Vehicle control system

Abstract

The system takes into account areas that may become blind spots while the vehicle is in motion and provides warnings to the driver. [Solution] The vehicle 10 includes a monitoring device 70 for monitoring the surroundings and a notification device 80 for transmitting notification information to the driver. The control device 100 of the vehicle 10 includes a path estimation unit M11 for estimating the path of the vehicle 10 while it is in motion. The control device 100 includes a detection range creation unit M12 that estimates a blind spot area in the vehicle 10 at a predetermined time along the estimated path as a future blind spot area, and creates a detection range by expanding the current blind spot area of ​​the vehicle 10 based on the future blind spot area. The control device 100 includes an obstacle detection unit M13 that detects obstacles lodged within the detection range based on information acquired from the monitoring device 70. The control device 100 includes a notification control unit M21 that performs notification processing to transmit notification information to the driver by controlling the notification device 80 when there are obstacles lodged within the detection range.

Description

Technical Field

[0001] The present invention relates to a vehicle control device.

Background Art

[0002] Patent Document 1 discloses a device that displays an image of an area that becomes a blind spot for a driver on a pillar by the pillar of a vehicle.

Prior Art Document

Patent Document

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In order to drive a vehicle safely, it is necessary to pay attention to areas that will become blind spots even when the vehicle is in motion. The device disclosed in Patent Document 1 does not consider areas that will become blind spots when the vehicle is in motion.

Means for Solving the Problems

[0005] A vehicle control device for solving the above problems is applied to a vehicle that includes a monitoring device for monitoring the area around the vehicle and a notification device for transmitting notification information to the driver of the vehicle, and comprises: a path estimation unit for estimating the path of the vehicle while it is in motion; a detection range creation unit for creating a detection range by estimating a future blind spot area as the driver of the vehicle sees the blind spot area in front of the vehicle in the direction of travel as seen from the driver of the vehicle after a predetermined time along the path estimated by the path estimation unit, and expanding the current blind spot area, which is the blind spot area in front of the vehicle in the direction of travel as seen from the driver of the vehicle at the time, based on the future blind spot area; an obstacle detection unit for detecting obstacles lodged within the detection range based on information acquired from the monitoring device; and a notification control unit for performing notification processing to transmit notification information to the driver by controlling the notification device when there are obstacles lodged within the detection range. [Effects of the Invention]

[0006] It is possible to alert the driver by considering areas that may become blind spots in the future while the vehicle is in motion. [Brief explanation of the drawing]

[0007] [Figure 1] Figure 1 is a schematic diagram showing a control device and a vehicle equipped with the control device, which are embodiments of a vehicle control device. [Figure 2] Figure 2 is a plan view showing the blind spots of a vehicle. [Figure 3] Figure 3 is a plan view showing the detection range created by the control device in Figure 1. [Figure 4] Figure 4 is a flowchart showing the processing flow executed by the control device in Figure 1. [Figure 5] Figure 5 is a flowchart showing the processing flow executed by the control device in Figure 1. [Modes for carrying out the invention]

[0008] An embodiment of the vehicle control device will be described below with reference to the drawings. Figure 1 illustrates a control device 100, which is one embodiment of a vehicle control device, and an example of a vehicle 10 to which the control device 100 is applied. The vehicle 10 includes a plurality of wheels, a steering device 21, a braking device 30, a drive device 40, an operating system 50, a detection system 60, a monitoring device 70, a notification device 80, and the control device 100. Figure 1 illustrates one of the wheels 20 of the vehicle 10. Wheel 20 is, for example, a front wheel of the vehicle 10. For example, the drive wheels of the vehicle 10 correspond to wheel 20. For example, the steering wheels of the vehicle 10 correspond to wheel 20.

[0009] Vehicle 10 may be equipped with a navigation device 90. The navigation device 90 includes map information 91. The map information 91 includes road alignment, intersection locations, etc. Vehicle 10 may be equipped with a GNSS receiver 92. The GNSS receiver 92 can acquire the vehicle's position information by receiving signals from positioning satellites.

[0010] <Vehicle> Figure 2 shows vehicle 10 and the driver 19 of vehicle 10. Figure 2 illustrates an arrow indicating the forward direction of vehicle 10 as forward D1 and an arrow indicating the reverse direction of vehicle 10 as rear D2. Furthermore, it illustrates an arrow indicating the leftward direction when vehicle 10 is moving forward as left D3 and an arrow indicating the rightward direction when vehicle 10 is moving forward as right D4. Leftward D3 and rightward D4 correspond to the width direction of vehicle 10.

[0011] As shown in Figure 2, the vehicle 10 is equipped with turn signals. The vehicle 10 is equipped with left turn signals 14a and 14b on the left side of the vehicle body to indicate the left direction. The vehicle 10 is equipped with right turn signals 15a and 15b on the right side of the vehicle body to indicate the right direction.

