinal direction (vehicle width direction) of the region applied to the region a1 is determined so as not to obstruct the walking (passing) of the pedestrian P when the host vehicle 1 passes in front of the pedestrian P. Then, as shown in fig. 2C, the detection range DR in which the pedestrian P as the detection object is to be detected is determined based on the lengths W1 and W2 thus determined.

However, in order to further improve the function of the CMBS, it is necessary to make the detection range set for the vehicle peripheral situation finer and more appropriate. In particular, when there is a crosswalk in the vehicle peripheral situation, the detection object is a pedestrian, and therefore it is desirable to set the detection range more finely and appropriately.

Therefore, in the present embodiment, as shown in fig. 2A, in the case where the vehicle surrounding situation VSS detected by the detection units 41 to 43 includes the crosswalk PC and the sidewalk SW in contact with the crosswalk, a new technique is provided for setting the detection range DR more finely and appropriately for the vehicle surrounding situation VSS than in the related art.

Fig. 3 is a diagram showing an example of the detection range DR set for the vehicle peripheral condition VSS detected by the detection units 41 to 43 in the present embodiment, and shows a plan view of the vehicle peripheral condition VSS. Referring to fig. 3, the detection range DR covers a pedestrian crossing area PCA including a pedestrian crossing PC and a sidewalk area SWA including a sidewalk SW, the pedestrian crossing area PCA and the sidewalk area SWA having different shapes from each other. In this way, by making the shape of the pedestrian crossing area PCA and the shape of the sidewalk area SWA different from each other in a plan view, the degree of freedom in setting the detection range DR is improved, and the detection range DR can be set more finely and appropriately for the vehicle surrounding situation VSS.

The shapes of the pedestrian crossing area PCA and the sidewalk area SWA constituting the detection range DR shown in fig. 3 will be specifically described. The pedestrian crossing area PCA includes a predetermined margin MG extending in the lateral direction (the traveling direction of the vehicle 1) from the pedestrian crossing PC in addition to the pedestrian crossing PC, and has a rectangular shape in plan view. In the present embodiment, the margin MG is provided for both the left end portion PCL and the right end portion PCR of the crosswalk PC, but may be provided for only one of the left end portion PCL and the right end portion PCR of the crosswalk PC. The margin MG may be zero. The sidewalk area SWA comprises the sidewalk SW and is connected to the crosswalk area PCA. A portion where the crosswalk area PCA and the sidewalk area SWA are connected is set as a boundary BD. The crosswalk area PCA and the sidewalk area SWA have the same width in the traveling direction of the own vehicle 1 at the boundary BD. In other words, at the boundary BD, the width WD1 in the traveling direction of the host vehicle 1 in the pedestrian crossing area PCA is the same as the width WD2 in the traveling direction of the host vehicle 1 in the sidewalk area SWA. The sidewalk area SWA has a shape in which the width WD2 is wider as it is farther from the boundary BD, and has a trapezoidal shape in a plan view as shown in fig. 3.

By setting the detection range DR as shown in fig. 3 in this way, the CMBS can appropriately cope with the pedestrian P1 walking on the sidewalk SW toward the crosswalk PC, the pedestrian P2 stopping on the sidewalk SW near the crosswalk PC, and the pedestrian P3 walking on the crosswalk PC. The detection range DR shown in fig. 3 is particularly useful for the CMBS to appropriately cope with the pedestrian P1. This is because the sidewalk area PCA includes a portion PP that protrudes from the crosswalk area PCA along an axis parallel to the traveling direction of the host vehicle 1, and the pedestrian P1 can be quickly detected by the portion PP. On the other hand, the detection range DR shown in fig. 2A enables the CMBS to appropriately cope with the pedestrians P2 and P3, but does not enable the CMBS to appropriately cope with the pedestrian P1.

