Vehicle control device

Abstract

The invention provides a vehicle control device which can prevent unnecessary operation in a driving support function for avoiding collision between a self vehicle and a pedestrian at an intersection. A vehicle control device according to the present invention is provided with: an operation suppression determination unit (206) that suppresses an operation of a vehicle when a collision determination unit (205) has made a collision determination; an operation suppression determination unit (206) that determines whether or not to change the result of the collision determination (whether or not to suppress an unnecessary operation) on the basis of a change (time change) in the overlap ratio between the target object and the host vehicle and a change (time change) in the lateral velocity of the target object with respect to the host vehicle; and a control intervention determination unit (207) that determines control intervention with respect to the own vehicle on the basis of the results of the collision determination unit (205) and the operation suppression determination unit (206).

Description

Technical Field

[0001] The present invention relates to a vehicle control device for assisting in collision avoidance between a vehicle and a pedestrian at an intersection, for example. Background Art

[0002] As a prior art for assisting in collision avoidance at intersections, Patent Document 1 proposes a driving assistance device that performs collision determination for pedestrians crossing an intersection taking into account the turning of the vehicle itself. In addition to the above-mentioned technology, Patent Document 1 also proposes the following method, that is, in driving assistance for collision avoidance at intersections, in order to perform actions at appropriate locations (collisions on crosswalks, etc.), an external environment recognition device such as map information is used to limit areas such as crosswalks to allow actions. Prior art literature Patent Literature

[0003] Patent Document 1: Japanese Patent Application Publication No. 2015-32028 Summary of the invention Problem that the invention aims to solve

[0004] However, in the collision judgment accompanying the turning of the own vehicle as in the above-mentioned Patent Document 1, due to the following reasons, an erroneous action (unnecessary action) may be caused by the collision judgment with an object that may not collide with an intersection or the like (refer to Fig.13 ). (1) Intersection AEB (collision damage mitigation braking) determines collision based on the path of the turning vehicle and the path of the object. However, errors in the estimated path of the turning vehicle can easily lead to unwanted actions on parallel pedestrians. (2) To avoid erroneous actions, a common method is to use information such as sidewalks or crosswalks to separate vehicles from pedestrians to prevent unnecessary actions. (3) There are many intersections in Japan and abroad that do not have sidewalks or crosswalks, and conventional methods cannot prevent unwanted movements at such intersections.

[0005] In order to promote appropriate actions of the driving assistance function for avoiding collisions between the vehicle and pedestrians at intersections, the above-mentioned Patent Document 1 proposes a method of limiting the action area at places such as crosswalks. However, as described in (3) above, there are many roads in Japan and abroad that do not have a physical environment such as crosswalks or sidewalks to separate pedestrians from vehicles. On such roads, it may be impossible to prevent actions against objects that will not actually cause a collision.

[0006] Fig.14The scenario in which an unnecessary action occurs in the driving assistance function for collision avoidance at an intersection is shown. One of the unnecessary actions is a scenario in which a pedestrian comes parallel to the driver while the driver is turning the steering wheel while the vehicle is traveling at an intersection. It is known that if the deviation distribution of the future vehicle's own vehicle's route caused by the driver's operation is set as the route error distribution, and the speed deviation of the pedestrian caused by the sensor error is set as the pedestrian error distribution, then in the case of parallel pedestrians, the overlap between the route error distribution and the pedestrian error distribution, that is, the part where there is a possibility of collision, is small, and it is a state that is easy to cause unnecessary actions when a collision judgment is made. However, it is known that if the pedestrian is walking orthogonally (crossing) when the driver turns the steering wheel, the route error distribution and the pedestrian error distribution are roughly overlapped, and the possibility of collision is high (a state that is not easy to cause unnecessary actions when a collision judgment is made). In addition, in the scenario in which the driver turns the steering wheel at the exit of the intersection and crosses the intersection, the overlap between the route error distribution and the pedestrian error distribution in the orthogonal pedestrian is small, and it becomes a state that is easy to cause unnecessary actions when a collision judgment is made.

[0007] An object of the present invention is to provide a vehicle control device that detects such a situation and implements an unnecessary action in a driving assistance function for avoiding a collision between a host vehicle and a pedestrian at an intersection, for example. Technical means of solving problems

[0008] A representative example of the invention disclosed in the present application is shown below. That is, a vehicle control device that controls a vehicle, the vehicle control device being characterized by comprising: an external recognition unit that recognizes external information of the own vehicle; a vehicle information acquisition unit that acquires the state of the own vehicle; a collision determination unit that determines the collision between the object and the own vehicle based on the information of the object around the own vehicle acquired by the external recognition unit and the state of the own vehicle acquired by the vehicle information acquisition unit; a motion suppression determination unit that determines whether to change the result of the collision determination based on the change in the overlap rate between the object and the own vehicle and the change in the lateral speed of the object relative to the own vehicle when the collision determination unit makes a collision determination; and a control intervention determination unit that determines the control intervention of the own vehicle based on the results of the collision determination unit and the motion suppression determination unit. Effects of the Invention

[0009] According to the present invention, for example, a vehicle control device can be provided that appropriately assists in avoiding a collision between a vehicle and a pedestrian at an intersection where there is no sidewalk or crosswalk to separate vehicles and pedestrians.

[0010] Other issues, structures, and effects than those described above will become more apparent from the following description of the embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 This is a schematic diagram of the structure of a vehicle equipped with the driving assistance system of the first embodiment. Figure 2 This is a functional block diagram of the vehicle control controller (vehicle control device) of Example 1. Figure 3 This is a functional block diagram of the motion suppression determination unit of the first embodiment. Figure 4 This is a flow chart of the vehicle control controller (vehicle control device) of Example 1. Figure 5 This is a diagram illustrating a collision simulation. Figure 6 This is an illustration of the collision judgment area and the pedestrian area. Figure 7 This is a diagram illustrating the overlap ratio. Figure 8 This is a flowchart of the action suppression determination unit of the first embodiment. Fig.9A This is a conceptual diagram and a time chart of the parallel pedestrian determination performed by the parallel pedestrian determination unit of the first embodiment. Fig. 9B This is a conceptual diagram and a time chart of the parallel pedestrian determination unit of the first embodiment (misdetermination scenario when determination is performed only based on the overlap ratio). Fig. 9C This is a flowchart of the parallel pedestrian determination unit of Example 1. Fig.9D This is a flowchart of the parallel pedestrian state setting of the parallel pedestrian determination unit of the first embodiment. Fig. 10A This is a conceptual diagram and a time chart of the crossing pedestrian determination unit of the first embodiment. Fig. 10B This is a conceptual diagram and a time chart of the crossing pedestrian determination unit of the first embodiment (misdetermination scenario when determination is performed only based on the overlap ratio). Fig. 10C This is a flowchart of the pedestrian crossing determination unit of the first embodiment. Fig. 10D This is a flowchart of the pedestrian crossing state setting of the pedestrian crossing determination unit of the first embodiment. Fig.11A This is a graph showing the relationship between overlap rate and judgment accuracy. Fig. 11B This is a graph showing the relationship between the rate of change of the overlap ratio and the determination accuracy. Fig. 11CIt is a relationship diagram between the determination accuracy and the control threshold adjustment gain. Fig.12 This is a flowchart of the motion suppression determination unit of the second embodiment. Fig.13 This is an overhead view of a scenario where a misoperation (unwanted action) occurs. Fig.14 This is an illustration of a scenario where a misoperation (unwanted operation) occurs. DETAILED DESCRIPTION

[0012] The following are embodiments of the present invention using the accompanying drawings. However, the present invention is not limited to the description of the embodiments shown below. Those skilled in the art can easily understand that the specific configuration can be changed within the scope of the idea or purpose of the present invention. In the configuration of the invention described below, the same or similar configuration or function is marked with the same symbol and repeated description is omitted.

