Driving control device, driving control method, and driving control program

Abstract

To reduce the possibility of collision between an object in front of a vehicle and the vehicle.SOLUTION: A driving control device for controlling driving of a vehicle 100 includes a driving control part 334 for executing separation steering control for performing steering so as to keep a distance from an object when the specific object is positioned within a steering operation area Rs set in front of the vehicle, and deceleration control for decelerating the vehicle when the specific object is positioned within a deceleration operation area Rd set in front of the vehicle. The driving control unit is configured to change an execution mode of the separation steering control or the deceleration control such that a risk of collision with the object is lower when the object has entered or is about to enter the traveling path of the vehicle during execution of the separation steering control than in other cases.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present disclosure relates to an operation control device, an operation control method, and an operation control program. [Background technology]

[0002] Conventionally, there have been known driving control devices that steer, brake, and the like of a vehicle to avoid a collision between the vehicle and an object such as a pedestrian when the object is present in front of the vehicle (see, for example, Patent Documents 1 and 2). In particular, Patent Document 1 discloses that, when a moving object is located within a specified area created based on a stationary object present in front of the vehicle, driving assistance is performed to reduce the possibility of a collision between the moving object and the vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-028951 [Patent Document 2] Japanese Patent Application Laid-Open No. 2015-155295 Summary of the Invention [Problem to be solved by the invention]

[0004] However, even in the devices described in Patent Documents 1 and 2, there is room for improvement in reducing the possibility of a collision between the vehicle and an object such as a pedestrian who has entered the vehicle's path or who is about to enter the vehicle's path.

[0005] In view of the above problems, an object of the present disclosure is to reduce the possibility of a collision between a vehicle and a specific object that is entering the vehicle's path or is about to enter the vehicle's path. [Means for solving the problem]

[0006] The gist of the present disclosure is as follows.

[0007] (1) A driving control device for controlling the driving of a vehicle, a driving control unit that executes a steering control to steer the vehicle so as to maintain a distance from a specific object when the specific object is located within a steering operation area set in front of the vehicle, and a deceleration control to decelerate the vehicle when the specific object is located within a deceleration operation area set in front of the vehicle, The driving control unit changes the execution mode of the steering away control or the deceleration control when the object has entered or is about to enter the vehicle's driving path while the steering away control is being executed, compared to other cases, so as to reduce the risk of collision with the object. (2) In the steering control for steering away from the object, the driving control unit steers the vehicle so as to maintain a distance from the object based on the current position of the object, A driving control device as described in (1) above, in which the distance steering control is not executed if the object has entered or is about to enter the vehicle's running path while the distance steering control is being executed and it is predicted that the object will interfere with the vehicle when the vehicle is controlled by the distance steering control. (3) an object trajectory estimation unit that estimates a predicted movement trajectory of the object; a vehicle trajectory estimation unit that estimates a planned movement trajectory of the vehicle when the distance steering control is executed and when the distance steering control is not executed, A driving control device as described in (1) or (2) above, in which the moving away steering control is not executed when the object has entered or is about to enter the vehicle's running path while the moving away steering control is being executed, and the shortest distance between the object passing through the predicted movement trajectory and the vehicle passing through the planned movement trajectory when the moving away steering control is executed is shorter than the shortest distance between the object passing through the predicted movement trajectory and the vehicle passing through the planned movement trajectory when the moving away steering control is not executed. (4) A driving control device as described in (3) above, which executes the moving-away steering control when the object has entered or is about to enter the vehicle's running path while the moving-away steering control is being executed, and the shortest distance between the object passing through the predicted movement trajectory and the vehicle passing through the planned movement trajectory when the moving-away steering control is executed is longer than the shortest distance between the object passing through the predicted movement trajectory and the vehicle passing through the planned movement trajectory when the moving-away steering control is not executed. (5) A driving control device described in any one of (1) to (4) above, wherein the driving control unit, when the object enters the vehicle's running path while the distance steering control is being executed, advances the start timing of the deceleration control compared to when the object enters the vehicle's running path when the distance steering control is not being executed. (6) An object detection unit that detects an object in front of the vehicle is further provided, When the away steering control is not being executed, the driving control unit executes the deceleration control when it is detected that the object is continuously located within the deceleration operation area for a certain period of time, and does not execute the deceleration control before the certain period has elapsed, The driving control device according to (5) above, wherein, when the away steering control is being executed, the deceleration control is executed as soon as it is detected that the object is located within the deceleration operation region. (7) When the away steering control is being executed, the driving control unit executes the deceleration control immediately upon detecting that an object that has been recognized as being located within the steering operation area different from the deceleration operation area is located within the deceleration operation area, The driving control device described in (6) above, in which, even when the distance steering control is being executed, if an object different from the object recognized as being located within the steering operation area is detected to be located within the deceleration operation area, the deceleration control is executed when the object continues to be detected as being located within the deceleration operation area for a certain period of time. (8) A driving control device described in any one of (1) to (7) above, wherein the steering operation area and the deceleration operation area are different areas, the steering operation area includes an area on the front side of the vehicle, and the deceleration operation area includes an area in the front center of the vehicle. (9) A driving control method for controlling driving of a vehicle, comprising: Executing a distance steering control for steering a specific object so as to maintain a distance from the object when the specific object is located within a steering operation area set in front of the vehicle, and a deceleration control for decelerating the vehicle when the specific object is located within a deceleration operation area set in front of the vehicle; When the object has entered or is about to enter the vehicle's running path while the distance steering control is being executed, changing the execution mode of the distance steering control or the deceleration control so as to reduce the risk of collision with the object compared to other cases. (10) A driving control program for controlling driving of a vehicle, Executing a distance steering control for steering a specific object so as to maintain a distance from the object when the specific object is located within a steering operation area set in front of the vehicle, and a deceleration control for decelerating the vehicle when the specific object is located within a deceleration operation area set in front of the vehicle; When the object has entered or is about to enter a path of the vehicle during execution of the keeping-away steering control, changing the execution mode of the keeping-away steering control or the deceleration control so as to reduce the risk of collision with the object compared to other cases; An operation control program that causes a computer to execute the above. [Effects of the Invention]

