Control Device for Mobile Body, Control Method for Mobile Body, and Storage Medium

Abstract

A control device for a moving body, a control method for a moving body, and a storage medium that can more appropriately control the movement of the moving body. The control device for the moving body includes: a recognition unit that recognizes the situation around the moving body; and a control unit that controls the acceleration and deceleration of the moving body based on the situation around the moving body recognized by the recognition unit. When it is presumed that the predicted trajectory to which another moving body will move interferes with the future trajectory of the moving body, and the length in the predicted trajectory direction of the object area corresponding to the predicted trajectory with respect to the object area that is difficult for the recognition unit to recognize due to an obstacle existing around the moving body is equal to or greater than a specified length, a risk area is set for a first reference position obtained based on the obstacle on the terminal side in the traveling direction of the moving body, and at least the speed of the moving body is controlled based on the set risk area.

Description

Technical Field

[0001] The present invention relates to a control device for a moving body, a control method for a moving body, and a storage medium. Background Art

[0002] Conventionally, a control device has been disclosed that, when detecting another vehicle traveling in a lane intersecting the target track of the own vehicle, determines the stop position of the own vehicle based on the stoppability level and the collision possibility at the intersection point (see, for example, Patent Document 1).

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2017-001596 Summary of the Invention

[0006] Problems to be Solved by the Invention

[0007] However, in the above-described technology, the moving body sometimes cannot be appropriately controlled. For example, in the presence of an area blocked by an obstacle, the moving body sometimes cannot be appropriately controlled.

[0008] The present invention has been made in view of such circumstances, and one of its objects is to provide a control device for a moving body, a control method for a moving body, and a storage medium that can appropriately control the moving body.

[0009] Means for Solving the Problems

[0010] The control device for a moving body, the control method for a moving body, and the storage medium of the present invention adopt the following configuration.

[0011] (1): A control device for a moving body, wherein the control device for the moving body includes: an identification unit that identifies the situation around the moving body; and a control unit that controls the acceleration and deceleration of the moving body based on the situation around the moving body identified by the identification unit. The control unit sets a risk area for a first reference position when it is presumed that a predicted track on which another moving body will move interferes with a future track of the moving body, and the length of an object area corresponding to the predicted track in the predicted track direction is equal to or greater than a specified length for an object area that is difficult for the identification unit to identify due to an obstacle existing around the moving body, and at least controls the speed of the moving body based on the set risk area. The first reference position is obtained based on the terminal on the traveling direction side of the moving body of the obstacle.

[0012] (2): Based on the solution of the above (1), in the control device for a moving body, the closer the moving body is to the risk area, the more the control unit decelerates the moving body.

[0013] (3): Based on the solution in (1) or (2) above, the closer the moving body is to the predicted orbit, the larger the size of the risk area set by the control unit.

[0014] (4): Based on the solution in (1) above, the closer the moving body is to the predicted orbit, the larger the size of the risk area set by the control unit, and the closer the moving body is to the risk area, the more the control unit decelerates the moving body.

[0015] (5): Based on any one of the solutions in (1) to (4) above, the control unit controls at least the speed of the moving body based on the risk area, and moves the moving body in such a way that it does not enter the oncoming lane.

[0016] (6): Based on any one of the solutions in (1) to (5) above, the control unit determines the size of the risk area based on the recommended speed on the road where the moving body is located and the distance from the second reference position to the moving body, and the second reference position is obtained based on the intersection between the predicted orbit and the future orbit.

[0017] (7): Based on any one of the solutions in (1) to (6) above, the control unit sets the risk area when the predicted orbit interferes with the future orbit, the length of the object area in the predicted orbit direction is equal to or greater than a specified value, and the object area is the area where the moving body moving towards the intersection between the predicted orbit and the future orbit moves. The control unit does not set the risk area when the predicted orbit interferes with the future orbit, the length of the object area in the predicted orbit direction is equal to or greater than a specified value, and the object area is the area where the moving body after passing through the intersection between the predicted orbit and the future orbit moves.

[0018] (8): The control method for a moving body according to an aspect of the present invention causes a computer to perform the following processing: recognizing the situation around the moving body; controlling the acceleration and deceleration of the moving body based on the recognized situation around; when the predicted orbit where it is presumed that other moving bodies will move interferes with the future future orbit of the moving body, and for an object area corresponding to the predicted orbit that is difficult to recognize due to obstacles existing around the moving body and the length of the object area in the predicted orbit direction is equal to or greater than a specified length, setting a risk area for the first reference position, and controlling at least the speed of the moving body based on the set risk area, and the first reference position is obtained based on the terminal on the traveling direction side of the obstacle.

[0019] (9): A storage medium according to an aspect of the present invention stores a program, wherein the program causes a computer to perform the following processes: recognizing the situation around a moving body; controlling the acceleration and deceleration of the moving body based on the recognized situation around; when it is presumed that a predicted trajectory to which another moving body will move interferes with a future trajectory of the moving body, and for an object area that is difficult to recognize due to an obstacle existing around the moving body and the length of the object area corresponding to the predicted trajectory in the predicted trajectory direction is equal to or greater than a specified length, setting a risk area for a first reference position, and at least controlling the speed of the moving body based on the set risk area, the first reference position being obtained based on the terminal of the obstacle on the traveling direction side of the moving body.

