Mobile body control device, mobile body control method and storage medium

Abstract

A mobile body control device, a mobile body control method, and a storage medium are provided for appropriately controlling a mobile body. The mobile body control device includes: a recognition unit that recognizes objects surrounding a first mobile body; and a control unit that, when determining, based on the recognition result of the recognition unit, that a second mobile body exists around the first mobile body, controls the first mobile body based on the intersection point between the predicted paths of the first mobile body and the predicted paths of the second mobile body. If multiple intersection points exist due to at least one of the first and second mobile bodies turning, the control unit controls the first mobile body based on the intersection point with the highest degree of proximity between the first object and the second object corresponding to each of the multiple intersection points when the first object reaches each intersection point. The first object is one of the first and second mobile bodies, and the second object is a mobile body different from the first object among the first and second mobile bodies.

Description

Technical Field

[0001] This invention relates to a mobile body control device, a mobile body control method, and a storage medium. Background Technology

[0002] In recent years, research and practical application of autonomous driving and driving assistance systems that automatically control vehicle movement have been progressing. For example, a driving assistance device that identifies objects around a vehicle and determines the proximity between the vehicle and the object is known (Japanese Patent Application Publication No. 2024-057386). Summary of the Invention

[0003] However, in conventional driving support systems, moving bodies are sometimes not properly controlled. For example, sometimes the moving body cannot be properly controlled based on the predicted path of the vehicle itself and the predicted paths of other vehicles.

[0004] One of the objectives of this application is to provide a moving body control device, moving body control method, and storage medium capable of appropriately controlling a moving body in order to solve the aforementioned problems. More specifically, one objective is to appropriately control the moving body based on the intersection points among multiple intersection points between the predicted paths of the present vehicle and the predicted paths of other vehicles, where the predicted intersection points have a high degree of similarity.

[0005] [Methods used to solve problems]

[0006] The mobile body control device, mobile body control method and storage medium involved in this invention adopt the following structure.

[0007] (1): One aspect of the present invention relates to a mobile body control device, wherein the mobile body control device comprises: an identification unit that identifies objects surrounding a first mobile body; and a control unit that, when determining, based on the identification result of the identification unit, that a second mobile body exists around the first mobile body, controls the first mobile body based on the intersection point between the predicted path of the first mobile body and the predicted path of the second mobile body, wherein, when multiple intersection points exist due to at least one of the first mobile body and the second mobile body turning, the control unit controls the first mobile body based on the intersection point with the highest degree of proximity between the first object and the second object corresponding to each of the multiple intersection points when the first object arrives at each of the multiple intersection points, wherein the first object is one of the first mobile body and the second mobile body, and the second object is a mobile body different from the first object among the first mobile body and the second mobile body.

[0008] (2): In the above (1) scheme, the control unit calculates a plurality of first arrival indicators and a plurality of second arrival indicators. The plurality of first arrival indicators are the time until the first object reaches each of the plurality of intersection points, and the plurality of second arrival indicators are the time until the second object reaches each of the plurality of intersection points. The control unit controls the first moving body based on the intersection point where the difference between the first arrival indicator and the second arrival indicator of each intersection point is smaller.

[0009] (3): In the above scheme (1), the control unit calculates a plurality of first arrival indicators and a plurality of second arrival indicators. The plurality of first arrival indicators are predicted to be the time when the first object arrives at each of the plurality of intersection points. The plurality of second arrival indicators are predicted to be the time when the second object arrives at each of the plurality of intersection points. The control unit controls the first moving body based on the intersection point where the difference between the first arrival indicator and the second arrival indicator is smaller.

[0010] (4): In the above (1) scheme, when the first moving body is turning, the control unit controls the first moving body based on the intersection point with a high degree of proximity.

[0011] (5): In the above (1) scheme, the control unit excludes the intersection points that exist behind the first moving body from the intersection points for determining the degree of proximity.

[0012] (6): In the above (1) scheme, the control unit sets two or more reference positions for one or both of the first object and the second object. When each of the multiple reference positions reaches each of the multiple intersection points, the multiple reference positions are used to calculate the degree of proximity, and the first moving body is controlled based on the intersection point with the highest degree of proximity among the multiple degrees of proximity.

[0013] (7): In the above scheme (1), the control unit performs one or more of the following (A) to (C) controls based on the intersection point with a high degree of proximity, so as to reduce the degree of proximity.

[0014] (A) Control the speed of the first moving body.

[0015] (B) Control the direction of the first moving body.

[0016] (C) Output an alarm to the driver of the first moving body.

[0017] (8): One aspect of the present invention relates to a mobile body control method, wherein the mobile body control method causes a computer to perform the following processing: identifying objects around a first mobile body; when it is determined, based on the identification result of the identification unit, that a second mobile body exists around the first mobile body, controlling the first mobile body based on the intersection point between the predicted path of the first mobile body and the predicted path of the second mobile body; and when multiple intersection points exist due to at least one of the first mobile body and the second mobile body turning, controlling the first mobile body based on the intersection point with the highest degree of proximity between the first object and the second object corresponding to each of the multiple intersection points when the first object arrives at each of the multiple intersection points, wherein the first object is one of the first mobile body and the second mobile body, and the second object is a mobile body different from the first object among the first mobile body and the second mobile body.

[0018] (9): 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 objects surrounding a first moving body; when it is determined, based on the identification result of the identification unit, that a second moving body exists around the first moving body, controlling the first moving body based on the intersection point between the predicted path of the first moving body and the predicted path of the second moving body; and when multiple intersection points exist due to at least one of the first moving body and the second moving body turning, controlling the first moving body based on the intersection point with the highest degree of proximity between the first object and the second object corresponding to each of the multiple intersection points when the first object arrives at each of the multiple intersection points, wherein the first object is one of the first moving body and the second moving body, and the second object is a moving body different from the first object among the first moving body and the second moving body.