[0008] According to the present disclosure, the possibility of a collision between a vehicle and a particular object that has entered or is about to enter the vehicle's path is reduced. [Brief explanation of the drawings]

[0009] [Figure 1]FIG. 1 is a schematic diagram illustrating a configuration of an operation control system in which an operation control device according to one embodiment is implemented. [Figure 2] FIG. 2 is a functional block diagram of the processor of the ECU 30. [Figure 3] FIG. 3 is a diagram schematically showing how the away steering control is performed. [Figure 4] FIG. 4 is a diagram schematically showing how deceleration control is performed. [Figure 5] FIG. 5 is a diagram similar to FIG. 3, showing a state when the away steering control is performed. [Figure 6] FIG. 6 is a diagram similar to FIG. 4, showing a state when deceleration control is performed. [Figure 7] FIG. 7 is a view similar to FIGS. 3 and 5, showing a state when the away steering control is performed. [Figure 8] FIG. 8 is a diagram similar to FIG. 4, showing a state when deceleration control is performed. [Figure 9] FIG. 9 is a flowchart showing the flow of the separation steering process for determining whether or not the separation steering control needs to be executed. [Figure 10] FIG. 10 is a flowchart showing the flow of deceleration processing for determining whether or not deceleration control needs to be executed. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, the embodiments will be described in detail with reference to the drawings. In the following description, like components are designated by like reference numerals.

[0011] <Configuration of operation control system> 1 is a schematic diagram illustrating a driving control system 1 in which a driving control device according to one embodiment is implemented. The driving control system 1 is mounted on a vehicle 100 and performs steering control to steer the vehicle 100 and deceleration control to decelerate the vehicle 100. In this embodiment, the driving control system 1 includes an outside camera 11, a distance measurement sensor 12, a positioning sensor 13, a driving condition sensor 14, a human-machine interface (hereinafter referred to as "HMI") 16, a vehicle actuator 21, and an electronic control unit (hereinafter referred to as "ECU") 30.

[0012] However, the driving control system 1 does not necessarily have to include all of these. For example, the vehicle 100 does not necessarily have to include the distance measurement sensor 12 as long as it has the exterior camera 11.

[0013] The exterior camera 11, the distance measurement sensor 12, the positioning sensor 13, the driving condition sensor 14, the HMI 16, and the ECU 30 are communicatively connected via an in-vehicle network 25. The in-vehicle network 25 is a network that complies with standards such as CAN (Controller Area Network). The ECU 30 is also connected to the vehicle actuator 21 via a signal line. The ECU 30 may be connected to the vehicle actuator 21 via the in-vehicle network 25, or may be connected to the distance measurement sensor 12, the positioning sensor 13, the driving condition sensor 14, or the HMI 16 via a signal line.

[0014] The exterior camera 11 is an example of a surroundings sensor that generates surrounding data representing the situation around the vehicle. The exterior camera 11 captures images of the surroundings of the vehicle 100, and in this embodiment, captures images of the area ahead of the vehicle 100. The exterior camera 11 is, for example, a CMOS camera or a CCD camera that is sensitive to visible light. The exterior camera 11 captures images of the area ahead of the vehicle 100 at predetermined imaging intervals and generates image data representing the area ahead. Each time image data is generated, the exterior camera 11 outputs the generated image data to the ECU 30 via the in-vehicle network 25. The exterior camera 11 may be a monocular camera or a stereo camera. If a stereo camera is used as the exterior camera 11, the exterior camera 11 also functions as the distance sensor 12. The vehicle 100 may be provided with multiple exterior cameras with different imaging directions or focal lengths.

[0015] The ranging sensor 12 is an example of a surrounding sensor that generates surrounding data representing the situation around the vehicle. The ranging sensor 12 measures the distance to an object present around the vehicle 100, which in this embodiment is an object present in front of the vehicle 100. The ranging sensor 12 can also measure the direction and relative speed of an object present around (in front of) the vehicle 100. The ranging sensor 12 is, for example, a radar such as a millimeter-wave radar, a LiDAR, or a sonar. The ranging sensor 12 outputs measurement data of the distance to the surrounding object to the ECU 30 via the in-vehicle network 25 at predetermined intervals.

[0016] The positioning sensor 13 is an example of a vehicle sensor for generating vehicle data representing the status of the vehicle. The positioning sensor 13 measures the self-position of the vehicle 100. The positioning sensor 13 is, for example, a GNSS receiver. The GNSS receiver receives GNSS signals from multiple GNSS satellites and measures the self-position of the vehicle 100 based on the received GNSS signals. The positioning sensor 13 generates self-position data representing the self-position of the vehicle 100 at predetermined intervals and outputs this self-position data to the ECU 30 via the in-vehicle network 25. Note that the positioning sensor 13 may be a receiver compliant with another satellite positioning system as long as it can measure the self-position of the vehicle 100.

[0017] The running condition sensor 14 is an example of a vehicle sensor for generating vehicle data representing the status of the vehicle. The running condition sensor 14 detects the running condition of the vehicle 100. For example, the running condition sensor 14 detects the speed of the vehicle 100, the acceleration of the vehicle 100, the rate of change of the yaw angle when the vehicle 100 turns (yaw rate), etc. The running condition sensor 14 outputs the detection data of the running condition of the vehicle to the ECU 30 via the in-vehicle network 25.

[0018] The HMI 16 is a user interface for exchanging information between the ECU 30 of the vehicle 100 and an occupant of the vehicle 100. The HMI 16 has an input device 161 that receives input from the occupant of the vehicle 100 and an output device 162 that notifies the occupant of the vehicle 100. The input device 161 is a device that receives a physical operation or a voice operation by the occupant as input, and includes, for example, at least one of a touch panel, a switch, a button, a microphone, etc. On the other hand, the output device 162 is a device that notifies the occupant through the occupant's five senses (for example, sight, hearing, touch, etc.), and includes, for example, at least one of a display device (for example, a liquid crystal display, a head-up display, a warning light, etc.), a speaker, a vibration unit, etc.

