Control device, control method thereof, vehicle, and program

Abstract

To make it possible to appropriately support driving even when some lines (for example, division lines) of a plurality of lines for distinguishing a traveling lane cannot be recognized.SOLUTION: A control device according to the present embodiment includes: target recognition means for recognizing a state of a target outside a movable body; line recognition means for recognizing lines for distinguishing a traveling lane on a movement route on which the movable body travels; setting means for setting, on the movement route, a search area for calculating a risk, as an index value indicating a degree to which the movable body should avoid entry; calculation means for calculating the risk in the search area; and determination means for determining an action of the movable body on the basis of the calculated risk. The setting means sets the search area on the basis of a first line closest to the movable body among the recognized lines for distinguishing the traveling lane.SELECTED DRAWING: Figure 3B

Description

[Technical Field]

[0001] The present invention relates to a control device, a control method thereof, a vehicle, and a program. [Background technology]

[0002] Conventionally, driving assistance technologies have been developed to assist drivers who drive moving bodies such as vehicles. For example, as a technology to assist a driver in driving in accordance with the risk of other vehicles, a technology is known that issues a warning when another vehicle that is changing lanes while the vehicle is traveling has the possibility of contacting the vehicle (Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-185673 Summary of the Invention [Problem to be solved by the invention]

[0004] When a vehicle is traveling on a road with multiple lanes, including an overtaking lane and a right-turn lane, the content of the driving assistance may differ depending on which lane the other vehicle is in. For example, the content of the driving assistance may differ depending on whether the other vehicle is stopped ahead of the vehicle in the driving lane in which the vehicle is traveling or whether the other vehicle is stopped in a right-turn lane different from the driving lane in which the vehicle is traveling. However, road lines (e.g., white lines or other dividing lines) used to distinguish between driving lanes may become unclear due to fading, and if the vehicle cannot correctly recognize the dividing lines, the vehicle may be unable to distinguish between driving lanes and may be unable to provide appropriate driving assistance.

[0005] The present invention has been made in consideration of the above-mentioned problems, and its purpose is to realize a technology that can appropriately assist driving even when some of the lines used to distinguish between driving lanes cannot be recognized. [Means for solving the problem]

[0006] According to the present invention, a target recognition means for recognizing the state of a target outside the moving body; a line recognition means for recognizing lines that distinguish between lanes on a travel route along which the moving body travels; a setting means for setting a search area on the movement route for calculating a risk, which is an index value indicating the degree to which the moving body should avoid entering; a calculation means for calculating the risk in the search area; a decision means for deciding an action of the moving object based on the calculated risk, The control device is characterized in that the setting means sets the search area based on a first line that is closest to the moving object among the recognized lines that distinguish the driving lanes. [Effects of the Invention]

[0007] According to the present invention, it is possible to appropriately assist driving even when some of the lines used to distinguish between driving lanes cannot be recognized. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram showing an example of the configuration of a vehicle as an example of a moving body according to an embodiment; [Figure 2] FIG. 1 is a block diagram illustrating an example of a functional configuration of a control device according to an embodiment. [Figure 3A] FIG. 10 is a diagram illustrating an example of a situation in which the driving lane recognition unit according to the embodiment fails to recognize the driving lane. [Figure 3B] FIG. 1 is a diagram illustrating a driving assistance process according to an embodiment. [Figure 4] 1 is a flowchart showing a series of operations of a driving assistance process according to an embodiment; [Figure 5] FIG. 10 is a diagram illustrating an example of a relationship between a speed range and a distance for setting a virtual line according to an embodiment. [Figure 6]FIG. 1 is a diagram illustrating an example of a risk to a target according to an embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] (Embodiment 1) Hereinafter, the embodiments will be described in detail with reference to the accompanying drawings. Note that the following embodiments do not limit the scope of the invention as claimed, and not all combinations of features described in the embodiments are necessarily essential to the invention. Two or more of the features described in the embodiments may be arbitrarily combined. Furthermore, the same reference numerals are used for the same or similar components, and redundant explanations will be omitted.

[0010] <Vehicle configuration example> FIG. 1 is a block diagram of a vehicle 1 as an example of a moving body according to the present invention. In FIG. 1, the vehicle 1 is shown in outline in plan view and side view. As an example, the vehicle 1 is a four-wheeled passenger car, but it may also be a two-wheeled vehicle or other types of vehicle. Furthermore, the moving body according to the present invention is not limited to a vehicle, and may include various moving bodies such as an autonomously moving robot.