[0012] Vehicle 10 is equipped with side mirrors for the driver 19 to check behind the vehicle 10. Vehicle 10 is equipped with a left side mirror 13L on the left side of the vehicle body. Vehicle 10 is equipped with a right side mirror 13R on the right side of the vehicle body.

[0013] Vehicle 10 is equipped with multiple pillars. The pillars are structural members that support the roof of the vehicle body and are located at the edges of each glass panel in vehicle 10. When looking out from inside the vehicle, blind spots are created by the pillars. For example, the view outside appears discontinuous because the space between the windshield and the door windows is obstructed by the pillars.

[0014] As shown in Figure 2, the vehicle 10 includes a windshield 11, a left front pillar 12L located at the left end of the windshield 11, and a right front pillar 12R located at the right end of the windshield 11. The vehicle 10 may also include other pillars, such as center pillars 16L, 16R and rear pillars 17L, 17R.

[0015] In this embodiment, the right-hand seat of the front seats of the vehicle 10 is the driver's seat, and the driver 19 is seated in that driver's seat. Figure 2 shows, as an example, the blind spots from the driver's seat 19, specifically the left front blind spot area (BSL) and the right front blind spot area (BSR), when the right-hand seat of the front row is the driver's seat. The left front blind spot area (BSL) and the right front blind spot area (BSR) are blind spots in front of the vehicle in the direction of travel.

[0016] The left front blind spot area (BSL) represents the blind spot created by the left front pillar 12L as seen from the driver's (19) perspective. The position, shape, and size of the left front blind spot area (BSL) vary depending on the shape of the left front pillar 12L and the positional relationship between the left front pillar 12L and the driver's (19) perspective. In Figure 2, the end of the left front blind spot area (BSL) closest to the driver's (19) is shown as the first left blind spot boundary line Ln. The end of the left front blind spot area (BSL) furthest from the driver's (19) perspective is shown as the second left blind spot boundary line Lf. The first left blind spot boundary line Ln can also be considered the outer end of the left front blind spot area (BSL) in the vehicle width direction. The second left blind spot boundary line Lf can also be considered the inner end of the left front blind spot area (BSL) in the vehicle width direction.

[0017] The right front dead angle area BSR represents the dead angle caused by the right front pillar 12R as seen from the driver 19. The position, shape, and size of the right front dead angle area BSR change depending on the shape of the right front pillar 12R and the positional relationship between the right front pillar 12R and the driver 19. In FIG. 2, the end of the right front dead angle area BSR close to the driver 19 is indicated as the right dead angle first boundary line Rn. The end of the right front dead angle area BSR far from the driver 19 is indicated as the right dead angle second boundary line Rf. The right dead angle first boundary line Rn can also be said to be the outer end in the vehicle width direction of the right front dead angle area BSR. The right dead angle second boundary line Rf can also be said to be the inner end in the vehicle width direction of the right front dead angle area BSR.

[0018] <Brake device> The brake device 30 shown in FIG. 1 applies a braking force to the wheel 20. The brake device 30 includes a brake actuator 31 that adjusts the braking force applied to the wheel 20 and a brake control unit 32 that controls the brake actuator 31. The brake control unit 32 is an electronic control device. The brake control unit 32 is configured to be able to transmit and receive various information with the control device 100 via an in-vehicle network.

[0019] <Drive device> The drive device 40 shown in FIG. 1 applies a driving force to the wheel 20. The drive device 40 includes a power unit 41 and a drive control unit 42 that controls the power unit 41. The power unit 41 has an engine or an electric motor, or both an engine and an electric motor. The drive control unit 42 is an electronic control device. The drive control unit 42 is configured to be able to transmit and receive various information with the control device 100 via an in-vehicle network.

[0020] <000009⑧><Operating system> The operating system 50 shown in FIG. 1 is operated by the driver 19 to control the vehicle 10. The operating system 50 has a brake operation member 51, a drive operation member 52, a steering member 53, and a direction indicator operation member 54.

[0021] The braking operation member 51 is operated by the driver 19 when applying braking force to the vehicle 10. An example of the braking operation member 51 is the brake pedal. The drive operation member 52 is operated by the driver 19 when applying driving force to the vehicle 10. An example of the drive operation member 52 is the accelerator pedal.

[0022] The steering member 53 is operated by the driver 19 when turning the vehicle 10. An example of the steering member 53 is a steering wheel. The turn signal operating member 54 is operated by the driver 19 when activating the turn signals provided by the vehicle 10. By operating the turn signal operating member 54, the turn signal switch 64 can be switched. An example of the turn signal operating member 54 is a lever. Depending on the state of the turn signal switch 64, either a turn signal indicating the left direction or a turn signal indicating the right direction is activated. The control device 100 can detect whether the turn signal indicating the right direction is activated or whether the turn signal indicating the left direction is activated, based on the state of the turn signal switch 64.

