Vehicle control method and vehicle control device

Abstract

In a vehicle control method that mounts a camera (20) for photographing a prescribed field-of-view angle range in front of the vehicle (1) and that identifies a traffic signal based on an image captured by the camera (20), based on map information including information on the installation position of the traffic signal and information on the lane restricted by the traffic signal, and the field-of-view angle range of the camera (20) mounted on the vehicle (1), a photographable area (S6) where the traffic signal can be photographed by the camera (20) on the lane is calculated, it is determined whether the vehicle (1) is located within the photographable area (S7), and when the vehicle (1) is located within the photographable area, the vehicle (1) is controlled so that the traffic signal is not blocked from the field-of-view angle range of the camera (20) by a preceding vehicle of the vehicle (1) (S11, S13).

Description

Technical Field

[0001] The present invention relates to a vehicle control method and a vehicle control device. Background Art

[0002] The following technique is described in Patent Document 1 below: An image of the front of the own vehicle is analyzed to identify a traffic signal, and the lit color of the traffic signal is determined, and the automatic driving of the own vehicle is controlled based on the determination result.

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2019-79126

[0006] Problems to be Solved by the Invention

[0007] However, when there is a preceding vehicle traveling in front of the own vehicle, since the field of view angle range (imaging range) of the imaging device is blocked by the preceding vehicle, sometimes the traffic signal cannot be recognized from the captured image.

[0008] On the other hand, if the own vehicle is controlled to prevent the traffic signal from being blocked from the field of view angle range of the imaging device in order to always sufficiently ensure the inter-vehicle distance between the own vehicle and the preceding vehicle, the inter-vehicle distance will become unnecessarily long, and there is a possibility of giving discomfort to the occupants of the own vehicle. Summary of the Invention

[0009] An object of the present invention is to reduce the control for unnecessarily avoiding the traffic signal from being blocked from the field of view angle range of the camera in the automatic driving based on the recognition result of the traffic signal according to the captured image.

[0010] According to one aspect of the present invention, there is provided a vehicle control method including a camera that captures a predetermined field of view angle range in front of the own vehicle, and a traffic signal is recognized based on an image captured by the camera. In the vehicle control method, a shootable area where the traffic signal can be captured on the lane by the camera is calculated based on map information including information on the installation position of the traffic signal and information on the lane restricted by the traffic signal, and the field of view angle range of the camera mounted on the own vehicle, it is determined whether the own vehicle is located in the shootable area, and when the own vehicle is located in the shootable area, the own vehicle is controlled so that the traffic signal is not blocked from the field of view angle range of the camera by the preceding vehicle of the own vehicle.

[0011] Advantages of the Invention

[0012] According to an aspect of the present invention, in an autonomous driving based on an identification result of a traffic signal based on a captured image, it is possible to reduce a situation where control for unnecessarily avoiding occlusion of the traffic signal from the field of view angle range of the camera by a preceding vehicle is performed.

[0013] The objects and advantages of the present invention are achieved by using the elements and combinations thereof shown in the claims. Both the above general description and the following detailed description are illustrative and explanatory, and should be understood not to limit the present invention as defined in the claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic configuration diagram of a vehicle control device according to an embodiment.

[0015] Figure 2 It is an explanatory diagram of an example of a vehicle control method according to an embodiment.

[0016] Figure 3 It is a block diagram showing an example of the functional configuration of a vehicle control device according to an embodiment.

[0017] Figure 4 It is an explanatory diagram of an example of a shootable area.

[0018] Figure 5A It is an explanatory diagram of an example of a method for calculating a shootable area.

[0019] Figure 5B It is an explanatory diagram of an example of a method for calculating a shootable area.

[0020] Figure 6 It is an explanatory diagram of an example of a shootable area of multiple lanes.

[0021] Figure 7 It is an explanatory diagram of an example of vehicle control when the own vehicle is within the shootable area.

[0022] Figure 8 It is an example of a method for calculating the inter-vehicle distance.

[0023] Figure 9 It is an explanatory diagram of another example of vehicle control when the own vehicle is within the shootable area.

[0024] Figure 10 It is an explanatory diagram of an example of vehicle control when there is no preceding vehicle and the traffic signal cannot be recognized.

[0025] Figure 11 It is a diagram showing a situation where the own vehicle is outside the shootable area.

[0026] Figure 12 It is a flowchart of an example of a vehicle control method according to an embodiment. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0027] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

[0028] (Structure)

[0029] This vehicle 1 is equipped with a vehicle control device 10 that automatically controls the running of this vehicle 1. The vehicle control device 10 detects the current position of this vehicle 1, that is, its own position, and controls the running of this vehicle 1 based on the detected own position, thereby assisting in the driving of this vehicle 1.

[0030] For example, based on the detected own position and the surrounding driving environment, the vehicle control device 10 assists in driving by performing autonomous driving control to automatically drive this vehicle 1 without the driver's participation.

[0031] The vehicle control device 10 can also assist in driving by only controlling acceleration and deceleration based on the estimated own position and the surrounding driving environment. For example, the vehicle control device 10 can perform constant-speed driving control, maintain the set speed and drive when there is no preceding vehicle, and follow the preceding vehicle when there is a preceding vehicle driving at a speed lower than the set speed. The vehicle control device 10 can control the inter-vehicle distance from the preceding vehicle according to the vehicle speed of this vehicle 1.

[0032] The vehicle control device 10 includes an object sensor 11, a vehicle sensor 12, a positioning device 13, a map database 14, a communication device 15, a navigation system 17, a controller 18, and an actuator 19. In the figure, the map database is marked as "Map DB".

[0033] The object sensor 11 includes a plurality of different types of sensors that detect objects around this vehicle 1.

[0034] For example, the object sensor 11 includes a camera 20 mounted on this vehicle 1. The camera 20 captures an image of a prescribed field of view range (capture range) in front of this vehicle 1 and outputs the captured image to the controller 18. In addition, hereinafter, "imaging" will also be described as "capturing (photographing)", and in this specification, they are treated as having the same meaning.

[0035] In addition, the object sensor 11 may also include ranging sensors such as lidar, millimeter-wave radar, and LIDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging).

[0036] The vehicle sensor 12 is mounted on the vehicle 1 and detects various information (vehicle signals) obtained from the vehicle 1. The vehicle sensor 12 includes, for example: a vehicle speed sensor that detects the traveling speed (vehicle speed) of the vehicle 1; a wheel speed sensor that detects the rotational speed of each tire of the vehicle 1; a three-axis acceleration sensor (G sensor) that detects the acceleration (including deceleration) in the three-axis directions of the vehicle 1; a steering angle sensor that detects the steering angle (including the steering angle); a gyro sensor that detects the angular velocity generated by the vehicle 1; a yaw rate sensor that detects the yaw rate; an accelerator sensor that detects the accelerator opening of the vehicle 1; and a brake sensor that detects the brake operation amount of the driver.

[0037] The positioning device 13 includes a global navigation satellite system (GNSS) receiver and measures the current position of the vehicle 1 by receiving radio waves from multiple navigation satellites. The GNSS receiver can be, for example, a global positioning system (GPS) receiver. The positioning device 13 can also be, for example, an inertial navigation device.