[0011] The vehicle 1 includes a vehicle control device (hereinafter simply referred to as the control device 2) that controls the vehicle 1. The control device 2 includes multiple ECUs (Electronic Control Units) 20 to 29 that are communicatively connected via an in-vehicle network. Each ECU includes a processor such as a CPU (Central Processing Unit) or a GPU (Graphics Processing Unit), a memory such as a semiconductor memory, an interface with external devices, etc. The memory stores programs executed by the processor and data used by the processor for processing, etc. Each ECU may include multiple processors, memories, interfaces, etc. For example, the ECU 20 includes a processor 20a and a memory 20b. The processor 20a executes instructions included in a program stored in the memory 20b, thereby performing processing by the ECU 20. Alternatively, the ECU 20 may include a dedicated integrated circuit such as an ASIC (Application Specific Integrated Circuit) for performing processing by the ECU 20. The same applies to the other ECUs.

[0012] The functions and the like that are handled by each of the ECUs 20 to 29 will be described below. The number of ECUs and the functions that each ECU is responsible for can be designed as appropriate, and they can be subdivided or integrated more than in this embodiment. For example, one ECU (e.g., ECU 22) may also have the functions of other ECUs.

[0013] The ECU 20 executes control related to manual driving and automatic driving of the vehicle 1. In automatic driving, at least one of steering and acceleration / deceleration of the vehicle 1 is automatically controlled. Note that the automatic driving by the ECU 20 may include automatic driving that does not require driving operation by the driver (also called automatic driving) and automatic driving that assists driving operation by the driver (also called driving assistance). The control of driving by the ECU 20 may include, for example, control to automatically stop or steer the vehicle to avoid a collision in place of driving by the driver.

[0014] The ECU 21 controls the electric power steering device 3. The electric power steering device 3 includes a mechanism for steering the front wheels in response to a driver's driving operation (steering operation) on the steering wheel 31. The electric power steering device 3 also includes a motor that generates driving force to assist the steering operation and automatically steer the front wheels, a sensor that detects the steering angle, etc. When the driving state of the vehicle 1 is autonomous driving, the ECU 21 automatically controls the electric power steering device 3 in response to instructions from the ECU 20, and controls the traveling direction of the vehicle 1.

[0015] The ECUs 22 and 23 control the detection units that detect the vehicle's surroundings and process information on the detection results. The vehicle 1 includes, for example, one standard camera 40 and four fisheye cameras 41 to 44 as detection units that detect the vehicle's surroundings. The standard camera 40 and the fisheye cameras 42 and 44 are connected to the ECU 22. The fisheye cameras 41 and 43 are connected to the ECU 23. The ECUs 22 and 23 analyze images captured by the standard camera 40 and the fisheye cameras 41 to 44 to recognize the status of targets, such as their type, position, and speed, lane areas on the travel path, and lines that distinguish between driving lanes. Lines that distinguish between driving lanes include road boundaries (white lines) and dividing lines (broken lines, etc.) between lanes. The type, number, and installation positions of the cameras on the vehicle 1 are not limited to those described in this embodiment and may be other configurations. Furthermore, a lidar (Light Detection and Ranging) or millimeter wave radar may be included as a detection unit for detecting targets around the vehicle 1 and measuring the distance to the targets.

[0016] The standard camera 40 is attached to the center of the front of the vehicle 1 and captures the surroundings in front of the vehicle 1. The fisheye camera 41 is attached to the center of the front of the vehicle 1 and captures the surroundings in front of the vehicle 1. In FIG. 1, the standard camera 40 and the fisheye camera 41 are shown aligned horizontally. However, the arrangement of the standard camera 40 and the fisheye camera 41 is not limited to this; for example, they may be aligned vertically. Furthermore, at least one of the standard camera 40 and the fisheye camera 41 may be attached to the front of the roof of the vehicle 1 (for example, on the inside of the front windshield). The fisheye camera 42 is attached to the center of the right side of the vehicle 1 and captures the surroundings to the right of the vehicle 1. The fisheye camera 43 is attached to the center of the rear of the vehicle 1 and captures the surroundings behind the vehicle 1. The fisheye camera 44 is attached to the center of the left side of the vehicle 1 and captures the surroundings to the left of the vehicle 1.

[0017] The ECU 22 controls the standard camera 40 and the fisheye cameras 42 and 44 and processes information on the detection results. The ECU 23 controls the fisheye cameras 41 and 43 and processes information on the detection results. By dividing the detection unit that detects the vehicle's surroundings into two systems, the reliability of the detection results can be improved. In addition, the ECU 22 can detect the driver's head direction and line of sight using an image of the driver captured by a fisheye camera (not shown) installed inside the vehicle cabin.