[0013] [Example 1] Figure 1 A schematic diagram of a vehicle equipped with a driving assistance system according to Embodiment 1 of the present invention is shown. A vehicle (own vehicle) 100 is a four-wheel vehicle, reference numeral 101 represents the left front wheel, reference numeral 102 represents the right front wheel, reference numeral 103 represents the left rear wheel, and reference numeral 104 represents the right rear wheel. Reference numeral 105 represents a wheel cylinder provided for the left front wheel 101, reference numeral 106 represents a wheel cylinder provided for the right front wheel 102, reference numeral 107 represents a wheel cylinder provided for the left rear wheel 103, and reference numeral 108 represents a wheel cylinder provided for the right rear wheel 104.

[0014] Reference numeral 109 is a wheel cylinder hydraulic pressure control device capable of adjusting the hydraulic pressure of each wheel cylinder 105, 106, 107, 108 represented by a side slip prevention device. Reference numeral 110 is a steering device capable of automatic steering, which includes a steering angle sensor for detecting a steering angle of the steering, and is equipped with a steering-related actuator represented by an electric power steering device.

[0015] Reference numeral 111 is an external recognition sensor (external recognition unit) such as a camera or radar that detects (recognizes) objects such as pedestrians outside (around) the vehicle 100. Reference numeral 112 is an external recognition controller that calculates the position and speed of the object detected (recognized) by the external recognition sensor 111. In addition, the external recognition controller 112 is also equipped with a vehicle control controller 200 (which can determine the operation of the brake device by judging the collision between the own vehicle 100 and the object based on the position and speed information of the object and the vehicle information of the own vehicle 100. Figure 2 ).

[0016] Reference numeral 113 denotes an engine. In addition, as a prime mover (driving source) of the vehicle 100, a motor may be used instead of the engine 113, or the engine 113 and the motor may be used simultaneously.

[0017] Figure 2 The functional block diagram of the vehicle control controller (vehicle control device) of the first embodiment of the present invention is shown. The vehicle control controller (vehicle control device) 200 is an electronic control device mainly composed of a microcomputer having a processor, a memory, an I / O, and a bus connecting them, and performs calculations based on various input information and outputs calculation results.

[0018] The outside recognition unit 201 is composed of a camera or a radar installed in the vehicle (own vehicle) 100 , and acquires information (object information) of objects existing outside (in front of) the own vehicle 100 and transmits it to the vehicle control controller 200 .

[0019] The vehicle information acquisition unit 202 is composed of a wheel speed sensor, a steering angle sensor, a yaw rate sensor, etc. equipped in the vehicle (the vehicle itself) 100, and acquires information (vehicle information) on the state of the vehicle itself 100 such as the speed, steering angle, yaw rate, etc. and sends it to the vehicle control controller 200.

[0020] The vehicle control controller 200 mainly includes a vehicle course estimation unit 203, an object course estimation unit 204, a collision determination unit 205, an action suppression determination unit 206, a control intervention determination unit 207, an alarm actuator operation unit 208, and a brake actuator operation unit 209 as functional blocks.

[0021] The own vehicle course estimation unit 203 estimates the future course of the own vehicle based on the speed, steering angle, and yaw rate of the own vehicle obtained from the vehicle information acquisition unit 202 when the own vehicle is traveling at the intersection.

[0022] The target object path estimation unit 204 calculates the position and speed of the target object based on the target object information obtained from the external environment recognition unit 201 and estimates the target object's future path.

[0023] The collision determination unit 205 determines the collision between the object and the own vehicle by calculating the degree of overlap (overlap rate) and the time to collision (TTC) between the own vehicle and the object based on the future route estimation result of the object by the object route estimation unit 204 and the future route estimation result of the own vehicle by the own vehicle route estimation unit 203.

[0024] When the collision determination unit 205 makes a collision determination, the action suppression determination unit 206 determines whether the collision needs to be controlled (neither the action needs to be suppressed nor the action needs to be suppressed). In other words, the action suppression determination unit 206 determines whether to change the result of the collision determination and suppress the action (unnecessary action). When the action needs to be suppressed, the action suppression determination unit 206 sends the action suppression determination and the action suppression gain to the control intervention determination unit 207.

[0025] The control intervention determination unit 207 determines whether control intervention is required based on the overlap rate (hereinafter sometimes referred to as overlap rate) and TTC calculated by the collision determination unit 205 and the motion inhibition determination and motion inhibition gain sent from the motion inhibition determination unit 206. When it is determined that control intervention is required, the control intervention determination unit 207 sends an alarm and a brake command to each actuator operating unit (208, 209).

[0026] The alarm actuator operation unit 208 is composed of a buzzer mounted in the combination meter or a separate buzzer, and sounds the alarm buzzer in response to an alarm buzzer operation request sent from the control intervention determination unit 207 when the control intervention determination unit 207 determines that control intervention based on the alarm is necessary.

[0027] The brake actuator operating unit 209 is installed in a brake actuator such as an anti-skid device. When the control intervention determination unit 207 determines that the risk of collision cannot be avoided even through alarm-based control intervention and brake-based control intervention is required, braking force is applied to the vehicle 100 based on the collision avoidance braking action request and requested deceleration sent by the control intervention determination unit 207.

[0028] Figure 3 The functional block diagram of the motion suppression determination unit 206 of the first embodiment of the present invention is shown. The motion suppression determination unit 206 of the first embodiment includes a steering angular velocity calculation unit 210, a turning direction determination unit 211, a steering determination unit 212, a return determination unit 213, a parallel pedestrian determination unit 214, a crossing pedestrian determination unit 215, and a motion suppression determination result output unit 216.

[0029] The steering angle speed calculation unit 210 calculates the steering angle speed (right steering speed or left steering speed) based on the steering angle obtained from the vehicle information acquisition unit 202 .

[0030] The turning direction determination unit 211 determines the turning direction (right turn or left turn) based on the steering angle and yaw rate information obtained from the vehicle information acquisition unit 202 .

[0031] The steering determination unit 212 and the return determination unit 213 perform steering and return determinations according to the turning direction based on the steering angular velocity calculation result of the steering angular velocity calculation unit 210 and the turning direction determination result of the turning direction determination unit 211 .

[0032] When the steering determination unit 212 makes a steering determination, the parallel pedestrian determination unit 214 determines a parallel pedestrian that needs to be restrained based on the overlap ratio and collision determination position (estimated collision lateral position) obtained from the collision determination unit 205 (details will be described later).

[0033] When the turn-around determination unit 213 makes a turn-around determination, the crossing pedestrian determination unit 215 performs crossing pedestrian determination requiring restraining action based on the overlap ratio and collision determination position (estimated collision lateral position) obtained from the collision determination unit 205 (details will be described later).