[0038] The map database 14 can store high-precision map data (hereinafter, simply referred to as "high-precision map") suitable for map information for autonomous driving. The high-precision map is map data with higher precision than the map data for navigation (hereinafter, simply referred to as "navigation map") and includes information at the lane unit level, which is more detailed than the information at the road unit level. Hereinafter, the information at the lane unit level included in the high-precision map data may be marked as "lane information".

[0039] For example, as lane information, the high-precision map includes information on lane nodes representing reference points on the lane reference line (e.g., the central line within the lane) and information on lane links representing the section shape of the lane between lane nodes.

[0040] The information on lane nodes includes the identification number, position coordinates, number of connected lane links, and identification numbers of the connected lane links of the lane node. The information on lane links includes the identification number of the lane link, the type of the lane, the width of the lane, the type of the lane boundary line, the shape of the lane, the slope of the lane, the shape of the lane dividing line, and the shape of the lane reference line.

[0041] The high-precision map also includes the types and position coordinates of ground objects such as stop lines, signs, buildings, utility poles, curbs, crosswalks, etc. existing on or near the lane, as well as information on ground objects such as the identification numbers of lane nodes and lane links corresponding to the position coordinates of the ground objects.

[0042] The high-precision map also includes information on traffic lights existing on or near the lane. Sometimes, the information on traffic lights included in the high-precision map data is marked as "traffic light information".

[0043] The signal information includes information on the installation positions of the respective signal devices and identification information on the stop lines corresponding to the signal devices. The signal information determines the lanes restricted by the signal device through the identification information on the stop lines corresponding to the signal device.

[0044] In the case where there is no stop line corresponding to the signal device, the signal information may include, for example, information on the lane nodes of the intersection where the signal device is installed and information on the crosswalk where the signal device is installed. The signal information determines the lanes restricted by the signal device through this information.

[0045] Here, the "lanes restricted by the signal device" refer to the lanes that travel before the stop line set corresponding to the signal device and are permitted or prohibited by the display of the signal device, or the lanes that enter the intersection or crosswalk where the signal device is installed and are permitted or prohibited by the display of the signal device.

[0046] The information on the installation position of the signal device includes at least the two-dimensional coordinates of the map coordinate system (or world coordinate system) of the position where the signal device is installed. The information on the installation position of the signal device may include, in addition to the two-dimensional coordinates of the position where the signal device is installed, the height information of the signal device. However, since the installation height of the signal device is regulated within a specified range by regulations, the height of the signal device does not necessarily have to be included in the high-precision map data.

[0047] The communication device 15 performs wireless communication between the own vehicle 1 and an external communication device. The communication method of the communication device 15 may be, for example, wireless communication based on a public mobile telephone network, vehicle-to-vehicle communication, road-to-vehicle communication, or satellite communication.

[0048] The navigation system 17 identifies the current position of the own vehicle 1 through the positioning device 13 and obtains the map information of the current position from the map database 14. The navigation system 17 sets the driving route up to the destination input by the occupant and guides the occupant along the driving route.

[0049] In addition, the navigation system 17 outputs the information on the set driving route to the controller 18. When performing autonomous driving control, the controller 18 automatically drives the own vehicle 1 to travel along the driving route set by the navigation system 17.

[0050] The controller 18 is an electronic control unit (ECU: Electronic Control Unit) that performs vehicle control of the own vehicle 1. The controller 18 includes peripheral components such as a processor 21 and a storage device 22. The processor 21 may be, for example, a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit).

[0051] The storage device 22 may include a semiconductor storage device, a magnetic storage device, an optical storage device, etc. The storage device 22 may include memories such as registers, caches, a ROM (Read Only Memory) used as a main storage device, and a RAM (Random Access Memory).

[0052] The functions of the controller 18 described below are implemented, for example, by a processor 21 executing a computer program stored in the storage device 22.

[0053] In addition, the controller 18 may also be formed of dedicated hardware for performing each information process described below.

[0054] For example, the controller 18 may also include a functional logic circuit set in a general semiconductor integrated circuit. For example, the controller 18 has a programmable logic device (PLD) such as a field programmable gate array (FPGA: Field-Programmable Gate Array).

[0055] The actuator 19 operates the steering wheel, accelerator opening, and brake device of the vehicle 1 based on a control signal from the controller 18, generating a vehicle behavior of the vehicle 1. The actuator 19 includes a steering wheel actuator, an accelerator opening actuator, and a brake control actuator. The steering wheel actuator controls the steering direction and steering amount of the steering wheel of the vehicle 1. The accelerator operation amount actuator controls the accelerator operation amount of the vehicle 1. The brake control actuator controls the brake operation of the brake device of the vehicle 1.

[0056] Next, an example of the travel control of the vehicle 1 performed by the controller 18 will be described. The controller 18 identifies a traffic signal of a lane restricting the travel of the vehicle 1 from a captured image of the camera 20. The controller 18 causes the vehicle 1 to travel or stop according to the display of the identified signal.

[0057] As described above, when the field of view angle range of the camera 20 is blocked by a preceding vehicle traveling in front of the vehicle 1, it may sometimes be impossible to identify the signal from the captured image.

[0058] On the other hand, if the vehicle is controlled to always sufficiently ensure the inter-vehicle distance between the vehicle 1 and the preceding vehicle in order to prevent the signal from being blocked from the field of view angle range, the inter-vehicle distance will become unnecessarily long, which may cause discomfort to the occupants of the vehicle 1.

[0059] Then, the controller 18 calculates the field-of-view angle range (photographing range) of the camera 20 based on the optical information of the camera 20 (e.g., the field-of-view angle information of the camera 20) and the setting information of the camera 20 (e.g., the mounting position of the camera on the vehicle 1 and the orientation of the optical system). The optical information and the setting information of the camera 20 are, for example, preset and stored in the storage device 22. Additionally, when the setting information of the camera 20 (such as the mounting position of the camera relative to the vehicle 1 and the orientation of the optical system, etc.) does not change, that is, when the setting state of the camera relative to the vehicle 1 is fixed, since the field-of-view angle range of the camera 20 relative to the vehicle is fixed, the setting information of the camera 20 is not necessary.

[0060] The controller 18 calculates the photographable area where the signal light can be photographed on the lane by the camera 20 in the absence of a preceding vehicle based on the field-of-view angle range of the camera 20 and the map information.

[0061] See Figure 2 Now, assume a situation where there is a signal light 30 in front of the vehicle 1. The signal light 30 is a signal light that restricts the traffic of multiple lanes 31 and 32. The traffic flow directions of lanes 31 and 32 are the same. Lane 31 is the driving lane of the vehicle 1, and lane 32 is the adjacent lane to lane 31.

[0062] The controller 18 calculates the photographable area 33 where the signal light 30 can be photographed on lane 31 by the camera 20 in the absence of other vehicles on the road based on the signal light information of the signal light 30, the lane information of lane 31, and the field-of-view angle range of the camera 20.