[0018] The ECU 24 controls the gyro sensor 5, the GPS sensor 24b, and the communication device 24c, and processes information on the detection results or communication results. The gyro sensor 5 detects the rotational motion of the vehicle 1. The path of the vehicle 1 can be determined based on the detection results of the gyro sensor 5, the wheel speed, etc. The GPS sensor 24b detects the current position of the vehicle 1. The communication device 24c acquires map information and traffic information through wireless communication with a server that provides this information. The ECU 24 can access a database 24a of map information stored in memory, and performs tasks such as searching for a route from the current location to a destination. The ECU 24, the map database 24a, and the GPS sensor 24b constitute a so-called navigation device.

[0019] The ECU 25 includes a communication device 25a for vehicle-to-vehicle communication. The communication device 25a performs, for example, wireless communication with other vehicles in the vicinity, and exchanges information between the vehicles.

[0020] The ECU 26 controls the power plant 6. The power plant 6 is a mechanism that outputs driving force to rotate the drive wheels of the vehicle 1, and includes, for example, an engine and a transmission. The ECU 26 controls the output of the engine in response to a driving operation (accelerator operation or acceleration operation) by the driver detected by an operation detection sensor 7a provided on the accelerator pedal 7A, for example, and switches the gear position of the transmission based on information such as the vehicle speed detected by a vehicle speed sensor 7c.

[0021] The ECU 27 controls lighting devices (headlights, taillights, etc.) including turn signals 8. In the example of Fig. 1, the turn signals 8 are provided at the front, door mirrors, and rear of the vehicle 1.

[0022] The ECU 28 controls the input / output device 9. The input / output device 9 outputs information to a passenger (e.g., the driver) and receives information input from the driver. The audio output device 91 notifies the driver of information by audio, for example, including a predetermined sound or speech. The content of the notification is output when, for example, the ECU 22 performs a driving assistance process described below, determines whether to issue a notification, and transmits the determined content to the ECU 28. The driving assistance process will be described later. The display device 92 notifies the driver of information by displaying an image. The display device 92 is disposed, for example, on the surface of the driver's seat and constitutes an instrument panel or the like. Note that, although audio and display are exemplified here, information may be notified by vibration or light. Information may also be notified by a combination of audio, display, vibration, and light. The input device 93 is a group of switches disposed in a position operable by the driver to issue instructions to the vehicle 1, but may also include an audio input device.

[0023] The ECU 29 controls the braking device 10 and the parking brake (not shown). The braking device 10 is, for example, a disk brake device, which is provided on each wheel of the vehicle 1 and decelerates or stops the vehicle 1 by applying resistance to the rotation of the wheels. The ECU 29 controls the operation of the braking device 10 in response to a driving operation (braking operation) of the driver detected by an operation detection sensor 7b provided on the brake pedal 7B, for example. When the driving state of the vehicle 1 is in autonomous driving, the ECU 29 automatically controls the braking device 10 in response to an instruction from the ECU 20 and controls the deceleration and stop of the vehicle 1. The braking device 10 and the parking brake can also operate to maintain the stopped state of the vehicle 1. Further, when the transmission of the power plant 6 includes a parking lock mechanism, this can also operate to maintain the stopped state of the vehicle 1.

[0024] <Functional configuration example realized in the ECU 22> Next, referring to FIG. 2, a functional configuration example realized in the ECU 22 will be described. Although some or all of the functions described below as functions realized in the ECU 22 may be realized in other ECUs (for example, the ECU 20). The functional configuration example shown in FIG. 2 shows an example of a functional configuration realized by the ECU 22 executing a program stored in an internal memory. Further, the functional configuration example shown in FIG. 2 focuses on the configuration related to the driving support process described later. Therefore, the functions realized in the ECU 22 are not limited to those shown in FIG. 2 and may include other functions.

[0025] The target recognition unit 201 recognizes the state of a target in the external environment of the vehicle 1 based on at least one of the image obtained from the detection unit and sensor information such as a lidar. The target includes, for example, a moving object around the vehicle 1 (surrounding vehicles, pedestrians, passengers on bicycles, etc.) or a falling object. The state of the target includes, for example, the type of the target, the position of the target, the speed of the target, the movement trajectory of the target, etc. The position of the target may be a relative position from the vehicle 1. The target recognition unit 201 can recognize the state of the external target using, for example, one or more neural networks, but other learning models may also be used.

[0026] The driving lane recognition unit 202 recognizes the driving lanes on the travel route on which the vehicle 1 is traveling, based on at least one of images obtained from the detection unit and sensor information such as LIDAR. The recognized information on the driving lanes includes, for example, information on road boundaries, lane markings, and lane areas on the travel route. The driving lane recognition unit 202 can recognize the driving lanes on the travel route, for example, using one or more neural networks, but other learning models may also be used. Note that the functions of the target object recognition unit 201 and the driving lane recognition unit 202 may be realized by a single neural network or learning model.