[0020] Advantages of the Invention

[0021] According to (1)-(9), the control device of the moving body sets a risk area when the object area satisfies a specified condition, thereby enabling more appropriate control of the moving body.

[0022] According to (2) or (4), the control device of the moving body can more appropriately decelerate the moving body according to the situation around.

[0023] According to (6), the control device can appropriately set the size of the risk area according to the environment of the road.

[0024] According to (7), when the object area is an area where the moving body moves after passing through the intersection between the predicted trajectory and the future trajectory, the control device does not set a risk area, thus enabling reduction of the setting of unnecessary risk areas. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 is a structural diagram of a vehicle system 1 using the vehicle control device of the embodiment.

[0026] Figure 2 is a functional structural diagram of a first control unit 120 and a second control unit 160.

[0027] Figure 3 is a diagram (Part 1) for explaining the process of a setting processing unit 142.

[0028] Figure 4 is a diagram (Part 2) for explaining the process of a setting processing unit 142.

[0029] Figure 5 is a diagram conceptually showing a risk area Rsk.

[0030] Figure 6 is a diagram (Part 3) for explaining the process of a setting processing unit 142.

[0031] Figure 7 This is a diagram showing an example of the behavior of vehicle M.

[0032] Figure 8 This is a diagram showing an example of the recognizable range when vehicle M approaches a T-junction.

[0033] Figure 9 This is a flowchart showing an example of the process executed by the autonomous driving control device 100.

[0034] Figure 10 This is a diagram showing an example of a scenario in which a risk area is set for an obstacle on the oncoming lane side.

[0035] Explanation of reference numerals:

[0036] 1 ··· Vehicle system, 100 ··· Autonomous driving control device, 120 ··· First control unit, 130 ··· Recognition unit, 140 ··· Action plan generation unit, 142 ··· Setting processing unit, 160 ··· Second control unit. Detailed implementation mode

[0037] Hereinafter, embodiments of a control device for a moving body, a control method for a moving body, and a storage medium according to the present invention will be described with reference to the drawings. In the present embodiment, the case where the moving body is a vehicle will be described, but it can also be applied to other moving bodies different from the vehicle.

[0038] [Overall structure]

[0039] Figure 1 This is a structural diagram of the vehicle system 1 using the vehicle control device of the embodiment. The vehicle equipped with the vehicle system 1 is, for example, a two-wheeled, three-wheeled, four-wheeled, etc. vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using the generated electric power generated by a generator connected to the internal combustion engine, or the discharge electric power of a secondary battery or a fuel cell.

[0040] The vehicle system 1 includes, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a vehicle sensor 40, a navigation device 50, an MPU (Map Positioning Unit) 60, a driving operation member 80, an autonomous driving control device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are connected to each other through a multi-channel communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, etc. It should be noted thatFigure 1 The structure shown is just one example. Part of the structure can be omitted, or other structures can be added.

[0041] The camera 10 is, for example, a digital camera that uses a solid-state imaging device such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is installed at an arbitrary position of a vehicle (hereinafter referred to as the host vehicle M) equipped with the vehicle system 1. The camera 10 is installed, for example, inside the vehicle cabin. When shooting forward, the camera 10 is installed on the upper part of the windshield, the back of the rearview mirror inside the vehicle cabin, etc. The camera 10 periodically repeats shooting the surroundings of the host vehicle M. The camera 10 can also be a stereo camera.

[0042] The radar device 12 radiates radio waves such as millimeter waves to the surroundings of the host vehicle M, and detects the radio waves (reflected waves) reflected by an object to at least detect the position (distance and azimuth) of the object. The radar device 12 is installed at an arbitrary position of the host vehicle M. The radar device 12 can also detect the position and speed of an object by the FM-CW (Frequency Modulated Continuous Wave) method.

[0043] The LIDAR 14 irradiates light (or an electromagnetic wave with a wavelength close to light) to the surroundings of the host vehicle M and measures the scattered light. The LIDAR 14 detects the distance to an object based on the time from light emission to light reception. The irradiated light is, for example, pulsed laser light. The LIDAR 14 is installed at an arbitrary position of the host vehicle M.

[0044] The object recognition device 16 performs sensor fusion processing on the detection results detected by part or all of the camera 10, the radar device 12, and the LIDAR 14 to identify the position, type, speed, etc. of the object. The object recognition device 16 outputs the recognition result to the autonomous driving control device 100. The object recognition device 16 can directly output the detection results of the camera 10, the radar device 12, and the LIDAR 14 to the autonomous driving control device 100. The object recognition device 16 can also be omitted from the vehicle system 1.

[0045] The communication device 20 communicates with other vehicles existing in the surroundings of the host vehicle M, for example, using a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., or communicates with various server devices via a wireless base station.

