VEHICLE CONTROL UNIT

Abstract

The processor (control system calculation unit 108) of the vehicle control unit detects the degree of influence (contact influence degree) on the vehicle due to contact between the boundary component and the vehicle, according to the type of boundary component that defines the boundary of the area in which the vehicle is moving (proximity risk calculation unit 109). The processor detects a proximity risk, which corresponds to a combination of the height and influence degree of the boundary component, and indicates a risk when the vehicle approaches the boundary component (proximity risk calculation unit 109). Based on the proximity risk, the processor either modifies a distance (clearance) within which the vehicle can approach the boundary components or modifies the notification content to the driver of the vehicle (notification control unit 112).

Description

Technical field

[0001] The present invention relates to a vehicle control device. State of the art

[0002] In JP 7230190 B2 (PTL 1) a technology is described as a technology for implementing a pass-assistance in the case of an obstacle such as an oncoming vehicle or a parked vehicle on a narrow road where the left and right sides are divided by boundary components such as a wall, a curb and a guardrail.

[0003] In PTL 1, three-dimensional position information of a boundary component and an obstacle is acquired, and a passability determination is made taking into account the position in a vertical direction. If it is also determined that the obstacle is a moving object, or if it is determined that the obstacle is a person or a vehicle, the clearance in the vehicle width direction is adjusted so that the vehicle moves away from the obstacle.

[0004] As a result, when the vehicle is driving through a narrow street, a passing assistance system is implemented that ensures both psychological leeway for the driver and the avoidance of contact and lane loss. Citation list for patent literature

[0005] PTL 1: JP 7230190 B2 Overview of the invention Technical problem

[0006] Since PTL 1 assumes that there is no contact with a boundary component and an obstacle, even if the risk of an object approaching another object is high, no process of approaching an object with a low risk of contact can be realized.

[0007] In a real-world road environment, however, road boundaries such as uneven grass or hedges have only a minor impact, even if the vehicle comes into contact with both the boundary and a road edge such as a low step or an unpaved section of the shoulder that the vehicle can drive over. Furthermore, even if the vehicle comes into contact with the same type of boundary element, the tire and wheel are less likely to be scratched than a painted body or a side mirror, which can be easily damaged. As described above, the impact varies considerably depending on which part of the vehicle comes into contact with the boundary element.

[0008] Therefore, assuming the vehicle does not come into contact with the barrier element, there is a possibility that the vehicle will be classified as unable to travel through a narrow road that the driver considers passable. Furthermore, even if the vehicle is determined to be able to pass, there is a possibility that it will approach the barrier element with a greater distance than necessary. This can create a feeling of unease or mistrust for the driver if a different route than the one intended is calculated.

[0009] With regard to the above problems, one objective of the present invention is to provide a vehicle control device capable of improving pedestrian assistance in a narrow street. Solution to the problem

[0010] To achieve the above objective, a vehicle control device according to the present invention includes a processor. The processor is configured to detect the degree of influence on the vehicle due to contact between a boundary component and the vehicle, wherein the degree of influence corresponds to a type of boundary component that forms a boundary of an area in which the vehicle is moving; to detect an approach risk, which corresponds to a combination of the height of the boundary component and the degree of influence; to display a risk when the vehicle approaches the boundary component; and to change an accessible distance of the vehicle to the boundary component or to change a notification content to a driver of the vehicle based on the approach risk. Advantageous effects of the invention