Fig. 4A and 4B are diagrams showing another example of the detection range DR set for the vehicle peripheral condition VSS detected by the detection units 41 to 43 in the present embodiment, and show a plan view of the vehicle peripheral condition VSS. Referring to fig. 4A and 4B, the detection range DR covers a crosswalk area PCA including a crosswalk PC and a sidewalk area SWA including a sidewalk SW, the crosswalk area PCA and the sidewalk area SWA having different shapes from each other. The pedestrian crossing area PCA shown in fig. 4A and 4B has the same shape as the pedestrian crossing area PCA shown in fig. 3, and therefore, a detailed description thereof is omitted. The sidewalk area SWA shown in fig. 4A and 4B has a shape in which the width WD2 in the traveling direction of the host vehicle 1 becomes narrower as it gets farther from the boundary BD, and has a triangular shape in plan view.

By setting the detection range DR as shown in fig. 4A and 4B in this way, the CMBS can appropriately cope with the pedestrian P1 walking on the sidewalk SW toward the crosswalk PC, the pedestrian P2 stopping on the sidewalk SW near the crosswalk PC, and the pedestrian P3 walking on the crosswalk PC. The detection range DR shown in fig. 4A is particularly useful for appropriately coping with a pedestrian P1 walking on the sidewalk SW from the host vehicle 1 side toward the crosswalk PC. This is because the sidewalk area SWA shown in fig. 4A has a triangular shape in which the width WD3 in the vehicle width direction of the host vehicle 1 becomes narrower as the distance from the host vehicle 1 becomes greater. On the other hand, the detection range DR shown in fig. 4B is particularly useful for appropriately coping with the CMBS for the pedestrian P1 walking on the sidewalk SW from the side facing the host vehicle 1 toward the crosswalk PC. This is because the sidewalk area SWA shown in fig. 4B has a triangular shape in which the width WD3 in the vehicle width direction of the host vehicle 1 is wider as the host vehicle 1 is farther away.

Further, the ECU20 may enlarge the detection range DR to include a pedestrian (detection object) moving from outside the detection range DR toward the detection range DR when the detection range DR includes such a pedestrian. The ECU20 can expand the detection range DR by expanding the margin MG, for example. This enables the CMBS to appropriately cope with pedestrians who move from outside the detection range DR toward the detection range DR.

From the viewpoint of expanding the detection range DR, in the case where the number of pedestrians existing in the vehicle peripheral condition VSS is large, the detection range DR can be expanded as compared with the case where the number of pedestrians existing in the vehicle peripheral condition VSS is small. When the number of pedestrians is large, there is a possibility that there is an increase in the number of pedestrians passing through the traveling lane L1 and the opposing lane L2 from the outside of the crosswalk PC, not the crosswalk PC. Therefore, when there are many pedestrians in the vehicle peripheral situation VSS, by enlarging the detection range DR, the CMBS can be appropriately adapted to an environment in which there are more pedestrians passing through the traveling lane L1 and the oncoming lane L2 from the outside of the crosswalk PC.

As shown in fig. 5, the crosswalk region PCA may include a region a2 between the crosswalk PC and a stop line SL1 between the host vehicle 1 and the crosswalk PC, in addition to the crosswalk PC and the margin MG. Fig. 5 is a diagram showing another example of the detection range DR set for the vehicle peripheral condition VSS detected by the detection units 41 to 43 in the present embodiment, and shows a plan view of the vehicle peripheral condition VSS. By setting the detection range DR as shown in fig. 5, it is possible to appropriately cope with CMBS even for pedestrians passing through the traveling lane L1 and the oncoming lane L2 from the outside of the crosswalk PC in front of the host vehicle 1. Further, by enlarging the margin MG, the area a2 between the stop line SL1 and the crosswalk PC can be included in the crosswalk area PCA.

In an actual road environment, as shown in fig. 6, guard rails GR may be provided along a travel lane L1 and an adjacent lane L2. Fig. 6 is a diagram showing another example of the detection range DR set for the vehicle peripheral condition VSS detected by the detection units 41 to 43 in the present embodiment, and shows a plan view of the vehicle peripheral condition VSS. In this case, the detection range DR may be set to a region GRA that does not include the guard rail GR. The region GRA where the guard rail GR exists may be regarded as a region where it is difficult for pedestrians to enter the driving lane L1 and the adjacent lane L2. By not including such a region in the detection range DR (i.e., excluding it from the detection range DR), it is possible to suppress the detection range DR from being unnecessarily enlarged. In addition, when the guard rail GR exists in the region a2 between the stop line SL1 and the pedestrian crossing PC, it is preferable not to include the region a2 in the pedestrian crossing region PCA from the viewpoint of suppressing unnecessary expansion of the detection range DR. Similarly to the case where the area a2 is removed from the pedestrian crossing area PCA, the remaining amount MG may be removed from the detection range DR when the area GRA where the guard rail GR exists overlaps the remaining amount MG.

