Vehicle control device, vehicle control method, and storage medium

Abstract

Provided is a driving control device, a driving control method, and a storage medium that can perform driving control of a vehicle based on more appropriate identification of a traffic participant. The vehicle control device of the embodiment includes an identification section that identifies a surrounding situation of a vehicle, and a driving control section that performs driving control of one or both of a speed and a steering of the vehicle based on the surrounding situation identified by the identification section, the identification section identifying a traffic participant existing in front of the vehicle and a traffic participant priority section existing in a travel direction of the vehicle, the driving control section setting a risk region for the traffic participant priority section based on a position and a travel direction of the traffic participant, and performing the driving control based on the set risk region and the position of the traffic participant.

Description

Technical Field

[0001] This invention relates to vehicle control devices, vehicle control methods, and storage media. Background Technology

[0002] In recent years, research on the automatic control of vehicle operation has made continuous progress. Related to this, the following techniques are known: using a boundary line obtained based on the contour of a traversable area extracted from an image to segment a region of the road surface, including roads and sidewalks, within an image; selecting pedestrian patterns corresponding to the segmented regions; and identifying pedestrians present in the traversable region by comparing the pedestrian patterns in each region (e.g., Japanese Patent Application Publication No. 2012-190214). Summary of the Invention

[0003] However, previous technologies did not take into account the direction of pedestrian movement. Therefore, when pedestrians were present in areas that could be crossed, sometimes unnecessary and excessive driving controls were implemented, such as deceleration and stopping, even when the risk of vehicle contact with pedestrians was low.

[0004] The present invention was made in consideration of such circumstances, and its purpose is to provide a driving control device, driving control method, and storage medium capable of performing driving control of a vehicle based on the identification of more appropriate traffic participants.

[0005] The driving control device, driving control method, and storage medium of the present invention adopt the following structure.

[0006] (1): One aspect of the present invention relates to a vehicle control device, wherein the vehicle control device comprises: an identification unit that identifies the surrounding conditions of the vehicle; and a driving control unit that performs driving control of one or both of the speed and steering of the vehicle based on the surrounding conditions identified by the identification unit, the identification unit identifying traffic participants present in front of the vehicle and a traffic participant priority zone present in the direction of travel of the vehicle, the driving control unit setting a risk zone for the traffic participant priority zone based on the position of the traffic participants and the direction of travel, and performing the driving control based on the set risk zone and the position of the traffic participants.

[0007] (2): Based on the above (1) scheme, the driving control unit performs driving control, including decelerating the vehicle, stopping the vehicle, or steering the vehicle to avoid contact with the traffic participant when the distance between the vehicle and the priority zone of the traffic participant is within a specified distance and there is a traffic participant in the risk area.

[0008] (3): Based on the above (1) scheme, the priority zone for traffic participants includes a pedestrian crossing. The driving control unit sets different risk zones when a traffic participant enters the pedestrian crossing from the side of a lane that can travel in the same direction as the vehicle and when a traffic participant enters the pedestrian crossing from the side of the opposite lane that can travel in the same direction.

[0009] (4): Based on the above (1) scheme, the traffic participant priority zone includes a pedestrian crossing, and the driving control unit sets the area including the area from the end of the pedestrian crossing on the traffic participant entry side to the position that crosses the vehicle's driving lane as the risk zone.

[0010] (5): Based on the above (1) scheme, the driving control unit switches the risk zone based on the position of the traffic participant as the traffic participant moves in the traffic participant priority zone.

[0011] (6): Based on the above (5) scheme, the driving control unit switches the risk zone when the traffic participant is in the traffic participant priority zone and the traffic participant has crossed the center of the vehicle's driving lane.

[0012] (7): One aspect of the present invention relates to a vehicle control method, wherein the vehicle control method causes a computer to perform the following processing: identifying the surrounding conditions of the vehicle; based on the identified surrounding conditions, performing driving control of one or both of the vehicle's speed and steering; identifying traffic participants in front of the vehicle and a traffic participant priority zone in the vehicle's direction of travel based on the surrounding conditions of the vehicle; setting a risk zone for the traffic participant priority zone based on the position and direction of travel of the traffic participants; and performing the driving control based on the set risk zone and the position of the traffic participants.

[0013] (8): One aspect of the present invention relates to a storage medium storing a program, wherein the program causes a computer to perform the following processing: identifying the surrounding conditions of a vehicle; based on the identified surrounding conditions, performing driving control of one or both of the vehicle's speed and steering; identifying traffic participants in front of the vehicle and a traffic participant priority zone in the vehicle's direction of travel based on the surrounding conditions of the vehicle; setting a risk zone for the traffic participant priority zone based on the position and direction of travel of the traffic participants; and performing the driving control based on the set risk zone and the position of the traffic participants.

[0014] According to the schemes (1) to (8) above, it is possible to perform vehicle driving control based on the identification of more appropriate traffic participants. Attached Figure Description

[0015] Figure 1 This is a structural diagram of a vehicle system utilizing a vehicle control device according to an implementation method.

[0016] Figure 2 This is a functional structure diagram of the first control unit and the second control unit.

[0017] Figure 3 It is a diagram used to illustrate the identification of traffic participants and priority zones, as well as the setting of risk zones.

[0018] Figure 4 It is a diagram used to illustrate a scenario where pedestrians cross the road from the outside of the lane via a crosswalk.

[0019] Figure 5 It is a diagram used to illustrate the status of pedestrians and vehicles at time t2.

[0020] Figure 6 This is a diagram used to illustrate the status of pedestrians and vehicles at time t3.

[0021] Figure 7 This is a diagram used to illustrate the status of pedestrians and vehicles at time t4.

[0022] Figure 8 It is a diagram used to illustrate a scenario where pedestrians cross the road from the outside of the lane via a crosswalk.

[0023] Figure 9 This is a diagram used to illustrate the status of pedestrians and vehicles at time t6.

[0024] Figure 10 This is a diagram used to illustrate the status of pedestrians and vehicles at time t7.

[0025] Figure 11 This is a diagram used to illustrate the status of pedestrians and vehicles at time t8.

[0026] Figure 12 This is a diagram used to illustrate the first switching control in the risk area.

[0027] Figure 13 This is a diagram used to illustrate the third switching control for risk areas.