[0011] According to the present invention, a vehicle control device is provided that is capable of improving pedestrian assistance on a narrow road. Problems, configurations, and effects other than those described above are clarified by the following description of embodiments. Brief description of the drawings [ Fig. 1] Fig. Figure 1 is a block diagram illustrating a schematic configuration of a vehicle control device of the present embodiment. [ Fig. 2] Fig. 2 is a top view illustrating an example of a situation in which a vehicle, on which the in Fig. 1. The vehicle control device shown is mounted and is driving through a narrow street. [ Fig. 3] Fig. 3 is a front view, which is an example of a situation of Fig. 2 illustrated. [ Fig. 4] Fig. 4 is a top view illustrating another example of a situation in which a vehicle, on which the in Fig. 1. The vehicle control device shown is mounted and is driving through a narrow street. [ Fig. 5] Fig. 5 is a front view, which is an example of a situation of Fig. 4 shows. [ Fig. 6] Fig. Figure 6 is a flowchart showing a processing sequence by a program executed by a control system computing unit. [ Fig. 7] Fig. Figure 7 is a table illustrating an example of an approach risk and a deceleration degree of one's own vehicle according to a limit height and a contact influence degree. [ Fig. 8] Fig. Figure 8 is a table illustrating an example of a contact influence degree according to a type of road boundary. [ Fig. 9] Fig. Figure 9 is a top view illustrating an example of a route calculation method when passing a parked vehicle according to the present embodiment. [ Fig. 10] Fig. Table 10 is an example of a margin for a road boundary corresponding to an approach risk. [ Fig. 11] Fig. Figure 11 is a top view illustrating a further example of the route calculation method when passing a parked vehicle according to the present embodiment. [ Fig. 12] Fig. Figure 12 is a diagram illustrating an example of the speed of one's own vehicle corresponding to a difference between a road width and a vehicle width and a degree of deceleration. [ Fig. 13] Fig. Figure 13 is a diagram to explain means of determining the presence or absence of a passable road width. [ Fig. 14] Fig. Table 14 illustrates an example of an alarm corresponding to a proximity risk and a distance from a road boundary. Description of the embodiments

[0012] One embodiment of the present invention is described below. The embodiments described here generally relate to a function for assisting a vehicle in passing through narrow streets and a method for assisting a vehicle in passing through narrow streets.

[0013] Fig. Figure 1 is a schematic diagram of a configuration of a vehicle control unit mounted on a vehicle. A detection system calculation unit 105 acquires external detection information from an external detection unit 101, the vehicle's own position information on the map from a vehicle position detection unit 102, and the map information around the vehicle from a high-precision map 103.

[0014] Here, the external detection unit 101 contains one or more of the following components: a stereo camera, a monocular camera, laser imaging detection and ranging (LiDAR), a millimeter-wave radar, and an ultrasonic radar, and acquires external detection information to identify an object located around the vehicle. For reasons described later, it is desirable to use a stereo camera. The self-position detection unit 102 contains a global navigation satellite system (GNSS), an inertial navigation device, or the like, and acquires a self-position on a map.The self-position detection unit 102 can be configured to use a technology such as map matching to determine the position of the vehicle on the map by comparing the external detection information obtained by the unit 101 with the map information recorded in the high-precision map 103. The high-precision map 103 consists of map information in which road environment information is recorded and contains at least information about a road shape, the number of lanes, and a lane width, and may contain information about the position and type of a road boundary.

[0015] The detection system calculation unit 105 contains an obstacle detection unit 106 and a road boundary detection unit 107. The obstacle detection unit 106 detects at least one obstacle in front of the vehicle based on information acquired by the external detection unit 101 and records the obstacle's position, attitude angle, speed, angular velocity, three-dimensional shape, and type. Examples of detectable obstacles include objects not fixed to the road, such as an oncoming vehicle, a parked vehicle, a pedestrian, a bicycle, or a falling object.

[0016] The Road Boundary Detection Unit 107 detects a road boundary present in the width of the road and used to distinguish the road from a shoulder, sidewalk, off-road area, and the like. The road boundary includes a structure attached to the road surface, such as a hedge, vegetation, building wall, fence, utility pole, curve mirror, or sign, in addition to a road structure installed to indicate the road boundary, such as a dividing line, guardrail, sidewalk, shoulder, or vehicle barrier (structures like fences and barriers to prevent vehicle entry). The Road Boundary Detection Unit 107 detects the positions, heights, and types of road boundaries in the width of the road.

[0017] As described above, the detection system's processing unit 105 measures the three-dimensional position and shape of the obstacle and road boundary and identifies its type. The object's position and shape are measured in such a way that the vehicle and the object do not come into contact. However, if an object with only a partially convex shape is measured, there is a possibility that the convex portion may not be detected unless the measurement is performed using a high-resolution sensor.

[0018] The type identification is carried out to determine whether the road boundary, such as a curb or wall, can cause damage to the bodywork, or whether the road boundary cannot cause damage to the bodywork even if the bodywork comes into contact with it, such as grass or a hedge.

[0019] Therefore, it is desirable to have a configuration that includes a stereo camera with both high resolution and object recognition capability as a sensor, forming unit 101 for external recognition. In this configuration, for example, the three-dimensional position and shape of the target object are measured using the parallax of the left and right cameras that form the stereo camera, and the object is identified using an image recognition technology such as deep learning with the obtained image information.