[0019] The HMI 16 transmits input data received from the occupant via the input device 161 to the ECU 30 via the in-vehicle network 25. The HMI 16 also notifies the occupant via the output device 162 of information corresponding to a signal received from the ECU 30 via the in-vehicle network 25.

[0020] The vehicle actuators 21 are actuators used to control the operation of the vehicle 100. Specifically, the vehicle actuators 21 include, for example, a drive actuator that controls an internal combustion engine or an electric motor for driving the vehicle 100, a braking actuator that controls brakes that brake the vehicle 100, and a steering actuator that controls steering of the vehicle 100. The vehicle actuators 21 control the acceleration, braking, and steering of the vehicle 100 in accordance with control signals transmitted from the ECU 30 via signal lines.

[0021] <Overview of the operation control device> The ECU 30 functions as a driving control device that controls the driving of the vehicle 100. In this embodiment, the ECU 30 executes steering control for steering the vehicle 100 and deceleration control for decelerating the vehicle 100 based on data transmitted from the outside camera 11 and the distance measurement sensor 12. In the example shown in FIG. 1, the driving control system 1 includes one ECU 30, but may also include multiple ECUs 30 separated by function. The ECU 30 includes a communication interface 31, a storage unit 32, and a processor 33. The communication interface 31, the storage unit 32, and the processor 33 may be separate circuits, or may be configured as a single integrated circuit.

[0022] The communication interface 31 has a communication interface circuit and a device interface circuit. The communication interface circuit is a circuit for connecting the ECU 30 to the in-vehicle network 25. The device interface circuit is a circuit for outputting control signals to the vehicle actuators 21. The communication interface 31 transmits signals received from the outside camera 11, the distance measurement sensor 12, the positioning sensor 13, the driving condition sensor 14, and the input device 161 of the HMI 16 to the processor 33. The communication interface 31 also transmits signals output from the processor 33 to the output device 162 of the HMI 16 and the vehicle actuators 21.

[0023] The storage unit 32 stores data. The storage unit 32 includes, for example, at least one of a volatile semiconductor memory, a non-volatile semiconductor memory, a hard disk drive (HDD), and a solid state drive (SSD). The storage unit 32 stores programs executed by the processor 33 of the ECU 30. The storage unit 32 also stores data transmitted from the outside camera 11, etc.

[0024] The processor 33 has one or more central processing units (CPUs) and their peripheral circuits. The processor 33 may further have other arithmetic circuits such as a logic operation unit or a numerical operation unit. The processor 33 executes a computer program stored in the storage unit 32.

[0025] 2 is a functional block diagram of the processor 33 of the ECU 30. As shown in Fig. 2, the processor 33 includes an object detection unit 331, an object trajectory estimation unit 332, a vehicle trajectory estimation unit 333, and a driving control unit 334. Each of these units included in the processor 33 is a functional module realized by, for example, a computer program running on the processor 33. Alternatively, each unit included in the processor 33 may be implemented in the ECU 30 as an independent integrated circuit, microprocessor, or firmware.

[0026] The object detection unit 331 detects objects ahead of the vehicle 100 based on image data received from the exterior camera 11 and distance measurement data received from the distance measurement sensor 12. For example, the object detection unit 331 sequentially inputs the image data into a classifier to detect the type of object (e.g., pedestrian, bicycle, motorbike, automobile, building, plant, etc.) depicted in the image of each piece of image data and the area within the image in which the object is depicted. The classifier is, for example, a convolutional neural network (CNN) having multiple convolution layers connected in series from the input side to the output side. In addition, the object detection unit 331 detects the distance to each object and the speed of each object based on the area of ​​the object depicted in the image of each piece of image data and the distance measurement data received from the distance measurement sensor 12. As a result, the object detection unit 331 detects the type of object (for example, a pedestrian, bicycle, motorbike, automobile, building, plant, etc.) present ahead of the vehicle 100, its position relative to the vehicle 100 (hereinafter also simply referred to as "relative position"), and its speed relative to the vehicle 100 (hereinafter also simply referred to as "relative speed"). Note that the detection of an object ahead of the vehicle 100 is not limited to the method described above, and may be performed by other known methods.

[0027] The object trajectory estimation unit 332 estimates a predicted trajectory, which is a trajectory along which the object detected by the object detection unit 331, i.e., the object located ahead of the vehicle 100, is predicted to move in the future. In this embodiment, the predicted trajectory is a set of combinations of the object's future position and time. Therefore, the predicted trajectory includes not only the path the object is predicted to take in the future, but also the predicted time at which the object will arrive at each point on that path.

[0028] In this embodiment, the object trajectory estimation unit 332 estimates the expected movement trajectory of a specific object (e.g., a pedestrian, a bicycle, a motorcycle, a car, etc.) that is movable among the objects detected by the object detection unit 331. In this embodiment, the object trajectory estimation unit 332 estimates the expected movement trajectory of the specific object detected in front of the vehicle 100 by the object detection unit 331 based on the relative position and relative speed of the object. For example, if the specific object detected by the object detection unit 331 is stationary, the object trajectory estimation unit 332 estimates that the object will remain in that position, and therefore the expected movement trajectory is a single point where the object is currently located. On the other hand, if the specific object detected by the object detection unit 331 is moving at a predetermined speed, the object trajectory estimation unit 332 estimates the expected movement trajectory by assuming that the object will continue to move at its current speed in the direction in which it is currently traveling. Particularly in this embodiment, if an object located in front of the vehicle 100 is moving, the object trajectory estimation unit 332 estimates the expected movement trajectory of the object. Note that, as long as the object trajectory estimation unit 332 can estimate the predicted movement trajectory of the specific object detected by the object detection unit 331, the object trajectory estimation unit 332 may estimate the predicted movement trajectory using a method different from the above-described method.