[0019] [Invention Effects]

[0020] Based on the above schemes (1) to (9), when there are multiple intersection points between the predicted paths of the first moving body and the predicted paths of the second moving body, the proximity of each intersection point is derived, thereby enabling the moving body to be properly controlled based on the appropriate intersection point.

[0021] According to the above scheme (2) or (3), when there are multiple intersections between the predicted paths of the first moving body and the predicted paths of the second moving body, the degree of proximity is derived based on the first and second indicators for each intersection point, thereby enabling proper control of the moving body.

[0022] According to the above scheme (4), when the first moving body is turning and is prone to multiple intersections, the path of the first moving body can be predicted more appropriately, and the moving body can be controlled based on more appropriate intersections.

[0023] According to the scheme described in (5) above, the proximity degree is derived for each intersection other than the intersection behind the first moving body, thereby enabling control appropriate to the driving state of the moving body. For the intersection behind the first moving body, even if the proximity degree between the first moving body and the second moving body is high, it is predicted that the first moving body and the second moving body will move in the direction of separation before approaching the intersection behind the first moving body. Therefore, the intersection behind the first moving body is excluded as described above, thereby enabling more appropriate control of the moving body.

[0024] According to the scheme described in (6) above, multiple reference positions are set, thereby deriving appropriate intersection points that take into account the shape of the moving body. As a result, the accuracy of the determination of the degree of proximity is improved, and the moving body can be controlled based on more appropriate intersection points.

[0025] According to the above scheme (7), one or more of (A) to (C) are controlled based on the derived intersection point, thereby reducing the proximity of the intersection point set as the reference and controlling it in accordance with the surrounding conditions. Attached Figure Description

[0026] Figure 1 This is a structural diagram of a vehicle system utilizing the mobile body control system described in the implementation method.

[0027] Figure 2 This diagram illustrates an example of a scenario where the processing described in this embodiment is applicable.

[0028] Figure 3 This is a diagram illustrating an example of the values ​​used when determining the reference intersection point.

[0029] Figure 4 This is a diagram illustrating an example of the values ​​used when determining the reference intersection point.

[0030] Figure 5 This is a flowchart illustrating an example of a process performed by a driving support device.

[0031] Figure 6 This diagram illustrates an example of a scenario where the processing described in this embodiment is applicable.

[0032] Figure 7 This is a flowchart illustrating an example of a process performed by a driving support device.

[0033] Figure 8This diagram illustrates an example of a scenario where the processing described in this embodiment is applicable.

[0034] Figure 9 This is a diagram illustrating an example of the values ​​used when determining the reference intersection point.

[0035] Figure 10 This is a flowchart illustrating an example of a process performed by a driving support device. Detailed Implementation

[0036] [Overall Structure]

[0037] Figure 1 This is a structural diagram of a vehicle system 1 utilizing the mobile body control system described in 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. This embodiment is explained as applicable to vehicles, but it can also be applied to other mobile bodies instead of vehicles.

[0038] 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 60, operating components 80, a driver support device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are interconnected via CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, etc. Figure 1 The structure shown is just one example; a part of the structure may be omitted, or other structures may be added. The driving support device 100 is an example of a "movement control device".

[0039] 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 rearview mirror inside the vehicle, etc. Camera 10, for example, periodically and repeatedly takes pictures of the surroundings of vehicle M. Camera 10 can also be a stereo camera.

[0040] 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.

[0041] The LIDAR14 illuminates the periphery of vehicle M with light (or electromagnetic waves with wavelengths similar to light) and measures the scattered light. The LIDAR14 detects the distance to the object based on the time from emission to reception. The illuminating light can be, for example, a pulsed laser. The LIDAR14 can be mounted at any location on vehicle M.

[0042] 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 position, type, speed, etc. of objects. The object recognition device 16 outputs the recognition results to the driver support 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 driver support device 100. The object recognition device 16 can also be omitted from the vehicle system 1.

[0043] The communication device 20 communicates with other vehicles in the vicinity of vehicle M, for example, using cellular networks, Wi-Fi networks, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., or communicates with various server devices via wireless base stations.

[0044] The HMI30 provides various information to the occupants of vehicle M and accepts input operations from them. The HMI30 includes various display devices, speakers, buzzers, touch panels, switches, buttons, etc. The HMI30 is equipped with display devices. These display devices, for example, are located in the center of the instrument panel of vehicle M and are display devices that show various information from vehicle M, such as a speedometer indicating the vehicle M's speed or a tachometer indicating the rotational speed of the internal combustion engine in vehicle M; these are called multi-information displays.

[0045] The vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting the angular velocity about the vertical axis, an orientation sensor for detecting the orientation of the vehicle M, and a sensor for detecting the steering angle, etc.

[0046] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as an HDD (Hard Disk Drive) or 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 using INS (Inertial Navigation System) output from 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 path on the map is output to the MPU 60. The navigation device 50 can also provide route guidance using the navigation HMI 52 based on the path on the map. The navigation device 50 can also be implemented, for example, through the functions of a terminal device such as a smartphone or tablet held by the occupant. The navigation device 50 can also send the current location and destination to the navigation server via the communication device 20, and obtain the path equivalent to the path on the map from the navigation server.