[0028] Figure 14 This is a flowchart illustrating an example of the driving control process performed by an automatic driving control device. Detailed Implementation

[0029] Hereinafter, embodiments of the vehicle control device, vehicle control method, and storage medium of the present invention will be described with reference to the accompanying drawings. As an example, an embodiment of the vehicle control device applicable to an autonomous vehicle will be described. Autonomous driving, for example, refers to automatically controlling one or both of the vehicle's steering and acceleration / deceleration to perform driving control. Vehicle driving control may include various driving assistance systems such as LKAS (Lane Keeping Assistance System), ACC (Adaptive Cruise Control), and ALC (Auto Lane Changing). Autonomous vehicles may also sometimes be partially or fully controlled by manual driving by the occupant (driver). The following description applies to cases where left-hand traffic regulations apply; however, in cases where right-hand traffic regulations apply, the left and right sides should be reversed.

[0030] [Overall Structure]

[0031] Figure 1 This is a structural diagram of vehicle system 1 utilizing the vehicle control device of the embodiment. The vehicle equipped with vehicle system 1 is, for example, a two-wheeled, three-wheeled, or four-wheeled 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 electricity generated by a generator connected to the internal combustion engine, or electricity discharged from a secondary battery or fuel cell.

[0032] The vehicle system 1 includes, for example, a camera 10, a radar device 12, a LiDAR (Light Detection and Ranging) system 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, vehicle sensors 40, a navigation device 50, an MPU (Map Positioning Unit) 60, driving controls 80, an automatic driving control device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are interconnected through multiple communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, and wireless communication networks. Figure 1 The structure shown is just one example; you can omit part of the structure or add other structures.

[0033] Camera 10 is, for example, a digital camera utilizing a solid-state imaging element such as CCD (Charge Coupled Device) or CMOS (Complementary Metal-Oxide Semiconductor). Camera 10 is mounted anywhere on the vehicle equipped with vehicle system 1 (hereinafter referred to as vehicle M). When taking pictures of the front, camera 10 is mounted on the upper part of the windshield, the back of the interior rearview mirror, etc. When taking pictures of the rear of vehicle M, camera 10 is mounted on the upper part of the rear windshield, the tailgate, etc. When taking pictures of the sides and rear sides of vehicle M, camera 10 is mounted on the door rearview mirror, etc. Camera 10, for example, periodically and repeatedly takes pictures of the perimeter of vehicle M. Camera 10 can also be a stereo camera.

[0034] Radar device 12 radiates millimeter-wave or other radio waves around the vehicle M and detects the radio waves reflected by objects (reflected waves) to detect at least the position (distance and orientation) of the objects. Radar device 12 can be installed at any location on the vehicle M. Radar device 12 can also detect the position and speed of objects using FM-CW (Frequency Modulated Continuous Wave) method.

[0035] The LIDAR14 illuminates the periphery of vehicle M with light (or electromagnetic waves of a wavelength close to light) and measures the scattered light. The LIDAR14 determines the distance to the object based on the time from the emission of light to the reception of light. The illuminating light can be, for example, a pulsed laser. The LIDAR14 can be mounted at any location on vehicle M.

[0036] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the cameras 10, radar device 12, and LIDAR 14 to identify the object's position, type, speed, etc. The object recognition device 16 outputs the recognition results to the autonomous driving control device 100. Alternatively, the object recognition device 16 can directly output the detection results from the cameras 10, radar device 12, and LIDAR 14 to the autonomous driving control device 100. In this case, the object recognition device 16 can be omitted from the vehicle system 1.

[0037] The communication device 20 uses, for example, cellular networks, Wi-Fi networks, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., to communicate with other vehicles in the vicinity of vehicle M, or communicate with various server devices via wireless base stations.

[0038] The HMI30 provides various information to the occupants of vehicle M and accepts input from them. The HMI30 includes various display devices, speakers, microphones, buzzers, touch panels, switches, buttons, etc.

[0039] Vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting angular velocity about a vertical axis, and an orientation sensor for detecting the orientation of vehicle M. Vehicle sensor 40 may also include a position sensor for obtaining the position of vehicle M. The position sensor may be, for example, a sensor that obtains position information (longitude and latitude information) from a GPS (Global Positioning System) device. Alternatively, the position sensor may be a sensor that obtains position information using a GNSS (Global Navigation Satellite System) receiver 51 of navigation device 50.

[0040] The navigation device 50 includes, for example, a GNSS 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 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 an INS (Inertial Navigation System) utilizing 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, for example, refers to the first map information 54 to determine the route (hereinafter referred to as the map path) from the position of the vehicle M determined by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52. The first map information 54 is, for example, information representing the shape of a road by indicating road segments and nodes connecting the road segments. The first map information 54 may also include road curvature, POI (Point of Interest) information, etc. The map path is output to the MPU60. The navigation device 50 can also provide route guidance using the navigation HMI52 based on the map path. The navigation device 50 can also be implemented through the functions of a terminal device such as a smartphone or tablet held by the occupant. The navigation device 50 can also send its current location and destination to the navigation server via the communication device 20 and obtain the path equivalent to the map path from the navigation server.

[0041] MPU 60 includes, for example, a lane recommendation unit 61 that stores the second map information 62 in a storage device such as an HDD or flash memory. The lane recommendation unit 61 divides the path on the map provided by the navigation device 50 into multiple blocks (e.g., every 100 [m] in the vehicle's direction of travel) and determines a recommended lane for each block based on the second map information 62. The lane recommendation unit 61 determines which lane to drive in from the left. When the path on the map branches off, the lane recommendation unit 61 determines a recommended lane so that the vehicle M can travel on a reasonable path to the branch destination.

[0042] The second map information 62 is map information with higher precision than the first map information 54. The second map information 62 may include, for example, information about the center of a lane or lane boundaries. The second map information 62 may include road information, traffic restriction information, residential information (address and postal code), facility information, telephone number information, etc. The second map information 62 can be updated in real time by communicating with other devices through the communication device 20.

[0043] The driving control unit 80 includes, for example, an accelerator pedal, a brake pedal, a gear shift lever, a steering wheel, a non-standard steering wheel, a joystick, and other control components. Sensors are installed on the driving control unit 80 to detect the amount or presence of operation, and the detection results are output to some or all of the following: the automatic driving control unit 100, the driving force output device 200, the braking device 210, and the steering device 220.