[0027] The driving lane recognition unit 202 recognizes two lane boundaries or dividing lines and determines that the recognition of the driving lane was successful if the distance between them is a predetermined distance (for example, 5 meters) or less. On the other hand, the driving lane recognition unit 202 determines that the recognition of the driving lane was unsuccessful if it recognizes only one lane boundary or dividing line, or if it recognizes two lane boundaries or dividing lines but the distance between them is greater than a predetermined distance (for example, 5 meters).

[0028] The search area setting unit 203 sets a search area on the driving lane for calculating risk, which is an index value indicating the degree to which the vehicle should avoid entering the lane. The risk for a specific target becomes more negative (the degree to which entry should be avoided increases) the closer the target is to the recognized target, and decreases as the distance from the target increases, eventually reaching zero. The search area includes, for example, a first observation point set in the direction of travel of the vehicle and one or more second observation points (two in the example described below) to the left and right of the first observation point as viewed from the vehicle. These observation points are grouped together, and the risk is calculated at each observation point in the search area. The lowest risk among the calculated risks is then found, thereby obtaining a driving trajectory with the lowest risk. Note that in this embodiment, a single observation point is set at a predetermined position from the vehicle in the direction of travel. However, multiple observation points can be set in the direction of travel and multiple observation points can be set to the left and right of each observation point. This makes it possible to identify risks in a specific direction or position on the driving lane. In the following description, calculating the risk at each observation point in the search area is also simply referred to as calculating the risk in the search area.

[0029] If the search area setting unit 202 recognizes at least one lane boundary or marking line (hereinafter, simply referring to a lane boundary) but fails to recognize the driving lane, it sets a virtual marking line at a position a predetermined distance away from the lane boundary closest to the vehicle. A virtual marking line is a line used to virtually distinguish between driving lanes. In this way, the search area setting unit 202 can set a virtual driving lane. Then, the search area setting unit 202 sets a search area in the range from the nearest lane boundary to the virtual marking line. In this way, even if lane recognition fails, it is possible to set a virtual driving lane using the recognized lane boundary, etc., and set a search area in an appropriate range.

[0030] The risk calculation unit 204 calculates the risk in the set search area. The risk calculation unit 204 also sets a risk potential. The risk potential may be set using known technology. The risk potential may be a combination of a risk potential set for the driving lane and a risk potential caused by the presence of a target, or it may be possible to use only the risk potential caused by the presence of a target.

[0031] FIG. 6 schematically shows an example of a risk potential caused by the presence of a target (e.g., vehicle 605). The vertical axis indicates the level of risk, and the horizontal axis indicates the left-right position of vehicle 605. In area 602 close to vehicle 605, the risk potential indicates the highest value of the risks assigned to vehicle 605. Furthermore, in areas 601 and 602, the risk decreases the further away from the center of vehicle 605. Similar risk potentials may be assigned to the front and rear of vehicle 605. The risk potential assigned to a target is also referred to as target potential. If the search area in which risk is calculated is within areas 601 to 603, the presence of vehicle 605 increases the risk. On the other hand, if the search area does not overlap with areas 601 to 603, the presence of vehicle 605 does not increase the risk.

[0032] The risk potential set for a driving lane is set so that, for example, the risk value is lowest in the center of the driving lane and becomes higher the further away from the center (the closer to the lane boundary). Such a risk potential is also called an induced potential. When using such a risk potential, the risk is lowest near the center of the driving lane within the search area. Furthermore, the risk is higher near the lane boundary within the search area.

[0033] The driving control unit 205 determines the behavior of the vehicle based on the risk calculated in the search area. The driving control unit 205 controls the automatic driving so that the vehicle travels to the position of the observation point where the lowest risk is calculated, for example. The automatic driving may include automatic driving of a vehicle that does not require driving operation by a driver, or automatic driving that assists driving operation by a driver.

[0034] The notification unit 206 notifies the driver based on the risk calculated in the search area. When the risk in the search area (at any observation point) exceeds a predetermined value, the notification unit 206 notifies the driver with a predetermined warning sound or a voice in natural language (including an expression expressing the recognized target).

[0035] Next, an example of driving assistance processing according to this embodiment will be described with reference to Figures 3A and 3B. Figure 3A shows an example of a situation in which the driving lane recognition unit 202 fails to recognize the driving lane. In the example shown in Figure 3A, a vehicle 301 (i.e., vehicle 1), which is the host vehicle, is traveling in driving lane 302 on a travel route. The road on which the vehicle 301 is traveling includes multiple driving lanes, namely driving lane 302 and driving lane 303. However, the dividing line 306 between driving lane 302 and driving lane 303 is faded and visually unclear. On the other hand, the road boundaries 304 of each of driving lane 302 and driving lane 303 are visually clear.