[0063] The photographable area 33 is an area where it is expected that the signal light 30 can be photographed on lane 31 by the camera 20 as long as the field-of-view angle range of the camera 20 is not blocked by the preceding vehicle 2. On the contrary, the area on lane 31 outside the photographable area 33 is an area where the signal light 30 cannot be photographed even if the field-of-view angle range of the camera 20 is not blocked.

[0064] The controller 18 similarly calculates the photographable area 34 for lane 32. That is, the controller 18 calculates the photographable area 34 where the signal light 30 can be photographed on lane 32 by the camera 20 in the absence of other vehicles on the road based on the signal light information of the signal light 30, the lane information of lane 32, and the field-of-view angle range of the camera 20.

[0065] The controller 18 determines whether the vehicle 1 is located within the photographable area 33 or 34.

[0066] When the vehicle 1 is within the shootable area 33 or 34, if the field of view of the camera 20 is not blocked by the vehicle ahead 2, it is expected that the traffic signal 30 can be captured. Therefore, in this case, the controller 18 controls the vehicle 1 so that the traffic signal 30 is not blocked by the vehicle ahead 2 from the field of view of the camera 20.

[0067] For example, when the traffic signal 30 is not recognized in the captured image from the camera 20, the controller 18 calculates the inter-vehicle distance at which the traffic signal 30 is not blocked by the vehicle ahead 2 and decelerates the vehicle 1 according to the inter-vehicle distance, thereby increasing the inter-vehicle distance between the vehicle ahead 2 and the vehicle 1.

[0068] In addition to or instead of this, the controller 18 can also steer the vehicle 1 so that the deviation of the lateral position between the vehicle 1 and the vehicle ahead 2 increases in the direction in which the traffic signal 30 deviates from the center of the lane 31.

[0069] On the other hand, when the traffic signal 30 is recognized in the captured image from the camera 20, the controller 18 controls the speed of the vehicle 1 to maintain the inter-vehicle distance between the vehicle ahead 2 and the vehicle 1 at the inter-vehicle distance at which the traffic signal 30 is not blocked by the vehicle ahead 2.

[0070] Hereinafter, the driving control of the vehicle 1 that avoids the traffic signal 30 being blocked by the vehicle ahead 2 from the field of view of the camera 20 is referred to as "occlusion avoidance control".

[0071] On the contrary, when the vehicle 1 is not in either the shootable area 33 or the shootable area 34, even if the field of view of the camera 20 is not blocked, the traffic signal 30 cannot be captured originally. Therefore, in this case, the above-mentioned occlusion avoidance control is suppressed.

[0072] Thereby, it is possible to prevent the occlusion avoidance control from being unnecessarily executed in an area where the traffic signal 30 cannot be captured originally. As a result, it is possible to suppress discomfort to the occupants of the vehicle 1 due to the unnecessary occlusion avoidance control.

[0073] For example, in the above-mentioned autonomous driving control and constant speed driving control, the controller 18 controls the inter-vehicle distance between the vehicle ahead 2 and the vehicle 1 so as to be a target value determined regardless of whether the traffic signal 30 is blocked by the vehicle ahead 2 from the field of view of the camera 20. For example, the controller 18 can determine the target value of the inter-vehicle distance from the vehicle ahead according to the vehicle speed of the vehicle 1.

[0074] In addition, the controller 18 can also control the lateral position of the vehicle 1 so that the lateral position of the vehicle 1 within the driving lane of the vehicle 1, that is, the lane 31, becomes a predetermined initial value (for example, the center of the lane).

[0075] Hereinafter, the functions of the controller 18 will be described in detail. Refer to Figure 3 The controller 18 includes: an object detection unit 40, a host vehicle position estimation unit 41, a map acquisition unit 42, a detection integration unit 43, an object tracking unit 44, a preceding vehicle detection unit 45, an in-map position calculation unit 46, a signal recognition unit 47, an occlusion avoidance control unit 48, a host vehicle path generation unit 49, and a vehicle control unit 50.

[0076] Based on the detection signals of the object sensor 11, the object detection unit 40 detects the objects around the host vehicle 1, such as the positions, postures, sizes, speeds, etc. of vehicles, motorcycles, pedestrians, obstacles, etc. The object detection unit 40 outputs detection results that represent the two-dimensional positions, postures, sizes, speeds, etc. of the objects in a top view (also referred to as a plan view) of the host vehicle 1 observed from the air.

[0077] Based on the ranging method that utilizes the measurement results of the positioning device 13 and the detection results from the vehicle sensor 12, the host vehicle position estimation unit 41 measures the absolute position of the host vehicle 1, that is, the position, posture, and speed of the host vehicle 1 relative to a specified reference point.

[0078] The map acquisition unit 42 acquires map information of the road on which the host vehicle 1 travels from the map database 14. The map acquisition unit 42 can also acquire map information from an external map data server through the communication device 15.

[0079] The map information acquired by the map acquisition unit 42 includes: traffic signal information of traffic signals existing ahead of the travel route of the host vehicle 1, lane information of the lanes restricted by the traffic signals, and information of ground objects existing on or near the lanes.

[0080] The detection integration unit 43 integrates the multiple detection results obtained by the object detection unit 40 from multiple object detection sensors and outputs a two-dimensional position, posture, size, speed, etc. for each object. Specifically, based on the behaviors of the objects obtained from each object detection sensor and considering the error characteristics of each object detection sensor, etc., the most reasonable behavior of the object with a small error is calculated.

[0081] Specifically, by using known sensor fusion technologies, the detection results obtained by multiple sensors are comprehensively evaluated to obtain more accurate detection results.

[0082] The object tracking unit 44 tracks the objects detected by the object detection unit 40. Specifically, based on the detection results integrated by the detection integration unit 43, the identity verification (correspondence) of the objects at different times is performed according to the behaviors of the objects output at different times, and based on this correspondence, the behaviors such as the speed of the objects are predicted.

[0083] The oncoming vehicle detection unit 45 detects an oncoming vehicle in front of the host vehicle 1 from the objects existing around the host vehicle 1 detected by the detection integration unit 43 and the object tracking unit 44, and outputs the detection result to the occlusion avoidance control unit 48.

[0084] The in-map position calculation unit 46 estimates the position and orientation of the host vehicle 1 on the map based on the absolute position of the host vehicle 1 obtained by the host vehicle position estimation unit 41 and the map information obtained by the map acquisition unit 42.

[0085] In addition, the in-map position calculation unit 46 determines the road on which the host vehicle 1 is traveling and the lane in which the host vehicle 1 is traveling on that road. The in-map position calculation unit 46 outputs the position and orientation of the host vehicle 1 on the map and the information on the lane in which the host vehicle 1 is traveling to the occlusion avoidance control unit 48.

[0086] The signal recognition unit 47 analyzes the image captured by the camera 20 and recognizes the traffic signal and its lit color. The signal recognition unit 47 outputs the recognition result of the traffic signal to the occlusion avoidance control unit 48.