[0029] The vehicle trajectory estimation unit 333 estimates a planned movement trajectory, which is a trajectory along which the vehicle 100 is planned to move in the future. In this embodiment, the planned movement trajectory is a set of combinations of future positions and times of the vehicle 100. Therefore, the planned movement trajectory includes not only the route that the vehicle 100 is planned to take in the future, but also the time when each point on that route is expected to be reached. Furthermore, in this embodiment, the vehicle trajectory estimation unit 333 estimates a planned movement trajectory of the vehicle 100 when the driving control unit 334 performs away-away steering control (described later), and a planned movement trajectory of the vehicle 100 when away-away steering control is not performed.

[0030] The driving control unit 334 performs driving control of the vehicle 100 so as to reduce the possibility of a collision with a specific object (e.g., a pedestrian, a bicycle, a motorcycle, an automobile, etc.) when the specific object is located in a predetermined area ahead of the vehicle 100. More specifically, the driving control unit 334 performs distance steering control to steer the vehicle so as to maintain a distance from the object when the specific object is located in a steering operation area set ahead of the vehicle 100. In addition, the driving control unit 334 performs deceleration control to decelerate the vehicle when the specific object is located in a deceleration operation area set ahead of the vehicle 100.

[0031] <Basic operation control> Next, the operation control by the operation control unit 334 will be described in more detail with reference to FIGS.

[0032] First, the distance steering control will be described with reference to Fig. 3. Fig. 3 is a diagram that schematically shows how distance steering control is performed. In particular, Fig. 3 shows a case where a specific object, a pedestrian P, is present to the front side of the vehicle 100. The left side of Fig. 3 is a diagram that shows the movement of the vehicle 100 on the road, and the right side of Fig. 3 is a time chart of the positions of the vehicle 100 and the pedestrian P in the longitudinal direction (the traveling direction of the vehicle 100) and the lateral direction (the direction perpendicular to the traveling direction of the vehicle 100).

[0033] As shown in Fig. 3, a steering operation area Rs is set in front of the vehicle 100. In the example shown in Fig. 3, in order to prevent the drawing from becoming too complicated, the steering operation area Rs is set only on the left side of the vehicle 100, but the steering operation area Rs may also be set on the right side of the vehicle 100.

[0034] In this embodiment, the steering operation area Rs is an area in front of and to the side of the vehicle 100, i.e., an area where some moving object may be present that may jump out in front of the vehicle 100. In this embodiment, when a specific object, i.e., a pedestrian P, a bicycle, a motorcycle, an automobile, or the like, is present in this steering operation area Rs, a separation steering control is executed to prevent a collision between the vehicle 100 and this specific object. In particular, in the separation steering control of this embodiment, steering is performed so as to maintain a distance between the vehicle 100 and this object based on the current position of the object. Specifically, in the separation steering control, when the vehicle 100 passes beside the object, steering is performed so that a predetermined reference distance is maintained between the vehicle 100 and this object.

[0035] In the example shown in FIG. 3, when it is recognized at time t1 that pedestrian P is located within the steering operation region Rs, the vehicle 100 executes the distancing steering control from time t1 onward in order to prevent a collision between the vehicle 100 and the pedestrian P. In the distancing steering control, the vehicle 100 is steered so that a distance is maintained between the pedestrian P and the vehicle 100, that is, so that the vehicle 100 moves away from the pedestrian P in the lateral direction (vehicle width direction). As a result, the vehicle 100 moves laterally in a direction away from the pedestrian P (toward the oncoming lane) without straying from the lane. As a result, when the vehicle 100 passes beside the pedestrian P at time t2, the vehicle 100 is laterally away from the pedestrian P, and a collision between the vehicle 100 and the pedestrian P is suppressed.

[0036] In the example shown in FIG. 3 , it is detected that the pedestrian P has entered the steering operation area Rs before time t1. Then, if the pedestrian P continues to be detected within the steering operation area Rs for a predetermined accuracy guarantee period after the pedestrian P has entered the steering operation area Rs, it is recognized that the pedestrian P is located within the steering operation area Rs. Here, as described above, detection of an object such as the pedestrian P is performed based on image data received from the exterior camera 11 and distance measurement data received from the distance measurement sensor 12. However, since noise may be present in the image data and distance measurement data, the type and distance of the object may be erroneously detected. In this embodiment, an object is recognized only after the object has been continuously detected for the accuracy guarantee period, and therefore erroneous recognition of an object within the steering operation area Rs is suppressed.

[0037] Next, deceleration control will be described with reference to Fig. 4. Fig. 4 is a diagram that schematically shows how deceleration control is performed. In particular, Fig. 4 shows a case where a specific object, a pedestrian P, is present in the center ahead of the vehicle 100. The left side of Fig. 4 is a diagram that shows the movement of the vehicle 100 on the road, and the right side of Fig. 4 is a time chart of the positions of the vehicle 100 and the pedestrian P in the longitudinal direction (the traveling direction of the vehicle 100) and the lateral direction (the direction perpendicular to the traveling direction of the vehicle 100).

[0038] As shown in FIG. 4, a deceleration action area Rd is set in front of the vehicle 100. In this embodiment, the deceleration action area Rd is an area in front and in the center of the vehicle 100, that is, an area in which an object within the area would come into contact with the vehicle 100 if the vehicle 100 continues traveling as is. Therefore, in this embodiment, the steering action area Rs and the deceleration action area Rd are different areas, and the steering action area Rs includes areas on the front sides of the vehicle 100, whereas the deceleration action area Rd includes an area in the front center of the vehicle 100. Also, in this embodiment, the steering action area Rs and the deceleration action area Rd are areas that do not overlap, but they may also be areas that partially overlap. Note that the steering action area Rs and the deceleration action area Rd may be the same area.

[0039] In this embodiment, when a specific object, such as a pedestrian, bicycle, motorcycle, or automobile, is recognized to be located in the deceleration operation region Rd, deceleration control is executed to prevent a collision between the vehicle 100 and the specific object. In particular, in this embodiment, deceleration control is executed when a specific object is continuously detected as being located in the deceleration operation region Rd for a predetermined accuracy guarantee period. Therefore, even if a specific object is detected in the deceleration operation region Rd, deceleration control is not executed unless the object continues to be detected for the accuracy guarantee period.