[0020] Furthermore, a configuration can be chosen in which a LiDAR capable of measuring the three-dimensional position and shape of a recognition object with high resolution is combined with a monocular camera capable of object recognition through image recognition technology, or a configuration in which a stereo camera and a LiDAR are combined and the information obtained from each other is interpolated.

[0021] Furthermore, instead of the road boundary detection unit, the shape and type of the road boundary can be obtained from the boundary information contained in the map information, based on the self-position information obtained by the self-position detection unit 102 and the map information obtained from the high-precision map 103. In this case, the information acquired by the external detection unit 101 and the boundary information contained in the map information can be compared, and the information identified as the same object can be used in combination.

[0022] A vehicle sensor 104 records information about the vehicle itself, such as driving speed, yaw rate and steering angle.

[0023] In a control system calculation unit 108, a proximity risk calculation unit 109 calculates the risk that the vehicle will approach an obstacle and a road boundary, and a route calculation unit 110 calculates a route to achieve a passage. Then, an actuation magnitude calculation unit 111 calculates the actuation magnitudes for steering and drive / braking required to execute the route, and an actuator 113 executes the actuation magnitudes. A notification control unit 112 determines notification content according to the proximity risk and notifies a driver using a driver notification device 114. Examples of the driver notification device 114 include a method for displaying the information on a screen or the like, and a method for notifying by using sound, vibration, light, or the like.

[0024] Note that the detection system computing unit 105 and the control system computing unit 108, for example, contain a processor such as a central processing unit (CPU), a storage device such as memory, and a communication device such as an input / output circuit. The functions of the control system computing unit 108 and the detection system computing unit 105 can be implemented by separate processors or by a single processor.

[0025] As an example of a scene to which the present embodiment is applied, shows Fig. 2 a top view of a scene in which one's own vehicle 10, driving on a narrow road, passes an oncoming vehicle 11. Fig. Figure 3 shows a front view of the same scene as seen from the left side of Fig. 2 is seen from.

[0026] In this scene, there is a wall 21 and a wall 22 as boundaries on the left and right sides, respectively. Additionally, it is assumed that on the left side, in the direction of travel of the driver's vehicle 10, there is a low step 23, which is higher than the roadway 20 but low enough relative to the driver's tire radius to allow the driver's vehicle 10 to drive over it. At this time, the road boundaries on the right side, in the direction of travel of the driver's vehicle 10, are wall 22 and the oncoming vehicle 11, and the road boundaries on the left side, in the direction of travel, are wall 21 and the low step 23. As described above, there can even be multiple road boundaries in a single scene.

[0027] With regard to the boundary on the right-hand side in the direction of travel of the vehicle 10, it is clear that an accident will occur if the vehicle comes into contact with the oncoming vehicle or the wall, and thus the boundary is the one closer to the vehicle 11 or the wall 22. On the other hand, with regard to the boundary on the left-hand side in the direction of travel, as in Fig. As shown in Figure 3, it is possible to drive between the oncoming vehicle 11 and the low step 23, since the distance in the direction of the road width between the oncoming vehicle 11 and the low step 23 is greater than the vehicle width of the own vehicle 10, but it is also conceivable that the own vehicle passes the oncoming vehicle while driving on the low step 23.

[0028] On the other hand, the one in the Fig. 4 and Fig. Scene 5 depicted shows the same street environment as in the Fig. 2 and Fig. Scene 3 is depicted, however, it is a scene in which the oncoming vehicle 11 is driving near the center of the driving path 20. As in Fig. As shown in Figure 5, in this scene, since the distance in the direction of the road width between the oncoming vehicle 11 and the low step 23 is less than the width of the own vehicle 10, the own vehicle cannot drive between and past the oncoming vehicle 11 and the low step 23. Therefore, the own vehicle must drive on and through the low step 23.

[0029] As described above, even within the same road environment, there can be situations where routes for passing differ and multiple routes exist. Therefore, processing content for realizing the passing by the control system's computational unit 108 is described below with reference to a [missing information - likely a specific example or concept]. Fig. The flowchart shown in section 6 is described.