[0087] The occlusion avoidance control unit 48 performs occlusion avoidance control based on the map information obtained by the map acquisition unit 42, the detection result of the oncoming vehicle detection unit 45, the position of the host vehicle 1 determined by the in-map position calculation unit 46, and the recognition result of the signal recognition unit 47. This occlusion avoidance control prevents the traffic signal in front of the host vehicle 1 from being occluded by an oncoming vehicle within the field of view angle range of the camera 20.

[0088] The occlusion avoidance control unit 48 includes a shootable area calculation unit 51, a shootability determination unit 52, and a control amount setting unit 53.

[0089] The shootable area calculation unit 51 calculates a shootable area based on the optical information and setting information of the camera 20 and the map information. This shootable area is the area where the traffic signal in front of the host vehicle 1 can be captured by the camera 20 from the lane restricted by the traffic signal.

[0090] Refer to Figure 4 Assume that there are traffic signals 30a and 30b in front of the host vehicle 1. The traffic signals 30a and 30b are traffic signals that restrict traffic on multiple lanes 31 and 32. The lanes 31 and 32 are adjacent lanes with the same traffic direction.

[0091] The shootable area calculation unit 51 calculates the shootable area for each of the multiple lanes 31 and 32. First, the calculation of the shootable area on lane 31 will be described.

[0092] First, the shootable area calculation unit 51 calculates a shootable area 33a that can capture the traffic signal 30a among the multiple traffic signals 30a and 30b.

[0093] The shootable area calculation unit 51 calculates a shootable area 33a based on the installation position and height information of the traffic signal 30a, the road structure and gradient of the lane 31, and the optical information and installation information of the camera 20.

[0094] For example, the shootable area calculation unit 51 can calculate the shootable area 33a by searching for locations on the lane 31 where the traffic signal 30a can be shot.

[0095] At this time, when the traffic signal 30a is within the vertical and horizontal field of view angle ranges of the camera 20, the shootable area calculation unit 51 determines that the camera 20 can shoot the traffic signal 30a. When the traffic signal 30a deviates from either the vertical or horizontal field of view angle range, the shootable area calculation unit 51 determines that the camera 20 cannot shoot the traffic signal 30a.

[0096] Refer to Figure 5A ... The shootable area calculation unit 51 determines that the traffic signal 30a is within the vertical field of view angle range of the camera 20, for example, when the following equations (1) and (2) are satisfied.

[0097] (xb + x0)tanθ1 > ys1 - yc (1)

[0098] (xb + x0)tanθ2 < ys2 - yc (2)

[0099] xb is the horizontal distance from the own vehicle 1 to the traffic signal 30a, x0 is the front-rear direction distance from the front end of the own vehicle 1 to the mounting position of the camera 20, yc is the height of the mounting position of the camera 20, ys1 is the height of the upper end of the traffic signal 30a, and ys2 is the height of the lower end of the traffic signal 30a.

[0100] θ1 is the elevation angle of the upper limit 35 of the field of view angle range of the camera 20, and θ2 is the depression angle of the lower limit 36 of the field of view angle range of the camera 20.

[0101] In addition, when there is no height information of the traffic signal 30a in the map information, a value assumed to be the height of a general traffic signal based on the installation standard determined by an administrative agency or the like can also be used as the height of the traffic signal 30a. For example, ys1 can be assumed to be 5.7 m, and ys2 can be assumed to be 4.7 m.

[0102] In addition, herein, when the camera 20 is fixed relative to the host vehicle 1, the longitudinal distance (x0) from the front end of the host vehicle 1 to the mounting position of the camera 20, the height (yc) of the mounting position of the camera 20, the elevation angle (θ1) of the upper limit 35 of the field of view angle range of the camera 20, and the elevation angle (θ2) of the lower limit 36 of the field of view angle range of the camera 20 do not change. That is, when the camera 20 is fixed relative to the host vehicle 1, the vertical field of view angle range of the camera 20 relative to the host vehicle 1 does not change. Therefore, if the vertical field of view angle range of the camera 20 relative to the host vehicle 1 is stored in advance, by only detecting the horizontal distance (xb) from the host vehicle 1 to the traffic signal 30a, it can be determined that the traffic signal 30a is within the vertical field of view angle range of the camera 20. However, when the camera 20 is movable rather than fixed relative to the host vehicle 1, or when considering the change in the field of view angle range caused by the pitching motion of the host vehicle 1, etc., of course, the actual longitudinal distance (x0) from the front end of the host vehicle 1 to the mounting position of the camera 20, the height (yc) of the mounting position of the camera 20, the elevation angle (θ1) of the upper limit 35 of the field of view angle range of the camera 20, and the elevation angle (θ2) of the lower limit 36 of the field of view angle range of the camera 20 are detected, and the above formulas (1) and (2) are used, it is also possible to determine whether the traffic signal 30a is within the vertical field of view angle range of the camera 20.

[0103] Refer to Figure 5B . The shootable area calculation unit 51 determines whether the traffic signal 30a is within the horizontal field of view angle range of the camera 20 based on the lateral offset of the traffic signal 30a with respect to the optical center 20c of the camera 20, the horizontal distance (xb + x0) from the camera 20 to the traffic signal 30a, and the horizontal field of view angle θh of the camera 20.

[0104] At this time, it may also be assumed that the host vehicle 1 is located at the center of the lane 31. In addition, when the installation position information of the traffic signal 30a included in the map information is the two-dimensional coordinates of the post 37 of the traffic signal 30a, the coordinates of the post 37 may also be used as the coordinates of the traffic signal 30a.

[0105] Refer to Figure 4 . Hereinafter, the point closest to the traffic signal within the shootable area is marked as the "near end" of the shootable area, and the point farthest from the traffic signal within the shootable area is marked as the "far end" of the shootable area. The near end of the shootable area 33a is represented by the reference symbol 33c, and the far end of the shootable area 33a is represented by the reference symbol 33d.

[0106] The upper limit of the distance between the distal end 33d of the shootable area 33a and the traffic signal 30a may also be determined in consideration of the performance of the optical system of the camera 20. For example, the distal end 33d may also be set according to the minimum number of pixels required to recognize the traffic signal 30a in the captured image. Alternatively, the distal end 33d may be set such that the distance from the traffic signal 30a to the distal end 33d is below a threshold value.

[0107] Similarly, the shootable area calculation unit 51 calculates a shootable area 33b that can capture the traffic signal 30b on the lane 31 for the traffic signal 30b.

[0108] In this way, the shootable area calculation unit 51 calculates shootable areas 33a and 33b that can capture the traffic signals 30a and 30b on the lane 31 for all the traffic signals 30a and 30b that restrict the lane 31, respectively.

[0109] Furthermore, the shootable area calculation unit 51 calculates the sum area of the shootable areas 33a and 33b (i.e., the area included in at least any one of the shootable areas 33a or 33b) as the shootable area that can capture at least one of the traffic signals 30a or 30b that restrict the lane 31 on the lane 31.

[0110] In addition, the shootable area calculation unit 51 calculates the overlapping area 33e of the shootable areas 33a and 33b.

[0111] Refer to Figure 6 . Next, the shootable area calculation unit 51 calculates the shootable area on the adjacent lane 32 of the lane 31.