[0040] In the example shown in FIG. 4 , at time t1, pedestrian P is detected to be located within the deceleration operation region Rd. Then, at time t2, the pedestrian P continues to be detected within the deceleration operation region Rd for a predetermined accuracy guarantee period from time t1, and therefore, it is recognized that pedestrian P is located within the deceleration operation region Rd at time t2. When it is recognized that pedestrian P is located within the deceleration operation region Rd at time t2, deceleration control is executed from time t2 onward to prevent a collision between the vehicle 100 and the pedestrian P. In the deceleration control, a deceleration operation is performed so that the vehicle 100 reaches the position of the pedestrian P more slowly. Specifically, in the deceleration control, for example, the target speed is set slower as the distance between the vehicle 100 and the position of the pedestrian P becomes shorter, and the speed of the vehicle 100 is controlled to reach this target speed. As a result, the speed of the vehicle 100 is gradually decelerated from time t2 onward, and a collision between the vehicle 100 and the pedestrian P is reduced.

[0041] Next, problems that arise when the above-described steering control and deceleration control are performed will be described with reference to FIGS.

[0042] First, problems that arise when the steering away from the vehicle 100 is performed will be described with reference to Fig. 5. Fig. 5 is a diagram similar to Fig. 3, showing a state when the steering away from the vehicle 100 is performed. In the example of Fig. 5, for simplicity of explanation, the vehicle 100 is not decelerated based on the deceleration control. The example shown in Fig. 5 shows a state in which, at time t2, a pedestrian P is about to enter the driving lane L in which the vehicle 100 is traveling (i.e., the road on which the vehicle 100 is traveling).

[0043] In the example shown in FIG. 5, similar to the example shown in FIG. 3, it is recognized that the pedestrian P is located within the steering operation region Rs at time t1. Therefore, the vehicle 100 executes the away steering control. In the example shown in FIG. 5, the pedestrian P is traveling in the same direction as the traveling direction of the vehicle 100 at time t1, and then changes direction at time t2 to travel in a direction that will cross the traveling lane L. Here, as described above, in the away steering control, steering is performed so as to maintain the distance between the vehicle 100 and the object based on the current position of the object. Therefore, after time t2, the away steering control steers the vehicle 100 so as to move away from the pedestrian P who is about to cross the traveling lane L, and therefore so as to move more quickly toward the oncoming lane.

[0044] However, in the away steering control, the vehicle 100 is steered within a range that does not stray from the driving lane L, so when the vehicle 100 reaches the lateral edge of the driving lane L at time t3, the vehicle 100 is no longer able to move laterally (towards the oncoming lane). As a result, in the example shown in Fig. 5, the pedestrian P and the vehicle 100 collide at time t4.

[0045] Next, problems that arise when deceleration control is performed will be described with reference to Fig. 6. Fig. 6 is a diagram similar to Fig. 4, showing a state when deceleration control is performed. In the example of Fig. 6, for simplicity of explanation, steering of the vehicle 100 based on the away steering control is not performed. In particular, Fig. 6 shows a state when a pedestrian P enters the driving lane L at time t2.

[0046] In the example shown in FIG. 6, at time t1, pedestrian P is not located within the deceleration execution area Rd. Furthermore, from time t1, pedestrian P moves in the direction of travel of vehicle 100 and toward traveling lane L, and enters the deceleration execution area Rd at time t2. When pedestrian P enters the deceleration execution area Rd at time t2, it is detected that pedestrian P is located within the deceleration execution area Rd. Then, at time t3, pedestrian P continues to be detected within the deceleration execution area Rd over the accuracy guaranteed period from time t2, and therefore it is recognized that pedestrian P is located within the deceleration execution area Rd at time t3. Therefore, deceleration control is executed from time t3 onwards.

[0047] However, from the time when it is first detected that the pedestrian P is located within the deceleration operation region Rd at time t2 until the accuracy guaranteed period has elapsed, the vehicle 100 travels without executing deceleration control. Therefore, even if the vehicle 100 approaches the pedestrian P between time t2 and time t3 and deceleration control is initiated at time t3, the vehicle 100 may not be able to decelerate in time, resulting in a collision (time t4), as shown in Fig. 6, or sudden deceleration may be performed during the deceleration control.

[0048] <Control in this embodiment> Therefore, in this embodiment, when a specific object has entered or is about to enter the path of the vehicle 100 while the keeping-away steering control is being executed, the driving control unit 334 changes the execution mode of the keeping-away steering control or the deceleration control so as to reduce the risk of collision with the object, compared to other cases. Hereinafter, such a change in the execution mode will be described with reference to Figs. 7 and 8.

[0049] Fig. 7 is a diagram similar to Figs. 3 and 5, showing a situation when away steering control is performed. In the example of Fig. 7, for simplicity of explanation, deceleration of the vehicle 100 based on deceleration control is not performed. The example shown in Fig. 7 also shows a situation where a pedestrian P is about to enter the driving lane L at time t2.

[0050] 7, similar to the examples shown in Figures 3 and 5, it is recognized that the pedestrian P is located within the steering operation region Rs at time t1, and the away steering control is executed. Then, in the example shown in Figure 7, similar to the example shown in Figure 5, the pedestrian P changes direction at time t2 and moves in a direction crossing the driving lane L.

[0051] In this embodiment, the predicted movement trajectory of an object is estimated by the object trajectory estimation unit 332. In particular, in the example shown in Fig. 7, the pedestrian P is proceeding in a direction crossing the traveling lane L at time t2. The object trajectory estimation unit 332 estimates the predicted movement trajectory of the pedestrian P based on the relative position and relative speed of the pedestrian P at time t2. In the example shown in Fig. 7, the predicted movement trajectory of the pedestrian P at time t2 is estimated on the assumption that the pedestrian P moves in the movement direction of the pedestrian P at time t2, at the movement speed of the pedestrian P at time t2.