[0034] The motion suppression determination result output unit 216 sets a control threshold adjustment gain (hereinafter sometimes referred to as adjustment gain) based on the parallel pedestrian determination when turning by the parallel pedestrian determination unit 214, the crossing pedestrian determination when turning back by the crossing pedestrian determination unit 215, and the overlap rate and collision determination position (collision predicted lateral position) obtained from the collision determination unit 205, and sends these results to the control intervention determination unit 207 ( Figure 2 ).

[0035] Figure 4 A flow chart showing the vehicle control controller 200 according to the first embodiment of the present invention.

[0036] First, the position and speed information of the pedestrian is acquired from the outside world recognition unit 201 as outside world recognition information (object information) (step S301 ).

[0037] Furthermore, the vehicle information acquisition unit 202 acquires vehicle body speed, vehicle yaw rate, and steering angle information from wheel speed sensors, yaw rate sensors, steering angle sensors, and the like provided in the vehicle 100 as own vehicle information (vehicle information) (step S302 ).

[0038] When the own vehicle enters the intersection, the own vehicle route estimation unit 203 estimates the own vehicle's route based on the own vehicle's speed, yaw rate, and steering angle (step S303). The so-called own vehicle route refers to the trajectory passed by the own vehicle, which is expressed as a set consisting of the own vehicle's position and orientation. Predicting the route is equivalent to predicting the future position and orientation of the own vehicle, but it is impossible to include the driver's intention to make an accurate prediction, so in this embodiment, the route is predicted under the premise that the own vehicle maintains the current steering angle and current speed to travel (that is, to perform a constant circle). If the behavior of the own vehicle is assumed to be a constant circle, the route of the own vehicle can be obtained as long as the own vehicle speed and yaw rate can be mastered. Regarding the own vehicle speed, a relatively stable and high-precision value can be obtained from the wheel speed sensor. The yaw rate can be obtained from the yaw rate sensor, or the steering angle-converted yaw rate that is converted into the yaw rate that the vehicle can generate based on the steering angle can be used. The yaw rate γ calculated by the own vehicle route estimation unit 203 is converted into the yaw rate that the vehicle can generate. SA0 [rad / s] is called the yaw rate of the own vehicle's path.

[0039] The object path estimation unit 204 estimates the path of the object based on the external recognition information (object information) (step S304). In this embodiment, the future movement of the object is assumed to be a uniform linear motion at the current ground speed from the current position. To calculate the future position of the object, the current motion information (position and ground speed) of the object must be known. The current position of the object (xR p_cur ,yR p_cur )[m]. Secondly, the current target velocity information (VxR p_cur ,Vy p_cur )[m / s] uses the speed information sent by the external recognition unit 201 such as a camera.

[0040] The collision determination unit 205 determines whether the own vehicle and the object will collide in the future based on the inferred future course of the own vehicle and the future course of the object (step S305). In this embodiment, a collision simulation is performed to predict the future collision state of the own vehicle and the object (collision determination, time until collision, and others). That is, the future movement of the own vehicle is assumed to be a constant cycle, and the future movement of the object is assumed to be a constant speed linear motion, and the collision state at each future time is calculated based on the positional relationship between the two. The so-called collision simulation is a cyclic operation for predicting the future collision between the own vehicle and the object ( Figure 5). By assuming the future movement of the own vehicle as a constant circle and the future movement of the object as a constant speed linear motion, the positional relationship between the two at each simulation time is grasped, and collision judgment and calculation of overlap rate, relative speed at the time of collision, and time to collision (TTC) are performed for each object. In the future until the simulation time reaches the maximum specified time, the possibility of collision is determined based on the future positional relationship between the own vehicle and the object. If a collision is predicted, it is determined as "there is a collision", otherwise it is determined as "there is no collision".

[0041] 〈Implementation of collision simulation〉 In the collision simulation, the collision judgment is performed based on the positional relationship between the own vehicle and the target object at each simulation time, and the collision judgment results up to the maximum simulation time are coordinated to calculate the final collision judgment result. f And from t f = minimum value to t f = Maximum value Repeat steps 1 to 3.

[0042] 《Step 1: Calculate the future position of your own vehicle》 (Calculate the yaw angle of the own vehicle) First, according to the yaw rate γ of the vehicle's path at the current time point SA0 [rad / s] to calculate the yaw angle θ(t f )[rad](The current traveling direction of the own vehicle is set to 0 degrees). However, since the vehicle is assumed to be traveling at an intersection, the yaw angle of the center of gravity of the own vehicle is limited to ±90 degrees.

[0043] (Calculate the future position of the center of gravity of the own vehicle) Next, according to the yaw angle θ(t f )[rad], the current own vehicle speed V0[m / s] to calculate the future own vehicle center of gravity position (xsR v (t f ),ysR v (t f ))[m]. In addition, when θ(t) exceeds ±π / 2, it indicates straight-forward travel.

[0044] 《Step 2: Calculate the future position of the object》 (Calculate the future position of the object (current vehicle coordinates)) First, according to the current target ground speed (VxR p_cur ,Vy p_cur )[m / s] and the coordinates of the object (xR p_cur ,yR p_cur)[m] to calculate the future object position (xsR p (t f ),ysR p (t f ))[m].

[0045] 《Step 3: Determine whether there will be a future collision》 According to the object position (xsR p (t f ),ysR p (t f ))[m] and if the two are in an overlapping position relationship, it is determined as "there is a collision", otherwise it is determined as "no collision". Among them, a pedestrian zone with the object position as the center and the object width as the diameter is set for the object, and a collision judgment zone with an outer margin (マージン) in the front, rear, left and right directions from the center of gravity of the own vehicle is set for the own vehicle (reference Figure 6 ), the impact of sensor deviation and the sensitivity of collision judgment can be easily adjusted.

[0046] 《Step 3-1: Determination of overlap in the front and rear directions》 If the following judgment formula is satisfied, it is considered that there is overlap; otherwise, it is considered that there is no overlap. [Formula 1] t f : Simulation time [s] (set current value to 0) β: vertical / horizontal width of the object [m] LC ahead_offset ·LC behind : Collision judgment area front offset / rear distance [m]

[0047] 《Step 3-2: Determine overlap in left and right directions》 If the following judgment formula is satisfied, it is considered that there is overlap; otherwise, it is considered that there is no overlap. [Formula 2] t f :Simulation time [s] (set current value to 0) β: vertical / horizontal width of the object [m] LC side_offset : Side offset of collision judgment area [m] VD: lateral width of own vehicle [m]

[0048] 〈Calculation of overlap ratio〉 In the future until the simulation time reaches the maximum predetermined time, the overlap ratio, a parameter indicating the ratio of overlap between the own vehicle and the object when viewed in the lateral direction, is calculated based on the future positional relationship between the own vehicle and the object. The overlap ratio at each simulation time is calculated using different calculation formulas for the case where the center of the object is in front of the center of the own vehicle, the case where the center of the object is on the left, or the case where the center of the object is on the right (see Figure 7 ).