[0112] Similar to the case of the lane 31, the shootable area calculation unit 51 calculates a shootable area 34a that can capture the traffic signal 30a on the lane 32 and a shootable area 34b that can capture the traffic signal 30b on the lane 32.

[0113] The shootable area calculation unit 51 calculates the sum area of the shootable areas 34a and 34b as the shootable area that can capture at least one of the traffic signals 30a or 30b that restrict the lane 32 on the lane 32.

[0114] In addition, the shootable area calculation unit 51 calculates the overlapping area 34c of the shootable areas 34a and 34b.

[0115] Refer to Figure 3 The shootable determination unit 52 determines whether the own vehicle 1 is located within the shootable area calculated by the shootable area calculation unit 51 (for example, whether the own vehicle 1 is traveling within the shootable area).

[0116] In Figure 4 and Figure 6In the example, can the shootability determination unit 52 determine whether the own vehicle 1 is located in the sum area of the shootable areas 33a and 33b, or in the sum area of the shootable areas 34a and 34b. That is, can the shootability determination unit 52 determine whether the own vehicle 1 is located in any one of the shootable areas 33a, 33b, 34a, or 34b?

[0117] When it is determined that the own vehicle 1 is located in the shootable area, the control amount setting unit 53 sets a target control amount for the travel control of the own vehicle 1 for avoiding occlusion control based on the recognition state of the traffic signal by the signal recognition unit 47 and the detection result of the preceding vehicle by the preceding vehicle detection unit 45.

[0118] The control amount setting unit 53 sets, for example, the target inter-vehicle distance between the own vehicle 1 and the preceding vehicle, or the target lateral position of the own vehicle 1 in the travel lane as the target control amount.

[0119] Refer to Figure 7 . Assume a case where the shootability determination unit 52 determines that the own vehicle 1 is located in the shootable area and the preceding vehicle detection unit 45 detects the preceding vehicle 2.

[0120] The control amount setting unit 53 determines whether the signal recognition unit 47 recognizes the traffic signal 30a or 30b. When it is determined that the signal recognition unit 47 recognizes the traffic signal 30a or 30b, the control amount setting unit 53 determines that the current inter-vehicle distance is an inter-vehicle distance at which at least one of the traffic signals 30a or 30b will not be occluded by the preceding vehicle 2 from the field of view angle range of the camera 20, and sets the current inter-vehicle distance as the target inter-vehicle distance.

[0121] When it is determined that the signal recognition unit 47 does not recognize the traffic signal 30a and the traffic signal 30b, the control amount setting unit 53 sets a target control amount so that at least one of the traffic signals 30a or 30b will not be occluded by the preceding vehicle 2 from the field of view angle range of the camera 20.

[0122] For example, when it is determined that the own vehicle 1 is located in the shootable area 33a, the control amount setting unit 53 calculates the inter-vehicle distance at which the traffic signal 30a is not occluded by the preceding vehicle 2 and sets it as the target inter-vehicle distance. That is, when there is a preceding vehicle 2 and although the own vehicle 1 is located in the shootable area but the signal recognition unit 47 does not recognize the traffic signal 30a and the traffic signal 30b, it is determined that the inter-vehicle distance between the preceding vehicle 2 and the own vehicle 1 is short and the traffic signal 30a is occluded by the preceding vehicle 2, and the inter-vehicle distance between the preceding vehicle 2 and the own vehicle 1 is increased to the inter-vehicle distance at which the traffic signal 30a is not occluded by the preceding vehicle 2.

[0123] Refer to Figure 8For example, the control amount setting unit 53 calculates the inter-vehicle distance x1 at which the traffic signal 30a is not blocked by the preceding vehicle 2 using the following formula (3).

[0124] x1 = (xb + x0) × (yt - yc) / (ys - yc) - x0 (3)

[0125] yt represents the height of the preceding vehicle 2, and ys represents the height of the traffic signal 30a.

[0126] Similarly, when it is determined that the own vehicle 1 is within the shootable area 33b, the control amount setting unit 53 calculates the inter-vehicle distance at which the traffic signal 30b is not blocked by the preceding vehicle 2 and sets it as the target inter-vehicle distance.

[0127] When it is determined that the own vehicle 1 is within the overlapping area 33e of the shootable areas 33a and 33b, the control amount setting unit 53 may also calculate either the inter-vehicle distance at which the traffic signal 30a is not blocked by the preceding vehicle 2 or the inter-vehicle distance at which the traffic signal 30b is not blocked by the preceding vehicle 2 and set it as the target inter-vehicle distance.

[0128] The control amount setting unit 53 can calculate both the inter-vehicle distance at which the traffic signal 30a is not blocked by the preceding vehicle 2 and the inter-vehicle distance at which the traffic signal 30b is not blocked by the preceding vehicle 2, and set the shorter of these inter-vehicle distances as the target inter-vehicle distance, or may also set the longer inter-vehicle distance as the target inter-vehicle distance.

[0129] Refer to Figure 9 The control amount setting unit 53 can also set the target lateral position of the own vehicle 1 within the driving lane 31. That is, the control amount setting unit 53 can also set the lateral position within the driving lane 31 that increases the deviation of the lateral positions of the own vehicle 1 and the preceding vehicle 2 as the target lateral position.

[0130] For example, when it is determined that the own vehicle 1 is within the shootable area 33a, the control amount setting unit 53 determines whether the traffic signal 30a deviates from the center of the lane 31.

[0131] When the traffic signal 30a is offset from the center of the lane 31 (i.e., when the vehicle width direction position of the traffic signal 30a deviates from the center of the lane 31), the control amount setting unit 53 sets the target lateral position so that the deviation Δ of the lateral positions of the own vehicle 1 and the preceding vehicle 2 increases in the direction in which the traffic signal 30a is offset from the center of the lane 31.

[0132] Since the traffic signal 30a is offset to the left from the center of the lane 31, the control amount setting unit 53 sets the target lateral position so that the deviation Δ increases to the left direction.

[0133] Similarly, when it is determined that the own vehicle 1 is within the photographable area 33b, the control amount setting unit 53 determines whether the traffic signal 30b deviates from the center of the lane 31.

[0134] When the traffic signal 30b is offset from the center of the lane 31, the control amount setting unit 53 sets the target lateral position so that the deviation Δ between the lateral positions of the own vehicle 1 and the preceding vehicle 2 increases in the direction in which the traffic signal 30b is offset from the center of the lane 31.

[0135] Since the traffic signal 30b is offset to the right from the center of the lane 31, the control amount setting unit 53 sets the target lateral position so that the deviation Δ increases to the right.

[0136] When it is determined that the own vehicle 1 is within the overlapping area 33e of the photographable areas 33a and 33b, the control amount setting unit 53 may set the target lateral position so that the deviation Δ increases to the left, or may set the target lateral position so that the deviation Δ increases to the right.

[0137] Next, refer to Figure 10 ... Suppose a case where the photographable determination unit 52 determines that the own vehicle 1 is within the photographable area and the preceding vehicle detection unit 45 does not detect the preceding vehicle 2.