[0023] <Steering gear> The steering device 21 shown in Figure 1 changes the steering angle of the wheels 20. The steering device 21 is configured to operate, for example, in response to the drive of an electric motor. The steering device 21 operates to change the steering angle of the wheels 20 in response to the operation of the steering member 53 by the driver 19. The steering device 21 may include an electronic control unit configured to send and receive various information with the control unit 100 via an in-vehicle network. The electronic control unit included in the steering device 21 can control the drive of the electric motor.

[0024] <Detection System> The detection system 60 shown in Figure 1 detects various parameters of the vehicle 10. The detection system 60 includes a brake sensor 61, an accelerator sensor 62, a steering angle sensor 63, a wheel speed sensor 65, and a longitudinal acceleration sensor 66.

[0025] The brake sensor 61 detects the amount of operation of the driver's 19 braking control member 51. The accelerator sensor 62 detects the amount of operation of the driver's 19 driving control member 52. The steering angle sensor 63 detects the steering angle of the steering member 53. The wheel speed sensor 65 detects the rotational speed of the wheels 20 as the wheel speed. The longitudinal acceleration sensor 66 detects the longitudinal acceleration, which is the acceleration of the vehicle 10 in the longitudinal direction. The various sensors constituting the detection system 60 output their detection results to the control device 100.

[0026] <Notification device> The notification device 80 shown in Figure 1 transmits notification information to the driver 19 of the vehicle 10. Notification information may include the illumination or flashing of indicator lights, text information, graphic information, beeps, voice messages, etc.

[0027] An example of the notification device 80 is an indicator light provided on the side mirror of the vehicle 10. In this case, it is preferable that the notification device 80 is a pair of devices consisting of an indicator light provided on the left side mirror 13L and an indicator light provided on the right side mirror 13R. The indicator light provided on the side mirror may be one in which the base supporting the mirror portion has the indicator light, or it may be an indicator light provided on a part of the mirror surface.

[0028] An example of the notification device 80 is an indicator light provided on the front pillar of the vehicle 10. In this case, it is preferable that the notification device 80 is a pair of devices consisting of an indicator light provided on the left front pillar 12L and an indicator light provided on the right front pillar 12R. The indicator lights provided on the front pillars are mounted in a position that is within the driver's field of vision 19.

[0029] An example of the notification device 80 is a display device capable of displaying text information, graphic information, etc. An example of the notification device 80 is an audio device such as a speaker or an electronic buzzer. Vehicle 10 may be equipped with any one of the above-mentioned notification devices 80 individually, or it may be equipped with multiple devices.

[0030] <Monitoring device> As shown in Figure 1, the vehicle 10 is equipped with a monitoring device 70 that monitors the area around the vehicle 10. An example of the monitoring device 70 is a camera. The mounting position of the monitoring device 70 on the vehicle 10 can be changed as appropriate. Multiple monitoring devices 70 may be mounted on the front and rear of the vehicle body, for example.

[0031] <Control device> As shown in Figure 1, the control device 100 includes a processing circuit 110. An example of the processing circuit 110 is an electronic control device. In this case, the processing circuit 110 includes a CPU 111, a first memory 112, and a second memory 113. The first memory 112 stores the control program executed by the CPU 111. The second memory 113 stores the calculation results of the CPU 111, etc. By the CPU 111 executing the vehicle control program, the processing circuit 110 can control the braking device 30, the drive device 40, the steering device 21, and the notification device 80.

[0032] <Functional configuration of the processing circuit> Referring to Figure 1, the functional configuration of the processing circuit 110 will be described. The processing circuit 110 functions as a plurality of functional units when the CPU 111 executes the control program for the first memory 112. These plurality of functional units include, for example, a path estimation unit M11, a detection range creation unit M12, an obstacle detection unit M13, a notification control unit M21, and an avoidance control unit M22.

[0033] The path estimation unit M11 estimates the path of the moving vehicle 10. The path estimation unit M11 can create an estimated path RT, which estimates the path of the vehicle 10, based on, for example, the steering angle detected by the steering angle sensor 63 and the longitudinal acceleration detected by the longitudinal acceleration sensor 66. For example, the estimated path RT is an estimate of the trajectory through which the center of the vehicle 10 passes. The estimated path RT represents the position and orientation of the vehicle 10 as time progresses.

[0034] The detection range creation unit M12 creates a detection range DR for detecting obstacles around the vehicle 10. As will be described in detail later, the detection range creation unit M12 creates the detection range DR by expanding the blind spot area in front of the vehicle 10 in the current direction of travel, based on the future blind spot area.