[0046] The HMI 30 presents various information to the occupants of the vehicle M and accepts input operations by the occupants. The HMI 30 includes various display devices, speakers, buzzers, touch panels, switches, buttons, etc.

[0047] The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects the angular velocity about the vertical axis, an azimuth sensor that detects the orientation of the vehicle M, etc.

[0048] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as an HDD (Hard Disk Drive) or a flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M can also be determined or supplemented by using an INS (Inertial Navigation System) that utilizes the output of the vehicle sensor 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, buttons, etc. The navigation HMI 52 can also be partially or entirely shared with the aforementioned HMI 30. The route determination unit 53 determines, for example, a route (hereinafter referred to as the on-map route) from the position of the vehicle M determined by the GNSS receiver 51 (or an arbitrarily input position) to a destination input by the occupant using the navigation HMI 52 with reference to the first map information 54. The first map information 54 is information that represents the shape of a road, for example, by showing road segments and nodes connected by the road segments. The first map information 54 can also include information such as the curvature of the road and POI (Point Of Interest) information. The on-map route is output to the MPU 60. The navigation device 50 can also perform route guidance using the navigation HMI 52 based on the on-map route. The navigation device 50 can be implemented, for example, by the functions of a terminal device such as a smartphone or a tablet terminal held by the occupant. The navigation device 50 can also send the current position and the destination to a navigation server via the communication device 20 and obtain a route equivalent to the on-map route from the navigation server.

[0049] The MPU60 includes, for example, a recommended lane determination unit 61, and second map information 62 is stored in a storage device such as an HDD or a flash memory. The recommended lane determination unit 61 divides the path on the map provided from the navigation device 50 into a plurality of blocks (for example, divided every 100 [m] in the vehicle traveling direction), and determines the recommended lane for each block with reference to the second map information 62. The recommended lane determination unit 61 makes a determination as to which lane from the left to drive in. When there is a branch point on the path on the map, the recommended lane determination unit 61 determines the recommended lane so that the own vehicle M can travel on a reasonable path for traveling to the branch destination.

[0050] The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of the lane or information on the boundary of the lane. In addition, the second map information 62 may include road information, traffic restriction information, address information (address, postal code), facility information, telephone number information, etc. The second map information 62 can be updated at any time by communicating with other devices through the communication device 20.

[0051] The driving operation member 80 includes, for example, not only the steering wheel 82 but also an accelerator pedal, a brake pedal, a shift lever, and other operation members. A sensor for detecting the operation amount or the presence or absence of an operation is installed on the driving operation member 80, and the detection result is output to a part or all of the automatic driving control device 100, or the driving force output device 200, the braking device 210, and the steering device 220. The operation member does not necessarily have to be ring-shaped, and may be in the form of a non-circular steering device, a joystick, a button, or the like.

[0052] The automatic driving control device 100 includes, for example, a first control unit 120 and a second control unit 160. The first control unit 120 and the second control unit 160 are respectively implemented, for example, by a hardware processor such as a CPU (Central Processing Unit) executing a program (software). In addition, some or all of these components can also be implemented by hardware (including a circuitry unit) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or can be implemented through the cooperation of software and hardware. The program can be pre-stored in a storage device (a storage device having a non-transitory storage medium) such as an HDD or a flash memory of the automatic driving control device 100, or can be stored in a removable storage medium such as a DVD or a CD-ROM, and is installed in the HDD or flash memory of the automatic driving control device 100 by being mounted on a driving device through the storage medium (non-transitory storage medium).

[0053] Figure 2 It is a functional structure diagram of the first control unit 120 and the second control unit 160. The first control unit 120 includes, for example, an identification unit 130 and an action plan generation unit 140. The first control unit 120 implements functions based on AI (Artificial Intelligence) and functions based on a pre-given model in parallel, for example. For example, the function of "identifying an intersection" can be implemented by "parallelly executing the identification of an intersection based on deep learning, etc. and the identification based on pre-given conditions (existence of signals, road markings, etc. that can be pattern-matched), and scoring both and comprehensively evaluating". Thereby, the reliability of automatic driving is ensured.

[0054] The identification unit 130 identifies the position, speed, acceleration, and other states of an object around the host vehicle M based on the information input from the camera 10, the radar device 12, and the LIDAR 14 via the object identification device 16. The position of the object is, for example, identified as a position on an absolute coordinate with the representative point (center of gravity, center of drive shaft, etc.) of the host vehicle M as the origin, and is used for control. The position of the object can also be represented by the representative point such as the center of gravity or a corner of the object, or can be represented by a region. The "state" of the object can also include the acceleration, jerk, or "action state" of the object (for example, whether it is currently or about to change lanes).