[0138] Even in such a case, depending on the photographing conditions such as the direction of the sun's rays and the device state of the camera 20, the signal recognition unit 47 may sometimes not be able to recognize the traffic signal 30a or 30b. Therefore, the control amount setting unit 53 determines whether the signal recognition unit 47 recognizes the traffic signal 30a or 30b.

[0139] When it is determined that the signal recognition unit 47 does not recognize the traffic signal 30a or 30b, since the lit color of the traffic signal 30a or 30b is not clear, it will not advance forward from the stop line 38 corresponding to the traffic signal 30a or 30b. In addition, if the own vehicle 1 is closer to the traffic signal 30a from the proximal end 33c of the photographable area 33a, the camera 20 cannot photograph the traffic signal 30a or 30b even if the photographing conditions or the device state improve.

[0140] Therefore, the control amount setting unit 53 sets the position farther from the traffic signal 30a among the stop line 38 or the proximal end 33c of the photographable area 33a as the target stop position.

[0141] Refer to Figure 11 ... When it is determined that the own vehicle 1 is not within the photographable area, the control amount setting unit 53 suppresses the above-described occlusion avoidance control.

[0142] For example, even if the control quantity setting unit 53 determines that the signal recognition unit 47 has not recognized the traffic lights 30a and 30b, in autonomous driving control and constant speed driving control, regardless of whether the traffic lights 30a or 30b are blocked by the preceding vehicle 2 within the field of view angle of the camera 20, the determined target inter-vehicle distance and target lateral position are not changed.

[0143] The above describes the case where the vehicle 1 travels on the lane 31. Similarly, for the case where the vehicle 1 travels on the lane 32, the target control quantity for avoiding occlusion control can be set using the shootable areas 34a and 34b and the overlapping area 34c.

[0144] Refer to Figure 3 . Based on the detection results of the objects around the vehicle 1 by the detection integration unit 43 and the object tracking unit 44, and the vehicle signals from the vehicle sensor 12, the vehicle path generation unit 49 generates the target travel trajectory and speed curve of the vehicle 1 so that it travels along the travel lane of the vehicle 1 without colliding with other vehicles and in accordance with traffic rules.

[0145] At this time, the vehicle path generation unit 49 generates a speed curve so that the inter-vehicle distance between the vehicle 1 and the preceding vehicle becomes the target inter-vehicle distance set by the occlusion avoidance control unit 48.

[0146] Thus, in the case where the traffic light is blocked by the preceding vehicle from the field of view angle of the camera 20, a decelerating speed curve is generated in such a way that the inter-vehicle distance between the vehicle 1 and the preceding vehicle increases to above the target inter-vehicle distance.

[0147] In addition, in the case where the traffic light is not blocked by the preceding vehicle from the field of view angle of the camera 20, a speed curve for maintaining the inter-vehicle distance between the vehicle 1 and the preceding vehicle is generated.

[0148] In addition, the vehicle path generation unit 49 generates a target travel trajectory that changes the lateral position of the vehicle 1 within the lane to the target lateral position set by the occlusion avoidance control unit 48.

[0149] Thus, in the case where the traffic light is blocked by the preceding vehicle from the field of view angle of the camera 20, a target travel trajectory is generated that increases the deviation of the lateral position between the vehicle 1 and the preceding vehicle in the direction in which the traffic light deviates from the center of the travel lane of the vehicle 1.

[0150] In addition, the vehicle path generation unit 49 generates a target travel trajectory and speed curve that stop the vehicle 1 at the target stop position set by the occlusion avoidance control unit 48.

[0151] The vehicle control unit 50 drives the actuator 19 so that the vehicle 1 travels on the target travel trajectory at a speed according to the speed curve generated by the vehicle path generation unit 49.

[0152] Thereby, for example, when the inter-vehicle distance between the vehicle 1 and the preceding vehicle is longer than the target inter-vehicle distance set by the occlusion avoidance control unit 48, the vehicle control unit 50 controls the brake actuator to decelerate the vehicle 1.

[0153] In addition, when the inter-vehicle distance between the vehicle 1 and the preceding vehicle is equal to the target inter-vehicle distance, the vehicle control unit 50 controls the accelerator opening actuator and the brake control actuator to maintain the inter-vehicle distance from the preceding vehicle.

[0154] When the occlusion avoidance control unit 48 sets a target lateral position, the vehicle control unit 50 controls the steering wheel actuator to steer the vehicle 1 so that the lateral position of the vehicle 1 changes to the set target lateral position.

[0155] When the occlusion avoidance control unit 48 sets a target stop position, the vehicle control unit 50 stops the vehicle 1 at the set target stop position.

[0156] Then, when the inter-vehicle distance between the vehicle 1 and the preceding vehicle becomes the target inter-vehicle distance due to the vehicle control unit 50 decelerating the vehicle 1, the control amount setting unit 53 determines whether the signal recognition unit 47 recognizes a traffic signal.

[0157] Even when the inter-vehicle distance between the vehicle 1 and the preceding vehicle becomes the target inter-vehicle distance, if it is determined that the signal recognition unit 47 does not recognize the traffic signal, it is considered that the traffic signal cannot be recognized due to factors other than the preceding vehicle (e.g., shooting conditions or the device state of the camera 20).

[0158] Therefore, similar to the case where the preceding vehicle 2 is not detected ( Figure 10 ), the control amount setting unit 53 sets the position away from the traffic signal 30a in the stop line 38 or the proximal end 33c of the shootable area 33a as the target stop position.

[0159] As a result of the deviation Δ in the lateral position between the vehicle 1 and the preceding vehicle 2 increasing, even when the lateral position of the vehicle 1 becomes the maximum allowable lateral position, the case where the signal recognition unit 47 cannot recognize the traffic signal 30a or 30b is the same.

[0160] (Operation)

[0161] Next, with reference to Figure 12 An example of the vehicle control method according to the embodiment will be described.

[0162] In step S1, the controller 18 sets the target inter-vehicle distance and the target lateral position in the autonomous driving control and the constant speed driving control. For example, the controller 18 can set the target inter-vehicle distance according to the vehicle speed of the own vehicle 1. Additionally, for example, the controller 18 can also set the center of the driving lane of the own vehicle 1 as the target lateral position.

[0163] In step S2, the map acquisition unit 42 acquires the map information of the road on which the own vehicle 1 travels.

[0164] In step S3, the signal recognition unit 47 acquires the captured image of the camera 20. The signal recognition unit 47 analyzes the image captured by the camera 20 and recognizes the traffic signal and its lit color.

[0165] In step S4, the own vehicle position estimation unit 41 estimates the current position of the own vehicle 1.

[0166] In step S5, the preceding vehicle detection unit 45 detects the preceding vehicle in front of the own vehicle 1.

[0167] In step S6, the shootable area calculation unit 51 calculates the shootable area where the traffic signal can be shot on the lane by the camera 20.

[0168] In step S7, the shootable or not determination unit 52 determines whether the own vehicle 1 is located in the shootable area. When it is determined that the own vehicle 1 is not located in the shootable area (step S7: N), the process proceeds to step S8.