[0049] The center of the object is on the left side of the vehicle (ysR p (t f )≥0) for each time overlap ratio calculation method》 When the center of the object is on the left side of the vehicle ( Figure 7 Left side), the overlap rate [%] at each time is calculated based on the object position and each width value. [Formula 3] LC side_offset [m]: Side offset of collision judgment area, β[m](>0): Longitudinal / lateral width of target object, VD[m](>0): Lateral width of vehicle, (xsR p (t f ),ysR p (t f ))[m]: coordinates of the object, t f : Simulation time

[0050] The center of the object is on the right side of the vehicle (ysR p (t f )<0) when the overlap ratio at each time is calculated. When the center of the object is on the right side of the vehicle ( Figure 7 On the right side), the overlap ratio [%] at each time is calculated based on the object position and each width value. [Formula 4] LC side_offset [m]: Side offset of collision judgment area, β[m](>0): Longitudinal / lateral width of target object, VD[m](>0): Lateral width of vehicle, (xsR p (t f ),ysR p (t f ))[m]: coordinates of the object, t f : Simulation time

[0051] 〈Calculation of relative velocity at the time of collision〉 In the future until the simulation time reaches the maximum predetermined time, the simulation time at which the overlap rate of each simulation time reaches the maximum is set to t fr [s], calculate t fr The relative speed of the object observed from the own vehicle in [s] is taken as the relative speed at the time of collision. The relative speed is calculated based on the positional relationship between the own vehicle and the object at each simulation time, and the relative speeds up to the maximum simulation time are coordinated to calculate the relative speed at the time of collision. During coordination, the relative speed at the simulation time when the overlap rate of each simulation time reaches the maximum is taken as the relative speed at the time of collision.

[0052] 《t fr Relative speed in [s] According to the yaw angle θ(t fr ), the current speed of the target over the ground (VxR p_cur ,Vy p_cur ) and the relative speed of the object in the X and Y directions is calculated by the following formula. At this time, the sideslip angle of the own vehicle is set to 0 [rad] for approximation, the own vehicle speed in the Y direction (lateral direction) is regarded as 0 [m / s], and the own vehicle speed in the X direction (longitudinal direction) is regarded as V0 [m / s] (the current own vehicle speed). [Formula 5] (VxD p_cur ,Vy p_cur ): Current moving speed of the object in the X and Y axis directions [m / s] t fr : The simulation time at which the overlap ratio of each simulation time reaches the maximum V0: Current vehicle speed [m / s]

[0053] <Calculation of time until collision (TTC)> In the future when the simulation time reaches the maximum predetermined time, the remaining time until the collision is calculated. The remaining time until the collision (TTC) is calculated by taking the simulation time t when the collision is first determined to be present as fc [s] is the time until collision.

[0054] When the collision determination unit 205 determines that the vehicle will collide with the object in the future, the action suppression determination unit 206 determines whether an alarm or a braking action is really required due to the collision and whether the alarm or the braking action needs to be suppressed (step S306). In other words, the action suppression determination unit 206 determines whether the result of the collision determination made by the collision determination unit 205 needs to be changed. In the action suppression determination unit 206 of this embodiment, the steering angle velocity is calculated based on the steering angle information obtained from the vehicle information acquisition unit 202 (steering angle velocity calculation unit 210), the turning direction is determined based on the steering angle and yaw rate information obtained from the vehicle information acquisition unit 202 (turning direction determination unit 211), and the judgment of turning and returning is performed based on the turning direction (turning determination unit 212, returning determination unit 213). When judging the turn, the parallel pedestrian judgment that requires action suppression is performed (parallel pedestrian judgment unit 214) based on the overlap rate and collision judgment position (collision predicted lateral position) obtained from the collision judgment unit 205. In addition, when judging the return, the crossing pedestrian judgment that requires action suppression is performed (crossing pedestrian judgment unit 215) based on the overlap rate and collision judgment position (collision predicted lateral position) obtained from the collision judgment unit 205. The action suppression judgment method will be described in detail later. When it is judged that action suppression is required, the action suppression judgment or the action suppression gain calculated by the action suppression judgment is sent to the control intervention judgment unit 207 (action suppression judgment result output unit 216).

[0055] The control intervention determination unit 207 makes an action request for the alarm / brake control based on the collision risk calculated using the collision simulation results with each object calculated by the collision determination unit 205 (step S307). In this embodiment, the control intervention is performed in the order of the alarm buzzer and the collision avoidance brake as the collision risk increases. The collision risk is evaluated by the time to collision (TTC: Time to Collision) calculated by the collision determination unit 205. Among them, in this embodiment, the distance to collision obtained by converting from TTC (hereinafter referred to as TTC-converted distance) is used to implement the control intervention judgment, and an action request is issued when the TTC-converted distance is less than the action distance threshold of each control. The TTC-converted distance is calculated as "TTC×own vehicle speed". When an action request is issued, it is considered that "there is an action request" and an action request is issued to the alarm actuator operation unit 208 and the brake actuator operation unit 209.

[0056] Regarding the action request for the alarm actuator, the action request judgment is performed when the TTC-converted distance is lower than the control intervention threshold for the alarm buzzer. When there is an action judgment for the alarm actuator, the control intervention judgment unit 207 sends the alarm buzzer sounding instruction to the alarm actuator operation unit 208. Regarding the control intervention threshold for the alarm buzzer, the reference TTC for the alarm buzzer is set by a table lookup method for each of the vehicle speeds, and the reference TTC for each vehicle speed is multiplied by the own vehicle speed to serve as the reference distance threshold. The control intervention threshold for the alarm buzzer is obtained by multiplying the reference distance threshold by the adjustment gain determined by the overlap rate for the alarm buzzer and the action suppression gain calculated in step S306 to serve as the final control intervention threshold for the alarm buzzer.

[0057] Regarding the action request for the brake actuator, the action request judgment is performed when the TTC-converted distance is lower than the control intervention threshold for collision avoidance braking. In the case of an action judgment for the brake actuator, the control intervention judgment unit 207 sends the specified deceleration request value together with the braking implementation instruction to the brake actuator operation unit 209. Regarding the control intervention threshold for collision avoidance braking, the reference TTC for collision avoidance braking is set by a table lookup method for each of the vehicle speeds, and the reference TTC for each vehicle speed is multiplied by the own vehicle speed to serve as the reference distance threshold. The control intervention threshold for collision avoidance braking is obtained by multiplying the reference distance threshold by the adjustment gain determined by the overlap rate for collision avoidance braking and the action suppression gain calculated in step S306 to serve as the final control intervention threshold for collision avoidance braking.

[0058] The alarm actuator operation unit 208 is composed of a buzzer installed in the combination meter or a separate buzzer. When it is determined that control intervention based on the alarm is required, the alarm actuator operation unit 208 sounds the alarm buzzer according to the alarm buzzer action request sent from the control intervention determination unit 207 (step S308).

[0059] The brake actuator operating unit 209 is installed in a brake actuator such as an anti-skid device. When it is determined that the risk of collision cannot be avoided even through alarm-based control intervention and brake-based control intervention is required, the brake actuator operating unit 209 applies braking force to the vehicle 100 according to the collision avoidance braking action request and requested deceleration (prescribed deceleration request value) sent by the control intervention determination unit 207 (step S309).

[0060] Figure 8 A flowchart of the motion suppression determination unit 206 in step S306 is shown.

[0061] In the motion suppression determination unit 206 , the steering angle speed calculation unit 210 performs time differentiation on the steering angle information obtained from the vehicle information acquisition unit 202 to calculate the current steering angle speed (right steering speed or left steering speed) (step S310 ).