[0044] The autonomous driving control device 100 includes, for example, a first control unit 120, a second control unit 160, an HMI control unit 170, and a storage unit 180. The first control unit 120, the second control unit 160, and the HMI control unit 170 are each implemented by executing programs (software) via hardware processors such as CPUs (Central Processing Units). Some or all of these components can be implemented by hardware (including circuitry) such as LSIs (Large Scale Integration), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), and GPUs (Graphics Processing Units), or through the coordinated use of software and hardware. The program can be pre-stored in a storage device such as an HDD or flash memory (a storage device with a non-transitory storage medium) of the autonomous driving control device 100, or it can be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the autonomous driving control device 100 by mounting the storage medium (a non-transitory storage medium) onto the drive unit. The automatic driving control device 100 is an example of a "vehicle control device". Combining the action plan generation unit 140 and the second control unit 160 constitutes an example of a "driving control unit".

[0045] The storage unit 180 may also be implemented using various storage devices described above, or SSD (Solid State Drive), EEPROM (Electrically Erasable Programmable Read Only Memory), ROM (Read Only Memory), or RAM (Random Access Memory). The storage unit 180 may store, for example, information, programs, and other various types of information required for executing the driving control in this embodiment. The first map information 54 and the second map information 62 may also be stored in the storage unit 180.

[0046] Figure 2This 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, a recognition unit 130 and an action plan generation unit 140. The first control unit 120 can, for example, implement AI (Artificial Intelligence) based functions and functions based on pre-given models in parallel. For example, the function of "recognizing intersections" can be achieved by "parallel execution of intersection recognition based on deep learning, etc., and recognition based on pre-given conditions (the existence of signals capable of pattern matching, road signs, etc.), and comprehensively evaluating both sides by scoring them." This ensures the reliability of autonomous driving.

[0047] The recognition unit 130 identifies the position, speed, and acceleration of objects in the vicinity of vehicle M (e.g., within a specified distance of vehicle M) based on information input from camera 10, radar device 12, and LIDAR 14 via object recognition device 16. Objects include other vehicles, traffic participants traveling on the road, road structures, and other objects present in the vicinity. Traffic participants include, for example, pedestrians, bicycles, wheelchairs, and other mobile devices (or people riding in such devices). Road structures include, for example, road signs, traffic signals, railway crossings, curbs, median strips, guardrails, and fences. Road structures may also include, for example, road markings painted or affixed to the road surface, pedestrian crossings, bicycle crossings, temporary stop lines, and other road markings. The position of an object is identified, for example, as its position on absolute coordinates with a representative point of vehicle M (center of gravity, drive shaft center, etc.) as the origin, and is used for control. The position of an object can be represented by representative points such as the object's center of gravity or corners, or by the area it represents. When the object is another vehicle, the object's "state" can also include the object's acceleration, jerk, or "action state" (e.g., whether it is changing lanes or about to change lanes).

[0048] The identification unit 130 identifies, for example, the lane in which the vehicle M is traveling. For instance, the identification unit 130 identifies the lane by comparing the pattern of road markings (e.g., an arrangement of solid and dashed lines) obtained from the second map information 62 with the pattern of road markings surrounding the vehicle M identified from an image captured by the camera 10. The identification unit 130 is not limited to identifying road markings; it can also identify road structures or other road boundaries to identify the lane. The position of the vehicle M obtained from the navigation device 50 and the processing results from the INS can also be incorporated into this identification process.

[0049] When identifying a driving lane, the recognition unit 130 identifies the position and posture of the vehicle M relative to the driving lane. For example, the recognition unit 130 may identify the deviation of the vehicle M's reference point from the center of the lane, and the angle formed by the vehicle M's direction of travel relative to the line connecting the centers of the lanes, as the relative position and posture of the vehicle M relative to the driving lane. Alternatively, the recognition unit 130 may identify the position of the vehicle M's reference point relative to any side end of the driving lane (road dividing line or road boundary), as the relative position of the vehicle M relative to the driving lane. The recognition unit 130 identifies temporary stop lines, obstacles, traffic signals, toll booths, and other road phenomena.

[0050] The identification unit 130 may include, for example, a traffic participant identification unit 132 and a priority zone identification unit 134. Details regarding the functions of the traffic participant identification unit 132 and the priority zone identification unit 134 will be described later.

[0051] The action plan generation unit 140 generates a target trajectory for the vehicle M to travel automatically (independent of driver operation) in a manner that, in principle, it travels within the recommended lane determined by the recommended lane determination unit 61 and is able to respond to the surrounding conditions of the vehicle M. The target trajectory includes, for example, a speed element. For instance, the target trajectory is represented by a sequence of locations (track points) that the vehicle M should reach. Track points are locations that the vehicle M should reach at predetermined travel distances (e.g., a few meters), but target speeds and target accelerations are generated as part of the target trajectory at predetermined sampling times (e.g., a few tenths of a second). Track points can also be locations that the vehicle M should reach at predetermined sampling times. In this case, the target speed and target acceleration information is represented by the intervals between track points.

[0052] When generating a target track, the action plan generation unit 140 can set events for automatic driving. These events include constant speed driving events, low-speed following events, lane change events, branching events, merging events, takeover events, and emergency stop events. The action plan generation unit 140 generates target tracks corresponding to the initiated events.

[0053] The action plan generation unit 140 includes, for example, a risk area setting unit 142, a situation assessment unit 144, and a driving control unit 146. Details regarding the functions of the risk area setting unit 142, the situation assessment unit 144, and the driving control unit 146 will be described later.

[0054] The second control unit 160 controls the driving force output device 200, the braking device 210 and the steering device 220 so that the vehicle M passes through the target track generated by the action plan generation unit 140 at a predetermined time.

[0055] 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 about the target track (track point) generated by the action plan generation unit 140 and stores this information 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 elements accompanying the target track stored in the memory. The steering control unit 166 controls the steering device 220 based on the curvature of the target track stored in the memory. The processing of the speed control unit 164 and the steering control unit 166 is achieved, for example, through 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 vehicle M with feedback control based on deviation from the target track.

[0056] HMI control unit 170 notifies the occupants of prescribed information via HMI 30. Prescribed information includes, for example, information related to the state of vehicle M, information related to driving control, and other information relevant to the movement of vehicle M. Information related to the state of vehicle M includes, for example, the vehicle M's speed, engine speed, and gear position. Information related to driving control includes, for example, inquiries about lane change requests, information on occupant arrangements required for switching from automatic to manual driving (task requirements for the occupants), and information related to the status of driving control (e.g., the content of ongoing events). Prescribed information may also include items stored on storage media such as television programs or DVDs (e.g., movies), information unrelated to the driving control of vehicle M.