[0035] The obstacle detection unit M13 detects obstacles within the detection range DR based on information acquired from the monitoring device 70. Examples of obstacles include other vehicles, people, animals, structures, etc. The obstacle detection unit M13 can detect obstacles within the detection range DR by, for example, analyzing video acquired from the monitoring device 70. The obstacle detection unit M13 can also individually recognize each obstacle even when multiple obstacles exist within the detection range DR. The obstacle detection unit M13 can track each obstacle, calculate the time each obstacle remains within the detection range DR, and calculate the distance between each obstacle and the vehicle 10.

[0036] The obstacle detection unit M13 can determine whether an obstacle is remaining in the detection range DR based on the time the obstacle remains within the detection range DR from the moment it is detected within the detection range DR. Remaining in the detection range DR means that the obstacle has been in the detection range DR for a long period of time. For example, the obstacle detection unit M13 determines that an obstacle is remaining if it is within the detection range DR for a period longer than the specified retention time. The retention time is set to a value calculated in advance through experiments or other means. Even if the obstacle is moving, it is still considered to be "remaining within the detection range DR" as long as it does not leave the detection range DR.

[0037] The obstacle detection unit M13 starts detecting obstacles when the detection conditions are met. For example, the processing circuit 110 determines that the detection conditions are met when all of the following conditions (A1) to (A5) are met. The processing circuit 110 can also determine that the detection conditions are met when at least one of the conditions (A1) to (A5) is met.

[0038] (A1) The vehicle speed is low. For example, the processing circuit 110 determines that the vehicle speed is low if the vehicle speed is below a specified vehicle speed threshold. The vehicle speed of vehicle 10 can be calculated based on the wheel speed.

[0039] (A2) A specified judgment time has elapsed since vehicle 10 transitioned from a stopped state to a moving state. Whether vehicle 10 is stopped or moving can be determined, for example, based on the vehicle speed of vehicle 10. A stopped state is when the vehicle speed is "0". A moving state is when the vehicle speed is greater than "0".

[0040] (A3) After vehicle 10 transitioned from a stopped state to a moving state, the vehicle speed of vehicle 10 became equal to or greater than the specified judgment speed. The judgment speed is a speed at which it can be determined that vehicle 10 is moving, and is a value smaller than the above vehicle speed threshold.

[0041] (A4) The turn signal of vehicle 10 is activated. Alternatively, the turn signal of the direction corresponding to the direction of travel of vehicle 10 indicated by the estimated route RT may be activated. (A5) The current location of vehicle 10 is near an intersection. Whether or not the current location of vehicle 10 is near an intersection can be determined, for example, based on map information 91 and the location information of vehicle 10.

[0042] On the other hand, the processing circuit 110 may determine that the detection condition is not met if at least one of the following conditions (B1) to (B3) is met, regardless of whether conditions (A1) to (A5) are met or not.

[0043] (B1) The vehicle speed is not low. (B2) Avoidance control, as described later, is initiated. (B3) The turn signal is not working.

[0044] The notification control unit M21 performs notification processing to transmit notification information to the driver 19 by controlling the notification device 80. The notification control unit M21 performs notification processing when there is an obstacle lodged within the detection range DR. In the notification processing, the notification control unit M21 can control one or more notification devices 80. For example, the notification processing may include lighting an indicator light and outputting a beep sound. Specific examples of notification processing will be described later.

[0045] The avoidance control unit M22 determines the degree of danger for obstacles that are loitering within the detection range DR. If the avoidance control unit M22 determines that the degree of danger is high, it executes avoidance control. Avoidance control is a control system designed to avoid contact between the vehicle 10 and the obstacle.

[0046] In avoidance control, at least the braking device 30 is controlled. The avoidance control unit M22 can control the braking device 30 via the braking control unit 32. In this case, the vehicle 10 can be decelerated by applying braking force.

[0047] In avoidance control, the drive unit 40 can also be controlled in addition to the braking unit 30. The avoidance control unit M22 can control the drive unit 40 via the drive control unit 42. In this case, the vehicle 10 can be decelerated by applying braking force and reducing the driving force.

[0048] The avoidance control unit M22 determines that the risk level is high if an obstacle remaining within the detection range DR is within a predetermined range that includes the estimated path RT estimated by the path estimation unit M11. On the other hand, if an obstacle remaining within the detection range DR is not within the predetermined range that includes the estimated path RT, the avoidance control unit M22 determines that the risk level is low. The predetermined range that includes the estimated path RT is, for example, a range that is extended by a distance corresponding to the width of the vehicle in both directions perpendicular to the estimated path RT. An example of a distance corresponding to the width of the vehicle is a distance equivalent to half the width of the vehicle. The distance corresponding to the width of the vehicle may be greater than or less than half the width of the vehicle.

[0049] <Creating a detection range> Referring to Figures 2 and 3, the detection range DR created by the detection range creation unit M12 will be explained.