The detection range DR to be set for the vehicle surrounding situation VSS changes depending on the state of the host vehicle 1 with respect to the crosswalk PC, for example, when the host vehicle 1 is traveling toward the crosswalk PC, when the host vehicle 1 is stopped before the crosswalk PC, and when the host vehicle 1 is started to cross the crosswalk PC after being stopped before the crosswalk PC. Therefore, the ECU20 can change the shape of the detection range DR set for the vehicle surrounding situation VSS in accordance with the traveling time, the stop time, and the start time of the host vehicle 1. Specifically, the ECU20 sets the detection region DR shown in fig. 3 for the vehicle surrounding situation VSS when the host vehicle 1 is traveling, sets the detection region DR shown in fig. 4A when the host vehicle 1 is stopped, and sets the detection region DR shown in fig. 4B when the host vehicle 1 starts traveling. When the host vehicle 1 is traveling, the detection range DR shown in fig. 3 is useful because the CMBS needs to appropriately respond to the pedestrian P1 walking on the sidewalk SW toward the crosswalk PC, the pedestrian P2 stopping on the sidewalk SW near the crosswalk PC, and the pedestrian P3 crossing the crosswalk PC. When the host vehicle 1 is stopped, particularly, it is necessary to appropriately handle the CMBS to a pedestrian P1 walking on the sidewalk SW from the host vehicle 1 side toward the crosswalk PC, and therefore the detection range DR shown in fig. 4A is useful. When the host vehicle 1 starts, particularly, the CMBS needs to appropriately cope with a pedestrian P1 walking on the sidewalk SW from the side opposite to the host vehicle 1 toward the crosswalk PC, and therefore the detection range DR shown in fig. 4B is useful. In this way, by changing the shape of the detection range DR set for both peripheral situations VSS in accordance with the state of the vehicle 1 relative to the crosswalk PC, the CMBS can be appropriately adapted to each state of the vehicle 1.

The ECU20 may reduce the detection range DR after the vehicle 1 stops before the crosswalk PC and then starts to cross the crosswalk PC, compared with the detection range DR before the vehicle 1 stops before the crosswalk PC and then starts to cross the crosswalk PC. This is because it is estimated that there is no pedestrian who starts to walk on the crosswalk PC after the vehicle 1 starts to travel. Specifically, as the detection range DR after the vehicle 1 starts, the ECU20 sets a range including only the pedestrian crossing area PCA, or sets a range excluding the pedestrian crossing area PCA and the sidewalk area WSA on the side of the oncoming lane L2 from the detection range DR shown in fig. 3. This can suppress setting of the detection range DR to an unnecessary area of the vehicle peripheral situation VSS, and can suppress CMBS override (unnecessary operation of the CMBS).

In an actual road environment, as shown in fig. 7A and 7B, there is also an intersection (a t-junction in the present embodiment) including a plurality of pedestrian crossings PC1, PC2, and PC 3. Fig. 7A and 7B are diagrams showing an example of the detection range DR set for the vehicle peripheral condition VSS detected by the detection units 41 to 43 in the present embodiment, and show a plan view of the vehicle peripheral condition VSS. At the intersection, the detection range DR set for the vehicle peripheral condition VSS may be changed between when the host vehicle 1 that is about to enter the intersection stops before, for example, one pedestrian crossing PC1 of the plurality of pedestrian crossings PC1 to PC3 and when the host vehicle starts to cross the pedestrian crossing PC1 after stopping before the pedestrian crossing PC 1. Specifically, when the host vehicle 1 stops before the crosswalk PC1, as shown in fig. 7A, the detection range DR shown in fig. 3 is set, for example, by setting only the crosswalk PC1 as the target of setting the detection range DR. When the host vehicle 1 starts to move so as to cross the crosswalk PC1, as shown in fig. 7B, the entire intersection is set as the target of setting the detection range DR, and the detection range DR is set so as to cover all of the crosswalks PC1 to PC3, for example. This can suppress unnecessary enlargement of the detection range DR when the host vehicle 1 is stopped, and can appropriately respond to the pedestrian P5 crossing the intersection with the CMBS even when the host vehicle 1 enters the intersection.