[0047] MPU 60 includes, for example, a lane recommendation unit 61, which stores 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 by referring to 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, the lane recommendation unit 61 determines a recommended lane so that the vehicle M can travel on a reasonable path to the branch destination. For example, when the vehicle M reaches a position a predetermined distance ahead from the branch to be traveled, the lane recommendation unit 61 determines the lane connecting to the branch as the recommended lane. The lane recommendation unit 61 and the second map information 62 may also be functional units or information included in other devices such as the driver support device 100. The recommended lane information is provided to the driver, for example, via an HMI.

[0048] The second map information 62 is more precise than the first map information 54. The second map information 62 may include, for example, information about the center of a lane or the boundaries of a lane. 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 via the communication device 20.

[0049] The control element 80 includes, for example, a steering wheel, accelerator pedal, brake pedal, gear shift lever, and other control elements. Sensors are installed on the control element 80 to detect the amount of operation or whether operation has occurred. The detection results are output to some or all of the following: the driver support device 100, the driving force output device 200, the braking device 210, and the steering device 220. The steering wheel does not necessarily have to be ring-shaped; it can also be an irregularly shaped steering wheel, a lever, a button, or other similar form.

[0050] The driving support device 100 includes, for example, a recognition unit 110, an intersection point derivation unit 120, a proximity level derivation unit 130, and a control unit 140. The recognition unit 110, intersection point derivation unit 120, proximity level derivation unit 130, and control unit 140 are implemented, for example, by executing a program (software) using a hardware processor such as a CPU (Central Processing Unit). Some or all of these components can be implemented using hardware (including the circuitry) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), and SOC (System On Chip), 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 driving support device 100, or stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the driving support device 100 by mounting the storage medium (non-transitory storage medium) to a drive unit. The functional structure of the control unit 140, or the functional structure that combines part or all of the intersection point derivation unit 120 and the proximity degree derivation unit 130 with the control unit 140, is an example of a "control unit".

[0051] The recognition unit 110 identifies the position, speed, acceleration, and other states of objects surrounding the vehicle M based on information input from the camera 10, radar device 12, and LIDAR 14 via the object recognition device 16. The position of an object is identified, for example, as its position on absolute coordinates with a representative point of the 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 a region. The "state" of an object can also include its acceleration, jerk, or "action state" (e.g., whether it is currently or is about to change lanes).

[0052] The identification unit 110 identifies, for example, the driving path of vehicle M and other driving paths existing in the surrounding area. A driving path includes the lane in which vehicle M is currently traveling (driving lane), and oncoming lanes. For example, the identification unit 110 identifies the driving path by comparing the pattern of road markings (e.g., the arrangement of solid and dashed lines) obtained from the second map information 62 with the pattern of road markings around vehicle M identified from the image captured by camera 10. The identification unit 110 is not limited to road markings; it can also identify driving paths by identifying road markings, including driving path boundaries (road boundaries) such as shoulders, curbs, median strips, and guardrails. In this identification, the position of vehicle M obtained from navigation device 50 and the processing results from INS processing can also be taken into consideration. The identification unit 110 identifies temporary stop lines, obstacles, red lights, toll booths, and other road phenomena existing in the surrounding area of ​​vehicle M.

[0053] The recognition unit 110 identifies the behavior of the vehicle M based on the detection results of the vehicle sensor 40. For example, when recognizing a driving road, the recognition unit 110 identifies the position and posture of the vehicle M relative to the driving road. For example, the recognition unit 110 may also identify the deviation of the reference point of the vehicle M from the center of the lane and the angle formed by the direction of travel of the vehicle M relative to the line connecting the centers of the lanes as the relative position and posture of the vehicle M relative to the driving road. Alternatively, the recognition unit 110 may identify the position of the reference point of the vehicle M relative to either end of the driving road (road dividing line or road boundary) as the relative position of the vehicle M relative to the driving road.

[0054] The intersection point derivation unit 120 derives the predicted paths of vehicle M and other vehicles based on the information of vehicle M and other vehicles identified by the identification unit 110, and derives the intersection points between the predicted paths of vehicle M and other vehicles. The information of vehicle M and other vehicles may include, for example, one or more of the following: vehicle M's yaw rate angle, steering angle, speed, acceleration, position, etc. The predicted paths may also include, for example, information on the positions reached by vehicle M and other vehicles at predetermined time intervals.

[0055] The proximity degree derivation unit 130 derives the proximity degree between vehicle M and other vehicles with respect to the intersection point derived by the intersection point derivation unit 120. The proximity degree refers to the extent to which a second object is close to the intersection point between the predicted paths of vehicle M and other vehicles when the first object arrives at that intersection point. The first object refers to one of vehicle M and the other vehicles, and the second object refers to a vehicle that is different from the first object among the other vehicles. The proximity degree can be, for example, the straight-line distance between the second object and the intersection point when the first object arrives at the intersection point, or the distance on the predicted path of the second object between the second object and the intersection point when the first object arrives at the intersection point. The proximity degree can also be, for example, the difference between the time it takes for the first object to arrive at the intersection point and the time it takes for the second object to arrive at the intersection point.

[0056] The control unit 140 controls the driving support device 100 and all the structural components included in the vehicle system 1. For example, the control unit 140 controls the steering of the vehicle M, or the speed of the vehicle M, or controls the HMI 30 to provide information to the driver. Details regarding the processing of the intersection guide unit 120, the approach level guide unit 130, and the control unit 140 will be described later.

[0057] The driving force output device 200 outputs driving force (torque) for driving the vehicle M 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 that controls them. The ECU controls the above-mentioned structure according to information input from the driving support device 100 or from the operating unit 80.

[0058] 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 driving support device 100 or from the operating element 80, so that braking torque corresponding to the braking operation is output to each wheel.

[0059] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor according to information input from the driving support device 100 or from the operating element 80, thereby changing the direction of the steering wheels.