[0057] For example, the HMI control unit 170 can generate an image containing the aforementioned specified information and display the generated image on the display device of the HMI 30. It can also generate sound representing the specified information and output the generated sound from the speaker of the HMI 30. The HMI control unit 170 can also output the information received by the HMI 30 to the communication device 20, the navigation device 50, the first control unit 120, etc.

[0058] The driving force output device 200 outputs driving force (torque) for vehicle movement 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, as well as an ECU (Electronic Control Unit) that controls them. The ECU controls the above-mentioned structure according to information input from the second control unit 160 or from the driving operation device 80.

[0059] 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 braking ECU. The braking ECU controls the electric motor according to information input from the second control unit 160 or from the driving operation unit 80, so that braking torque corresponding to the braking operation is output to each wheel. The braking device 210 may include a backup mechanism for transmitting hydraulic pressure generated by the operation of the brake pedal included in the driving operation unit 80 via the master hydraulic cylinder to the hydraulic cylinder. The braking device 210 is not limited to the structure described above, and may also be an electronically controlled hydraulic braking device that controls the actuator according to information input from the second control unit 160, thereby transmitting hydraulic pressure from the master hydraulic cylinder to the hydraulic cylinder.

[0060] The steering system 220 includes, for example, a steering ECU and an electric motor. The electric motor applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the second control unit 160 or from the driving operation unit 80.

[0061] [Traffic Participant Identification Unit 132, Priority Zone Identification Unit 134, and Risk Zone Setting Unit 142]

[0062] Next, the functions of the traffic participant identification unit 132, the priority zone identification unit 134, and the risk zone setting unit 142 will be explained in detail. Figure 3 It is a diagram used to illustrate the identification of traffic participants and priority zones, as well as the setting of risk zones. Figure 3 In the example, a road R1 with two lanes of traffic traveling in the same direction is shown. Figure 3 In the example, lanes L1 and L2 can travel along the X-axis direction in the diagram, while lanes L3 and L4 can travel along the -X-axis direction. That is, lanes L3 and L4 are the opposite lanes of lanes L1 and L2. The Y-axis direction represents the lateral direction of road R1, and the lateral position indicates the position in the lateral direction. Figure 3 In the example, vehicle M is traveling in lane L2 at speed VM. Figure 3 In the example, temporary stop lines SL are provided at vehicle L1 to L4 for vehicles to stop in front of pedestrian crossing CW. The following explanation will describe scenarios where no signal is provided at pedestrian crossing CW, but where a signal is provided, driving controls such as stopping vehicle M and crossing pedestrian crossing CW are performed according to the signal's instructions. Before vehicle M reaches pedestrian crossing CW, the driving control unit performs driving control of one or both of the steering and speed adjustments.

[0063] The traffic participant identification unit 132 identifies traffic participants located in front of the vehicle M and within a first predetermined distance from the vehicle M based on information input from the camera 10, radar device 12, and LIDAR 14 via the object recognition device 16. The first predetermined distance can be a fixed distance or a variable distance corresponding to the speed of the vehicle M, the road shape, and the number of lanes. For example, the traffic participant identification unit 132 analyzes the image captured by the camera 10 using image processing techniques (edge ​​detection, binarization, feature extraction, image enhancement, image extraction, pattern matching, etc.), and based on the analysis results, detects the three-dimensional position, size, and shape of the traffic participants contained in the captured image using well-known methods. For example, the traffic participant identification unit 132 may pre-store a pattern matching model for determining traffic participants in a storage unit 180, and determine the traffic participants contained in the image by referring to the model based on the analysis results of the image captured by the camera 10.

[0064] The traffic participant identification unit 132 identifies the position and direction of travel (movement direction) of the identified traffic participants. The traffic participant identification unit 132 can also identify the speed of the traffic participants. The traffic participant identification unit 132 can also identify the type of traffic participant (e.g., pedestrian, bicycle, wheelchair). When the type of traffic participant is a pedestrian, the traffic participant identification unit 132 can also identify whether the pedestrian is a child or an elderly person based on characteristics such as height and posture.

[0065] The traffic participant identification unit 132 can also identify traffic participants traveling in a section (traffic participant priority section) where, for example, the traffic participants identified by the priority section identification unit 134 have priority over vehicle M, or traffic participants that are predicted to travel in the traffic participant priority section. Figure 3 In the example, the traffic participant identification unit 132 identifies the positions and directions of travel (movement directions) A and B of pedestrians P1 and P2.

[0066] The priority zone identification unit 134 identifies priority zones (hereinafter referred to as "priority zones") of traffic participants located within a second predetermined distance from vehicle M in the direction of travel of vehicle M (on the road where vehicle M travels). The second predetermined distance can be a fixed distance or a variable distance corresponding to the speed of vehicle M, road shape, and number of lanes on the road. The second predetermined distance can be the same as or different from the first predetermined distance. Priority zones can be, for example, pedestrian crossings or bicycle crossings. Priority zones can include, for example, intersections or areas near them where no pedestrian crossings are provided (areas predicted to be highly likely for traffic participants to cross road R1). Priority zones can also be zones pre-defined by managers or the like. For example, the priority zone identification unit 134 analyzes images captured by camera 10 through image processing or the like, and identifies priority zones within a second predetermined distance in the direction of travel of vehicle M based on the analysis results. The priority zone identification unit 134 can also identify a priority zone within a second predetermined distance in the direction of travel of the vehicle M based on vehicle position information obtained from the vehicle sensor 40 and by referring to map information (first map information 54, second map information 62). The priority zone identification unit 134 can also compare the priority zone identified based on the image captured by the camera 10 with the priority zone identified based on the map information to identify the final priority zone. Figure 3 In the example, the priority interval identification unit 134 identifies the pedestrian crossing CW.

[0067] When the traffic participant identification unit 132 identifies a traffic participant and, based on the identified traffic participant's location and direction of travel, predicts that the traffic participant is present at or about to enter the pedestrian crossing CW identified by the priority zone identification unit 134, it sets a risk zone for the pedestrian crossing CW. A risk zone is an area where it is predicted that there is a possibility (risk) of contact between vehicle M and the traffic participant if the traffic participant is present within that area.