[0062] The turning direction determination unit 211 determines the direction in which the vehicle is currently turning based on the steering angle information and yaw rate information obtained from the vehicle information acquisition unit 202 (step S311). As an example of a turning determination method, there are turning determination thresholds for the steering angle and the yaw rate, and when the current steering angle and the yaw rate both exceed the right turn determination threshold, it is determined to be a right turn, and when they exceed the left turn determination threshold, it is determined to be a left turn. When either or both of the steering angle and the yaw rate do not exceed the left or right turn determination threshold, it is determined that the vehicle is not turning, that is, it is moving straight, and no action suppression determination is performed (step S320).

[0063] The steering determination unit 212 makes a steering determination when it is determined in step S311 that the vehicle is turning right and the output of the steering angular velocity obtained in step S310 is greater than a predetermined value in the right steering direction. In addition, the steering determination unit 212 makes a steering determination when it is determined in step S311 that the vehicle is turning left and the output of the steering angular velocity obtained in step S310 is greater than a predetermined value in the left steering direction (step S312).

[0064] The turn-back determination unit 213 performs a turn-back determination when it is determined in step S311 that the vehicle is turning right and the output of the steering angular velocity obtained in step S310 is greater than a specified value in the left steering direction. In addition, the turn-back determination unit 213 performs a turn-back determination (step S313) when it is determined in step S311 that the vehicle is turning left and the output of the steering angular velocity obtained in step S310 is greater than a specified value in the right steering direction. Furthermore, the processing order of step S312 and step S313 may also be reversed. When the steering speed does not meet the specified value and cannot be determined as a turn or a turn-back, it can be determined that the vehicle is traveling in a constant circle at the intersection and does not require motion suppression, so the motion suppression determination (step S320) is not performed.

[0065] When it can be determined that the own vehicle is turning right or turning left, the parallel pedestrian determination unit 214 determines whether the object is a parallel pedestrian whose possibility of colliding with the own vehicle is low (and therefore the object of action suppression). Figure 8 Step S314).

[0066] Fig.9AThe conceptual diagram and time diagram of parallel pedestrian judgment are shown. Whether an object (pedestrian) that may collide with the own vehicle when traveling at an intersection is parallel to the own vehicle at the intersection exit is judged based on the occurrence tendency (pattern) of the overlap rate of the object with the own vehicle (occurring on the left and right of the own vehicle relative to the turning direction of the own vehicle) and the occurrence tendency (pattern) of the lateral speed of the object observed from the own vehicle. Take the judgment of parallel pedestrians in a right turn as an example. The own vehicle turns right at the intersection, and the object (pedestrian) moves at a constant speed in a straight line from point a to point b at the intersection. In the case where the pedestrian observed by the own vehicle is parallel to the own vehicle at the intersection exit, the collision judgment between the own vehicle and the object is initially started when the overlap rate with the own vehicle is near 0 on the right side. The overlap rate on the right side reaches a peak from 0 and turns to the overlap rate on the left side. After turning to the overlap rate on the left side, the overlap rate shows a decreasing tendency (downward tendency), and soon the overlap rate becomes near 0, and finally no collision judgment is made. At this time, if the parallel pedestrian judgment is performed based only on the overlap rate, it is different from Fig. 9B The parallel pedestrians crossing the intersection from point c to point d cannot be distinguished, so the lateral speed of the object (pedestrian) observed by the own vehicle should also be observed in the parallel pedestrian judgment. When traveling at the intersection, the own vehicle is turning, so the coordinate axis of the own vehicle is constantly changing with the turn. Therefore, even if the object is moving at a constant speed in a straight line from point a to point b, the lateral speed of the object observed by the own vehicle will continue to decrease from the beginning of the turn to the end ( Fig.9A ). By observing this feature and the occurrence tendency (pattern) of the overlap rate simultaneously, it can be determined that they are parallel pedestrians. Fig. 9B The lateral speed of the pedestrian crossing the road increases as the vehicle turns, so it can Fig.9A Furthermore, the judgment of parallel pedestrians in the left turn is the same (also refer to Fig.9D ).

[0067] Fig. 9C The flowchart of parallel pedestrian determination is shown. Parallel pedestrian determination is to determine whether an object is a parallel pedestrian, so there are 4 stages of parallel pedestrian states according to the determination state of the object (step S401). When the parallel pedestrian state is 4 (step S402), it is determined to be a parallel pedestrian (step S403), and when it is not (step S402), it is determined not to be a parallel pedestrian (step S404).

[0068] Fig.9DThe flowchart of setting the status of parallel pedestrians is shown. First, the result of the collision determination unit 205 is whether there is a collision (step S411). In the case of no collision, the parallel pedestrian status is reset to 0 regardless of its value (step S427). In the case of a collision, it is determined whether the current parallel pedestrian status is 0 (step S412). If the status is not 0, it is transferred to the determination of whether the parallel pedestrian status is 1 (step S414). If the status is 0, the overlap ratio PreOverLap (t f ) is near 0 (step S413) (PreOverLap(t f )≤predetermined value). If the overlap ratio is near 0, the parallel pedestrian state is set to 1 (step S419); if the overlap ratio is not near 0, the parallel pedestrian state remains unchanged at 0 (step S420).

[0069] Next, it is determined whether the current parallel pedestrian state is 1 in the case of a collision (step S414). If the current parallel pedestrian state is not 1, it is determined whether the current parallel pedestrian state is 2 (step S416). If the current parallel pedestrian state is 1, it is determined whether the parallel pedestrian determination 1 is satisfied (step S415). Parallel pedestrian determination 1 means that if the vehicle is turning right, the overlap rate with the object is calculated on the right side and is increasing, and the lateral speed is decreasing ( Fig.9A ) satisfies Parallel Pedestrian Decision 1. At this time, the increasing tendency of the overlap rate is determined based on the fact that the overlap rate changes toward the + side per time unit. In addition, the decreasing tendency of the lateral speed is determined based on the fact that the absolute value of the lateral speed changes toward the - side per time unit. In the case where Parallel Pedestrian Decision 1 can be satisfied, the Parallel Pedestrian State is set to 2 (step S421). In the case where Parallel Pedestrian Decision 1 cannot be satisfied, the Parallel Pedestrian State remains unchanged at 1 (step S422).

[0070] Next, determine whether the current parallel pedestrian state is 2 in the case of a collision (step S416). If the current parallel pedestrian state is not 2, proceed to determine whether parallel pedestrian determination 3 is satisfied (step S418). If the current parallel pedestrian state is 2, determine whether parallel pedestrian determination 2 is satisfied (step S417). Parallel pedestrian determination 2 means that when the overlap rate is observed to change from the right to the left and the overlap rate is at a peak value and the lateral speed of the target observed from the own vehicle is on a decreasing trend ( Fig.9A) satisfies Parallel Pedestrian Decision 2. At this time, the peak detection of the overlap ratio is determined based on the fact that the overlap ratio on the right side becomes the overlap ratio on the left side after becoming above the prescribed value, and then becomes below the prescribed value. In addition, the decreasing tendency of the lateral speed is determined based on the fact that the absolute value of the lateral speed per time unit changes toward the - side. In the case where Parallel Pedestrian Decision 2 can be satisfied, the Parallel Pedestrian State is set to 3 (step S423). In the case where Parallel Pedestrian Decision 2 cannot be satisfied, the Parallel Pedestrian State remains unchanged at 2 (step S424).