In the intersection, in order to suppress unnecessary expansion of the detection range DR, when the own vehicle 1 stops before the crosswalk PC1 and then turns left at the intersection, the detection range may be set so as to cover the crosswalk PC1 and the PC3, as shown in fig. 8A. Similarly, when the host vehicle 1 stops before the crosswalk PC1 and then turns right at the intersection, the detection range may be set to cover the crosswalk PC1 and the PC2, as shown in fig. 8B. In this way, two or more pedestrian crossings among the plurality of pedestrian crossings PC1 to PC3 and the area inside the intersection surrounded by the plurality of pedestrian crossings can be set as the detection range.

The pedestrian crossing area PCA and the sidewalk area SWA constituting the detection range DR do not have to have different shapes (that is, may have the same shape). For example, as shown in fig. 9A and 9B, the crosswalk area PCA and the sidewalk area SWA may have rectangular shapes. Here, the shape in which the crosswalk region PCA and the sidewalk region SWA are combined has a T shape in fig. 9A and an I shape in fig. 9B in a plan view. Referring to fig. 9A and 9B, the sidewalk area SWA includes a portion PP that protrudes from the crosswalk area PCA along an axis parallel to the traveling direction of the host vehicle 1. Therefore, as described above, the pedestrian P1 walking on the sidewalk SW toward the pedestrian crosswalk PC can be quickly detected by the part PP of the sidewalk area PCA. By setting the detection range DR as shown in fig. 9A and 9B in this way, for example, as in the detection range DR shown in fig. 3, the CMBS can be appropriately addressed to the pedestrian P1 walking on the sidewalk SW toward the crosswalk PC, the pedestrian P2 stopping on the sidewalk SW near the crosswalk PC, and the pedestrian P3 walking on the crosswalk PC.

< summary of the embodiments >

1. The control device of the above-described embodiment,

is a control device (e.g., 2) that controls a vehicle (e.g., 1),

the control device has:

a detection unit (e.g., 41, 42, 43) that detects a peripheral condition (e.g., VSS) of the vehicle; and

a control unit (e.g., 20) that detects a detection object (e.g., P1, P2, P3) present in the peripheral condition detected by the detection unit and controls traveling of the vehicle in accordance with the detection object,

the surrounding situation includes a crosswalk (e.g., PC) traversed by the vehicle and a sidewalk contacting the crosswalk, the control unit sets a detection range (e.g., SW) in which the detection target object is to be detected, for the surrounding situation,

the control unit sets a detection range (e.g., DR) in which the detection target object is to be detected, for the surrounding situation,

the detection range covers a crosswalk area (e.g., PCA) including the crosswalk, and a sidewalk area (e.g., SWA) including the sidewalk,

the crosswalk area and the sidewalk area have different shapes from each other when the crosswalk area and the sidewalk area are viewed in plan.

According to this embodiment, the detection range can be set more finely and appropriately with respect to the surrounding situation of the vehicle.

2. In the control device (e.g., 2) of the above-described embodiment, characterized in that,

at a boundary (e.g., BD) where the crosswalk area (e.g., PCA) meets the sidewalk area (e.g., SWA), a width in a traveling direction of the vehicle (e.g., 1) of the crosswalk area (e.g., WD1) is the same as a width in a traveling direction of the vehicle of the sidewalk area (e.g., WD2),

in the sidewalk area, the farther from the boundary, the wider the width of the vehicle in the traveling direction.

According to this embodiment, the detection range can be appropriately set for the detection target object.

3. In the control device (e.g., 2) of the above-described embodiment, characterized in that,

in the sidewalk area, the width in the traveling direction of the vehicle is wider and narrower the farther from the boundary.

According to this embodiment, the detection range can be properly set for the detection target object.

4. In the control device (e.g., 2) of the above-described embodiment, characterized in that,

when a detection target object moving from outside the detection range (e.g., DR) toward the detection range is present in the peripheral situation (e.g., VSS), the control unit (e.g., 20) enlarges the detection range so as to include the detection target object.