[0050] The processing circuit 110 stores a pre-set area as the current blind spot area, which is the blind spot area in front of the vehicle 10 as seen from the driver 19 of the vehicle 10 in the direction of travel. The current blind spot area is pre-set, for example, based on the specifications of the vehicle 10. The left front blind spot area BSL and the right front blind spot area BSR, explained with reference to Figure 2, correspond to the current blind spot area.

[0051] The detection range creation unit M12 can estimate the blind spot area in front of the vehicle 10 as seen from the driver 19 of the vehicle 10, after a predetermined time along the estimated path RT estimated by the path estimation unit M11, as the future blind spot area. The future blind spot area is the area corresponding to the left front blind spot area BSL and the right front blind spot area BSR of the vehicle 10, for a vehicle 10 that is estimated to be located on the estimated path RT after a predetermined time. The predetermined time is not particularly limited, but for example it may be between 1 second and 5 seconds, or between 1 second and 3 seconds. The faster the vehicle speed, the longer the predetermined time may be. The slower the vehicle speed, the shorter the predetermined time may be.

[0052] The detection range creation unit M12 can also estimate the blind spot area in front of the vehicle 10 as seen from the driver 19 of the vehicle 10, between the current vehicle 10 and the vehicle 10 at a predetermined time, as a future blind spot area. Between the present and the predetermined time, the blind spot area may be estimated at one point in time, or at two or more points in time.

[0053] Figure 3 illustrates the detection range DR created when vehicle 10 is turning to the right. In Figure 3, the vehicle 10 shown by a solid line represents vehicle 10 at the present time. The right turn signals 15a and 15b are activated on vehicle 10. Figure 3 shows solid arrows representing the estimated path RT. In Figure 3, the vehicle 10 shown by a dashed line represents vehicle 10 1 / 2 of a predetermined time from the present. In Figure 3, the vehicle 10 shown by a double dashed line represents vehicle 10 1 / 2 of a predetermined time from the present. In this embodiment, the detection range creation unit M12 creates the detection range DR only in the direction corresponding to the turning direction of vehicle 10. That is, in the example in Figure 3, since vehicle 10 is turning to the right, the detection range DR is created based on the right front blind spot area BSR, which is the blind spot area to the right.

[0054] Figure 3 shows the first future blind spot regions BSe1L and BSe1R on the left and right sides, respectively, as future blind spot regions of vehicle 10 1 / 2 of a predetermined time from the present. The edges of the first future blind spot regions BSe1L and BSe1R are indicated by dashed lines. The edge of the first future blind spot region BSe1R on the right side that is closer to the driver 19 is indicated as the first future blind spot boundary line Rn1. The second future blind spot regions BSe2L and BSe2R on the left and right sides, respectively, are shown as future blind spot regions of vehicle 10 1 / 2 of a predetermined time from the present. The edges of the second future blind spot regions BSe2L and BSe2R are indicated by double-dash lines.

[0055] The detection range creation unit M12 creates the detection range DR by expanding the current blind spot area based on the future blind spot area. For example, the detection range creation unit M12 creates the detection range DR by expanding the current blind spot area toward the estimated direction of travel of the vehicle 10. Specifically, as shown in Figure 3, if an estimated path RT that turns to the right is created, the right front blind spot area BSR is expanded further to the right than the first right blind spot boundary line Rn, which is the outermost edge in the vehicle width direction of the right front blind spot area BSR. In the example shown in Figure 3, more specifically, the detection range DR is created as follows: The detection range DR is created as the sum of the right front blind spot area BSR, the area to the right of the first right blind spot boundary line Rn within the first right future blind spot area BSe1R, and the area to the right of the first future blind spot boundary line Rn1 within the second right future blind spot area BSe2R. In Figure 3, the detection range DR is shown in shaded area. In this way, the detection range creation unit M12 creates the detection range DR by expanding the right front blind spot area BSR based on the first future blind spot area BSe1R and the second future blind spot area BSe2R to the right. The position, shape, and size of the detection range DR change as the vehicle 10 moves. When the detection range creation unit M12 creates a detection range DR, if a detection range DR has already been created, it updates the detection range DR by discarding the existing detection range DR and creating a new one.

[0056] In the example shown in Figure 3, there is overlap between the right-front blind spot region BSR, the first future blind spot region BSe1R, and the second future blind spot region BSe2R to the right. The timing for estimating future blind spots is preferably when there is overlap between the current blind spot region and the future blind spots, as shown in the example in Figure 3. Because there is overlap between the current blind spot region and the future blind spots, the detection range DR can be created as a continuous range with respect to the current blind spot region.