[0060] [summary]

[0061] In this embodiment, when the identification unit 110 identifies other vehicles around vehicle M, the control unit 140 controls vehicle M based on the intersection point between the predicted paths of vehicle M and the predicted paths of other vehicles. The control unit 140 performs at least one of speed adjustment support, steering support, and alarm based on the intersection point. Speed ​​adjustment support, steering support, and alarm are controls used to reduce the proximity between vehicle M and other vehicles at or near the intersection point that serves as the reference.

[0062] Speed ​​adjustment support refers to the control that adjusts the speed of vehicle M. For example, speed adjustment support may involve reducing the vehicle M's speed to delay the arrival of the intersection point used as a reference in the control, or increasing the vehicle M's speed to advance the arrival of the intersection point used as a reference in the control. Speed ​​adjustment support may also include control that brings vehicle M to a complete stop.

[0063] Steering support refers to control that supports the steering of vehicle M. For example, steering support can be controlling the steering to propel vehicle M in a direction away from the intersection point. Steering support can also refer to control that supports steering to maintain vehicle M at a position that ensures a specified distance from other vehicles.

[0064] An alarm is an alert that alerts the driver to the fact that vehicle M appears to be approaching other vehicles, to the driver to reduce the speed of vehicle M, or to the driver to the fact that vehicle M is moving away from an intersection or other vehicles. The alarm may also include information indicating the location of the intersection that should be observed. Alarms can be, for example, displayed as images, emitted as sounds, or vibrated by the steering wheel. Alarms are not limited to these methods; any alarm that urges the driver to pay attention is acceptable.

[0065] [Details of the processing]

[0066] (Scene 1)

[0067] When there are multiple intersection points between the predicted paths of vehicle M and the predicted paths of other vehicles due to at least one of vehicle M and other vehicles making a turning motion, the control unit 140 controls vehicle M based on the intersection point with the highest degree of proximity between the first object and the second object corresponding to each of the multiple intersection points when the first object arrives at each of the multiple intersection points.

[0068] Figure 2 This diagram illustrates an exemplary scenario of the processing applicable to this embodiment. Figure 2 In the scenario, vehicle M is turning, while other vehicles m are traveling straight. The intersection points between the predicted path L1 of vehicle M and the predicted path L2 of other vehicles m are the first intersection point R1 and the second intersection point R2. The first object mentioned above is vehicle M, and the second object is the other vehicles m.

[0069] Vehicle M is making a turning maneuver under the driver's control. At this time, the identification unit 110 identifies other vehicles m within the vicinity of vehicle M (e.g., within tens to hundreds of meters). Furthermore, the intersection point derivation unit 120 generates a predicted path L1 for vehicle M based on the information of vehicle M, and generates predicted paths L2 for other vehicles m based on the information of the other vehicles m. As a result, the intersection point derivation unit 120 derives the positions of the first intersection point R1 and the second intersection point R2.

[0070] The predicted path L1 is the path predicted for the future movement of vehicle M from its reference position. The intersection point derivation unit 120 generates the predicted path L1 based on the vehicle M's speed, yaw rate, steering angle, etc. When vehicle M is turning, for example, the intersection point derivation unit 120 assumes the turning trajectory of vehicle M to be a defined circle, such as a steady-state circle, based on the vehicle M's speed, yaw rate, steering angle, etc. In this case, the predicted path L1 is, for example, an assumed steady-state circle. The predicted path L1 is a path derived from a model based on a function with parameters such as yaw rate, steering angle, vehicle M's speed, and the curvature of the steady-state circle derived from them.

[0071] The predicted path L2 is the path that the other vehicle m will travel from its reference position in the future. The intersection derivation unit 120 generates the predicted path L2 based on the speed, acceleration, position, and direction of travel of the other vehicle m.

[0072] The reference position for vehicle M and other vehicles m can be, for example, the center of their respective front, either the left or right end, or the rear. However, it is not limited to these; the reference position can be any position representing a specific part of the vehicle's shape. The reference position can be predetermined or changed during driving depending on the vehicle's condition. The reference position can also vary depending on the vehicle.

[0073] The proximity assessment unit 130 calculates the proximity of vehicle M at the first intersection point R1 and the second intersection point R2 to other vehicles m. Vehicle M arrives at the first intersection point R1 and the second intersection point R2 sequentially, while other vehicles m arrive at the second intersection point R2 and the first intersection point R1 sequentially. Based on the predicted path L1 and the speed and acceleration of vehicle M, the proximity assessment unit 130 calculates arrival times TM1 and TM2, where TM1 is the time until vehicle M reaches the first intersection point R1 and TM2 is the time until vehicle M reaches the second intersection point R2. Similarly, based on the predicted path L2 and the speed and acceleration of other vehicles m, the proximity assessment unit 130 calculates arrival times Tm1 and Tm2, ​​where Tm1 is the time until other vehicles m reach the first intersection point R1 and Tm2 is the time until other vehicles m reach the second intersection point R2.

[0074] Arrival times TM1 and TM2 are multiple first arrival indicators, which are the times until vehicle M (the first object) arrives at each intersection. Arrival times Tm1 and Tm2 are multiple second arrival indicators, which are the times until other vehicles m (the second object) arrive at each intersection.

[0075] Next, the proximity assessment unit 130 derives a margin time TTI1, which is the absolute value of the difference between arrival time TM1 and arrival time Tm1. The proximity of vehicle M at the first intersection point R1 to other vehicles m is the margin time TTI1. The proximity assessment unit 130 derives a margin time TTI2, which is the absolute value of the difference between arrival time TM2 and arrival time Tm2. The proximity of vehicle M at the second intersection point R2 to other vehicles m is the margin time TTI2. Furthermore, the proximity assessment unit 130 compares margin time TTI1 and margin time TTI2 and sets the intersection point with the smallest value as the reference intersection point. The reference intersection point refers to the intersection point with the highest proximity among multiple intersection points.