[0068] For example, the risk area setting unit 142 sets different risk areas in two situations: when a traffic participant on the outer side of road R1 (the outer side of the road divided by road dividing lines RL1 and RL2) enters the pedestrian crossing CW from the side end of lane L1 (road dividing line RL1 in the figure), which allows travel in the same direction as vehicle M; and when a traffic participant on the outer side of road R1 (the outer side of the road divided by road dividing lines RL1 and RL2) enters the pedestrian crossing CW from the side end of the opposite lane L4 (road dividing line RL2 in the figure), which allows travel in the same direction. For example, when a traffic participant enters the pedestrian crossing CW, the risk area setting unit 142 sets the area including the area from the end of the pedestrian crossing CW on the entering side to the position crossing lane L2 (hereinafter referred to as the driving lane L2) where vehicle M is traveling.

[0069] Figure 3 In the example, the risk area setting unit 142, based on the positions and travel directions A and B of pedestrians P1 and P2, predicts that pedestrians P1 and P2 will cross the road R1 on the pedestrian crossing CW since they are heading towards it. Furthermore, the risk area setting unit 142 sets a risk area for each pedestrian P1 and P2. The risk area setting unit 142 sets a first risk area AR1 for pedestrian P1. The first risk area AR1 includes the entire pedestrian crossing CW in the X-axis direction and in the Y-axis direction, it includes the entire lateral portion of the pedestrian crossing CW from the end of the pedestrian crossing CW on the entering side (e.g., road dividing line RL1) to the lane L2 crossing the vehicle M. The risk area setting unit 142 sets a second risk area AR2 for pedestrian P2. This second risk area AR2 includes the entirety of the pedestrian crossing CW in the X-axis direction and, in the Y-axis direction, includes the entirety (lateral) from the end of the pedestrian crossing CW on the entering side (e.g., road dividing line RL2) to the entirety of the driving lane L2 crossing the vehicle M. The first risk area AR1 and the second risk area AR2 can be configured as follows: Figure 3 The areas shown overlap to some extent. A portion of the area may include, for example, the area on the pedestrian crossing CW where vehicle M is predicted to pass, or an area corresponding to the lane width of driving lane L2. The risk area setting unit 142 can also adjust the first risk area AR1 and the second risk area AR2 based on the type of traffic participant, speed, position of vehicle M, speed VM, etc.

[0070] [Situation assessment unit 144 and driving control unit 146]

[0071] Next, the functions of the situation determination unit 144 and the driving control unit 146 will be explained in detail. The situation determination unit 144 determines the crossing status of a traffic participant at the crosswalk based on the position and direction of travel of the traffic participant identified by the traffic participant identification unit 132. For example, the situation determination unit 144 can determine whether a traffic participant is within a risk area, or whether vehicle M is in contact with a traffic participant. Based on the determination result made by the situation determination unit 144, the driving control unit 146 generates a target trajectory for vehicle M and outputs the generated target trajectory to the second control unit 160, thereby enabling driving control (speed control, steering control) to be executed. Hereinafter, the situation determination and driving control of vehicle M will be explained when pedestrians P1 and P2, as examples of traffic participants, are using crosswalk CW.

[0072] Figure 4 This diagram illustrates a scenario where pedestrian P1 crosses the pedestrian crossing CW from the outside of lane L1. In the following description, the position and speed of vehicle M at time t* are represented as M(t*) and VM(t*), and the positions of pedestrians P1 and P2 are represented as P1(t*) and P2(t*). The situation determination unit 144 determines whether pedestrian P1 exists within the first risk area AR1 based on the position of pedestrian P1. At time t1, pedestrian P1 does not exist in the first risk area AR1, therefore it is determined that there is no possibility of vehicle M contacting pedestrian P1. The situation determination unit 144 determines that even if vehicle M and pedestrian P1 continue to cross as before, no contact between pedestrian P1 and vehicle M will occur. Therefore, the driving control unit 146 does not perform deceleration, stopping, or avoidance of contact with pedestrian P1 driving control, and continues to cross the pedestrian crossing CW while maintaining the current speed VM.

[0073] Figure 5This diagram illustrates the situation of pedestrian P1 and vehicle M at time t2. At time t2, the situation determination unit 144 determines that pedestrian P1 is present in the first risk area AR1 based on the position of pedestrian P1. Although pedestrian P1 is not present in the area where vehicle M is crossing the pedestrian crossing CW, he is present in the first risk area AR1. Therefore, the situation determination unit 144 can also determine that there is a possibility of vehicle M coming into contact with pedestrian P1. In this case, the driving control unit 146 performs control to decelerate vehicle M and stop vehicle M in front of the temporary stop line SL. Furthermore, the driving control unit 146 can also perform steering control to avoid contact with pedestrian P1 based on speed control (or instead of speed control). The situation determination unit 144 can also set different flags depending on whether pedestrian P1 is present or absent from the first risk area AR1. In this case, the driving control unit 146 refers to the sign set by the situation determination unit 144 to determine whether the pedestrian P1 is in the first risk area AR1, and performs driving control corresponding to the sign.

[0074] Figure 6 This diagram illustrates the situation of pedestrian P1 and vehicle M at time t3. At time t3, the situation determination unit 144 determines that pedestrian P1 is present in the first risk area AR1. The situation determination unit 144 may also determine that there is a possibility of vehicle M contacting pedestrian P1. In this case, the driving control unit 146 performs control to decelerate vehicle M, stop vehicle M in front of the temporary stop line SL, and avoid contact with vehicle M. In the case of time t3, pedestrian P1 is present on the track of vehicle M (at a lateral position corresponding to the lane width of lane L2), so the possibility of vehicle M contacting pedestrian P1 is higher compared to the scenario at time t2. Therefore, the driving control unit 146 may perform stop or avoidance control without performing deceleration-based slowing down.

[0075] Figure 7 This diagram illustrates the situation of pedestrian P1 and vehicle M at time t4. At time t4, the situation determination unit 144 determines that pedestrian P1 is not present in the first risk area AR1. Alternatively, even if pedestrian P1 is crossing the crosswalk CW, it is determined that there is no possibility of vehicle M coming into contact with pedestrian P1. In this case, the driving control unit 146 causes vehicle M to pass through the crosswalk CW while maintaining speed VM(t4). If vehicle M stops in front of the temporary stop line at time t4, the driving control unit 146 initiates driving control and passes through the crosswalk CW.