[0030] In S201, the detection system calculation unit 105 detects an obstacle in the path of the vehicle using the method described above. This is in the Fig. 2, Fig. 3, Fig. 4 to Fig. In scene 5, the obstacle identified is the oncoming vehicle 11. Since the heights of the wing mirrors of the own vehicle 10 and the oncoming vehicle 11 are the same, in Fig. 4. The exterior mirrors are in contact with each other, but if the heights of the exterior mirrors of the own vehicle 10 and the oncoming vehicle 11 are different, the exterior mirrors do not make contact, allowing the own vehicle 10 to approach the oncoming vehicle 11 further. Therefore, it is desirable to be able to distinguish and represent the vehicle body part and the convex part, such as the exterior mirror, instead of simply being represented by a rectangle containing the oncoming vehicle 11. Note that the present invention is applicable even if the shape is simplified and represented as a bounding rectangle, which would only lead to a conservative approach. Furthermore, depending on the shape of the obstacle, a model such as a cylindrical shape can also be used instead of a rectangular one.

[0031] In S202, the position, height, and type of the road width boundary of the vehicle's path are identified using the procedure described above. The information in the Fig. 2, Fig. 3, Fig. 4 to Fig. The road boundaries identified in the 5 depicted scenes are walls 21 and 22, a small step 23 and an oncoming vehicle 11 recognized as an obstacle.

[0032] In S203, the approach risk is determined from the height and type of the boundary based on the information in the Fig. 7 and Fig. The 8 tables shown were evaluated.

[0033] Fig. Figure 7 shows the approach risk according to the height of the road barrier and the degree of contact, and calculates a route where the vehicle travels further away from the barrier the higher the approach risk. Since the concept of contact changes depending on the barrier height, the contact is defined in four stages: from zero to the bottom of the wheel, from the bottom of the wheel to the bottom of the body, and from the bottom of the body to the bottom of the mirror.

[0034] For example, if the height of the guardrail is lower than the bottom of the wheel, it is the sidewall of the tire that comes into contact with the guardrail, and the probability of a scratch occurring is low. However, if the height of the guardrail is higher than the bottom of the car body, the bodywork, which is painted, or the side mirror, which is easily damaged, comes into contact with the guardrail, and therefore the impact of the contact is high. Furthermore, if the height of the guardrail extends from the bottom of the wheel to the bottom of the car body, the wheel comes into contact with the guardrail, and there is a low probability of scratches occurring compared to the bodywork and side mirror. As described above, the risk of contact is determined according to the height, as the degree of impact varies depending on the part that comes into contact with the guardrail.

[0035] Since the degree of influence due to contact also varies depending on the type of road boundary, the degree of influence obtained when the vehicle makes contact is determined according to the type of identified road boundary, as shown in Fig. Figure 8 illustrates this. For example, the degree of influence is low with regard to a low step that one can walk over, grass, and the like, which do not damage the vehicle body even if the vehicle body comes into contact with them. Furthermore, the degree of influence is high with regard to a guardrail, utility pole, or the like, which are highly likely to cause damage to the vehicle body, even if the guardrail or utility pole only makes slight contact with the vehicle body. A step or hedge of about 15 cm can damage the vehicle body in some cases, and therefore the degree of influence is set to medium. The dividing line and the shoulder serve to divide the driving area on the road, but even if the dividing line and the shoulder are crossed, this has no effect on the vehicle body, so there is no degree of influence.

[0036] Note that the Fig. 7 and Fig. These are merely examples and can be modified according to the shape and material of the vehicle body and the designer's concept. Furthermore, the setting can be changed according to the driver's intention.

[0037] Furthermore, the degree of contact influence can be determined using, instead of the degree of contact influence, Fig. 8. Using the result of identifying the type of road boundary in S202, the contact influence level can be directly captured by image recognition. In this case, the contact influence level can be learned during the training data acquisition for image recognition, and the contact influence level can be directly output at the time of image recognition.

[0038] In S204, a combination of limitations within which the vehicle can drive is selected. For example, in the Fig. 2 and Fig. In the 3 scenes depicted, since there is a road width sufficient for the vehicle to pass between the oncoming vehicle 11 and the small step 23, step 23 is selected as the boundary on the left and the oncoming vehicle 11 is selected as the boundary on the right. In the Fig. 4 and Fig. In the 5 depicted scenes, however, there is no sufficient width for the player's vehicle to pass between the oncoming vehicle 11 and the small step 23, but the player's vehicle can drive on the small step 23, and wall 21 is located further out. Therefore, wall 21 is selected as the left boundary and the oncoming vehicle 11 is selected as the right boundary.