[0076] The control unit 140 controls the vehicle M based on a reference intersection point. For example, when the margin time TTI1 < margin time TTI2 (margin time TTI1 is smaller than margin time TTI2), the control unit 140 sets the first intersection point R1 as the reference intersection point for controlling the vehicle M. When the margin time TTI1 > margin time TTI2 (margin time TTI1 is larger than margin time TTI2), the control unit 140 sets the second intersection point R2 as the reference intersection point for controlling the vehicle M. When the margin time TTI1 and margin time TTI2 are the same, the intersection point closer to the vehicle M or the intersection point farther from the vehicle M can also be set as the reference intersection point.

[0077] Here, in the case where a vehicle is turning and there are multiple intersections, it is assumed that the control device is based on the intersection that is in front of the vehicle and is the shortest distance away from the vehicle. In this device, sometimes the appropriate intersection among the multiple intersections is not set as the reference intersection, and proper control is not performed. In contrast, in this embodiment, as described above, when there are multiple intersections between the predicted paths of the first moving body and the predicted paths of the second moving body, the control unit 140 derives the proximity for each intersection, thereby enabling the moving body to be controlled based on the appropriate intersection. For example, this is because when there are two intersections between the predicted path of the turning vehicle M and the predicted path of other vehicles m traveling around it, the control unit 140 derives a margin of safety for each of the two intersections, thereby controlling vehicle M based on the intersection with the shorter margin of safety to reduce the proximity between vehicle M and other vehicles m.

[0078] Figure 3 This is a diagram illustrating an example of the values ​​used when determining the reference intersection point. The proximity level derivation unit 130 derives the arrival times of vehicle M and other vehicles m for each of the first intersection point R1 and the second intersection point R2. Next, the proximity level derivation unit 130 derives the margin of error for each of the first intersection point R1 and the second intersection point R2 based on the derived arrival times. The proximity level derivation unit 130 compares the margin of error for the first intersection point R1 and the second intersection point R2, and sets the intersection point with the smallest margin of error as the intersection point with the highest proximity level (reference intersection point). If the margin of error TTI1 < margin of error TTI2, the proximity level derivation unit 130 sets the first intersection point R1 as the reference intersection point.

[0079] The degree of proximity can also be derived for each of the multiple intersection points, based on the predicted arrival times of vehicle M and other vehicles m. Figure 4 This is a diagram illustrating an example of the values ​​used when determining the reference intersection point. The proximity degree derivation unit 130 derives the predicted arrival times of vehicle M and other vehicles m for each of the first intersection point R1 and the second intersection point R2. Next, based on the derived predicted arrival times, the proximity degree derivation unit 130 derives the difference between the predicted arrival times of vehicle M and other vehicles m for each of the first and second intersection points R1 and R2. The proximity degree derivation unit 130 compares the differences in predicted arrival times and sets the intersection point with the smallest difference in predicted arrival times as the intersection point with the highest proximity degree (reference intersection point). The difference in predicted arrival times (proximity degree) at the first intersection point R1 is t, and the difference in predicted arrival times (proximity degree) at the second intersection point R2 is t+1. In this case, the difference in predicted arrival times at the first intersection point R1 is < the difference in predicted arrival times at the second intersection point R2, therefore the proximity degree derivation unit 130 sets the first intersection point R1 as the reference intersection point.

[0080] The predicted arrival times of vehicle M (the first object) at each intersection are multiple first arrival indicators. The predicted arrival times of other vehicles m (the second object) at each intersection are multiple second arrival indicators.

[0081] (process Figure 1 )

[0082] Figure 5 This is a flowchart illustrating an example of the processing flow performed by the driving support device 100. Figure 5 The flowchart shown is executed, for example, when vehicle M is in motion.

[0083] First, the identification unit 110 identifies objects around the vehicle M (step S100). Objects around the vehicle refer to, for example, other vehicles. Next, the intersection derivation unit 120 determines whether other vehicles exist around the vehicle M (step S102).

[0084] If it is determined that there are no other vehicles around vehicle M, the process returns to step S100. If it is determined that there are other vehicles around vehicle M, the intersection point derivation unit 120 generates a predicted path for vehicle M (step S104). Next, the intersection point derivation unit 120 generates predicted paths for other vehicles (step S106).

[0085] Next, the intersection point derivation unit 120 determines whether there are multiple intersection points between the predicted path of vehicle M and the predicted paths of other vehicles (step S108). If it is determined that there are no multiple intersection points, the control unit 140 performs the following prescribed control (step S116). If there are no intersection points, the processing of the first routine in this flowchart ends. If there are intersection points, the control unit 140 controls vehicle M based on the intersection points.

[0086] If multiple intersection points are determined to exist, the proximity degree derivation unit 130 derives a first arrival index and a second arrival index for each of the multiple intersection points (step S110). Next, the proximity degree derivation unit 130 determines the intersection point with the highest proximity degree (reference intersection point) (step S112).

[0087] After the processing in step S112, the control unit 140 sets the reference intersection point as the reference and controls the vehicle M (step S114). Thus, the processing of this flowchart ends.

[0088] Some of the above processes can be omitted, or the order of the processes can be changed. For example, the process of S104 can be performed after the process of S106, or the process of step S114 can be omitted if there is no intersection point. If the arrival time or distance to the reference intersection point is above a threshold, the process of step S114 can also be omitted. (This will be discussed later.) Figure 7 , Figure 10 Similarly, in the middle, if the processing of step S114 is omitted, the vehicle M is controlled based on the vehicle speed, steering, etc., determined by the driver's driving operation.