[0036] Vehicle 301 is traveling straight in lane 302, which allows for straight travel. On the other hand, vehicle 305 is stopped (to turn right) in lane 303, which is a lane exclusively for turning right, for example.

[0037] When the vehicle 301 travels in the travel lane 302, the target recognition unit 201 recognizes the state of the target, including the position, speed, and movement trajectory of the vehicle 305. In addition, the travel lane recognition unit 202 recognizes the road boundaries, division lines, and lane areas of the travel lane 302.

[0038] 3A, the driving lane recognition unit 202 is unable to recognize the lane marking 306, but is able to recognize the lane boundary 304. In this case, the driving lane recognition unit 202 recognizes two lane boundaries, but because the distance between them is greater than a predetermined distance, it determines that it has failed to recognize the driving lane.

[0039] If the driving lane recognition unit 202 fails to recognize the driving lane, as shown in Fig. 3B, it sets a virtual line (e.g., a dividing line 320) for virtually distinguishing the driving lane at a position a predetermined distance 321 away from the lane boundary 304 that is closest to the vehicle 301. Then, the search area setting unit 202 sets a search area within a range from the lane boundary 304 up to the predetermined distance.

[0040] In the example of FIG. 3B, an observation point 310 in the search area is set at a predetermined distance from the vehicle 301. Although the example of FIG. 3B shows one search area including a set of observation points, multiple search areas can be set within a virtual driving lane. The risk calculation unit 204 calculates the risk in the search area by combining the risks of the risk potentials at the observation points 310 in the search area. At this time, the risk calculation unit 204 may exclude targets (e.g., vehicle 305) located outside the range of the virtual driving lane from the risk calculation.

[0041] In this way, vehicle 301 can determine vehicle behavior, such as autonomous driving or alerting the driver, based on the risk calculated in the search area. This reduces the impact of vehicle 305 in a different driving lane, and makes it possible to provide appropriate driving assistance even when some of the lines used to distinguish between driving lanes cannot be recognized.

[0042] The risk may correspond to the possibility of collision between the vehicle 301 and another target (vehicle 305). In this case, the traveling control unit 205 or the notification unit 206 determines the behavior of the moving object based on the possibility of collision between the vehicle 301 and another target (vehicle 305).

[0043] <A series of operations for driving assistance processing in a vehicle) Next, a series of operations of the driving assistance process in the vehicle will be described with reference to Fig. 4. This process is realized, for example, by the processor 20a of the ECU 22 of the control device 2 executing a program in the memory 20b.

[0044] In S401, the target object recognition unit 201 recognizes the state of a target object in the external world of the vehicle 1 based on at least one of an image obtained from the detection unit and sensor information such as a LIDAR. In addition, the driving lane recognition unit 202 recognizes the driving lane on the travel route on which the vehicle 1 is traveling based on at least one of an image obtained from the detection unit and sensor information such as a LIDAR.

[0045] In S402, the driving lane recognition unit 202 determines whether the recognition of the driving lane was successful. If the driving lane recognition unit 202 determines that the recognition of the driving lane was successful based on the above criteria, the processing proceeds to S410, and if the recognition of the driving lane was unsuccessful, the processing proceeds to S403. Note that the driving lane recognition unit 203 may end this processing if it has not recognized any lane boundaries or lane markings.

[0046] In S403, the ECU 22 detects the traveling speed of the vehicle 1 based on, for example, the detection result of the gyro sensor 5. In S404, the search area setting unit 203 sets a predetermined distance corresponding to the width of the traveling lane based on the speed. For example, the search area setting unit 203 sets the predetermined distance by referring to a table 500 as shown in FIG. 5 . The table 500 is, for example, a table that associates the vehicle's speed range with a predetermined distance corresponding to the width of the traveling lane, and is stored in memory. In this way, the search area setting unit 203 varies the width of the traveling lane to be virtually set depending on the speed of the vehicle 1. More specifically, the search area setting unit 203 increases the predetermined distance as the traveling speed of the vehicle 1 increases. In this way, a wider lane width can be set when the vehicle is traveling on a road where high speeds are possible. In other words, the width of the virtual traveling lane can be made closer to the width of the actual traveling lane.

[0047] The search area setting unit 203 may set the predetermined distance using vehicle width information of the road included in the map information. For example, the search area setting unit 203 may access the map information database 24a to acquire the vehicle width information included in the map information. Alternatively, the search area setting unit 203 may acquire the vehicle width information from an external server via the communication device 25a.