[0057] The detection range creation unit M12 creates a detection range DR within the nearest range CR, for example, starting from the vehicle 10 at the current time. The nearest range CR is not particularly limited, but for example, it is a circle centered on the vehicle 10 at the current time. The distance from the center of the vehicle 10 to the edge of the nearest range CR is a specified maximum distance. The maximum distance can be set to a distance longer than the braking distance when the driver 19 brakes suddenly on a vehicle 10 traveling at a low speed. The detection range creation unit M12 may also set the distance from the center of the vehicle 10 to the edge of the nearest range CR to a distance obtained by adding a vehicle speed fluctuation value to the specified maximum distance. The vehicle speed fluctuation value is, for example, a smaller value the slower the vehicle speed and a larger value the faster the vehicle speed.

[0058] Unlike the example shown in Figure 3, when the vehicle 10 is turning to the left, the detection range creation unit M12 extends the left front blind spot region BSL further to the left than the left blind spot first boundary line Ln, which is the outer edge of the left front blind spot region BSL in the vehicle width direction. The detection range creation unit M12 creates the detection range DR by extending the left front blind spot region BSL based on the leftward first future blind spot region BSe1L and the second future blind spot region BSe2L.

[0059] <Process flow for creating detection range> Referring to Figure 4, a series of processes performed by the processing circuit 110 when creating the detection range DR will be explained. The processing circuit 110 repeatedly performs the processes shown in Figure 4 at predetermined control cycles.

[0060] In step S101, the processing circuit 110 determines whether the detection condition is met. If the detection condition is met (S101: YES), the processing circuit 110 proceeds to step S102.

[0061] In step S102, the processing circuit 110 creates an estimated path RT by functioning as a path estimation unit M11. After that, the processing circuit 110 proceeds to step S103.

[0062] In step S103, the processing circuit 110 creates the detection range DR by functioning as the detection range creation unit M12. After that, the processing circuit 110 proceeds to step S104.

[0063] In step S104, the processing circuit 110 turns on the detection flag. After that, the processing circuit 110 completes the series of processes shown in Figure 4. The detection flag is referenced when executing the process shown in Figure 5, which will be described later. The initial value of the detection flag is off.

[0064] If the detection condition is not met in step S101 (S101: NO), the processing circuit 110 proceeds to step S105. In step S105, the processing circuit 110 turns off the detection flag. After that, the processing circuit 110 terminates the series of processes shown in Figure 4.

[0065] <Process flow for implementing notification processing> Referring to Figure 5, a series of processes executed by the processing circuit 110 when performing notification processing will be explained. The processing circuit 110 repeatedly executes the processes shown in Figure 5 at predetermined control cycles.

[0066] In step S201, the processing circuit 110 determines whether the detection flag, which is operated in the process shown in Figure 4, is on or off. If the detection flag is on (S201: YES), the processing circuit 110 proceeds to step S202. On the other hand, if the detection flag is off (S201: NO), the processing circuit 110 terminates the series of processes shown in Figure 5.

[0067] In step S202, the processing circuit 110, functioning as an obstacle detection unit M13, determines whether or not an obstacle exists within the detection range DR. If the processing circuit 110 detects one or more obstacles within the detection range DR (S202: YES), it proceeds to step S203. On the other hand, if no obstacles are detected within the detection range DR (S202: NO), the processing circuit 110 terminates the series of processes shown in Figure 5.

[0068] In step S203, the processing circuit 110, by functioning as an obstacle detection unit M13, determines whether or not there are any obstacles lodged within the detection range DR. If the processing circuit 110 finds one or more obstacles lodged within the detection range DR (S203: YES), it proceeds to step S204.

[0069] In step S204, the processing circuit 110 performs notification processing by functioning as a notification control unit M21. In the notification process, the system notifies that an obstacle is lodged within the detection range DR. It is preferable that the notification process can transmit information indicating the direction of the detection range DR relative to the vehicle 10, that is, the direction in which the lodged obstacle is located. For example, as illustrated in Figure 3, if the vehicle 10 is turning to the right, that is, if the detection range DR is to the right of the vehicle body, it is preferable that the system can communicate to the driver 19 that an obstacle is lodged to the right.

[0070] One specific example of notification processing is to illuminate or flash an indicator light installed in the direction where the obstructing object is located. More specifically, for example, if there is an obstructing object to the right, the indicator light on the right front pillar 12R is illuminated or flashed. Alternatively, the indicator light on the right side mirror 13R is illuminated or flashed. As part of the notification processing, the direction in which the obstructing object is located may be displayed as text information or graphic information. As part of the notification processing, an audio message conveying the direction in which the obstructing object is located may be output.

[0071] When notification processing is performed in step S204, the processing circuit 110 proceeds to step S205. In step S203, if there are no obstacles remaining within the detection range DR (S203: NO), the processing circuit 110 proceeds to step S205.

[0072] In step S205, the processing circuit 110, acting as an avoidance control unit M22, determines whether the detected obstacle poses a high degree of danger. If the processing circuit 110 finds an obstacle with a high degree of danger (S205: YES), it proceeds to step S206. On the other hand, if there are no obstacles with a high degree of danger, i.e., if the danger level is low (S205: NO), the processing circuit 110 terminates the series of processes shown in Figure 5.