[0089] (Scenario 2)

[0090] The control unit 140 excludes intersections located behind vehicle M from the intersections used to determine proximity. Specifically, if at least one or more of the intersections between the predicted paths of vehicle M and the predicted paths of other vehicles are located behind vehicle M, the proximity derivation unit 130 excludes the intersections located behind vehicle M from the intersections used to determine proximity and determines a reference intersection from the intersections other than those located behind vehicle M.

[0091] Figure 6This diagram illustrates an exemplary scenario of the processing applicable to this embodiment. (To be continued) Figure 2 The explanation will focus on the differences between them. Figure 6 In the middle, there exists a first intersection point R1 in the rear region AR that exists behind vehicle M.

[0092] The rear region AR is the area located behind vehicle M relative to the reference position PM, which serves as the reference position for vehicle M. An intersection point located behind vehicle M is, for example, the intersection point behind the following imaginary line IL, which is defined by extending along a direction orthogonal to the direction of travel V, with reference position PM as the reference. The area located in front of the imaginary line IL is the front region AR#.

[0093] When the predicted path is based on a predetermined circle, the intersection point behind vehicle M refers to the intersection point with a predetermined angle when the predicted path assumes vehicle M's position as the starting and ending point of the circle, and vehicle M's position is considered to be at a central angle of 0 degrees. The predetermined angle is 180 degrees, an angle based on 180 degrees, or an angle close to 180 degrees. The predetermined angle can be predetermined or changed during driving based on vehicle M's driving status, road conditions, etc.

[0094] Similar to Scenario 1, when the recognition unit 110 identifies other vehicles m around vehicle M, the intersection point derivation unit 120 derives the positions of the first intersection point R1 and the second intersection point R2. In Scenario 2, the proximity derivation unit 130 further determines whether there is an intersection point existing in the rear region AR.

[0095] If an intersection exists in the rear region AR, the proximity level derivation unit 130 excludes the intersections existing in the rear region AR, and derives the proximity level for each intersection existing in the front region AR# (intersections other than those existing in the rear region AR), and determines a reference intersection point. The method described above is used for both the method of deriving the proximity level and the method of determining the reference intersection point.

[0096] If there are no multiple intersections in the forward region AR#, the proximity level can be omitted, and the intersections existing in the forward region AR# can be set as the reference intersections. If there are no intersections in the forward region AR#, but all intersections exist in the rear region AR, the above-mentioned control of vehicle M based on the intersection with the highest proximity level can be omitted.

[0097] In the absence of intersections within the rear AR region, the proximity degree derivation unit 130 uses the method described in Scenario 1 above to derive the proximity degree of each intersection and determine the reference intersection.

[0098] exist Figure 6In the example, there is a first intersection point R1 in the rear region AR. Therefore, the proximity degree derivation unit 130 derives the proximity degree for intersection points other than the first intersection point R1 and determines the reference intersection point. Specifically, the only intersection point in the front region AR# other than the first intersection point R1 is the second intersection point R2. Therefore, the second intersection point R2 is set as the reference intersection point.

[0099] As described above, the proximity level derivation unit 130 excludes intersections between the predicted paths of the first moving body and the predicted paths of the second moving body that are located behind vehicle M, and derives proximity levels for each intersection other than those located behind vehicle M, thereby performing control adapted to the driving state of the moving body. For example, the first intersection R1 located in the rear region AR of vehicle M is not considered when deriving the proximity level. This is because, for the first intersection R1, even if the proximity level between vehicle M and other vehicles m is high, it is predicted that vehicle M and other vehicles m will move in the direction of separation before approaching the intersection located behind them.

[0100] (process Figure 2 )

[0101] Figure 7 This is a flowchart illustrating an example of the processing flow performed by the driving support device 100. (In contrast to...) Figure 5 The flowchart is explained focusing on different processing methods.

[0102] Regarding the processing of steps S100 to S108, it is the same as described above. Figure 5 process Figure 1 The same applies to the processing.

[0103] If, in step S108, it is determined that there are no multiple intersection points, the control unit 140 performs the prescribed control as follows (step S116). If no intersection point exists, the processing of the first routine in this flowchart ends. Similarly, if an intersection point exists only at the rear (the intersection point does not exist at the front), the processing of the first routine in this flowchart also ends. If an intersection point exists at the front, the control unit 140 controls the vehicle M based on the intersection point.

[0104] If it is determined in step S108 that there are multiple intersections, the proximity degree derivation unit 130 determines whether there is an intersection behind the vehicle M (step S109).

[0105] If it is determined that there is an intersection behind vehicle M, the proximity assessment unit 130 excludes the intersection behind vehicle M and derives a first arrival indicator and a second arrival indicator for each intersection (intersection in front) (step S118). For example, if there are multiple intersections in front, a first arrival indicator and a second arrival indicator are derived for each of the multiple intersections. For example, if there is only one intersection in front, a first arrival indicator and a second arrival indicator are derived for that one intersection.

[0106] After the processing in step S118, the proximity level derivation unit 130 determines the intersection point with a high proximity level (reference intersection point) (step S112). If there is one intersection point ahead, that intersection point becomes the reference intersection point. Next, the control unit 140 controls the vehicle M based on the reference intersection point (step S114).

[0107] If it is determined in step S109 that there is no intersection point behind vehicle M, proceed to step S110. Subsequent processing follows the same procedure as described above. Figure 5 process Figure 1 The same applies to the other two. Therefore, the processing in this flowchart is now complete.