[0055] In addition, the recognition unit 130 recognizes, for example, the lane (travel lane) on which the own vehicle M is traveling. For example, the recognition unit 130 recognizes the travel lane by comparing the pattern of the road division lines obtained from the second map information 62 (e.g., the arrangement of solid lines and dashed lines) with the pattern of the road division lines around the own vehicle M recognized from the image captured by the camera 10. Note that the recognition unit 130 is not limited to recognizing road division lines, and may also recognize the travel lane by recognizing the road division lines and the travel road boundary (road boundary) including the road shoulder, curb, median strip, guardrail, etc. In this recognition, the position of the own vehicle M acquired from the navigation device 50 and the processing result based on the INS may also be taken into consideration. In addition, the recognition unit 130 recognizes a temporary stop line, an obstacle, a red light, a toll gate, and other road phenomena.

[0056] When recognizing the travel lane, the recognition unit 130 recognizes the position and posture of the own vehicle M relative to the travel lane. For example, the recognition unit 130 may also recognize the deviation of the reference point of the own vehicle M from the center of the lane and the angle formed by the traveling direction of the own vehicle M with respect to the line connecting the centers of the lanes as the relative position and posture of the own vehicle M with respect to the travel lane. Instead of this, the recognition unit 130 may also recognize the position of the reference point of the own vehicle M with respect to any side end (road division line or road boundary) of the travel lane as the relative position of the own vehicle M with respect to the travel lane.

[0057] The action plan generation unit 140 generates a target trajectory for the future automatic travel (independent of the driver's operation) of the own vehicle M in such a way that the vehicle travels on the recommended lane determined by the recommended lane determination unit 61 in principle and can cope with the surrounding conditions of the own vehicle M. The target trajectory includes, for example, a speed element. For example, the target trajectory is represented by a trajectory obtained by arranging in sequence the points (trajectory points) that the own vehicle M should reach. The trajectory points are the points that the own vehicle M should reach at regular intervals of travel distance (e.g., on the order of several [m]) along the route. Different from this, the target speed and target acceleration at regular intervals of sampling time (e.g., on the order of a fraction of [sec]) are generated as part of the target trajectory. In addition, the trajectory points may also be the positions that the own vehicle M should reach at the sampling moment at regular intervals of sampling time. In this case, the information on the target speed and target acceleration is represented by the interval of the trajectory points.

[0058] When generating the target trajectory, the Action Plan Generation Unit 140 can set events for autonomous driving. Among the events for autonomous driving, there are events such as constant-speed driving event, low-speed following driving event, lane change event, branch event, merging event, takeover event, etc. The Action Plan Generation Unit 140 generates a target trajectory corresponding to the activated event. In addition, the Action Plan Generation Unit 140 includes a setting processing unit 142, and controls the vehicle M based on the risk area set by the setting processing unit 142. Details of the risk area and the setting processing unit 142 will be described later.

[0059] The second control unit 160 controls the driving force output device 200, the braking device 210, and the steering device 220 so that the own vehicle M passes through the target trajectory generated by the action plan generation unit 140 at a predetermined time.

[0060] The second control unit 160 includes, for example, an acquisition unit 162, a speed control unit 164, and a steering control unit 166. The acquisition unit 162 acquires information on the target trajectory (track points) generated by the action plan generation unit 140 and stores it in a memory (not shown). The speed control unit 164 controls the driving force output device 200 or the braking device 210 based on the speed element attached to the target trajectory stored in the memory. The steering control unit 166 controls the steering device 220 according to the curvature of the target trajectory stored in the memory. The processing of the speed control unit 164 and the steering control unit 166 is realized, for example, by a combination of feedforward control and feedback control. As an example, the steering control unit 166 combines feedforward control corresponding to the curvature of the road ahead of the own vehicle M with feedback control based on the deviation from the target trajectory and executes it.

[0061] The driving force output device 200 outputs the driving force (torque) for vehicle driving to the drive wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and an ECU (Electronic Control Unit) that controls them. The ECU controls the above structure according to the information input from the second control unit 160 or the information input from the driving operation member 80.

[0062] The braking device 210 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a brake ECU. The brake ECU controls the electric motor according to the information input from the second control unit 160 or the information input from the driving operation member 80, so as to output a braking torque corresponding to the braking operation to each wheel. The braking device 210 may include a mechanism that transmits the hydraulic pressure generated by the operation of the brake pedal included in the driving operation member 80 to the hydraulic cylinder via the master hydraulic cylinder as a backup. It should be noted that the braking device 210 is not limited to the structure described above, and may also be an electronically controlled hydraulic braking device that controls an actuator according to the information input from the second control unit 160 and transmits the hydraulic pressure of the master hydraulic cylinder to the hydraulic cylinder.

[0063] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies a force to a rack-pinion mechanism to change the orientation of the steering wheels. The steering ECU drives the electric motor according to the information input from the second control unit 160 or the information input from the driving operation member 80 to change the orientation of the steering wheels.

[0064] [Regarding the processing executed by the setting processing unit]

[0065] When the predicted track where it is presumed that other vehicles will move interferes with the future track of the vehicle M, and for an object area (such as an occlusion area) where it is difficult for the recognition unit 130 to recognize due to obstacles existing around the vehicle M, and the length of the object area corresponding to the predicted track in the predicted track direction is equal to or more than a specified value, the setting processing unit 142 sets a risk area for the first reference position obtained based on the obstacle at the terminal on the traveling direction side of the moving body, and controls at least the acceleration and deceleration of the vehicle M based on the set risk area. Hereinafter, these processes will be described. In the following description, an example of executing the process at a T-junction will be described, but instead of this (or in addition to this), the process may also be executed at other road structures such as intersections.