[0048] In S405, the search area setting unit 203 sets a virtual line (for example, a lane marking) at a position a predetermined distance from one line (for example, a lane boundary) recognized by the driving lane recognition unit 202, as described above. Then, in S406, the search area setting unit 203 sets a search area in the range (predetermined distance range) from the lane boundary to the virtual line, as described above.

[0049] In S410, the search area setting unit 203 sets a search area between two lines (for example, road boundaries) recognized by the driving lane recognition unit 202 as described above.

[0050] In S407, the risk calculation unit 204 excludes targets that exist outside a predetermined distance from the lane boundary from the risk calculation, as described above. Then, in S408, the risk calculation unit 204 calculates the risk in a search area set within a predetermined distance from the lane boundary (i.e., on a virtual driving lane). As described above, in order to set a risk potential on the driving lane, the risk calculation unit 204 calculates the risk using, for example, a risk value of the risk potential in the search area on the virtual driving lane.

[0051] In S409, if the calculated risk is equal to or greater than a predetermined value, the risk calculation unit 204 notifies the driver by the notification unit 206. As described above, the notification unit 206 notifies the driver with a predetermined warning sound or a voice using a natural language (including an expression expressing the recognized target). After finishing the notification, the notification unit 206 then ends the series of operations of the driving assistance process.

[0052] In the series of operations of the driving assistance process described above, an example has been described in which a notification is given when the calculated risk is equal to or greater than a predetermined value, but either of the automatic driving operations by the driving control unit 205 may be performed depending on the calculated risk. Also, both a notification by the notification unit 206 and automatic driving by the driving control unit 205 may be performed.

[0053] As described above, in the above-described embodiment, the vehicle 1 recognizes the state of external targets and the lines that distinguish between driving lanes on the travel route on which the vehicle 1 is traveling. The vehicle 1 also sets a search area on the travel route for calculating a risk, which is an index value indicating the degree to which the vehicle 1 should avoid entering the area. The vehicle 1 calculates the risk, including the influence of the recognized targets, in the search area on the travel route, and determines the vehicle's behavior based on the risk calculated in the search area. At this time, the vehicle 1 sets the search area within a predetermined distance from a first line (e.g., a lane boundary) that is closest to the vehicle 1 among the recognized lines that distinguish between driving lanes. This reduces the influence of targets that exist in different driving lanes, making it possible to provide appropriate driving assistance even when some of the multiple lines that distinguish between driving lanes cannot be recognized.

[0054] (Embodiment 2) In the second embodiment, an example will be described in which another method is used to set the search area. Specifically, the search area can be set outside the range from the lane boundary 304 to the virtual line. For example, the search area setting unit 203 can set the search area between two recognized lane boundaries 304. For example, in the above-mentioned S406, instead of setting the search area within the range from the lane boundary to the virtual line (within a predetermined distance), the risk calculation unit 204 can set the search area within a range wider than the predetermined distance from the lane boundary (i.e., on the virtual driving lane). Thereafter, the risk calculation unit 204 calculates risk in the set search area. In this case, the setting of the virtual line in S403 to S405 and the setting of the search area in S406 in the first embodiment may be performed before, in parallel with, or after the setting of the search area in S406. Once the search range and the virtual line are set, the driving control unit 205 or the notification unit 206 determines the vehicle's behavior based on the risks calculated within the search area, within the range from the lane boundary 304 to the virtual line. In other words, among the calculated risks, risks calculated outside the range of the virtual driving lane are not used, and therefore such risks are not subject to control or notification. Even in such an embodiment, it is possible to provide appropriate driving assistance when some of the lines used to distinguish between driving lanes cannot be recognized.

[0055] (Embodiment 3) In the first embodiment, the driving lane recognition unit 202 recognizes two lane boundaries or dividing lines, and if the distance between them is equal to or less than a predetermined distance, it is determined that the driving lane recognition has been successful. The method for recognizing the driving lane is not limited to this, and other methods may also be used. For example, additional processing may be performed when only lane markings are detected and no lane boundaries are detected at all. Specifically, when only lane markings are detected and no lane boundaries are detected at all, the driving lane recognition unit 202 may assume that the lane boundaries are detected as dashed lines and may complement the dashed lines to recognize them as lane boundaries. To complement a dashed line, for example, first, each fragmented line segment in the dashed line is detected, and the detected multiple lines are integrated to recognize a single dashed line as a single line (lane boundary). If, as a result of this complementation processing, the distance between the two lane boundaries is equal to or less than a predetermined distance, it can be determined that the driving lane has been successfully recognized (i.e., there is no need to set a virtual driving lane, as described below). For example, in determining whether the recognition of the driving lane was successful in S402 of the driving assistance process described above, the driving lane recognition unit 202 can determine that the recognition of the driving lane was successful if only two lane markings are detected. In this case, it is further determined whether the distance between the two lane boundaries is equal to or less than a predetermined distance. At this time, because only two lane markings have been detected, the determination is negative. In such a case, if only two lane markings have been detected, the driving lane recognition unit 202 may complement the dashed line and recognize it as the lane boundary. The driving lane recognition unit 202 can determine a search range based on the lane boundary obtained by complementation. In this way, even if only lane markings are recognized, a search area can be set and subsequent processes such as risk calculation can be performed.