[0076] Figure 8This diagram illustrates a scenario where pedestrian P2 crosses the pedestrian crossing CW from the outside of lane L4. The situation determination unit 144 determines whether pedestrian P2 exists within the second risk zone AR2 based on pedestrian P2's position. At time t5, pedestrian P2 is not present in the second risk zone AR2, therefore it is determined that there is no possibility of vehicle M contacting pedestrian P2. The situation determination unit 144 determines that even if vehicle M and pedestrian P2 continue to cross as before, no contact between pedestrian P2 and vehicle M will occur. Therefore, the driving control unit 146 does not perform deceleration, stopping, or avoidance of contact with pedestrian P2, and continues to cross the pedestrian crossing CW while maintaining the current speed VM.

[0077] Figure 9 This diagram illustrates the situation of pedestrian P2 and vehicle M at time t6. At time t6, the situation determination unit 144 determines, based on the position of pedestrian P2, that pedestrian P2 is present within the second risk zone AR2. Although pedestrian P2 is not present in the area where vehicle M is crossing the pedestrian crossing CW, he is present within the second risk zone AR2. Therefore, the situation determination unit 144 can also determine that there is a possibility of vehicle M coming into contact with pedestrian P2. In this case, the driving control unit 146 performs control to decelerate vehicle M and stop it before the temporary stop line SL. Furthermore, the driving control unit 146 can also perform steering control to avoid contact with pedestrian P2 instead of speed control (or based on speed control). The situation determination unit 144 can also set different flags depending on whether pedestrian P2 is present or absent from the second risk zone AR2. In this case, the driving control unit 146 refers to the sign set by the situation determination unit 144 to determine whether pedestrian P2 is in the second risk area AR2, and performs driving control corresponding to the sign.

[0078] Figure 10 This diagram illustrates the situation of pedestrian P1 and vehicle M at time t7. At time t7, the situation determination unit 144 determines that pedestrian P2 is present in the second risk area AR2. The situation determination unit 144 may also determine that there is a possibility of vehicle M coming into contact with pedestrian P2. In this case, the driving control unit 146 performs control to decelerate vehicle M, stop vehicle M in front of the temporary stop line SL, and avoid contact with vehicle M. In the case of time t7, pedestrian P2 is present on the track of vehicle M (at a lateral position corresponding to the lane width of lane L2), so the possibility of vehicle M coming into contact with pedestrian P2 is higher compared to the scenario at time t6. Therefore, the driving control unit 146 may perform stop or avoidance control without performing deceleration-based slowing down.

[0079] Figure 11This diagram illustrates the situation of pedestrian P2 and vehicle M at time t8. At time t8, the situation determination unit 144 determines that pedestrian P2 is not present in the second risk area AR2. Alternatively, even if pedestrian P2 is crossing the crosswalk CW, the situation determination unit 144 determines that there is no possibility of vehicle M contacting pedestrian P2. In this case, the driving control unit 146 causes vehicle M to cross the crosswalk CW while maintaining speed VM (t8). Furthermore, if vehicle M is stopped before the temporary stop line at time t8, the driving control unit 146 initiates driving control and crosses the crosswalk CW.

[0080] As described above, risk zones are set for each pedestrian P1 and P2. Driving control is based on whether a pedestrian is present in each of the set risk zones. This eliminates the need for continuous stop control until the pedestrian has crossed the crosswalk CW, thus suppressing excessive deceleration, stopping, or evasive control. Therefore, vehicle driving control based on more appropriate pedestrian identification can be implemented. After setting risk zones, driving control can be switched according to whether a pedestrian is present in the risk zone, thereby simplifying the process and enabling high-speed decision processing and driving control, while reducing the system's processing load.

[0081] [Variation Example]

[0082] The risk area setting unit 142 can also switch the risk area based on the position of the traffic participant, the position of the vehicle M, etc., as the traffic participant moves (crosses) on the pedestrian crossing CW. The following will explain the risk area switching control in several scenarios.

[0083] <First Switching Control>

[0084] Figure 12 This is a diagram used to illustrate the first switching control in the risk area. Figure 12 In the example, the horizontal axis represents time, and the vertical axis represents the lateral position of the road (Y-axis position). The lateral position of the road from y1 to y2 shows the lane width of lane L2 in which vehicle M is traveling. Figure 12 The example illustrates the relationship between a pedestrian's past position (the position of the pedestrian before the current specified time) and current position at a certain time t. The past and current positions are their positions along the lateral direction of road R1. That is, Figure 12 In the example, at a certain time t, it shows where the pedestrian has moved from a past position (crossing the road) to. Figure 12 In the example, time progresses in the order of t11, t12, t13, t14. Figure 12The example shows a scenario where a pedestrian crosses the crosswalk CW from the left (outside lane L1) relative to the direction of travel of vehicle M. However, the same method described later can also be applied when a pedestrian crosses the crosswalk CW from the right (outside opposite lane L4) relative to the direction of travel of vehicle M.

[0085] For example, when the pedestrian crossing CW is identified by the priority zone identification unit 134 and a pedestrian is identified by the traffic participant identification unit 132, the risk zone setting unit 142 sets a first risk zone AR1 for the pedestrian crossing CW. Figure 12 In the example, a first risk zone AR1a is initially set. Next, the risk zone setting unit 142 determines whether a pedestrian exists within the first risk zone AR1a and has crossed the center L2c of the vehicle M's driving lane L2. Crossing the center L2c of the driving lane L2 means, for example, that the pedestrian has crossed or moved across the center L2c of the driving lane L2. This determination can be made, for example, by... Figure 12 As shown, the determination is based on whether the straight line connecting the past position and the current position intersects the straight line representing the center L2c. The above determination can also be performed by the situation determination unit 144. If it is determined that the pedestrian is in the first risk area AR1a and has crossed the center L2c of the vehicle M's driving lane L2, the risk area setting unit 142 controls the switching of the first risk area AR1a.

[0086] Figure 12 In the example, at time t11, the pedestrian is not within the first risk area AR1a, therefore the driving control unit 146 does not perform any control such as deceleration, stopping, or avoidance and proceeds across the pedestrian crossing. Figure 12 As shown in the figure ("moving"), at time t12, the pedestrian is within the first risk area AR1a, therefore the driving control unit 146 performs controls such as deceleration, stopping, or avoidance. Figure 12 (The "Stop" option is shown).

[0087] At time t13, if it is determined that a pedestrian exists within the first risk area AR1a and has crossed the center L2c of lane L2, the risk area setting unit 142 reduces the first risk area AR1a and switches to a first risk area AR1b that matches the lateral width of lane L2. Thus, for example, at time t14, the pedestrian is no longer present in the first risk area AR1b, and driving control to allow vehicle M to pass through the pedestrian crossing CW can be performed.