[0071] Next, determine whether Parallel Pedestrian Decision 3 is satisfied in the event of a collision (step S418). Parallel Pedestrian Decision 3 means that Parallel Pedestrian Decision 3 is satisfied when the overlap rate is observed to be on the left side and is decreasing, and the lateral speed of the target object observed from the own vehicle is decreasing. At this time, the decreasing trend of the overlap rate is determined based on the fact that the overlap rate changes toward the - side per time unit. In addition, the decreasing trend of the lateral speed is determined based on the fact that the absolute value of the lateral speed changes toward the - side per time unit. If Parallel Pedestrian Decision 3 can be satisfied, the Parallel Pedestrian State is set to 4 (step S425). If Parallel Pedestrian Decision 3 cannot be satisfied, the Parallel Pedestrian State remains unchanged at 3 (step S426).

[0072] When it can be determined that the own vehicle is turning right or turning left, the crossing pedestrian determination unit 215 determines whether the object is a crossing pedestrian whose possibility of hitting the own vehicle is low (and therefore the object of action suppression). Figure 8 Step S315).

[0073] Fig. 10A The conceptual diagram and time diagram of the judgment of a crossing pedestrian are shown. Whether an object (pedestrian) that may collide with the own vehicle while traveling at an intersection is crossing the own vehicle at the intersection exit is judged based on the occurrence tendency (pattern) of the overlap rate of the object with the own vehicle (occurring on the left and right of the own vehicle relative to the turning direction of the own vehicle) and the occurrence tendency (pattern) of the lateral speed of the object observed from the own vehicle. The judgment of a crossing pedestrian in a right turn is given as an example. The own vehicle turns right at the intersection, and the object (pedestrian) moves at a constant speed from point e to point f at the intersection. When the pedestrian observed from the own vehicle is orthogonal to the own vehicle at the intersection exit, the collision judgment between the own vehicle and the object is initially started when the overlap rate with the own vehicle is near 0 on the left side. The overlap rate on the left side reaches a peak from 0 and turns to the overlap rate on the right side. After turning to the overlap rate on the right side, the overlap rate shows a decreasing tendency (downward tendency), and soon the overlap rate becomes near 0, and finally no collision judgment is made. At this time, if the overlapping ratio is used to judge the pedestrian crossing, Fig. 10B The parallel pedestrians crossing the intersection from point g to point h cannot be distinguished, so the lateral speed of the object (pedestrian) observed from the own vehicle should also be observed when judging the crossing pedestrian. When traveling at the intersection, the own vehicle is turning, so the coordinate axis of the own vehicle is constantly changing with the turn. Therefore, even if the object is moving at a constant speed in a straight line from point e to point f, the lateral speed of the object observed from the own vehicle will continue to increase from the beginning of the turn to the end ( Fig. 10A ). By observing this feature and the occurrence tendency (pattern) of the overlap rate simultaneously, it can be determined that it is a pedestrian crossing. Fig. 10B The lateral speed of the parallel pedestrian in the vehicle decreases as the vehicle turns, so it can Fig. 10A Furthermore, the judgment of pedestrians crossing the left turn is the same (also refer to Fig. 10D ).

[0074] Fig. 10C The flowchart of the pedestrian crossing judgment is shown. The pedestrian crossing judgment is to judge whether the object is a pedestrian crossing, so there are four stages of pedestrian crossing states according to the judgment state of the object (step S501). When the pedestrian crossing state is 4 (step S502), it is judged as a pedestrian crossing (step S503), and when it is not (step S502), it is judged not to be a pedestrian crossing (step S504).

[0075] Fig. 10D The flowchart of setting the crossing pedestrian status is shown. First, the result of the collision determination unit 205 is whether there is a collision (step S511). In the case of no collision, the crossing pedestrian status is reset to 0 regardless of its value (step S527). In the case of a collision, it is determined whether the current crossing pedestrian status is 0 (step S512). If the status is not 0, it is transferred to the determination of whether the crossing pedestrian status is 1 (step S514). If the status is 0, the overlap ratio PreOverLap (t f ) is near 0 (step S513) (PreOverLap(t f )≤predetermined value). If the overlap ratio is close to 0, the crossing pedestrian status is set to 1 (step S519); if the overlap ratio is not close to 0, the crossing pedestrian status remains unchanged at 0 (step S520).

[0076] Next, it is determined whether the current pedestrian crossing state is 1 in the case of a collision (step S514). If the current pedestrian crossing state is not 1, it is determined whether the current pedestrian crossing state is 2 (step S516). If the current pedestrian crossing state is 1, it is determined whether pedestrian crossing determination 1 is satisfied (step S515). Pedestrian crossing determination 1 means that if the vehicle is turning right, the overlap rate with the object is calculated on the left side and is increasing, and the lateral speed is increasing ( Fig. 10A ) satisfies the crossing pedestrian determination 1. At this time, the rising trend of the overlap rate is determined based on the fact that the overlap rate changes toward the + side per time unit. In addition, the rising trend of the lateral speed is determined based on the fact that the absolute value of the lateral speed changes toward the + side per time unit. In the case that the crossing pedestrian determination 1 can be satisfied, the crossing pedestrian state is set to 2 (step S521). In the case that the crossing pedestrian determination 1 cannot be satisfied, the crossing pedestrian state remains unchanged at 1 (step S522).

[0077] Next, it is determined whether the current pedestrian crossing state is 2 in the case of a collision (step S516). If the current pedestrian crossing state is not 2, it is determined whether pedestrian crossing determination 3 is satisfied (step S518). If the current pedestrian crossing state is 2, it is determined whether pedestrian crossing determination 2 is satisfied (step S517). Pedestrian crossing determination 2 means that when the overlap rate is observed to change from the left to the right and the overlap rate is at a peak value and the lateral speed of the target observed from the own vehicle is on an increasing trend ( Fig. 10A ) satisfies the pedestrian crossing determination 2. At this time, the peak detection of the overlap ratio is determined based on the fact that the overlap ratio on the left side becomes above the specified value and then becomes the overlap ratio on the right side, and then becomes below the specified value. In addition, the rising trend of the lateral speed is determined based on the fact that the absolute value of the lateral speed per time unit changes toward the + side. In the case where the pedestrian crossing determination 2 can be satisfied, the pedestrian crossing state is set to 3 (step S523). In the case where the pedestrian crossing determination 2 cannot be satisfied, the pedestrian crossing state remains unchanged at 2 (step S524).

[0078] Next, determine whether the crossing pedestrian judgment 3 is satisfied in the case of a collision (step S518). The so-called crossing pedestrian judgment 3 satisfies the crossing pedestrian judgment 3 when the overlap rate is observed to be on the right side and is decreasing, and the lateral speed of the object observed from the own vehicle is increasing. At this time, the decreasing trend of the overlap rate is determined based on the fact that the overlap rate changes toward the - side per time unit. In addition, the increasing trend of the lateral speed is determined based on the fact that the absolute value of the lateral speed changes toward the + side per time unit. If the crossing pedestrian judgment 3 can be satisfied, the crossing pedestrian status is set to 4 (step S525). If the crossing pedestrian judgment 3 cannot be satisfied, the crossing pedestrian status remains unchanged at 3 (step S526).