[0056] <Summary of the embodiment> (Item 1) A target recognition means (e.g., 201) for recognizing the state of a target outside the moving body; Line recognition means (e.g., 202) for recognizing lines that distinguish between lanes on the travel route along which the moving body travels; A setting means (e.g., 203) for setting a search area on the movement route for calculating a risk, which is an index value indicating the degree to which the moving body should avoid entering; A calculation means (e.g., 204) for calculating the risk in the search area; and a decision means (e.g., 205, 206) for deciding the behavior of the moving object based on the calculated risk, The control device is characterized in that the setting means sets the search area based on a first line that is closest to the moving object among the recognized lines that distinguish the driving lanes.

[0057] According to this embodiment, even if some of the lines (for example, lane markings) among the lines used to distinguish between driving lanes cannot be recognized, appropriate driving assistance can be provided.

[0058] (Item 2) 2. The control device according to item 1, wherein the setting means sets the search area within a range from the first line (e.g., 304) to a predetermined distance (e.g., 321).

[0059] According to this embodiment, when some of the lines (for example, lane markings) among the lines for distinguishing between driving lanes cannot be recognized, the search area can be set to an appropriate range.

[0060] (Item 3) The control device described in item 1, characterized in that the calculation means does not include the recognized target (e.g., 305) located outside a range of a predetermined distance from the first line in the calculation of the risk.

[0061] According to this embodiment, it is possible to suppress a decrease in the accuracy of driving assistance due to a target located outside the lane in which the moving body is traveling.

[0062] (Item 4) 2. The control device according to item 1, wherein the behavior of the moving body includes a notification to a driver of the moving body.

[0063] According to this embodiment, even if some of the lines (for example, lane markings) among the multiple lines for distinguishing between driving lanes cannot be recognized, it is possible to suppress a decrease in accuracy of risk-based notification.

[0064] (Item 5) The control device according to item 1, characterized in that the behavior of the moving body includes automatic driving of the moving body that does not require driving operation by the driver, or automatic driving to assist driving operation by the driver.

[0065] According to this embodiment, even if some of the lines (e.g., dividing lines) among the multiple lines used to distinguish between driving lanes cannot be recognized, it is possible to suppress a decrease in accuracy of automated driving due to risk.

[0066] (Item 6) the risk corresponds to a possibility of a collision between the moving object and the recognized target in the search area; 2. The control device according to item 1, wherein the determining means determines the behavior of the moving body based on a possibility of collision between the moving body and the recognized target.

[0067] According to this embodiment, it is possible to suppress a decrease in accuracy in calculating the possibility of collision with a target.

[0068] (Item 7) Further comprising a speed detection means (e.g., 5) for detecting the speed of the moving body, 3. The control device according to item 2, wherein the setting means varies the predetermined distance depending on the speed of the moving body.

[0069] According to this embodiment, the width of the virtual driving lane can be made closer to the width of the actual driving lane.

[0070] (Item 8) 8. The control device according to item 7, wherein the setting means increases the predetermined distance as the speed of the moving body increases.

[0071] According to this embodiment, when a mobile object travels on a road where it can travel at high speeds, a wider lane width can be set.

[0072] (Item 9) 3. The control device according to item 2, wherein the setting means sets the predetermined distance using road width information included in map information (for example, 24a).

[0073] According to this embodiment, a vehicle width can be set with high precision in advance.

[0074] (Item 10) 2. The control device according to item 1, wherein the line that distinguishes the driving lane is a lane boundary (e.g., 304) on the travel path.

[0075] According to this embodiment, even when the lane markings cannot be recognized, appropriate driving assistance can be provided.