[0052] Additionally, in this embodiment, the vehicle trajectory estimation unit 333 estimates a planned movement trajectory of the vehicle 100 when the away steering control is executed and a planned movement trajectory of the vehicle 100 when the away steering control is not executed. In the example shown in Fig. 7, the planned movement trajectory of the vehicle 100 is estimated at time t2. In particular, in this embodiment, the planned movement trajectory of the vehicle 100 when the away steering control is executed is estimated on the assumption that the pedestrian P remains at the position at time t2 even after time t2. Note that the planned movement trajectory of the vehicle 100 when the away steering control is executed may also be estimated on the assumption that the pedestrian P moves along the predicted movement trajectory.

[0053] Furthermore, in this embodiment, the planned movement trajectory of the vehicle 100 in the case where the keeping-away steering control is not executed is estimated on the assumption that the lateral position in the lane does not change after time t2. Therefore, for example, when the vehicle 100 is traveling on a straight road, the planned movement trajectory of the vehicle 100 in the case where the keeping-away steering control is not executed is estimated on the assumption that the vehicle 100 continues traveling straight. On the other hand, when the vehicle 100 is traveling on a curve, the planned movement trajectory of the vehicle 100 in the case where the keeping-away steering control is not executed is estimated on the assumption that the vehicle 100 turns in accordance with the curvature of the curve. Note that, when normal steering control different from keeping-away steering control is performed when keeping-away steering control is not performed, the planned movement trajectory of the vehicle 100 in the case where the keeping-away steering control is not executed may be estimated on the assumption that normal steering control is performed.

[0054] In this embodiment, the driving control unit 334 calculates the shortest distance Ds between the object passing along the predicted movement trajectory and the vehicle 100 passing along the planned movement trajectory when the separation steering control is executed (hereinafter also referred to as the "shortest distance when separation steering control is executed"). In addition, the driving control unit 334 calculates the shortest distance Dn between the object passing along the predicted movement trajectory and the vehicle 100 passing along the planned movement trajectory when the separation steering control is not executed (hereinafter also referred to as the "shortest distance when separation steering control is not executed"). Then, if the shortest distance Ds when separation steering control is executed is longer than the shortest distance Dn when separation steering control is not executed, the driving control unit 334 continues to execute the separation steering control. On the other hand, if the shortest distance Ds when separation steering control is executed is shorter than the shortest distance Dn when separation steering control is not executed, the driving control unit 334 stops and does not execute the separation steering control. In the example shown in FIG. 7, the shortest distance Ds when separation steering control is executed is shorter than the shortest distance Dn when separation steering control is not executed. Therefore, after time t2, the separating steering control is not executed.

[0055] 7, the pedestrian P is outside the driving lane L but within the steering operation region Rs and is about to enter the driving lane L (time t2), and it is predicted that the pedestrian P will interfere with the vehicle 100 when the vehicle 100 is controlled by the keeping-away steering control. In such a case, the driving control unit 334 does not execute the keeping-away steering control. Similarly, the driving control unit 334 may not execute the keeping-away steering control when the pedestrian P is inside the driving lane L but within the steering operation region Rs and is about to cross the driving lane L and it is predicted that the pedestrian P will interfere with the vehicle 100 when the vehicle 100 is controlled by the keeping-away steering control. Therefore, the driving control unit 334 does not execute the keeping-away steering control when an object has entered or is about to enter the path of the vehicle 100 while the keeping-away steering control is being executed, and it is predicted that the object will interfere with the vehicle 100 when the vehicle 100 is controlled by the keeping-away steering control. By performing such control by the driving control unit 334, the possibility of a collision between the vehicle 100 and a specific object (such as a pedestrian) that has entered or is about to enter the vehicle 100's path is reduced.

[0056] Fig. 8 is a diagram similar to Fig. 4, showing a state when deceleration control is performed. In the example shown in Fig. 8, if a specific object enters the roadway of the vehicle 100 while the separation steering control is being performed, the execution mode of the deceleration control is changed. Note that, also in the example of Fig. 8, for the sake of simplicity, the vehicle 100 is not steered based on the separation steering control.

[0057] In the example shown in FIG. 8, similar to the example shown in FIG. 6, the pedestrian P moves from time t1 in the traveling direction of the vehicle 100 and toward the traveling lane L, and enters the deceleration operation area Rd at time t2. In the example shown in FIG. 8, it has been recognized that the pedestrian P is located within the steering operation area Rs since before time t1, and the away steering control has been executed (however, for simplicity of explanation, the lateral movement of the vehicle 100 due to the away steering control is not depicted). In the example shown in FIG. 8, similar to the example shown in FIG. 6, the pedestrian P enters the deceleration operation area Rd at time t2. When the pedestrian P enters the deceleration operation area Rd at time t2, it is detected that the pedestrian P is located within the deceleration operation area Rd.

[0058] Here, in this embodiment, when the steering away control is being executed, the driving control unit 334 executes deceleration control as soon as it is detected that a specific object is located within the deceleration operation region Rd. In particular, in this embodiment, when the steering away control is being executed, the driving control unit 334 executes deceleration control as soon as it is detected that an object that was recognized as being located within the steering operation region Rs is located within the deceleration operation region Rd.

[0059] 8, while the away steering control is being executed, the pedestrian P, who was recognized as being located within the steering operation area Rs, enters the deceleration operation area Rd at time t2. Therefore, when the driving control unit 334 detects that the pedestrian P is located within the deceleration operation area Rd, the driving control unit 334 immediately starts the deceleration control without waiting for the accuracy guarantee period to elapse. In the deceleration control, a deceleration operation is performed so that the vehicle 100 reaches the current position of the pedestrian P more slowly.

[0060] On the other hand, in this embodiment, if the separation steering control is not being executed, even if it is detected that the specific object is located within the deceleration operation region Rd, the deceleration control is executed after the accuracy guarantee period has elapsed. Therefore, in such a case, even if it is detected that the specific object is located within the deceleration operation region Rd, the deceleration control is not executed immediately. Therefore, in this embodiment, if the specific object enters the road of the vehicle 100 while the separation steering control is being executed, the start timing of the deceleration control is earlier than when the specific object enters the road of the vehicle 100 while the separation steering control is not being executed.