[0066] Figure 3 is a diagram (part 1) for explaining the processing of the setting processing unit 142. In Figure 3In this case, vehicle M is to turn right at a T-junction. The T-junction is formed by a first road R1 and a second road R2. The first road R1 extends along the X direction and disappears when it reaches the second road R2. The second road R2 extends along the Y direction orthogonal to the X direction. The first road R1 includes lanes L1 and L2. Lane L1 is the lane for vehicles traveling in the positive X direction, and lane L2 is the lane for vehicles traveling in the negative X direction (opposite lane). The second road R2 includes lanes L3 and L4. Lane L3 is the lane for vehicles traveling in the negative Y direction, and lane L4 is the lane for vehicles traveling in the positive Y direction. In front of the T-junction, there is an obstacle OB1 on the positive Y direction side of lane L2. In front of the T-junction, there is an obstacle OB2 on the negative Y direction of lane L1.

[0067] Vehicle M is traveling on lane L1 and is scheduled to enter lane L4 at the T-junction. Vehicle M is scheduled to enter lane L4 based on a future trajectory Ps. The scheduled trajectory Pa is the predetermined trajectory of the vehicle traveling on lane L3. The scheduled trajectory Pb is the predetermined trajectory of the vehicle traveling on lane L4.

[0068] The setting processing unit 142 generates the future trajectory Ps, the scheduled trajectory Pa, and the scheduled trajectory Pb, and determines whether the future trajectory Pa interferes with the scheduled trajectory Pa or the scheduled trajectory Pb. Hereinafter, the future trajectory Pa may sometimes be referred to as the future trajectory, and one or both of the scheduled trajectory Pa and the scheduled trajectory Pb may be referred to as the "scheduled trajectory". Interference means that two trajectories intersect or two trajectories approach within a specified distance. In the case where Figure 3 the future trajectory interferes with the scheduled trajectory as shown, the setting processing unit 142 performs Figure 4 the processing shown.

[0069] Figure 4 is a diagram (the second one) for explaining the processing of the setting processing unit 142. Explain the differences from Figure 3 . The recognition unit 130 can recognize the general overall condition of the road R2 shown in Figure 4 assuming that there are no obstacles OB1 and OB2. However, since the obstacles OB1 and OB2 block the recognition of the recognition unit 130 (or make the recognition of the recognition unit 130 difficult), the areas that the recognition unit 130 can recognize are area AR1 and area AR2. The recognition unit 130 cannot recognize the areas other than area AR1 and area AR2 (area AR3 and area AR4) due to the obstacle OB1. "Area AR3" or "area AR4" is an example of the "object area corresponding to the predicted trajectory".

[0070] Region AR3 is the region included in lane L3. Region AR4 is the region included in lane L4. Region AR3 and region AR4 are regions set based on, for example, the center of the lane, a predetermined track, etc. Region AR3 can also be, for example, a region including a predetermined track between region AR1 and region AR2, or a rectangular range set in the manner between the incoming region AR1 and region AR2 as shown in the figure. This rectangle has a prescribed width in the X direction, for example.

[0071] The setting processing unit 142 calculates the ranges of region AR3 and region AR4 based on, for example, the position of the vehicle M, the position of the obstacle (distance from the vehicle M, direction of the obstacle relative to the vehicle M, etc.), and the position of the lane. The setting processing unit 142 calculates the length of region AR3 in the extending direction of the lane (hereinafter referred to as "length A of the region") and the length of region AR4 in the extending direction of the lane (hereinafter referred to as "length B of the region"). The setting processing unit 142 can also make the length B of the region infinite, or can set it to the length from the end on the negative Y direction side of region AR2 to the end on the negative Y direction side of the range that the recognition unit 130 can recognize if there is no obstacle OB2.

[0072] The setting processing unit 142 determines whether each of the length A of the region and the length B of the region is equal to or greater than a threshold value. The threshold value is, for example, a length obtained based on the length of a general vehicle (the length of the vehicle in the traveling direction of the vehicle). The threshold value is, for example, the length of one vehicle, and is a length of about 3 m, 4 m, 5 m, for example. Assume that the length A of the region is less than the threshold value, and the length B of the region is equal to or greater than the threshold value.

[0073] Regions AR3 and AR4 are regions where vehicles entering the T-junction travel ("regions where a moving body moving toward the intersection between the predicted track and the future track travels"). In this process, the regions on the negative Y direction side of lane L3 relative to the T-junction and the regions on the positive Y direction side of lane L4 relative to the T-junction may not be objects of comparison with the threshold value. That is, although the regions where vehicles that have passed through the T-junction travel are regions blocked by obstacles, they are not objects of comparison with the threshold value. This is because the degree of influence of other vehicles traveling in these regions on the vehicle M is relatively small.