[0073] In step S206, the processing circuit 110 initiates avoidance control by functioning as the avoidance control unit M22. As a result, the vehicle 10 is decelerated by the control of the braking device 30. Once avoidance control is initiated, the processing circuit 110 completes the series of processes shown in Figure 5.

[0074] <Operation and Effects of This Embodiment> Obstacles are detected using a detection range DR that expands the current blind spot area based on the future blind spot area. If an obstacle is present within the detection range DR, the driver 19 is alerted through a notification process. If the detected obstacle does not remain within the detection range DR, for example, if the obstacle passes through the detection range DR in a short time, the notification process is not performed.

[0075] If an obstacle is lodged in a blind spot, the driver 19 of vehicle 10 may not be aware of its presence. The control device 100 can alert the driver 19 by performing a notification process when an obstacle is lodged within the detection range DR.

[0076] By configuring the system to illuminate or flash an indicator light on the pillar as a notification process, the driver 19 can be made aware of the presence of an obstacle hidden behind the pillar. By configuring the system to illuminate or flash an indicator light installed in the direction where an obstruction is located as a notification process, the driver 19 can be made aware of the direction in which the obstruction is located.

[0077] Obstacles currently located in the blind spot area may enter the blind spot area as vehicle 10 moves forward. In this case, there is a risk that the driver 19 may lose sight of the obstacle, causing it to disappear from the driver's (19's) perception. The control device 100 can provide a warning about obstacles that the driver 19 of vehicle 10 may not be aware of at an earlier stage compared to a case where obstacles are only detected in the current blind spot area.

[0078] The control device 100 can perform avoidance control if it determines that an obstacle lodged within the detection range DR poses a high risk. This allows the vehicle 10 to be controlled to avoid contact with the obstacle.

[0079] The control device 100 can detect obstacles when the vehicle 10's turn signal is activated, but not when the turn signal is not activated. With this configuration, obstacle detection can be performed only when the vehicle 10 is turning right or left, or when the vehicle 10 is changing lanes. This prevents, for example, the detection of other vehicles traveling in the oncoming lane as obstacles when the vehicle 10 is traveling around a curve.

[0080] The control device 100 can detect obstacles and determine whether or not there are lingering obstacles by analyzing only the detection range DR from the video acquired from the monitoring device 70. Therefore, compared to the case where all the video acquired from the monitoring device 70 is analyzed, the control device 100 can reduce its computational load. This suppresses a decrease in processing speed for obstacle detection and determination of whether or not there are lingering obstacles, so that notification processing can be performed without delay. Furthermore, because the computational load is reduced, a decrease in processing speed can be suppressed even if the cost of the processing circuit 110 is reduced.

[0081] (Example of change) This embodiment can be implemented with the following modifications. This embodiment and the following modifications can be combined with each other to the extent that they do not contradict each other technically.

[0082] The above embodiment illustrates a configuration in which the detection range is created based on the blind spots caused by the front pillars 12L and 12R. However, other blind spots may occur in a vehicle. For example, some vehicles may have blind spots hidden behind the side mirrors. For such other blind spots, the detection range may be created by expanding the current blind spot area of ​​the vehicle with future blind spot areas, similar to how the detection range is created in the above embodiment.

[0083] Alternatively, the system may be configured to detect obstacles using a detection range that is the sum of a detection range created based on a blind spot area caused by the front pillar and a detection range created based on other blind spots.

[0084] The above embodiment illustrates a configuration in which the detection range is created based on the blind spots caused by the front pillars 12L and 12R. Blind spots are not limited to the front pillars 12L and 12R; other pillars can also cause blind spots. For example, when reversing the vehicle 10, blind spots may be created by the rear pillars 17L and 17R. In such cases, the detection range can also be created by expanding the blind spot area caused by the rear pillars 17L and 17R based on the future blind spot area, as in the above embodiment.

[0085] The current blind spots, namely the left front blind spot area (BSL) and the right front blind spot area (BSR), vary depending on the driver's seat position, the driver's height, etc. Therefore, the detection range creation unit M12 may adjust the current blind spots according to the driver's seat position, the driver's height, etc. The driver's seat position, the driver's height, etc. can be obtained, for example, using a camera that photographs the interior of the vehicle 10. Similar to adjusting the current blind spots, the detection range creation unit M12 may also adjust the future blind spots.

[0086] • In the above embodiment, an example was shown in which the detection range DR is created only in the direction corresponding to the rotation direction. Alternatively, regardless of the rotation direction, the detection range DR may be created on both the left and right sides by expanding the current blind spot areas on both sides.