[0169] In step S8, the own vehicle path generation unit 49 and the vehicle control unit 50 control the driving of the own vehicle according to the target inter-vehicle distance and the target lateral position set in step S1. Accordingly, the occlusion avoidance control of the occlusion avoidance control unit 48 is suppressed. Then, the process ends.

[0170] On the other hand, when it is determined in step S7 that the own vehicle 1 is located in the shootable area (step S7: Y), the process proceeds to step S9.

[0171] In step S9, the control amount setting unit 53 determines whether the signal recognition unit 47 has recognized the traffic signal. When it is determined that the signal recognition unit 47 has recognized the traffic signal (step S9: Y), the process proceeds to step S10. When it is determined that the signal recognition unit 47 has not recognized the traffic signal (step S9: N), the process proceeds to step S12.

[0172] In step S10, the control amount setting unit 53 determines whether the preceding vehicle detection unit 45 has detected the preceding vehicle 2.

[0173] When it is determined that the preceding vehicle detection unit 45 has detected the preceding vehicle 2 (step S10: Y), the process proceeds to step S11. In step S11, the control amount setting unit 53 determines that the current inter-vehicle distance is an inter-vehicle distance at which the traffic signal will not be blocked by the preceding vehicle from the field of view angle range of the camera 20, and sets it as the target inter-vehicle distance in a manner that maintains the current inter-vehicle distance. Then, the process proceeds to step S8.

[0174] In step S8, the own vehicle path generation unit 49 and the vehicle control unit 50 control the vehicle speed of the own vehicle 1 to maintain the current inter-vehicle distance set as the target inter-vehicle distance. Then, the process ends.

[0175] On the other hand, when it is determined in step S10 that the preceding vehicle detection unit 45 has not detected the preceding vehicle 2 (step S10: N), the process proceeds to step S8.

[0176] In step S8, the own vehicle path generation unit 49 and the vehicle control unit 50 control the travel of the own vehicle according to the target inter-vehicle distance and the target lateral position set in step S1. Then, the process ends.

[0177] In step S12, the control amount setting unit 53 determines whether the preceding vehicle detection unit 45 has detected the preceding vehicle 2. When it is determined that the preceding vehicle detection unit 45 has detected the preceding vehicle 2 (step S12: Y), the process proceeds to step S13.

[0178] In step S13, the control amount setting unit 53 calculates the inter-vehicle distance at which the traffic signal will not be blocked by the preceding vehicle and sets it as the target inter-vehicle distance. As a result, the target inter-vehicle distance increases.

[0179] In addition, the control amount setting unit 53 sets a target lateral position that increases the deviation of the lateral position between the own vehicle and the preceding vehicle. After that, the process proceeds to step S8.

[0180] In step S8, the own vehicle path generation unit 49 and the vehicle control unit 50 decelerate the own vehicle 1 so that the inter-vehicle distance between the own vehicle 1 and the preceding vehicle becomes the target inter-vehicle distance set by the control amount setting unit 53.

[0181] Alternatively, the own vehicle path generation unit 49 and the vehicle control unit 50 steer the own vehicle 1 so that the lateral position of the own vehicle 1 changes to the target lateral position. Then, the process ends.

[0182] On the other hand, when it is determined in step S12 that the preceding vehicle detection unit 45 has not detected the preceding vehicle 2 (step S12: N), the process proceeds to step S14.

[0183] In step S14, the control amount setting unit 53 sets the position of the proximal end of the shootable area or the side of the stop line that is farther from the traffic signal as the target stop position. Then, the process proceeds to step S8.

[0184] In step S8, the own vehicle path generation unit 49 and the vehicle control unit 50 stop the own vehicle 1 at the target stop position. Then, the process ends.

[0185] (Effect of the Embodiment)

[0186] (1) The signal recognition unit 47 recognizes the traffic signal based on the image captured by the camera 20 that captures a prescribed viewing angle range in front of the own vehicle 1. The map acquisition unit 42 acquires map information including information on the installation position of the traffic signal and information on the lane restricted by the traffic signal. The shootable area calculation unit 51 calculates a shootable area based on the viewing angle range of the camera 20 mounted on the own vehicle 1 and the map information, the shootable area being an area where the traffic signal can be captured on the lane by the camera 20. The shootable determination unit 52 determines whether the own vehicle 1 is located within the shootable area.

[0187] When the own vehicle 1 is located within the shootable area, the control amount setting unit 53, the own vehicle path generation unit 49, and the vehicle control unit 50 control the own vehicle 1 so that the traffic signal is not blocked from the viewing angle range of the camera 20 by a preceding vehicle of the own vehicle 1.

[0188] Thereby, even when there are no other vehicles on the lane, it is possible to prevent the unnecessary execution of the occlusion avoidance control in an area where the traffic signal cannot originally be captured by the camera 20. As a result, it is possible to suppress discomfort to the occupants of the own vehicle 1 due to the unnecessary occlusion avoidance control.

[0189] (2) The control amount setting unit 53 determines whether the traffic signal is recognized from the captured image of the camera 20. When the traffic signal is recognized from the captured image, the own vehicle path generation unit 49 and the vehicle control unit 50 control the own vehicle so as to maintain the inter-vehicle distance between the preceding vehicle and the own vehicle at an inter-vehicle distance at which the traffic signal is not blocked by the preceding vehicle.

[0190] Thereby, it is possible to control the own vehicle 1 so that the traffic signal is not blocked by the preceding vehicle.

[0191] (3) The control amount setting unit 53 determines whether the traffic signal is recognized from the captured image of the camera 20 and determines whether there is a preceding vehicle. When the own vehicle 1 is located within the shootable area, that is, when the traffic signal is not recognized from the captured image and there is a preceding vehicle, the control amount setting unit 53, the own vehicle path generation unit 49, and the vehicle control unit 50 control the own vehicle 1 to increase the inter-vehicle distance between the preceding vehicle and the own vehicle 1.

[0192] Thus, the vehicle 1 can be controlled so that the traffic signal is not blocked by the vehicle ahead.

[0193] (4) The control amount setting unit 53 calculates the inter-vehicle distance at which the traffic signal is not blocked by the vehicle ahead. The own vehicle path generation unit 49 and the vehicle control unit 50 decelerate the vehicle 1 based on this inter-vehicle distance, thereby increasing the inter-vehicle distance between the vehicle ahead and the own vehicle.

[0194] Thus, the speed of the vehicle 1 can be controlled so that the traffic signal is not blocked by the vehicle ahead.

[0195] (5) The control amount setting unit 53, the own vehicle path generation unit 49, and the vehicle control unit 50 steer the vehicle 1 so that the deviation in the lateral position between the vehicle 1 and the vehicle ahead increases in the direction in which the traffic signal is offset from the center of the lane.

[0196] Thus, the vehicle 1 can be steered so that the traffic signal is not blocked by the vehicle ahead.