[0074] The setting processing unit 142 sets a risk area Rsk (details will be described later) based on an obstacle OB2 that causes an area AR4 whose length becomes equal to or greater than a threshold value. The setting processing unit 142 sets the risk area with the position of the obstacle OB2 that is shielding the nearest shielding point OP of the area AR4 as the first reference position. The nearest shielding point OP is the position in the area AR4 that is closest to the intersection point C between the future track Ps and the predicted track Pa (or predicted track Pb). The first reference position is the position in the obstacle OB2 that is closest to the T-junction (for example, the positive X-direction and positive Y-direction corner of the obstacle OB2).

[0075] Figure 5 It is a diagram conceptually showing the risk area Rsk. The "risk area" is an area where potential risks are set. The "potential risk" is an index value indicating the level of risk when the vehicle M enters an area where potential risks are set. The risk area is an area where a specified size of index value (an index value exceeding zero), that is, a potential risk, is set. As Figure 5 shown, the positive Z-direction (the direction orthogonal to the X-direction and Y-direction) represents the level of potential risk. For example, the closer the position is to the center of the potential risk (for example, the first reference position of the obstacle OB2), the higher the potential risk tends to be set, and the farther the position is from the center of the potential risk, the lower the potential risk tends to be set.

[0076] The risk area can also be set based on the position of an object. An "object" is an object that has the possibility of affecting the driving of the vehicle M and includes various moving objects such as vehicles, pedestrians, two-wheelers, and obstacles.

[0077] The automatic driving control device 100 controls the vehicle M to decelerate (reduce the speed) as the vehicle M approaches the risk area. For example, as the vehicle M approaches a position with a high potential risk (the center of the risk area), the automatic driving control device 100 reduces the speed of the vehicle M.

[0078] Figure 6 It is a diagram (the third one) for explaining the processing of the setting processing unit 142. For example, as the vehicle M approaches the predicted track, the setting processing unit 142 makes the size of the risk area larger. Figure 6 The size of the risk area Rsk2 of Figure 4The size of the risk area Rsk1 is large. For example, the risk area Rsk2 has the same size of potential risk as the center of the risk area Rsk1 and is a shape obtained by increasing the circumference of the bottom surface of the risk area Rsk1. The potential risk between the center and the outer edge of the risk area Rsk1 and the risk area Rsk2 can be, for example, the value corresponding to the coordinate of the straight line connecting the center and the outer edge in the Z direction, or the value corresponding to the coordinate of the non-linearly connected line between the center and the outer edge in the Z direction. In addition, the above potential risk can also be stepped. Compared with the situation of Figure 4 the vehicle M exists at a position closer to the risk area Rsk2. In this case, the autonomous driving control device 100 reduces the speed of the vehicle M or increases the deceleration degree compared with the scenario of Figure 4 .

[0079] It should be noted that the vehicle M can also be controlled so as not to enter (not exceed) the lane L2. For example, the potential risk of the lane L2 is set higher than that of the lane L1.

[0080] For example, the size of the risk area is derived from the following formula (1). "Size_risk" is the size of the risk area, "V_law" is the legal speed, and "thw_p" is the distance from the vehicle M to the intersection C (an example of the "second reference position") between the future track Ps and the predicted track Pa. The size of the risk area is derived, for example, by a function using "V_law" and "thw_p". It should be noted that the function can also include elements different from the above elements.

[0081] Size_risk = f(V_law, thw_p) ··· (1)

[0082] In addition, the size of the risk area can also be derived from the following formula (2). "K1" and "k2" are specified coefficients.

[0083] Size_risk = f(k1 × V_law) × (k2 / thw_p) ··· (2)

[0084] In the above function, the speed suitable for traveling on this road can be used instead of "V_law". "V_law" or the suitable speed is an example of the "recommended speed". In addition, in the above function, a specified position (an example of the "second reference position") such as the intersection of the first road and the second road can be used instead of "thw_p". In addition, the size of the risk area can also be derived based on a table, other models generated to find the size of the risk area instead of the above function.

[0085] Figure 7 is a diagram showing an example of the behavior of the vehicle M. InFigure 7 Among them, focus on vehicle M, lane L1, and obstacle OB1. At time t, a risk area Rsk3A is set. Vehicle M travels at a deceleration level De1 and a speed V1 based on the risk area Rsk3A. At time t+1, when vehicle M approaches the intersection, a risk area Rsk3B is set. Vehicle M travels at a deceleration level De2 and a speed V2 based on the risk area Rsk3B. At time t+2, when vehicle M further approaches the intersection, a risk area Rsk3C is set. Vehicle M travels at a deceleration level De3 and a speed V3 based on the risk area Rsk3C.

[0086] In the order of risk area Rsk3C, risk area Rsk3B, and risk area Rsk3A, the larger the size of the risk area comes first. In the order of deceleration level De3, deceleration level De2, and deceleration level De1, the larger the deceleration level comes first. In the order of speed V1, speed V2, and speed V2, the larger the speed comes first. It should be noted that the magnitudes of the deceleration levels of deceleration level De3, deceleration level De2, and deceleration level De1 are not limited to the above, and can also be in other orders.