[0088] In the first switching control, the traffic participant identification unit 132 may determine whether a pedestrian is moving in a direction away from the center L2c of the driving lane L2 away from the vehicle M. If it is determined that the pedestrian is moving in a direction away from the vehicle M, the risk area setting unit 142 controls the switching from the first risk area AR1a to the first risk area AR1b. The risk area setting unit 142 may also pre-store the movement area of ​​pedestrians consisting of a group of past and current positions, and determine whether a specific pedestrian has crossed the lane (whether it has been successfully and correctly identified) based on the stored information.

[0089] Based on the first switching control described above, the risk zone is adjusted (reduced, narrowed) according to whether the pedestrian has crossed the center of the vehicle M's driving lane, thereby enabling a more appropriate risk zone to be changed based on the pedestrian's situation. Therefore, more appropriate driving control can be executed without excessive deceleration, stopping, or evasive maneuvers.

[0090] <Second Switching Control>

[0091] The second switching control differs from the first switching control in that, instead of the center of the vehicle M's driving lane, it performs risk zone switching control based on whether the pedestrian has crossed the middle point of the pedestrian crossing CW (the center in the road width direction). In this case, the risk zone setting unit 142 further determines whether the pedestrian is approaching or moving away from the vehicle M at the time of crossing the middle point of the pedestrian crossing CW. If the pedestrian is moving away from the vehicle M, the risk zone is reduced. Thus, an appropriate risk zone can be set according to road conditions and the pedestrian's position. The middle point of the pedestrian crossing CW is a position with a high probability of being between the lane in the same direction as the vehicle M's driving lane and the opposite lane. Therefore, according to the second switching control, excessive deceleration, stopping, or avoidance control for pedestrians crossing the opposite lane of the vehicle M's driving lane can be suppressed.

[0092] <Third Switching Control>

[0093] Figure 13 This is a diagram used to illustrate the third switching control in the risk area. Figure 13 In, with Figure 12 The risk zone switching control is shown in the comparison of pedestrians P1 and P2 crossing the crosswalk CW at different times. Figure 13 In the example, pedestrian P1 crosses road R1 from the left side of vehicle M on the crosswalk, while pedestrian P2 crosses road R1 from the right side of vehicle M on the crosswalk CW. Figure 13 The example shows the current positions and directions of movement of pedestrians P1 and P2. Figure 13The points shown represent the positions of pedestrians P1 and P2 initially identified by the traffic participant identification unit 132, and the arrows indicate the direction and amount of movement of the pedestrians over time. Figure 13 In the example, the time is shifted in the order of t21, t22, t23, t24.

[0094] In the third switching control, the traffic participant identification unit 132 identifies the direction of travel and the amount of movement since the pedestrian's initial location was identified. Based on the identification results, the risk area setting unit 142 determines whether the pedestrian has crossed the center L2c of lane L2. This determination can also be performed by the situation determination unit 144. If the risk area setting unit 142 determines that the pedestrian has crossed the center L2c of lane L2, it switches the risk area.

[0095] Figure 13 In the example, at time t21 when the pedestrian crossing is detected by the priority section identification unit 134 and the pedestrian P2 is detected by the traffic participant identification unit 132, the risk area setting unit 142 sets a second risk area AR2a corresponding to the position of pedestrian P2. Furthermore, at time t22 when it is determined that pedestrian P2 has crossed the center L2c of the driving lane L2 based on the direction of travel and the amount of movement from the point where pedestrian P2 was detected, the risk area setting unit 142 switches to a second risk area AR2b, which is smaller than the current risk area.

[0096] Figure 13 In the example, when pedestrian P1 is identified by the traffic participant identification unit 132 at time t23, the risk area setting unit 142 sets a first risk area AR1a for pedestrian P1. In this case, the risk area setting unit 142 sets a first risk area AR1a that is larger than the current second risk area AR2b.

[0097] If at time t24, it is determined that pedestrian P1 has crossed the center L2c of driving lane L2 based on the direction of travel and the amount of movement of pedestrian P1, the risk area setting unit 142 switches to a first risk area AR1b that is smaller than the current risk area.

[0098] Based on the third switching control mentioned above, the risk zone can be variably set for each pedestrian according to their position, direction of travel, and amount of movement, thereby enabling more appropriate driving control to be executed according to the pedestrian's condition.

[0099] <Fourth Switching Control>

[0100] The fourth switching control switches the risk area (first risk area, second risk area) based on the position of vehicle M. In the fourth switching control, after setting the risk area, the risk area setting unit 142 determines whether a lane change or other event has occurred for vehicle M. If a lane change has occurred, it sets a new risk area based on the lane that vehicle M is traveling in after the lane change. According to the above-described fourth switching control, a more appropriate risk area can be set based on the position of vehicle M.

[0101] The first to fourth switching controls described above can also be combined with other switching controls. The first to fourth switching controls can also adjust the size of the risk zone based on the speed VM of vehicle M and the speed of the pedestrian. In this case, the larger one or both of the speed VM of vehicle M and the speed of the pedestrian are, the larger the adjustment will be compared to the baseline risk zone size. This allows for safer avoidance of contact between vehicle M and the pedestrian.

[0102] In the aforementioned risk area settings, sometimes the direction of movement and amount of movement cannot be identified when a pedestrian has stopped. Therefore, the risk area setting unit 142 may continue to set risk areas without switching them until a predetermined amount of movement and direction of movement can be identified.

[0103] [Processing Flow]

[0104] Next, the process flow executed by the automated driving control device 100 of the embodiment will be described. Hereinafter, the process executed by the automated driving control device 100 will primarily focus on the driving control process of vehicle M based on a risk area defined by the identification of traffic participants and priority zones. The processes described in this flowchart can, for example, be repeatedly executed at predetermined times.

[0105] Figure 14 This is a flowchart illustrating an example of the driving control processing performed by the automatic driving control device 100. Figure 14 In the example, autonomous driving is performed on vehicle M. Figure 14 In the example, the identification unit 130 identifies the surrounding conditions of vehicle M (step S100). In the process of step S100, at least the traffic participant identification unit 132 performs the identification process of traffic participants located in front of vehicle M and existing within a first predetermined distance from vehicle M, and the priority zone identification unit 134 performs the identification process of priority zones located in the direction of travel of vehicle M and existing within a second predetermined distance from vehicle M.