[0039] Note that, unlike in the Fig. 4 and Fig. In the 5 depicted scenes, in one case where there is no object outside the small level 23 that serves as a boundary, such as wall 21, only the right boundary without a boundary on the left side needs to be considered, or a virtual boundary with the approach risk "1: no risk" needs to be set at a point separated by a certain distance. Furthermore, in a case where no combination of boundaries provides a road width sufficient for the vehicle to pass, a combination that maximizes the road width is selected.

[0040] Step S205 determines whether the road width between the combinations of boundaries selected in step S204 is greater than the vehicle width of the vehicle 10 plus a clearance for the left and right boundaries, as described later; that is, whether the road width is passable. If a passable road width exists, steps S206 to S208 are executed sequentially.

[0041] In S206, a driving route is calculated based on the approach risk assessed in S203. A procedure for calculating a driving route is described with reference to Fig. 9 described. Fig. Scene 9 is a scene in which the driver's own vehicle 10 passes between the parked vehicle 12 with a proximity risk of "5: no contact" and a hedge 24 with a proximity risk of "3: avoid contact". The left and right boundaries at this time are 25L and 25R respectively (in Fig. 9 (shown by dashed lines). 26L and 26R are boundaries separated from the left and right boundaries 25L and 25R, respectively, by clearances w1L and w1R, which are determined based on the approach risk of each boundary from the area shown in Fig. The routes shown in the table 10 are offset. Then a route 27c (in Fig. (represented by a single-point catenary) is set so that it lies midway between w1L and w1R. Consequently, a route is calculated that is at least a certain distance from the left and right boundaries.

[0042] Note that the difference between the current route 27a of the vehicle 10 and the route 27c for passing through a transition curve 27b is interpolated. To facilitate path tracking, a polynomial function, a clothoid curve, or the like is used as the transition curve 27b to continuously change at least one curvature.

[0043] The in Fig. The depicted clearance is set such that it increases with increasing proximity risk. As a result, the possibility of a false contact is reduced in a case where the vehicle deviates from the calculated route, and it is possible to calculate a route according to the driver's intention to move away from a target that would damage the vehicle body if the vehicle came into contact with it.

[0044] Furthermore, as in Fig. As shown in Figure 11, a route is calculated that is 10 times the sum of the clearance w1R and half the vehicle width w10 of the vehicle itself from the boundary that is closer to the vehicle itself (boundary 25R on the right). Fig. 11). In this case too, since in S205 it is determined whether the vehicle can pass taking into account the clearance, a route is always calculated that is 25L away from the left boundary by the clearance or more.

[0045] If that in Fig. Using example 9, a route is calculated that is achieved by using the largest possible distance to both the right and left boundaries. However, if the example in Fig. Using the example shown in section 11, a route is calculated in which the extent of the movement of the vehicle 10 in the direction of the road width is as small as possible.

[0046] If the target being passed is moving, the transition curve 27b can, for example, be set such that the own vehicle reaches the lateral position of the route 27c within a time until the passing, calculated on the basis of the relative position relationship between the own vehicle 10 and the parked vehicle 12 and the relative speed, takes place.

[0047] In S207, the vehicle speed of the own vehicle is set to 10 while passing, for example using... Fig. 12, based on the limit height and contact influence degree in Fig. 7. The specific deceleration rate of the vehicle and the difference between the road width between the left and right boundaries and the vehicle width of the vehicle are calculated. 10. In Fig. 12. The calculation is performed such that the vehicle speed decreases with increasing deceleration and increases with increasing width of the right and left boundaries. If the road width between the left and right boundaries is less than the vehicle width 10, S205 determines "No" and S207 is not executed.

[0048] By changing the vehicle's speed not only according to the degree of deceleration but also according to the width of the left and right boundaries, the obstacle moves to narrow the road width, and the vehicle also decelerates, coming to a complete stop if sufficient clearance cannot be guaranteed. Furthermore, in cases where the vehicle is traveling through a narrow road or where the vehicle is near a target where contact with the target would damage the vehicle's body, a deceleration action is carried out in accordance with the driver's intention to slow down.

[0049] In S208, steering / brake control gain is calculated according to the approach risk. When an object with a high approach risk is approaching, the gain is increased to prevent oversteering as much as possible. When the vehicle approaches a target with a low approach risk, the gain is decreased to suppress sudden steering and braking.

[0050] If S205 determines that there is no passable road width, S210 to S213 are executed sequentially. The processing content of S210 and S211 is determined with reference to Fig. 13 described. Fig. Figure 13 shows a scene in which the author's vehicle 10 and the oncoming vehicle 11 are passing each other, with the oncoming vehicle 11 driving near the center of the path 20. Therefore, the author's vehicle 10 stops and waits until the oncoming vehicle 11 moves out of the way.