[0197] (6) When the traffic signal cannot be recognized from the captured image even by controlling the relative position of the vehicle 1 with respect to the vehicle ahead, the control amount setting unit 53, the own vehicle path generation unit 49, and the vehicle control unit 50 stop the vehicle 1 at a position farther from the traffic signal among the stop line corresponding to the traffic signal or the point closest to the traffic signal within the shootable area.

[0198] Thus, when the traffic signal cannot be recognized due to factors other than the vehicle ahead such as shooting conditions or device status, the vehicle 1 can be stopped within the range without crossing the stop line at a location where the traffic signal is within the field of view angle of the camera 20. Thus, the vehicle 1 can be stopped at a position where the traffic signal can be captured when the situation improves.

[0199] (7) The control amount setting unit 53 determines whether the traffic signal is recognized from the captured image of the camera 20 and determines whether there is a vehicle ahead. When the traffic signal is not recognized from the captured image and there is no vehicle ahead, the control amount setting unit 53, the own vehicle path generation unit 49, and the vehicle control unit 50 stop the vehicle 1 at a position farther from the traffic signal among the stop line corresponding to the traffic signal or the point closest to the traffic signal within the shootable area.

[0200] Thus, when the traffic signal cannot be recognized due to factors other than the vehicle ahead such as shooting conditions or device status, the vehicle 1 can be stopped within the range without crossing the stop line at a location where the traffic signal is within the field of view angle of the camera 20. Thus, the vehicle 1 can be stopped at a position where the traffic signal can be captured when the situation improves.

[0201] (8) The map acquisition unit 42 acquires information on the installation positions of multiple traffic lights that restrict lanes from the map information. The shootable area calculation unit 51 calculates a shootable area for each of the multiple traffic lights. When the host vehicle 1 is located in any one of these shootable areas, the control amount setting unit 53, the host vehicle path generation unit 49, and the vehicle control unit 50 control the host vehicle 1 so that the traffic light is not blocked from the field of view angle range of the camera 20 by the preceding vehicle.

[0202] Since it is only necessary to control the host vehicle 1 so that any one of the multiple traffic lights is not blocked, the options in the driving control of the host vehicle 1 are increased.

[0203] (9) The shootable area calculation unit 51 calculates a shootable area for each of the multiple lanes controlled by the traffic light.

[0204] Since it is only necessary to control the host vehicle 1 so that the traffic light is not blocked in any one of the multiple lanes, the options in the driving control of the host vehicle 1 are increased.

[0205] All the example and conditional terms described herein are concepts given by the inventor to help the reader understand the present invention and the progress of the technology, and the terms for educational purposes should not be construed as being limited to the above examples and conditions specifically described, and the examples in this specification related to the superiority and inferiority of the present invention. Although the embodiments of the present invention have been described in detail, it should be understood that various changes, substitutions, and modifications can be made without departing from the spirit and scope of the present invention.

[0206] Symbol Description

[0207] 1: Host vehicle; 2: Preceding vehicle; 3: Traffic light; 10: Vehicle control device; 11: Object sensor; 12: Vehicle sensor; 13: Positioning device; 14: Map database; 15: Communication device; 17: Navigation system; 18: Controller; 19: Actuator; 20: Camera; 21: Processor; 22: Storage device; 40: Object detection unit; 41: Host vehicle position estimation unit; 42: Map acquisition unit; 43: Detection integration unit; 44: Object tracking unit; 45: Front vehicle detection unit; 46: In-map position calculation unit; 47: Signal recognition unit; 48: Occlusion avoidance control unit; 49: Host vehicle path generation unit; 50: Vehicle control unit; 51: Shootable area calculation unit; 52: Shootability determination unit; 53: Control amount setting unit.

Claims

1. A vehicle control method, which is equipped with a camera that captures a prescribed field of view angle range in front of the vehicle, and identifies a traffic signal based on an image captured by the camera, characterized in that: Based on map information including information on the installation position of the traffic signal and information on the lane restricted by the traffic signal, and the vertical and horizontal field of view angle ranges of the camera mounted on the vehicle, calculate a shootable area where the traffic signal can be captured by the camera on the lane. Determine whether the vehicle is located within the shootable area. When the vehicle is located within the shootable area, control the vehicle so that the traffic signal is not blocked from the field of view angle range of the camera by the vehicle ahead of the vehicle.

2. The vehicle control method according to claim 1, characterized in that: Determine whether the traffic signal is recognized from the captured image of the camera. When the traffic signal is recognized from the captured image, control the vehicle to maintain the inter-vehicle distance between the vehicle ahead and the vehicle at an inter-vehicle distance where the traffic signal is not blocked by the vehicle ahead.

3. The vehicle control method according to claim 1, characterized in that: Determine whether the traffic signal is recognized from the captured image of the camera. Determine whether there is a vehicle ahead. When the vehicle is located within the shootable area, and when the traffic signal is not recognized from the captured image and there is a vehicle ahead, control the vehicle to increase the inter-vehicle distance between the vehicle ahead and the vehicle.

4. The vehicle control method according to claim 3, characterized in that: By calculating the inter-vehicle distance where the traffic signal is not blocked by the vehicle ahead and decelerating the vehicle according to the inter-vehicle distance, thereby increasing the inter-vehicle distance between the vehicle ahead and the vehicle.

5. The vehicle control method according to claim 3, characterized in that: Steer the vehicle so that the deviation in the lateral position between the vehicle and the vehicle ahead increases in the direction in which the traffic signal deviates from the center of the lane.

6. The vehicle control method according to any one of claims 3 to 5, characterized in that: When the traffic signal cannot be recognized from the captured image even if the relative position of the vehicle with respect to the vehicle ahead is controlled, stop the vehicle at the stop line corresponding to the traffic signal or the position farther from the traffic signal among the points closest to the traffic signal within the shootable area.

7. The vehicle control method according to claim 1, characterized in that: Determine whether the traffic signal is recognized from the captured image of the camera. Determine whether there is a vehicle ahead. When the traffic signal is not recognized from the captured image and there is no vehicle ahead, stop the vehicle at the stop line corresponding to the traffic signal or the position farther from the traffic signal among the points closest to the traffic signal within the shootable area.

8. The vehicle control method according to any one of claims 1 to 5, characterized in that: For each of a plurality of signal lights that restrict the lane, calculate the shootable area respectively; When the host vehicle is located in any one of these shootable areas, control the host vehicle so that the signal light is not blocked by the preceding vehicle from the field of view angle range of the camera.

9. The vehicle control method according to any one of claims 1 to 5, characterized in that For each of a plurality of lanes controlled by the signal light, calculate the shootable area.

10. A vehicle control device, characterized in that, Comprising: A camera mounted on the host vehicle to shoot a specified field of view angle range in front of the host vehicle; A controller that calculates a shootable area in which the signal light can be shot on the lane by the camera based on map information including the setting position of the signal light and information on the lane restricted by the signal light, and the vertical and horizontal field of view angle ranges of the camera, determines whether the host vehicle is located in the shootable area, and when the host vehicle is located in the shootable area, controls the host vehicle so that the signal light is not blocked by the preceding vehicle of the host vehicle from the field of view angle range of the camera, and identifies the signal light based on the image captured by the camera.

Images