[0087] As described above, the autonomous driving control device 100 sets a risk area for the obstacle OB1, and the closer vehicle M gets to the intersection, the larger the size of the set risk area becomes for the autonomous driving control device 100. The autonomous driving control device 100 controls the deceleration level of vehicle M based on the size of the risk area. Thereby, vehicle M decelerates sufficiently near the end of the obstacle. Vehicle M can Figure 8 recognize the area that has been a shielding area (area AR3 or area AR4) so far in a sufficiently decelerated state (or a stopped state) as shown.

[0088] Thereby, when there is another vehicle in an area that has not been able to be recognized so far, for example, the autonomous driving control device 100 can further decelerate (or stop) the vehicle based on the behavior of the other vehicle, or accelerate, so that vehicle M enters lane L4 in a non-interfering manner with the other vehicle. In addition, when there is no other vehicle in an area that has not been able to be recognized so far, for example, the autonomous driving control device 100 can make vehicle M smoothly enter lane L4 based on the result of this recognition. In this way, the autonomous driving control device 100 can appropriately control vehicle M.

[0089] Consider a case where the risk area is not set as in the present embodiment. In this case, the vehicle may not decelerate properly sometimes. In addition, the vehicle may not smoothly enter the target lane after being able to recognize an area that has not been recognized so far. For example, the vehicle M may sometimes have an inappropriate speed at the time when it can recognize an area (target area) that has not been recognized so far, and when it becomes able to recognize the target area, it may perform relatively drastic behaviors (such as acceleration, deceleration, stop, etc.) according to the presence or absence of other vehicles in the target area and the behaviors of other vehicles.

[0090] In contrast, in the present embodiment, deceleration is performed as described above, so the vehicle M is controlled in such a way that it can appropriately respond according to the presence or absence of other vehicles in the target area and the behaviors of other vehicles, and can smoothly enter the target lane. That is, the automatic driving control device 100 can appropriately control the vehicle M.

[0091] [Flowchart]

[0092] Figure 9 It is a flowchart showing an example of the process executed by the automatic driving control device 100. First, the setting processing unit 142 determines whether the predicted trajectory interferes with the future trajectory (step S100). If the predicted trajectory does not interfere with the future trajectory, one routine of this flowchart ends.

[0093] If the predicted trajectory interferes with the future trajectory, the setting processing unit 142 determines the shielding area shielded by the obstacle (step S102). Next, the setting processing unit 142 excludes the shielding area where other vehicles will travel after passing through the intersection from the shielding area (step S104). Next, the setting processing unit 142 compares the lengths of the excluded shielding areas with the threshold values respectively (step S106). Next, the setting processing unit 142 determines whether there is a shielding area with a length above the threshold value (step S108). If there is no shielding area with a length above the threshold value, the processing of one routine of this flowchart ends.

[0094] If there is a shielding area with a length above the threshold value, the setting processing unit 142 sets a risk area for the obstacle based on the obstacle that is the reason for the shielding area with a length above the threshold value, the position of the vehicle M, and the position of the predicted trajectory (step S110). Next, the action plan generation unit 140 derives the deceleration degree of the vehicle M based on the risk area, and controls the vehicle M based on the derived deceleration degree (step S112). Thus, the processing of one routine of this flowchart ends. By executing each process in this way, the automatic driving control device 100 can appropriately control the vehicle M. It should be noted that part of the above processing can also be omitted.

[0095] Note that the above processing can also be performed when there is no sign indicating a temporary stop of the vehicle M and no traffic signal indicating a stop of the vehicle M (a traffic signal in a red light state) near the part where the lane L1 is connected to the road R2.

[0096] In addition, in the above example, it is assumed that the obstacle setting the risk area exists on the lane side where the vehicle M travels. In contrast, as Figure 10 shown, in the case of an obstacle OB1# due to a shielding area ([[]] Figure 10 area AR3#) having a length equal to or greater than a threshold value, the setting processing unit 142 sets the risk area Rsk4. Also in this case, the automatic driving control device 100 controls the vehicle M based on the risk area. For example, since the risk Rsk4 is set within the lane L2, the vehicle M is not easily affected by the risk Rsk4, and the situation of decelerating due to the influence of the risk area Rsk4 is suppressed.

[0097] According to the embodiment described above, when the predicted trajectory where it is presumed that another vehicle M will move interferes with the future trajectory of the vehicle M, and the length of the object area corresponding to the predicted trajectory in the predicted trajectory direction for the object area that is difficult to identify by the recognition unit 130 due to the obstacles existing around the vehicle M is equal to or greater than a specified length, a risk area is set for the first reference position obtained at the terminal on the traveling direction side of the vehicle based on the obstacle, and at least the speed of the vehicle M is controlled based on the set risk area, whereby the vehicle M can be controlled more appropriately.