[0106] Next, the risk area setting unit 142 determines whether there are traffic participants within a first predetermined distance in front of the vehicle M (step S102). If a traffic participant is determined to be present, the risk area setting unit 142 determines whether there is a priority zone (e.g., a pedestrian crossing) within a second predetermined distance in the direction of travel of the vehicle M (step S104). If a priority zone is determined to be present, the risk area setting unit 142 sets a risk area based on the position and direction of travel of the traffic participant (step S106).

[0107] Next, the situation determination unit 144 determines whether a traffic participant exists within the risk area (step S108). If it is determined that a traffic participant exists within the risk area, the driving control unit 146 executes driving control of one or both of the following: speed control such as decelerating or stopping the vehicle M, or steering control to avoid contact with the traffic participant (step S110). If it is determined in step S108 that the traffic participant does not exist within the risk area, the driving control unit 146 starts driving the vehicle M if the vehicle M is stationary, and continues driving if the vehicle M is moving (step S112). If it is determined in step S102 that no traffic participant exists, or in step S104 that no priority zone exists, the process of starting or continuing driving of the vehicle M is also executed. Thus, the processing of this flowchart ends. Figure 14 In the process, steps S102 and S104 can also be performed in reverse order.

[0108] According to the embodiment described above, the vehicle control device includes: an identification unit 130 that identifies the surrounding conditions of the vehicle M; and a driving control unit (action plan generation unit 140, second control unit 160) that performs driving control of one or both of the speed and steering of the vehicle M based on the surrounding conditions identified by the identification unit 130. The identification unit 130 identifies traffic participants in front of the vehicle M and traffic participant priority zones in the direction of travel of the vehicle M. The driving control unit sets a risk zone for the traffic participant priority zone based on the position of the traffic participants and the direction of travel, and performs driving control based on the set risk zone and the position of the traffic participants, thereby enabling vehicle driving control based on more appropriate identification of traffic participants.

[0109] According to the implementation method, when considering the location and direction of travel of traffic participants and when the vehicle passes through a traffic participant priority zone such as a pedestrian crossing, more appropriate driving control can be performed. According to the implementation method, by setting risk zones corresponding to the location and direction of travel of traffic participants in priority zones with a high probability of road crossing, safer driving control can be achieved by simply determining whether traffic participants are present in the risk zones. Therefore, the processing can be simplified and performed at high speed, and the processing load on the vehicle system can be reduced.

[0110] The implementation methods described above can be performed as follows.

[0111] The vehicle control device is configured to include:

[0112] A storage device containing a program; and

[0113] Hardware processor,

[0114] The hardware processor executes the program stored in the storage device to perform the following processing:

[0115] Identify the vehicle's surroundings;

[0116] Based on the identified surrounding conditions, driving control is performed to control one or both of the vehicle's speed and steering.

[0117] Based on the surrounding conditions of the vehicle, identify traffic participants in front of the vehicle and traffic participant priority zones in the direction of the vehicle's travel;

[0118] Based on the location and direction of travel of the traffic participants, risk zones are set for the priority areas of the traffic participants; and

[0119] The driving control is performed based on the defined risk area and the location of the traffic participants.

[0120] The above description illustrates specific embodiments of the present invention, but the present invention is not limited to such embodiments in any way, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A vehicle control device, wherein, The vehicle control device includes: The identification unit identifies the vehicle's surroundings. as well as The driving control unit, based on the surrounding conditions identified by the recognition unit, performs driving control by controlling one or both of the vehicle's speed and steering. The identification unit identifies traffic participants present in front of the vehicle and traffic participant priority zones present in the direction of travel of the vehicle. The driving control unit sets a risk zone for the priority area of ​​the traffic participants based on their positions and directions of travel, and performs driving control based on the set risk zone and the positions of the traffic participants. The driving control unit switches risk zones based on the location of the traffic participant as the traffic participant moves within the traffic participant priority zone. When a traffic participant is present within the traffic participant priority zone and the traffic participant has crossed the center of the vehicle's driving lane, the driving control unit narrows the risk zone and switches it to a risk zone that matches the lateral width of the vehicle's driving lane.

2. The vehicle control device according to claim 1, wherein, When the distance between the vehicle and the priority zone of the traffic participants is within a predetermined distance and a traffic participant is present in the risk area, the driving control unit performs driving control, including steering control to decelerate, stop, or avoid contact with the traffic participant.

3. The vehicle control device according to claim 1, wherein, The priority zone for traffic participants includes pedestrian crossings. The driving control unit sets different risk zones when a traffic participant enters the crosswalk from the side of a lane that can travel in the same direction as the vehicle, and when the participant enters the crosswalk from the side of a lane that can travel in the same direction.

4. The vehicle control device according to claim 1, wherein, The priority zone for traffic participants includes pedestrian crossings. The driving control unit defines the area including the region from the end of the pedestrian crossing on the side where the traffic participant enters to the position where the vehicle crosses the driving lane as the risk area.

5. A vehicle control method, wherein, The vehicle control method causes the computer to perform the following processing: Identify the vehicle's surroundings; Based on the identified surrounding conditions, driving control is performed to control one or both of the vehicle's speed and steering. Based on the surrounding conditions of the vehicle, identify traffic participants in front of the vehicle and traffic participant priority zones in the direction of the vehicle's travel; Based on the location and direction of travel of the traffic participants, risk zones are set for the priority areas of the traffic participants; Perform driving control based on the defined risk area and the location of the traffic participants; As the traffic participant moves within the traffic participant priority zone, the risk zone is switched based on the traffic participant's location. as well as When a traffic participant is present within the traffic participant priority zone and the traffic participant has crossed the center of the vehicle's driving lane, the risk zone is narrowed and switched to a risk zone that matches the lateral width of the vehicle's driving lane.

6. A storage medium storing a program, wherein, The program causes the computer to perform the following processing: Identify the vehicle's surroundings; Based on the identified surrounding conditions, driving control is performed to control one or both of the vehicle's speed and steering. Based on the surrounding conditions of the vehicle, identify traffic participants in front of the vehicle and traffic participant priority zones in the direction of the vehicle's travel; Based on the location and direction of travel of the traffic participants, risk zones are set for the priority areas of the traffic participants; Perform driving control based on the defined risk area and the location of the traffic participants; As the traffic participant moves within the traffic participant priority zone, the risk zone is switched based on the traffic participant's location. as well as When a traffic participant is present within the traffic participant priority zone and the traffic participant has crossed the center of the vehicle's driving lane, the risk zone is narrowed and switched to a risk zone that matches the lateral width of the vehicle's driving lane.

Images