[0087] If the path estimation unit M11 estimates that the vehicle 10 is moving straight ahead, the detection range DR can be created by expanding both the left and right blind spots. In this case, both the left and right current blind spot areas are expanded forward. Therefore, the detection range DR to the left is the range that is expanded forward from the second boundary line Lf of the left blind spot. The detection range DR to the right is the range that is expanded forward from the second boundary line Rf of the right blind spot.

[0088] • Notification processing can also be performed while vehicle 10 is stopped. In this case, it is advisable to set the current blind spot area as the detection range DR. In avoidance control, the steering device 21 can also be controlled. In this case, in addition to decelerating the vehicle 10, the vehicle 10 can also be turned.

[0089] In the above embodiment, avoidance control is initiated if the obstacle poses a high risk, even if the obstacle is not currently present. Alternatively, the system may determine that obstacles not present in the detection range DR have a low risk, thereby preventing avoidance control from being performed if the obstacle remains in the detection range DR for a short period of time.

[0090] The degree of danger posed by an obstacle remaining in the detection range DR may also be determined by the time it remains in the detection range DR. For example, the avoidance control unit M22 may determine that an obstacle remaining in the detection range DR is at high danger if its dwell time is longer than the dwell time determination time. Specifically, the avoidance control unit M22 can determine that an obstacle is at high danger if it remains in the detection range DR for longer than the dwell time danger time. The dwell time danger time is set to be longer than the dwell time determination time.

[0091] The monitoring device 70 may be a LiDAR or millimeter-wave radar, etc. The monitoring device 70 may be composed of one of the devices that may constitute the monitoring device 70, or it may be composed of a combination of two or more devices.

[0092] The processing circuit 110 may be configured as a circuit including one or more processors that operate according to a computer program, one or more dedicated hardware circuits such as dedicated hardware that performs at least some of the various processes, or a combination thereof. Examples of dedicated hardware include application-specific integrated circuits (ASICs). The processor includes a CPU and memory such as RAM and ROM, and the memory stores program code or instructions configured to cause the CPU to perform the processes. The memory, i.e., storage medium, includes any available medium that can be accessed by a general-purpose or dedicated computer.

[0093] In this specification, the expression "at least one" means "one or more" of the desired options. For example, if there are two options, the expression "at least one" means "only one option" or "both of the two options." As another example, if there are three or more options, the expression "at least one" means "only one option" or "a combination of two or more arbitrary options." [Explanation of symbols]

[0094] 10... Vehicles 12L…Left front pillar 12R…Right front pillar 19… Driver 21... Steering gear 30...braking device 40…Drive system 54... Turn signal operating member 64... Turn signal switch 70...Monitoring device 80… Notification device 100...Control device M11...Career Estimation Department M12...Detection range creation unit M13... Obstacle detection unit M21... Notification Control Unit M22... Avoidance Control Unit BSL... Blind spot area to the left front (current blind spot area) BSR... Right front blind spot area (current blind spot area) BSe1R... First future blind spot area to the right BSe2R... Second future blind spot area to the right DR...Detection range RT…Estimated course

Claims

1. This applies to a vehicle that includes a monitoring device for monitoring the area around the vehicle and a notification device for transmitting notification information to the driver of the vehicle. A path estimation unit that estimates the path of the vehicle while it is in motion, A detection range creation unit creates a detection range by estimating the blind spot area in front of the vehicle in the direction of travel as seen from the driver of the vehicle, at a predetermined time along the path estimated by the aforementioned path estimation unit, and by expanding the current blind spot area, which is the blind spot area in front of the vehicle in the direction of travel as seen from the driver of the vehicle, based on the aforementioned future blind spot area. An obstacle detection unit detects obstacles that are lodged within the detection range based on information obtained from the monitoring device, The system includes a notification control unit that performs notification processing to transmit notification information to the driver by controlling the notification device when there is an obstacle lodged within the detection range. Vehicle control device.

2. The system includes an avoidance control unit that determines the degree of danger posed by obstacles lodged within the detection range, and if it determines that the degree of danger is high, it executes avoidance control that controls at least the vehicle's braking system. The vehicle control device according to claim 1.

3. The avoidance control unit determines that the degree of danger is high when an obstacle remaining within the detection range is within a predetermined range that includes the path estimated by the path estimation unit. The vehicle control device according to claim 2.

4. The obstacle detection unit starts detecting obstacles when a predetermined determination time has elapsed since the vehicle transitioned from a stopped state to a moving state. A vehicle control device according to any one of claims 1 to 3.

5. The obstacle detection unit starts detecting obstacles when the vehicle transitions from a stopped state to a moving state and the vehicle's speed exceeds a predetermined judgment speed. A vehicle control device according to any one of claims 1 to 3.

6. The obstacle detection unit detects obstacles when the vehicle's turn signal is activated, but does not detect obstacles when the turn signal is not activated. A vehicle control device according to any one of claims 1 to 3.

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