[0061] In addition, even if the away steering control is being executed, when a specific object different from the object recognized as being located in the steering operation area Rs is detected as being located in the deceleration operation area Rd, the deceleration control may be executed when the specific object continues to be detected as being located in the deceleration operation area Rd over the accuracy guarantee period (when the specific object is recognized as being located in the deceleration operation area Rd). Therefore, even in such a case, the deceleration control is not executed immediately even if the specific object is detected as being located in the deceleration operation area Rd.

[0062] In this embodiment, when the separation steering control is being executed, deceleration control is executed immediately when a specific object (such as a pedestrian) is detected to be located within the deceleration operation region Rd. Therefore, according to this embodiment, the possibility of a collision between the specific object (such as a pedestrian) and the vehicle 100 is reduced compared to when deceleration control is started after the accuracy guarantee period has elapsed. In particular, when the separation steering control is being executed, the specific object has been detected to be located within the steering operation region Rs for the accuracy guarantee period at the time the separation steering control is started, so the possibility of the specific object being erroneously detected is low. In particular, when an object that was recognized to be located within the steering operation region Rs is detected to be located within the deceleration operation region Rd, the possibility of the specific object being erroneously detected is low. Therefore, in this embodiment, the possibility of a collision between the specific object and the vehicle 100 is reduced while reducing the possibility of the specific object being erroneously detected.

[0063] As described above, in this embodiment, the driving control unit 334 does not execute the keeping-away steering control when a specific object has entered or is about to enter the road of the vehicle 100 (or the lane, if there are lanes separated by dividing lines) while the keeping-away steering control is being executed and is expected to interfere with the vehicle 100 when the vehicle 100 is controlled by the keeping-away steering control. In addition, when the specific object enters the road of the vehicle 100 while the keeping-away steering control is being executed, the driving control unit 334 starts the deceleration control earlier than when the specific object enters the road of the vehicle 100 when the keeping-away steering control is not being executed. Therefore, in this embodiment, when the specific object has entered or is about to enter the road of the vehicle 100 while the keeping-away steering control is being executed, the driving control unit 334 changes the execution mode of the keeping-away steering control or the deceleration control so as to lower the risk of collision with the object compared to other cases. This reduces the possibility of a collision between the specific object and the vehicle 100.

[0064] <Specific control examples> Next, a specific example of control will be described with reference to Fig. 9 and Fig. 10. Fig. 9 is a flowchart showing the flow of the separation steering process for determining whether or not it is necessary to execute separation steering control. The separation steering process is executed by the driving control unit 334 of the processor 33 at regular time intervals.

[0065] 9, when the away steering process is executed, the driving control unit 334 first determines whether or not a specific object is located within the steering operation area Rs (step S11). Specifically, the driving control unit 334 determines whether or not the object detected by the object detection unit 331 is a specific object (for example, a pedestrian, a bicycle, a motorcycle, or a car). In addition, if the detected object is a specific object, the driving control unit 334 determines whether or not the specific object is located within the steering operation area Rs.

[0066] If it is determined in step S11 that no specific object is located within the steering operation region Rs, the driving control unit 334 does not execute the away steering control (step S12). Therefore, the vehicle 100 is manually steered by the driver. Alternatively, if the steering control of the vehicle 100 is performed automatically, normal steering control, which is not the away steering control, is performed. In normal steering control, the driving control unit 334 steers the vehicle 100 so that it travels through the center of the travel lane L, based on, for example, the outputs of the outside camera 11, the distance measurement sensor 12, the positioning sensor 13, and the travel condition sensor 14.

[0067] If it is determined in step S11 that a specific object is located within the steering operation region Rs, the object trajectory estimation unit 332 estimates the expected movement trajectory of the specific object (step S13). Next, the vehicle trajectory estimation unit 333 estimates the planned movement trajectory of the vehicle 100 (step S14). At this time, the vehicle trajectory estimation unit 333 estimates the planned movement trajectory of the vehicle 100 when the away steering control is performed and the planned movement trajectory of the vehicle 100 when the away steering control is not performed.

[0068] Next, the driving control unit 334 calculates the shortest distance Ds when the separation steering control is executed and the shortest distance Dn when the separation steering control is not executed based on the predicted movement trajectory estimated in step S13 and the planned movement trajectory estimated in step S14 (step S15).

[0069] Thereafter, the driving control unit 334 determines whether the shortest distance Ds when the steering away from vehicle steering control is being executed is longer than the shortest distance Dn when the steering away from vehicle steering control is not being executed (step S16). If it is determined in step S16 that the shortest distance Ds when the steering away from vehicle steering control is being executed is equal to or shorter than the shortest distance Dn when the steering away from vehicle steering control is not being executed, the driving control unit 334 does not execute the steering away from vehicle steering control (step S12). On the other hand, if it is determined in step S16 that the shortest distance Ds when the steering away from vehicle steering control is being executed is longer than the shortest distance Dn when the steering away from vehicle steering control is not being executed, the driving control unit 334 executes the steering away from vehicle steering control (step S17).

[0070] 10 is a flowchart showing the flow of deceleration processing for determining whether or not deceleration control needs to be performed. The deceleration processing is executed by the processor 33 of the ECU 30 at regular time intervals.

[0071] 10, when the deceleration process is executed, the driving control unit 334 first determines whether or not a specific object is located within the deceleration operation region Rd (step S21). Specifically, the driving control unit 334 determines whether or not the object detected by the object detection unit 331 is a specific object (e.g., a pedestrian, a bicycle, a motorcycle, a car, etc.). In addition, if the detected object is a specific object, the driving control unit 334 determines whether or not the specific object is located within the deceleration operation region Rd.