[0079] The motion suppression determination unit 206 observes the parallel pedestrian judgment during the steering operation, the crossing pedestrian judgment during the steering return operation, and the overlap rate between the vehicle and the pedestrian. The motion suppression determination unit 206 evaluates the accuracy of the parallel pedestrian judgment and the crossing pedestrian judgment. The accuracy of the parallel pedestrian judgment and the crossing pedestrian judgment is evaluated based on the current overlap rate and the change rate of the overlap rate (also refer to Fig.9A , Fig. 10A ). When the current overlap rate is high, the probability of a parallel pedestrian when turning or a crossing pedestrian when returning is low (that is, the probability of misoperation is low), so the accuracy is low. Conversely, when the current overlap rate is low, the possibility of a pedestrian who will not hit the vehicle increases, so the accuracy of parallel pedestrians when turning and crossing pedestrians when returning increases. Fig.11A The accuracy is set by the table lookup method as the parallel / crossing pedestrian determination accuracy of 1. Next, regarding the change rate of the overlap rate, the greater the change rate, the higher the possibility of collision, so the possibility of parallel / crossing pedestrians (accuracy) decreases. Conversely, the smaller the change rate, the lower the possibility of collision, so the possibility of parallel / crossing pedestrians (accuracy) increases. Therefore, by Fig. 11B The parallel / crossing pedestrian determination accuracy based on the rate of change of the overlap rate is set as the parallel / crossing pedestrian determination accuracy 2 by using the table lookup method as shown in FIG. The final parallel / crossing pedestrian determination accuracy is obtained based on the parallel / crossing pedestrian determination accuracy 1 and the parallel / crossing pedestrian determination accuracy 2. The final parallel / crossing pedestrian determination accuracy can be calculated by multiplying the accuracy 1 and the accuracy 2, or by selecting the higher or lower of the two. Then, the parallel / crossing pedestrian determination accuracy is set based on the parallel / crossing pedestrian determination accuracy. Fig. 11C The control threshold as shown adjusts the gain.

[0080] In the motion suppression determination unit 206, the motion suppression determination result output unit 216 sends the aforementioned "parallel pedestrian determination when turning", "crossing pedestrian determination when turning back", "control threshold adjustment gain" ( Figure 8 The control intervention determination unit 207 adjusts the control intervention threshold value, which is a determination reference for the control intervention, according to the control threshold value adjustment gain sent thereto.

[0081] As described above, the vehicle control controller (vehicle control device) 200 of this embodiment comprises: an external recognition unit 201, which is represented by a camera or radar, etc., and recognizes the external information of the own vehicle; a vehicle information acquisition unit 202, which acquires the state of the own vehicle (speed, steering angle, yaw rate, etc.); a collision judgment unit 205, which judges the collision between the object and the own vehicle based on the information of the object (pedestrians, etc.) around the own vehicle acquired by the external recognition unit 201 and the state of the own vehicle acquired by the vehicle information acquisition unit 202; an action suppression unit 205; The control determination unit 206 determines whether to change the result of the collision determination (whether to suppress unnecessary actions) according to the change (time change) of the overlapping ratio between the object and the own vehicle and the change (time change) of the lateral speed of the object relative to the own vehicle when the collision determination unit 205 makes a collision determination. The control intervention determination unit 207 determines the control intervention of the own vehicle (for the object) according to the results of the collision determination unit 205 and the action suppression determination unit 206.

[0082] The motion suppression determination unit 206 determines the turning direction of the own vehicle based on the occurrence pattern of the overlap rate and the occurrence pattern of the lateral speed occurring on the left and right sides of the own vehicle with respect to the turning direction of the own vehicle ( Fig.9A / Fig. 10A ) to determine whether the object is a parallel pedestrian / crossing pedestrian who is the object of motion suppression.

[0083] According to this embodiment, a vehicle control device can be provided that appropriately assists vehicles in avoiding collisions with pedestrians by preventing unnecessary movements (excessive movements) of pedestrians such as parallel pedestrians that will not actually collide with the vehicle, for example at intersections where there are no sidewalks or crosswalks to separate vehicles and pedestrians.

[0084] [Example 2] Next, Example 2 is described. The basic structure of Example 2 is the same as that of Example 1, so the differences from Example 1 are described. In Example 1, the action suppression judgment is performed by judging the parallel pedestrian when turning and the crossing pedestrian when returning, while in Example 2, in addition to the parallel pedestrian judgment, the parallelism / orthogonality between the vehicle and the object is judged according to the relative speed of the object at the time of collision judgment calculated by the collision judgment unit 205, and the action suppression judgment is performed when these conditions are met. In Example 2, since the speed vector of the pedestrian at the time of collision is evaluated compared with Example 1, the object of action suppression can be further limited.

[0085] Fig.12 A flowchart of the motion suppression determination unit 206 of the second embodiment is shown. Steps S310 to S316 and S320 are the same as those of the first embodiment, so the parallelism determination in step S317 and the orthogonality determination in step S318 will be described.

[0086] Regarding the parallelism determination in step S317, if the velocity vector of the pedestrian during the collision determination is set to Vxp, Vyp, and the angle between the velocity vector and the own vehicle is set to θp, then θp = tan -1 If Vyp / Vxp<Kp (Kp is a predetermined value of arc tangent), it is determined to be parallel. If it is determined to be parallel, the predetermined object is a parallel pedestrian as a motion suppression target. If it is determined not to be parallel, motion suppression judgment is not performed (step S320).

[0087] Regarding the orthogonality determination in step S318, if the velocity vector of the pedestrian during the collision determination is set to Vxp, Vyp, and the angle between the velocity vector and the own vehicle is set to θp, then θp = tan -1 If Vyp / Vxp>Kn (Kn is a predetermined value of arc tangent), it is determined to be orthogonal. If it is determined to be orthogonal, the predetermined object is a pedestrian crossing the road as a target of motion suppression. If it is determined not to be orthogonal, motion suppression judgment is not performed (step S320).

[0088] As described above, in the vehicle control controller (vehicle control device) 200 of this embodiment, the motion suppression determination unit 206 specifies the parallel pedestrian / the crossing pedestrian as the motion suppression target based on the speed vector of the pedestrian observed from the own vehicle.

[0089] According to the present embodiment, for example, the action suppression targets can be further limited in the driving assistance function for avoiding a collision between the own vehicle and pedestrians at an intersection where there is no sidewalk or crosswalk to separate the vehicle and pedestrians.

[0090] Furthermore, the present invention includes various modifications and is not limited to the above-mentioned embodiments. In addition, for example, the above-mentioned embodiments are detailed descriptions of the configurations in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to all the configurations described. In addition, other configurations may be added, deleted, or replaced to a portion of the configurations of each embodiment.

[0091] In addition, each of the above-mentioned structures, functions, processing units, processing methods, etc. can be implemented in part or in whole by hardware, for example, by designing with integrated circuits, etc. In addition, the present invention can also be implemented by the program code of the software that realizes the functions of the embodiments. In this case, a storage medium with program code recorded therein is provided to a computer, and a processor equipped with the computer reads out the program code stored in the storage medium. In this case, the program code itself read out from the storage medium realizes the functions of the embodiments described above, and the program code itself and the storage medium storing the program code constitute the present invention. As a storage medium for supplying such program code, for example, a floppy disk, CD-ROM, DVD-ROM, hard disk, SSD (Solid State Drive, solid state drive), optical disk, magneto-optical disk, CD-R, magnetic tape, non-volatile memory card, ROM, etc. are used.