[0076] The invention is not limited to the above-described embodiment, and various modifications and variations are possible within the scope of the gist of the invention. [Explanation of symbols]

[0077] 1...vehicle, 2...control device, 21-29...ECU

Claims

1. a target recognition means for recognizing the state of a target outside the moving body; a line recognition means for recognizing lines that distinguish between lanes on a travel route along which the moving body travels; a setting means for setting a search area on the movement route for calculating a risk, which is an index value indicating the degree to which the moving body should avoid entering; a calculation means for calculating the risk in the search area; a decision means for deciding an action of the moving object based on the calculated risk, The control device according to claim 1, wherein the setting means sets the search area based on a first line that is closest to the moving object among the recognized lines that distinguish the driving lanes.

2. 2. The control device according to claim 1, wherein said setting means sets said search area within a range up to a predetermined distance from said first line.

3. 2. The control device according to claim 1, wherein the calculation means does not include the recognized target located outside a range of a predetermined distance from the first line in the calculation of the risk.

4. The control device according to claim 1 , wherein the behavior of the mobile object includes a notification to a driver of the mobile object.

5. 2. The control device according to claim 1, wherein the behavior of the mobile body includes automatic driving of the mobile body that does not require driving operation by a driver, or automatic driving to assist driving operation by the driver.

6. the risk corresponds to a possibility of a collision between the moving object and the recognized target in the search area; 2. The control device according to claim 1, wherein the determining means determines the behavior of the moving body based on a possibility of collision between the moving body and the recognized target.

7. Further, a speed detection means for detecting the speed of the moving body is provided, 3. The control device according to claim 2, wherein the setting means varies the predetermined distance depending on the speed of the moving object.

8. 8. The control device according to claim 7, wherein said setting means increases said predetermined distance as the speed of said moving body increases.

9. 3. The control device according to claim 2, wherein the setting means sets the predetermined distance using road width information included in map information.

10. The control device according to claim 1 , wherein the line that distinguishes the driving lane is a road boundary on the travel path.

11. a target recognition means for recognizing the state of a target outside the moving body; a line recognition means for recognizing lines that distinguish between lanes on a travel route along which the moving body travels; a setting means for setting a search area on the movement route for calculating a risk, which is an index value indicating the degree to which the moving body should avoid entering; a calculation means for calculating the risk in the search area; a decision means for deciding an action of the moving object based on the calculated risk, The vehicle, wherein the setting means sets the search area based on a first line that is closest to the moving body among the recognized lines that distinguish the driving lanes.

12. a target recognition step of recognizing a state of a target outside the moving body; a line recognition step of recognizing lines that distinguish lanes on a travel route along which the moving object travels; a setting step of setting a search area on the travel route for calculating a risk, which is an index value indicating the degree to which the moving body should avoid entering; a calculation step of calculating the risk in the search area; a decision step of deciding the behavior of the moving object based on the calculated risk, A control method for a control device, characterized in that in the setting step, the search area is set based on a first line that is closest to the moving body among the lines that distinguish the recognized driving lanes.

13. a target recognition means for recognizing the state of a target outside the moving body; a line recognition means for recognizing lines that distinguish between lanes on a travel route along which the moving body travels; a setting means for setting a search area on the movement route for calculating a risk, which is an index value indicating the degree to which the moving body should avoid entering; a calculation means for calculating the risk in the search area; a decision means for deciding an action of the moving object based on the calculated risk, The control device is characterized in that the determination means determines the behavior of the moving body based on the risk calculated within the set search area, within a predetermined distance from a first line that is closest to the moving body among the lines that distinguish the recognized driving lanes.

14. 14. The control device according to claim 13, wherein the determining means does not use a risk calculated outside the range of the predetermined distance from the first line among the lines distinguishing the recognized driving lanes even within the search area.

15. a target recognition step of recognizing a state of a target outside the moving body; a line recognition step of recognizing lines that distinguish lanes on a travel route along which the moving object travels; a setting step of setting a search area on the travel route for calculating a risk, which is an index value indicating the degree to which the moving body should avoid entering; a calculation step of calculating the risk in the search area; a decision step of deciding the behavior of the moving object based on the calculated risk, A control method for a control device, characterized in that in the determination process, the behavior of the moving body is determined based on the risks calculated in the set search area, within a predetermined distance from a first line that is closest to the moving body among the lines that distinguish the recognized driving lanes.

16. A program for causing a computer to function as each means of a control device, the control device comprising: a target recognition means for recognizing the state of a target outside the moving body; a line recognition means for recognizing lines that distinguish between lanes on a travel route along which the moving body travels; a setting means for setting a search area on the movement route for calculating a risk, which is an index value indicating the degree to which the moving body should avoid entering; a calculation means for calculating the risk in the search area; a decision means for deciding an action of the moving object based on the calculated risk, The setting means sets the search area based on a first line that is closest to the moving object among the recognized lines that distinguish the driving lanes.

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