[0051] If the sum of the vehicle width w10b (excluding the wing mirror) of the driver's vehicle 10 and the vehicle width w11 of the oncoming vehicle 11 is greater than the width w20 of the roadway, the vehicles cannot pass each other on this road even if the driver's vehicle 10 folds in its wing mirror, so S210 is determined to be "No". Furthermore, if the obstacle is a parked vehicle or a fallen object, it is not expected that the obstacle will move to increase the road width, so S210 is determined to be "No".

[0052] If S210 determines "Yes", S211 determines whether it is necessary to fold in the side mirror to pass each other. If the sum of the vehicle width w10a of the own vehicle 10 (including the side mirror) and the vehicle width w11 of the oncoming vehicle 11 is less than the width w20 of the driving path, S211 determines "No", since the own vehicle 10 can pass without folding in the side mirror.

[0053] If the sum of the vehicle width w10a of the own vehicle 10 including the wing mirror and the vehicle width w11 of the oncoming vehicle 11 is greater than the width w20 of the driving path, but the sum of the vehicle width w10b of the own vehicle 10 excluding the wing mirror and the vehicle width w11 of the oncoming vehicle 11 is less than the width w20 of the driving path, the oncoming vehicle 11 can pass if the own vehicle 10 folds in its wing mirror, and therefore "Yes" is determined in S211.

[0054] If "Yes" is selected in S211, the exterior mirror will fold in in S212. When the exterior mirror is folded in, the driver cannot visually check the surroundings. Therefore, it is advisable to fold in the exterior mirror after the vehicle has come to a complete stop. A configuration that includes a camera capable of monitoring the side of the vehicle instead of the exterior mirror, as well as a screen to display the camera image, allows the driver to check the side using the camera image while the exterior mirror is folded in.

[0055] In S213, a position that is as close as possible to the left boundary before the point where the collision with the obstacle is expected is calculated as the stop position.

[0056] In S209, for example, the following is used: Fig. 14. A notification message for the driver is determined according to the risk of approaching the road boundary and the distance to the road boundary. The greater the risk of approaching the road boundary, the earlier the alarm is triggered, thus alerting the driver more strongly. A more pronounced alarm is also issued when the distance to the road boundary is shorter, indicating to the driver that contact with the road boundary is imminent. In this way, by changing the notification message according to the risk of approaching the road boundary and the distance to it, it is possible to inform the driver of the location of the target requiring special attention.

[0057] As described above, the vehicle control unit according to the present embodiment can provide a passage assistance in which the detection system calculation unit 105 determines and identifies the obstacle and the road boundary based on the information acquired by the unit 101 for external detection, and the control system calculation unit 108 calculates the driving route according to the approach risk to the boundary and determines the notification.

[0058] According to the vehicle control device of the present embodiment, when the vehicle passes an oncoming vehicle, a parked vehicle, or the like, the approach is permitted by reducing the clearance between the vehicle and the road boundary if the risk of approaching the road boundary is low, i.e., if the impact of damage to the vehicle body is minimal, even if the vehicle comes into contact with an object such as vegetation. In a case where the risk of approaching the road boundary is high, i.e., if there is a significant impact such as damage to the vehicle body if the vehicle comes into contact with an object such as a guardrail or utility pole, a route away from the road boundary is calculated by increasing the clearance between the vehicle and the road boundary.

[0059] Furthermore, by determining the risk of the vehicle coming into contact with the road boundary according to the height of the boundary, the degree of contact can be adjusted in stages according to the part of the vehicle that makes contact with the boundary. Consequently, it is possible, for example, to implement a setting that allows contact with the boundary in the case of the wheels, but not with the body or mirrors.

[0060] Furthermore, according to the vehicle control unit of the present embodiment, the timing and intensity of an alarm to the driver are adjusted according to the risk of the vehicle approaching the road boundary and the distance to the road boundary. Consequently, it is possible to report the location of an object that, if the vehicle comes into contact with it while passing on a narrow road, would pose a high risk, and to alert the driver more appropriately.

[0061] As described above, the vehicle control device according to the present embodiment can provide driving assistance that enables passage in a narrow street.

[0062] The main features of the present embodiment can also be summarized as follows.