[0108] Alternatively, it can be determined whether there is an intersection point ahead (beyond the rear of vehicle M), and if it is determined that there is no intersection point ahead, subsequent processing can be omitted. For example, if it is determined in step S108 or earlier that there is no intersection point ahead (beyond the rear of vehicle M), subsequent processing can be omitted.

[0109] In the example of scenario 2, the proximity derivation unit 130 excludes intersections located behind vehicle M from the intersections used to calculate proximity. However, it is also possible that if the predicted path L1 is a path based on a defined circle and there are other vehicles m inside the circle (predicted path L1), the proximity derivation unit 130 does not exclude intersections located behind vehicle M from the intersections used to calculate proximity. That is, it is also possible that if the identification unit 110 identifies that there are other vehicles m inside the circle of the predicted path L1, which is a defined circle, and the intersection derivation unit 120 derives intersections located within the rear region AR, the proximity derivation unit 130 does not exclude intersections located behind vehicle M, but instead derives a first arrival index and a second arrival index for all the derived intersections.

[0110] (Scenario 3)

[0111] The control unit 140 sets two or more reference positions for vehicle M and one or both of the other vehicles. When each of the multiple reference positions reaches a different intersection point, the control unit uses each of the two or more reference positions to calculate the degree of proximity, and controls vehicle M based on the intersection point with the highest degree of proximity among the multiple degrees of proximity. For example, the intersection point derivation unit 120 sets two or more reference positions for vehicle M and one or both of the other vehicles, and derives predicted paths for each of the multiple reference positions. When there are multiple intersection points between the multiple predicted paths, the control unit 140 controls vehicle M based on the intersection point with the highest degree of proximity between the reference positions of vehicle M and the reference positions of the other vehicles when the reference positions of vehicle M reach each of the multiple intersection points.

[0112] Multiple reference positions can be set based on the vehicle's width, length, or other shape, or based on the tire position. They are not limited to these; multiple reference positions can be set at different locations within the vehicle.

[0113] Figure 8 This diagram illustrates an exemplary scenario of the processing applicable to this embodiment. Figure 8 In the scenario, vehicle M is turning, while other vehicles m are traveling straight. Vehicle M's reference positions are PM1 and PM2, and the reference positions of other vehicles m are Pm1 and Pm2. Predicted path L11 is based on reference position PM1. Predicted path L12 is based on reference position PM2. Predicted path L21 is based on reference position Pm1. Predicted path L22 is based on reference position Pm2.

[0114] Intersections R11 and R23 are the intersections between predicted paths L11 and L21. Intersections R12 and R24 are the intersections between predicted paths L11 and L22. Intersections R13 and R21 are the intersections between predicted paths L12 and L21. Intersections R14 and R22 are the intersections between predicted paths L12 and L22.

[0115] When the identification unit 110 identifies other vehicles m around vehicle M, the intersection point derivation unit 120 generates predicted paths L11 and L12 based on the information of vehicle M. The intersection point derivation unit 120 also generates predicted paths L21 and L22 based on the information of other vehicles m. As a result, the intersection point derivation unit 120 derives the positions of intersection points R11, R12, R13, R14, R21, R22, R23, and R24. Hereinafter, the derived intersection points are sometimes referred to as "object intersection points."

[0116] Next, the proximity degree derivation unit 130 derives the proximity degree for each of the object intersection points. The method described above is used for deriving the proximity degree. Alternatively, similar to scenario 2, if an intersection point exists behind vehicle M, the intersection point behind vehicle M is excluded, and the proximity degree is derived for intersection points in front of vehicle M (excluding the rear).

[0117] After deriving the proximity of each object intersection point, the proximity derivation unit 130 compares multiple proximity levels and determines the intersection point with the highest proximity (reference intersection point). The comparison of multiple proximity levels can, for example, involve comparing the proximity of all object intersection points and setting the intersection point with the highest proximity among all intersection points as the reference intersection point. Alternatively, the comparison can involve, for example, comparing the proximity of intersection points R11, R12, R13, and R14, determining the intersection point with the highest proximity among the four intersection points as the intersection point equivalent to the first intersection point R1 in scene 1, comparing the proximity of intersection points R21, R22, R23, and R24, determining the intersection point with the highest proximity among the four intersection points as the intersection point equivalent to the second intersection point R2 in scene 1, and setting the intersection point with the highest proximity between the first intersection point R1 and the second intersection point R2 as the reference intersection point.

[0118] The control unit 140 controls the vehicle M based on the reference intersection point determined as described above.

[0119] As described above, by setting multiple reference positions, appropriate intersection points that take into account the shapes of the first and second moving bodies can be derived, improving the accuracy of proximity determination and enabling vehicle M to be controlled based on more appropriate intersection points. For example, by setting two reference positions for vehicle M and two reference positions for other vehicles m, a predicted path is generated for each reference position, resulting in a total of eight intersection points for each predicted path. The positions of these eight intersection points are derived taking into account the shapes of vehicle M and other vehicles m. By controlling vehicle M based on the intersection point with the highest proximity among the eight intersection points, vehicle M can be controlled to better suppress proximity to other vehicles.

[0120] Figure 9 This is a diagram showing an example of the values ​​used when determining the reference intersection point. The proximity level derivation unit 130 derives the arrival time corresponding to each object intersection point. Next, the proximity level derivation unit 130 derives the allowance time for each object intersection point based on the derived arrival times. Figure 9 (TTI11 to TTI24). The proximity degree derivation unit 130 compares the surplus time of each object intersection point and determines the intersection point with the smallest surplus time as the intersection point with high proximity degree (reference intersection point).

[0121] (process Figure 3 )

[0122] Figure 10 This is a flowchart illustrating an example of the processing flow performed by the driving support device 100. (In contrast to...) Figure 5 The flowchart is explained focusing on different processing methods.