5. In the control device (e.g., 2) of the above-described embodiment, characterized in that,

the crosswalk region (e.g., PCA) also includes a region (e.g., a2) between a stop-line (e.g., SL1) and the crosswalk, the stop-line existing between the vehicle (e.g., 1) and the crosswalk (e.g., PC).

According to this embodiment, the detection range can be appropriately set for the detection target moving from the outside of the crosswalk toward the lane in front of the vehicle.

6. In the control device (e.g., 2) of the above-described embodiment, characterized in that,

the control unit (e.g., 20) changes the shape of the detection range (e.g., DR) in accordance with each of a traveling time when the vehicle (e.g., 1) is traveling toward the crosswalk (e.g., PC), a stop time when the vehicle stops before the crosswalk, and a starting time when the vehicle starts to cross the crosswalk after stopping before the crosswalk.

According to this embodiment, the detection range can be appropriately set according to the state of the vehicle.

7. In the control device (e.g., 2) of the above-described embodiment, characterized in that,

the control unit (e.g., 20) reduces the detection range (e.g., DR) after the vehicle (e.g., 1) stops before the crosswalk (e.g., PC) and starts to traverse the crosswalk, compared to the detection range before the vehicle stops before the crosswalk and starts to traverse the crosswalk.

According to this embodiment, it is possible to suppress setting of a detection range for an unnecessary region in the peripheral situation of the vehicle.

8. In the control device (e.g., 2) of the above-described embodiment, characterized in that,

when the number of detection objects existing in the peripheral situation (VSS, for example) is large, the control unit (20, for example) enlarges the detection range (DR, for example) as compared with the case where the number of detection objects existing in the peripheral situation is small.

According to this embodiment, the detection range can be appropriately set for an environment in which the number of detection objects moving from the outside of the crosswalk toward the lane increases.

9. In the control device (e.g., 2) of the above-described embodiment, characterized in that,

the surrounding condition (e.g., VSS) includes a guard rail (e.g., GR) existing along a lane (e.g., L1) in which the vehicle (e.g., 1) is traveling,

the control unit (e.g., 20) sets the detection range (e.g., DR) to a region (e.g., GRA) in which the guard rail does not exist.

According to this embodiment, the detection range can be suppressed from being unnecessarily enlarged.

10. In the control device (e.g., 2) of the above-described embodiment, characterized in that,

the perimeter conditions (e.g., VSS) cover intersections including multiple pedestrian crossings (e.g., PC1, PC2, PC3),

when the vehicle (e.g., 1) stops before one of the plurality of crosswalks (e.g., CP1), the control unit (e.g., 20) sets only the one crosswalk as a target for setting the detection range (e.g., DR),

the control unit sets, as the setting target of the detection range, two or more pedestrian crossings of the plurality of pedestrian crossings and an area inside the intersection surrounded by the plurality of pedestrian crossings, at the time of starting to start the vehicle so as to cross the one pedestrian crossing after the vehicle stops before the one pedestrian crossing.

According to this embodiment, the detection range can be suppressed from being unnecessarily enlarged when the vehicle is stopped, and the detection range can be appropriately set for the detection object moving obliquely at the intersection when the vehicle enters the intersection.

11. The control device of the above-described embodiment,

is a control device (e.g., 2) that controls a vehicle (e.g., 1), characterized in that

The control device has:

a control unit (e.g., 20) that detects a detection object (e.g., P1, P2, P3) present in the surrounding situation detected by the detection unit and controls the travel of the vehicle in accordance with the detection object,

the surrounding situation includes a crosswalk (e.g., a PC) traversed by the vehicle and a sidewalk contacting the crosswalk, the control unit sets a detection range (e.g., SW) in which the detection target object is to be detected, for the surrounding situation,

the detection range covers a crosswalk area (e.g. PCA) containing the crosswalk and a sidewalk area (e.g. SWA) containing the sidewalk,

the sidewalk area includes a portion (e.g., PP) protruding from the crosswalk area along an axis parallel to a traveling direction of the vehicle when the crosswalk area and the sidewalk area are viewed in plan.