[0063] The processor of the vehicle control unit detects the degree of influence (contact influence) on the vehicle itself through the contact between the limiting component and the vehicle, according to the type of limiting component that defines the boundary of the area in which the vehicle is driving ( Fig. 8), forms. The processor detects a proximity risk, which corresponds to a combination of the height and degree of influence of the limiting component, and a risk when the vehicle approaches the limiting component ( Fig. 7), indicates. The processor changes a distance (clearance) within which the vehicle can approach the limiting components, based on the approach risk ( Fig. 10), or changes a notification content to the driver of the own vehicle ( Fig. 14).

[0064] As a result, it is possible, for example, to pass through and thereby allow contact with hedge 24 ( Fig. 9) Furthermore, the driver can anticipate the degree of contact risk. As a result, pedestrian assistance in the narrow street can be improved.

[0065] Specifically, the processor changes the notification content to the driver of the vehicle based on the approach risk and the distance between the vehicle and the boundary ( Fig. 14).

[0066] As a result, the driver can easily see how much risk of contact there is at a given distance.

[0067] The degree of influence (degree of contact influence) indicates any influence on the vehicle itself due to contact between the limiting component and at least the mirror, the bodywork and the wheel of the vehicle itself ( Fig. 7 and Fig. 8).

[0068] As a result, it is possible to achieve a passing maneuver in which only one of the elements – mirror, bodywork, and wheel – may be in contact.

[0069] As in Fig. As shown in Figure 4, the processor determines a target trajectory by combining several approach risks obtained for multiple boundary components (for example, wall 21, low step 23, oncoming vehicle 11).

[0070] Consequently, if there is sufficient road width, it is possible, for example, to prevent the unnecessary driving over a dividing line, a low step or the like, and to determine a target trajectory for driving only when necessary ( Fig. 2 and Fig. 4).

[0071] The processor detects a deceleration level of the own vehicle corresponding to the approach risk ( Fig. 7) The processor determines a target vehicle control level to decelerate or stop the vehicle, based on the degree of deceleration ( Fig. 12) This makes it possible to ensure safety when passing each other.

[0072] In particular, the processor determines the desired vehicle control level to decelerate or stop the vehicle, based on the combination of the difference between the road width and the vehicle width and the degree of deceleration ( Fig. 12).

[0073] As a result, it is possible to control the vehicle according to the driver's intention to decelerate or stop the vehicle when the vehicle is traveling through a road with a narrow road width or when the vehicle is passing close to an object (limiting component with a high risk of approach) that would damage the vehicle body if it came into contact with the vehicle.

[0074] If the processor can determine, based on the approach risk, that the vehicle can pass the oncoming vehicle if the vehicle folds in its side mirror, the processor determines the target vehicle control level so that the side mirror is folded in and the vehicle is stopped (S213, Fig. 6) This makes it as easy as possible for the oncoming vehicle to pass your vehicle.

[0075] When the vehicle approaches the limiting component, the processor determines the target vehicle control level such that the control gain for steering and braking of the vehicle increases with the higher the risk of approach (S208, Fig. 6) As a result, it is possible to suppress the overshooting of the vehicle's trajectory in relation to the intended route.

[0076] Note that the present invention is not limited to the embodiment described above and includes various modifications. For example, the embodiments described above have been described in detail to illustrate the present invention in an easily understandable way and are not necessarily limited to those that have all the configurations described.

[0077] Furthermore, some or all of the configurations, functions, and the like described above can be implemented in hardware, for example, by designing them with an integrated circuit. Additionally, each of the configurations, functions, and the like described above can be implemented in software, by having a processor interpret and execute a program to implement each function. Information such as a program, a table, and a file for implementing each function can be stored in a recording device such as memory, a hard disk drive, or a solid-state drive (SSD), or on a recording medium such as an IC card, an SD card, or a DVD.