[0123] The processing of steps S100-S102 and steps S108-S116 is the same as described above. Figure 5 process Figure 1 The same applies to the processing.

[0124] After processing in step S102, the intersection point derivation unit 120 generates a predicted path for each of the reference positions of vehicle M (step S103A). Next, the intersection point derivation unit 120 generates a predicted path for each of the reference positions of the other vehicles (step S103B).

[0125] After processing in step S103B, the process proceeds to step S108. Subsequent processing follows the same procedure as described above. Figure 5 process Figure 1 The same applies to the processing. Therefore, the processing in this flowchart ends. Alternatively, in this flowchart, intersections located behind vehicle M can be excluded, and only intersections located in front of vehicle M can be set as the controlled objects.

[0126] According to the embodiments described above, when there are multiple intersection points between the predicted paths of the first moving body and the predicted paths of the second moving body, the proximity of each intersection point is derived. Therefore, the control unit 140 can appropriately control the moving body based on the appropriate intersection points.

[0127] The implementation methods described above can be performed as follows.

[0128] A mobile body control device, configured to include:

[0129] Storage device, which stores a program; and

[0130] Hardware processor,

[0131] The hardware processor performs the following processing by executing a program stored in the storage device:

[0132] Identify objects surrounding the first moving object;

[0133] If, based on the identification result, it is determined that a second moving body exists around the first moving body, the first moving body is controlled using the intersection of the predicted paths of the first and second moving bodies as a reference; and

[0134] In the case where there are multiple intersection points due to at least one of the first and second moving bodies turning, the first moving body is controlled based on the intersection point with the highest degree of proximity between the first and second objects corresponding to each of the multiple intersection points when the first object arrives at each intersection point.

[0135] The first object is one of the first moving body and the second moving body.

[0136] The second object is the first moving body and the second moving body that is different from the first object.

[0137] The above describes specific embodiments of the present invention, but the present invention is not limited to such embodiments in any way. Various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A mobile body control device, wherein, The moving body control device includes: The identification unit identifies objects surrounding the first moving body; and The control unit, upon determining, based on the identification result of the identification unit, that a second moving body exists around the first moving body, controls the first moving body using the intersection point between the predicted paths of the first and second moving bodies as a reference. When multiple intersection points exist due to at least one of the first and second moving bodies turning, the control unit controls the first moving body based on the intersection point with the highest degree of proximity between the first and second objects corresponding to each of the multiple intersection points when the first object arrives at each intersection point. The first object is one of the first moving body and the second moving body. The second object is the first moving body and the second moving body that is different from the first object.

2. The moving body control device according to claim 1, wherein, The control unit calculates multiple first arrival indicators and multiple second arrival indicators. The plurality of first arrival indicators are the times until the first object reaches each of the plurality of intersection points. The plurality of second arrival indicators are the times until the second object reaches each of the plurality of intersection points. The control unit controls the first moving body based on the intersection point where the difference between the first arrival index and the second arrival index is small.

3. The moving body control device according to claim 1, wherein, The control unit calculates multiple first arrival indicators and multiple second arrival indicators. These multiple first arrival indicators are the predicted times when the first object arrives at each of the multiple intersection points. The multiple second arrival indicators are the predicted times for the second object to arrive at the respective multiple intersection points. The control unit controls the first moving body based on the intersection point where the difference between the first arrival index and the second arrival index is small.

4. The moving body control device according to claim 1, wherein, When the first moving body is turning, the control unit controls the first moving body based on the intersection point with a high degree of proximity.

5. The moving body control device according to claim 1, wherein, The control unit excludes the intersection points that are located behind the first moving body from the intersection points used to determine the degree of proximity.

6. The moving body control device according to claim 1, wherein, The control unit sets two or more reference positions for one or both of the first object and the second object. When each of the multiple reference positions reaches the multiple intersection points, the control unit uses each of the two or more reference positions to calculate the degree of proximity, and uses the intersection point with the highest degree of proximity among the multiple degrees of proximity as a reference to control the first moving body.

7. The moving body control device according to claim 1, wherein, The control unit performs one or more of the following controls (A) to (C) based on the intersection point with a high degree of proximity, so as to reduce the degree of proximity. (A) Controlling the speed of the first moving body (B) Controlling the steering of the first moving body (C) Output an alarm to the driver of the first moving body.

8. A method for controlling a moving body, wherein, The moving body control method causes the computer to perform the following processing: Identify objects surrounding the first moving object; If, based on the identification results, it is determined that a second moving body exists around the first moving body, the first moving body is controlled based on the intersection point between the predicted path of the first moving body and the predicted path of the second moving body; as well as In the event that multiple intersection points exist due to at least one of the first and second moving bodies turning, the first moving body is controlled based on the intersection point with the highest degree of proximity between the first and second objects corresponding to each of the multiple intersection points when the first object arrives at each intersection point. The first object is one of the first moving body and the second moving body. The second object is the first moving body and the second moving body that is different from the first object.

9. A storage medium storing a program, wherein, The program causes the computer to perform the following processing: Identify objects surrounding the first moving object; If, based on the identification results, it is determined that a second moving body exists around the first moving body, the first moving body is controlled based on the intersection point between the predicted path of the first moving body and the predicted path of the second moving body; as well as In the event that multiple intersection points exist due to at least one of the first and second moving bodies turning, the first moving body is controlled based on the intersection point with the highest degree of proximity between the first and second objects corresponding to each of the multiple intersection points when the first object arrives at each intersection point. The first object is one of the first moving body and the second moving body. The second object is the first moving body and the second moving body that is different from the first object.

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