[0072] If it is determined in step S21 that no specific object is located within the deceleration operation region Rd, the driving control unit 334 does not execute deceleration control (step S22). Therefore, acceleration and deceleration of the vehicle 100 are manually controlled by the driver. Alternatively, if acceleration and deceleration of the vehicle 100 are performed automatically, normal acceleration and deceleration control, which is not deceleration control, is performed based on the outputs of the exterior camera 11, the distance measurement sensor 12, the positioning sensor 13, and the driving condition sensor 14. In normal acceleration and deceleration control, for example, when another vehicle is traveling ahead of the vehicle 100, the driving control unit 334 accelerates and decelerates the vehicle 100 so that the distance to the other vehicle becomes a predetermined constant distance. In addition, for example, when no other vehicle is traveling ahead of the vehicle 100, the driving control unit 334 accelerates and decelerates the vehicle 100 so that the vehicle 100 travels at a predetermined constant speed.

[0073] If it is determined in step S21 that a specific object is located within the deceleration operation region Rd, the driving control unit 334 determines whether or not the separating steering control was executed before the object was located within the deceleration operation region Rd (step S23). If it is determined in step S23 that the separating steering control was executed, the driving control unit 334 executes the deceleration control (step S24). On the other hand, if it is determined in step S23 that the separating steering control was not executed, the driving control unit 334 determines whether or not a predetermined accuracy guarantee time has elapsed since the specific object entered the deceleration operation region Rd (step S25). If it is determined in step S25 that the predetermined accuracy guarantee time has elapsed, the driving control unit 334 executes the deceleration control (step S24). On the other hand, if it is determined in step S25 that the predetermined accuracy guarantee time has not elapsed, the driving control unit 334 does not execute the deceleration control (step S22).

[0074] Although preferred embodiments according to the present disclosure have been described above, the present disclosure is not limited to these embodiments, and various modifications and changes can be made within the scope of the claims. [Explanation of symbols]

[0075] 1. Operation control system 11. Exterior camera 12 Distance measurement sensor 16 HMI 30 ECU 33 processors 100 vehicles

Claims

1. A driving control device that controls driving of a vehicle, a driving control unit that executes a steering control to steer the vehicle so as to maintain a distance from a specific object when the specific object is located within a steering operation area set in front of the vehicle, and a deceleration control to decelerate the vehicle when the specific object is located within a deceleration operation area set in front of the vehicle, The driving control unit changes the execution mode of the steering away control or the deceleration control when the object has entered or is about to enter the vehicle's driving path while the steering away control is being executed, compared to other cases, so as to reduce the risk of collision with the object.

2. the driving control unit, in the away steering control, performs steering based on a current position of the object so as to maintain a distance from the object, 2. The driving control device according to claim 1, wherein the steering control is not executed when the object has entered or is about to enter the path of the vehicle while the steering control is being executed and when it is predicted that the object will interfere with the vehicle when the vehicle is controlled by the steering control.

3. an object trajectory estimation unit that estimates a predicted movement trajectory of the object; a vehicle trajectory estimation unit that estimates a planned movement trajectory of the vehicle when the distance steering control is executed and when the distance steering control is not executed, 3. A driving control device as described in claim 1 or 2, wherein the distance steering control is not executed when the object has entered or is about to enter the vehicle's running path while the distance steering control is being executed, and the shortest distance between the object passing through the predicted movement trajectory and the vehicle passing through the planned movement trajectory when the distance steering control is executed is shorter than the shortest distance between the object passing through the predicted movement trajectory and the vehicle passing through the planned movement trajectory when the distance steering control is not executed.

4. 4. A driving control device as described in claim 3, wherein the moving-away steering control is executed when the object has entered or is about to enter the path of the vehicle while the moving-away steering control is being executed, and the shortest distance between the object passing through the predicted movement trajectory and the vehicle passing through the planned movement trajectory when the moving-away steering control is executed is longer than the shortest distance between the object passing through the predicted movement trajectory and the vehicle passing through the planned movement trajectory when the moving-away steering control is not executed.

5. 3. The driving control device according to claim 1, wherein when the object enters the vehicle's running path while the distance steering control is being executed, the driving control unit advances the start timing of the deceleration control compared to when the object enters the vehicle's running path when the distance steering control is not being executed.

6. further comprising an object detection unit that detects an object in front of the vehicle; When the away steering control is not being executed, the driving control unit executes the deceleration control when it is detected that the object is continuously located within the deceleration operation area for a certain period of time, and does not execute the deceleration control before the certain period has elapsed, The driving control device according to claim 5, wherein, when the away steering control is being executed, the deceleration control is executed as soon as it is detected that the object is located within the deceleration operation region.

7. the driving control unit, when the away steering control is being executed, executes the deceleration control immediately when it is detected that an object that has been recognized as being located within the steering execution area different from the deceleration execution area is located within the deceleration execution area, 7. A driving control device as described in claim 6, wherein even when the away steering control is being performed, if an object different from an object recognized as being located within the steering operation area is detected to be located within the deceleration operation area, the deceleration control is performed when the object continues to be detected as being located within the deceleration operation area for a certain period of time.

8. 3. The driving control device according to claim 1, wherein the steering operation area and the deceleration operation area are different areas, the steering operation area includes a front lateral area of ​​the vehicle, and the deceleration operation area includes a front central area of ​​the vehicle.

9. A driving control method for controlling driving of a vehicle, comprising: Executing a distance steering control for steering a specific object so as to maintain a distance from the object when the specific object is located within a steering operation area set in front of the vehicle, and a deceleration control for decelerating the vehicle when the specific object is located within a deceleration operation area set in front of the vehicle; When the object has entered or is about to enter the vehicle's running path while the distance steering control is being executed, changing the execution mode of the distance steering control or the deceleration control so as to reduce the risk of collision with the object compared to other cases.

10. A driving control program for controlling driving of a vehicle, Executing a distance steering control for steering a specific object so as to maintain a distance from the object when the specific object is located within a steering operation area set in front of the vehicle, and a deceleration control for decelerating the vehicle when the specific object is located within a deceleration operation area set in front of the vehicle; When the object has entered or is about to enter a path of the vehicle during execution of the keeping-away steering control, changing the execution mode of the keeping-away steering control or the deceleration control so as to reduce the risk of collision with the object compared to other cases; An operation control program that causes a computer to execute the above.

Images