12. In the control device (e.g., 2) of the above-described embodiment, the feature is that

Wherein the cross-walk area (e.g., PCA) and the sidewalk area (e.g., SWA) are combined into a T-shape or I-shape.

13. The vehicle (for example, 1) according to the above embodiment is characterized by comprising:

the surrounding situation includes a crosswalk (e.g., PC) traversed by the vehicle and a sidewalk in contact with the crosswalk, the control unit sets a detection range (e.g., SW) in which the detection object is to be detected for the surrounding situation, the control unit sets a detection range (e.g., DR) in which the detection object is to be detected for the surrounding situation,

14. The vehicle (for example, 1) according to the above embodiment is characterized by comprising:

a control unit (e.g., 20) that detects a detection object (e.g., P1, P2, P3) present in the surrounding situation detected by the detection unit and controls traveling of the vehicle in accordance with the detection object,

the surrounding situation includes a crosswalk (e.g., PC) traversed by the vehicle and a sidewalk in contact with the crosswalk, the control unit sets a detection range (e.g., SW) in which the detection target object is to be detected, for the surrounding situation,

The present invention is not limited to the above-described embodiments, and various modifications and changes can be made within the scope of the present invention.

Claims

1. A control device for controlling a vehicle, characterized in that,

the control device has:

a detection unit that detects a peripheral condition of the vehicle; and

a control unit that detects a detection target object existing in the peripheral situation detected by the detection unit and controls traveling of the vehicle according to the detection target object,

the surrounding condition includes a crosswalk traversed by the vehicle and a sidewalk adjoining the crosswalk,

the control unit sets a detection range in which the detection target object is to be detected, for the surrounding situation,

the detection range covers a crosswalk area containing the crosswalk and a sidewalk area containing the sidewalk,

2. The control device according to claim 1,

a width of the crosswalk region in a traveling direction of the vehicle is the same as a width of the crosswalk region in a traveling direction of the vehicle at a boundary where the crosswalk region meets the sidewalk region,

3. The control device according to claim 1,

in the sidewalk area, the farther from the boundary, the narrower the width of the vehicle in the traveling direction.

4. The control device according to claim 1, wherein the control unit enlarges the detection range so as to include the detection target when the detection target moving from outside the detection range to the detection range is present in the surrounding situation.

5. The control device of claim 1, wherein the crosswalk region further comprises a region between a stop-line and the crosswalk, the stop-line being present between the vehicle and the crosswalk.

6. The control device according to claim 1, wherein the control unit changes the shape of the detection range in accordance with each of a traveling time when the vehicle is traveling toward the crosswalk, a stop time when the vehicle stops before the crosswalk, and a starting time when the vehicle starts to cross the crosswalk after stopping before the crosswalk.

7. The control device according to claim 1, wherein the control unit reduces the detection range after the vehicle is stopped before the crosswalk and started to traverse the crosswalk, compared with the detection range before the vehicle is stopped before the crosswalk and started to traverse the crosswalk.

8. The control device according to claim 1, wherein when the number of the detection objects existing in the peripheral situation is large, the control unit enlarges the detection range as compared with a case where the number of the detection objects existing in the peripheral situation is small.

9. The control device according to claim 1,

the surrounding conditions include guardrails existing along a lane in which the vehicle is traveling,

the control unit sets the detection range to a region that does not include the guard rail.

10. The control device according to claim 1,

the surrounding situation covers an intersection comprising a plurality of pedestrian crossings,

the control unit sets only one of the plurality of crosswalks as a target for setting the detection range when the vehicle stops before the vehicle stops on the one of the plurality of crosswalks,

11. A control device for controlling a vehicle, characterized in that,

the control device has:

a detection unit that detects a peripheral condition of the vehicle; and

the sidewalk area includes a portion protruding from the crosswalk area along an axis parallel to a traveling direction of the vehicle when the crosswalk area and the sidewalk area are viewed in plan.

12. The control device of claim 11, wherein the shape of the combination of the crosswalk area and the sidewalk area is T-shaped or I-shaped.

13. A vehicle, characterized in that,

the vehicle has:

a detection unit that detects a peripheral condition of the vehicle; and

14. A vehicle, characterized in that,

the vehicle has:

a detection unit that detects a peripheral condition of the vehicle; and