[0098] Note that in this embodiment, the case where the function of the setting processing unit 142 is mounted in a vehicle performing automatic driving is described, but the function of the setting processing unit 142 can also be mounted in a vehicle that automatically controls the deceleration degree, for example. In such a vehicle, the driver controls the steering and the setting processing unit 142 controls the deceleration degree. In addition, the function of the setting processing unit 142 can also be mounted in a device different from the vehicle, and the vehicle M controls the deceleration degree based on the information related to the risk area obtained from the different device.

[0099] The embodiment described above can be expressed as follows.

[0100] A vehicle control device, wherein,

[0101] The vehicle control device includes:

[0102] A storage device that stores a program; and

[0103] A hardware processor,

[0104] The following processing is performed by executing a program stored in the storage device through the hardware processor:

[0105] Identify the situation around the moving body;

[0106] Based on the identified situation around, control the acceleration and deceleration of the moving body;

[0107] When the predicted trajectory where it is presumed that another moving body will move interferes with the future trajectory of the moving body, and the length of the object area corresponding to the predicted trajectory in the predicted trajectory direction is equal to or longer than a specified length for an object area that is difficult to identify due to an obstacle existing around the moving body, set a risk area for a first reference position obtained based on the obstacle on the terminal side in the traveling direction of the moving body, and at least control the acceleration and deceleration of the moving body based on the set risk area.

[0108] The specific embodiments of the present invention have been described above using the embodiments, but the present invention is in no way limited to such embodiments, and various modifications and substitutions can be made without departing from the gist of the present invention.

Claims

1. A control device for a moving body, wherein, the control device for the moving body includes: a recognition unit that recognizes the situation around the moving body; and a control unit that controls the acceleration and deceleration of the moving body based on the situation around the moving body recognized by the recognition unit, when a predicted trajectory where another moving body is presumed to move interferes with the future trajectory of the moving body, and the length of the object area corresponding to the predicted trajectory in the predicted trajectory direction is equal to or greater than a specified length for an object area that is difficult for the recognition unit to recognize due to an obstacle existing around the moving body, the control unit sets a risk area for a first reference position and controls at least the speed of the moving body based on the set risk area, and the first reference position is obtained based on the terminal of the obstacle on the traveling direction side of the moving body.

2. The control device for a moving body according to claim 1, wherein, the closer the moving body is to the risk area, the more the control unit decelerates the moving body.

3. The control device for a moving body according to claim 1 or 2, wherein, the closer the moving body is to the predicted trajectory, the larger the size of the risk area set by the control unit.

4. The control device for a moving body according to claim 1, wherein, the closer the moving body is to the predicted trajectory, the larger the size of the risk area set by the control unit, and the closer the moving body is to the risk area, the more the control unit decelerates the moving body.

5. The control device for a moving body according to any one of claims 1 to 4, wherein, the control unit controls at least the speed of the moving body based on the risk area and moves the moving body so as not to enter the oncoming lane.

6. The control device for a moving body according to any one of claims 1 to 5, wherein, the control unit determines the size of the risk area based on the recommended speed on the road where the moving body is located and the distance from a second reference position to the moving body, and the second reference position is obtained based on the intersection between the predicted trajectory and the future trajectory.

7. The control device for a moving body according to any one of claims 1 to 6, wherein, the control unit sets the risk area when the predicted trajectory interferes with the future trajectory, the length of the object area in the predicted trajectory direction is equal to or greater than a specified value, and the object area is the area where a moving body moving towards the intersection between the predicted trajectory and the future trajectory moves, the control unit does not set the risk area when the predicted trajectory interferes with the future trajectory, the length of the object area in the predicted trajectory direction is equal to or greater than a specified value, and the object area is the area where a moving body moving after passing through the intersection between the predicted trajectory and the future trajectory moves.

8. A control method for a moving body, wherein, the control method for the moving body causes a computer to perform the following processing: recognize the situation around the moving body; control the acceleration and deceleration of the moving body based on the recognized situation around the moving body; When a predicted trajectory, which is presumed to be a trajectory to which another moving body will move, interferes with a future future trajectory of the moving body, and a length of an object region corresponding to the predicted trajectory in the predicted trajectory direction with respect to an object region that is difficult to identify due to an obstacle existing around the moving body is equal to or greater than a specified length, a risk region is set for a first reference position, and at least the speed of the moving body is controlled based on the set risk region. The first reference position is obtained based on a terminal of the obstacle on a traveling direction side of the moving body.

9. A storage medium storing a program, wherein the program causes a computer to perform the following processing: recognize a situation around a moving body; control acceleration and deceleration of the moving body based on the recognized situation around the moving body; when a predicted trajectory, which is presumed to be a trajectory to which another moving body will move, interferes with a future future trajectory of the moving body, and a length of an object region corresponding to the predicted trajectory in the predicted trajectory direction with respect to an object region that is difficult to identify due to an obstacle existing around the moving body is equal to or greater than a specified length, a risk region is set for a first reference position, and at least the speed of the moving body is controlled based on the set risk region. The first reference position is obtained based on a terminal of the obstacle on a traveling direction side of the moving body.

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