[0092] Furthermore, the program code of the software that implements the functions of the embodiment can also be delivered via a network, thereby storing it in a storage unit such as a computer's hard disk or memory, or a storage medium such as a CD-RW or CD-R, and the processor equipped in the computer reads and executes the program code stored in the storage unit or the storage medium.

[0093] In the above embodiments, the control lines and information lines are shown as those necessary for the description, and not all control lines and information lines may be shown on the product. All components may be connected to each other. Explanation of symbols

[0094] 100…Vehicles 101…Left front wheel 102…Right front wheel 103…Left rear wheel 104…Right rear wheel 105, 106, 107, 108…wheel cylinder 109…Wheel cylinder hydraulic control device 110…Steering device 111…External recognition sensor 112…External identification controller 113…Engine 200…Vehicle control controller (vehicle control device) 201…External Identification Department 202…Vehicle Information Acquisition Department 203…Own vehicle travel path estimation unit 204…Object route estimation unit 205…Collision determination unit 206 ...Motion suppression determination unit 207…Control intervention determination unit 208…Alarm actuator operating unit 209…Brake actuator operating unit 210...rudder angular velocity calculation part 211…Turn direction determination unit 212…Betting judgment department 213…Return judgment department 214…Parallel pedestrian determination unit 215…Pedestrian crossing judgment unit 216 ...Action suppression determination result output unit.

Claims

1. A vehicle control device, characterized in that: have: An external recognition unit, which recognizes external information of the own vehicle; A vehicle information acquisition unit, which acquires the state of the own vehicle; a collision determination unit that determines a collision between the object and the own vehicle based on the information of the object around the own vehicle acquired by the external recognition unit and the state of the own vehicle acquired by the vehicle information acquisition unit; a motion suppression determination unit that determines whether to change the result of the collision determination based on a change in an overlap ratio between the object and the own vehicle and a change in a lateral speed of the object relative to the own vehicle when the collision determination unit has made a collision determination; as well as A control intervention determination unit determines control intervention of the own vehicle based on the results of the collision determination unit and the movement suppression determination unit.

2. The vehicle control device according to claim 1, characterized in that: The motion suppression determination unit determines a turning direction of the own vehicle and determines that the object is a parallel pedestrian as a motion suppression target based on an occurrence pattern of the overlap rate and the occurrence pattern of the lateral speed occurring on the left and right sides of the own vehicle with respect to the turning direction of the own vehicle.

3. The vehicle control device according to claim 1, characterized in that: The motion suppression determination unit determines a turning direction of the own vehicle and determines that the object is a crossing pedestrian as a motion suppression target based on an occurrence pattern of the overlap rate and the occurrence pattern of the lateral speed occurring on the left and right sides of the own vehicle with respect to the turning direction of the own vehicle.

4. The vehicle control device according to claim 2, characterized in that: The motion suppression determination unit determines steering of the own vehicle during a turn and determines that the object is a parallel pedestrian as a motion suppression target based on an occurrence pattern of the overlap rate and the occurrence pattern of the lateral speed occurring on the left and right sides of the own vehicle relative to the turning direction of the own vehicle.

5. The vehicle control device according to claim 2, characterized in that: The motion suppression determination unit determines the steering of the own vehicle during a turn, and determines that the object is a parallel pedestrian who is a motion suppression target based on an occurrence pattern of the overlap rate that increases from the right side of the own vehicle and decreases on the left side of the own vehicle during the right turn of the own vehicle, or increases from the left side of the own vehicle and decreases on the right side of the own vehicle during the left turn of the own vehicle, and an occurrence pattern of the lateral speed that decreases during the turn of the own vehicle.

6. The vehicle control device according to claim 3, characterized in that: The motion suppression determination unit determines a turn of the own vehicle during a turn and determines that the object is a crossing pedestrian as a motion suppression target based on an occurrence pattern of the overlap rate and an occurrence pattern of the lateral speed occurring on the left and right sides of the own vehicle with respect to the turning direction of the own vehicle.

7. The vehicle control device according to claim 3, characterized in that: The motion suppression determination unit determines a turnaround of the own vehicle during a turn, and determines that the object is a crossing pedestrian who is a motion suppression target based on an occurrence pattern of the overlap rate that increases from the left side of the own vehicle and decreases on the right side of the own vehicle during the right turn around the own vehicle or increases from the right side of the own vehicle and decreases on the left side of the own vehicle during the left turn around the own vehicle and an occurrence pattern of the lateral speed that increases during the turn of the own vehicle.

8. The vehicle control device according to claim 2, characterized in that: The action suppression determination unit calculates the accuracy of the parallel pedestrian determination based on at least one of the overlap rate or the rate of change of the overlap rate, and sets a control threshold adjustment gain based on the accuracy of the parallel pedestrian determination. The control threshold adjustment gain adjusts the control intervention threshold that serves as a determination basis for control intervention in the control intervention determination unit.

9. The vehicle control device according to claim 2, characterized in that: The action suppression determination unit calculates the accuracy of the parallel pedestrian determination in a manner such that the lower the overlap rate or the smaller the rate of change of the overlap rate, the higher the accuracy, and sets the control threshold adjustment gain based on the accuracy of the parallel pedestrian determination. The control threshold adjustment gain adjusts the control intervention threshold that serves as a determination basis for control intervention in the control intervention determination unit.

10. The vehicle control device according to claim 3, characterized in that: The action suppression determination unit calculates the accuracy of the crossing pedestrian determination based on at least one of the overlap rate or the rate of change of the overlap rate, and sets the control threshold adjustment gain based on the accuracy of the crossing pedestrian determination. The control threshold adjustment gain adjusts the control intervention threshold that serves as a determination basis for control intervention in the control intervention determination unit.

11. The vehicle control device according to claim 3, characterized in that: The action suppression determination unit calculates the accuracy of the crossing pedestrian determination in a manner such that the lower the overlap rate or the smaller the rate of change of the overlap rate, the higher the accuracy, and sets the control threshold adjustment gain based on the accuracy of the crossing pedestrian determination. The control threshold adjustment gain adjusts the control intervention threshold that serves as a determination basis for control intervention in the control intervention determination unit.

12. The vehicle control device according to claim 2, characterized in that: The movement suppression determination unit specifies the parallel pedestrian as the movement suppression target based on a speed vector of the pedestrian observed from the own vehicle.

13. The vehicle control device according to claim 2, characterized in that: The movement suppression determination unit specifies the parallel pedestrian as the movement suppression target based on a degree of parallelism between the own vehicle and the pedestrian determined using a speed vector of the pedestrian as viewed from the own vehicle.

14. The vehicle control device according to claim 3, characterized in that: The movement suppression determination unit specifies the crossing pedestrian as the movement suppression target based on a speed vector of the pedestrian as viewed from the own vehicle.

15. The vehicle control device according to claim 3, characterized in that: The movement suppression determination unit specifies the crossing pedestrian as the movement suppression target based on a degree of orthogonality between the own vehicle and the pedestrian determined using a speed vector of the pedestrian as viewed from the own vehicle.

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