[0078] Embodiments of the present invention may have the following aspects. (1) A control device comprising: an external information acquisition unit that acquires external information about the vehicle; a boundary information acquisition unit that acquires information about a boundary component that forms a boundary of an area in which the vehicle is traveling, based on the external information; a proximity risk acquisition unit that acquires a proximity risk, which indicates a risk that includes a degree of influence on the vehicle due to contact between the boundary component and the vehicle, according to a height and type of the boundary component, when the vehicle approaches the boundary component;and a journey planning unit that plans a target trajectory and a target vehicle control extent of the own vehicle by changing a distance to which the own vehicle can approach the limiting component based on the approach risk and a movement state of the own vehicle, or by changing a notification content to a driver of the own vehicle. (2) The vehicle control device according to (1), wherein the degree of influence indicates any influence on the own vehicle due to contact between the limiting component and at least one mirror, body and wheel of the own vehicle. (3) The vehicle control device according to (1) wherein the journey planning unit obtains the desired trajectory by combining several of the approach risks detected with respect to several limiting components. (4) The vehicle control device according to (1) wherein the driving planning unit obtains the target vehicle control level such that the own vehicle is slowed down or stopped when the approach risk is higher than a predetermined value. (5) The vehicle control device according to (1) wherein the driving planning unit, if it can be determined on the basis of the approach risk that the own vehicle can pass an oncoming vehicle if the own vehicle folds in an external mirror, folds in an external mirror of the own vehicle and receives the target vehicle control extent to stop the own vehicle. (6) The vehicle control device according to (1) wherein the driving planning unit receives the target vehicle control level such that the control amplification with respect to steering and braking of the own vehicle increases the higher the risk of approaching the limiting component.

[0079] According to (1) to (6), the approach risk, which indicates the degree of impact of contact on the vehicle, is determined according to the height and type of road boundary. Consequently, a clearance assistance function is implemented based on the approach risk, allowing contact with a road boundary with a low impact, such as a hedge, and driving over a low step or similar obstacle. Furthermore, by evaluating the approach risk according to, for example, the height of the road boundary, even in the case of approaching boundary components of the same type, a process is implemented in which the vehicle approaches and passes each other, as it approaches a tire or wheel, in contrast to a painted vehicle body or an exterior mirror, which are easily damaged.As a result, it is possible, taking into account a part of the vehicle that comes into contact with the limiting component, to drive away from a target with a high degree of influence and to approach the feeling of a situation in which the driver is driving himself and contact with a target with a low degree of influence is permitted. Reference symbol list 10 own vehicle 11 oncoming vehicle 12 parked vehicles 20 route 21, 22 wall Level 23 24 hedge 25L, 25R limit 27a Route 27b Transition arch 27c Route 101 Unit for external detection 102 Own position detection unit 103 high-precision maps 104 Vehicle sensor 105 Recognition system calculation unit 106 Obstacle Detection Unit 107 Road boundary detection unit 108 Control system calculation unit 109 Proximity Risk Calculation Unit 110 Route calculation unit 111 Actuation Extent Calculation Unit 112 Notification Control Unit 113 Actuator 114 Driver notification device QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 7230190 B2 [0002, 0005]

Claims

A vehicle control device comprising a processor, the processor being configured to perform the following: detecting a degree of influence on the vehicle due to contact between a boundary component and the vehicle, wherein the degree of influence corresponds to a type of boundary component that forms a boundary of an area in which the vehicle is moving; detecting an approach risk corresponding to a combination of the height of the boundary component and the degree of influence, and displaying a risk when the vehicle approaches the boundary component; and changing an accessible distance of the vehicle to the boundary component or changing a notification content to a driver of the vehicle based on the approach risk. Vehicle control device according to claim 1, wherein the degree of influence indicates any influence on the own vehicle due to contact between the limiting component and at least one mirror, body and wheel of the own vehicle. Vehicle control device according to claim 1, wherein the processor is configured to perform the following: Determining a target trajectory by combining several of the approach risks detected with respect to several of the limiting components. Vehicle control device according to claim 1, wherein the processor is configured to perform the following: detecting a degree of deceleration of the own vehicle corresponding to the approach risk; and determining a target vehicle control level based on the degree of deceleration in order to decelerate or stop the own vehicle. Vehicle control device according to claim 1, wherein the processor is configured to perform the following: if, based on the approach risk, it can be determined that the own vehicle may pass an oncoming vehicle, if the own vehicle folds in an exterior mirror, fold in the exterior mirror and determine a target vehicle control extent to stop the own vehicle. Vehicle control device according to claim 1, wherein the processor is configured to perform the following: when the vehicle approaches the limiting component, determining a target vehicle control level such that the control gain for steering and braking the vehicle increases the higher the risk of approach. Vehicle control device according to claim 1, wherein the processor is configured to perform the following: changing a notification content for a driver of the own vehicle based on the approach risk and a distance from the own vehicle to a boundary. Vehicle control device according to claim 4, wherein the processor is configured to perform the following: Determining a target vehicle control extent to decelerate or stop the vehicle based on a combination of a difference between a road width and a vehicle width and the degree of deceleration.

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