Mobile device control device, mobile device control method, and program

Abstract

Set the intersection detection range in front of your vehicle appropriately. [Solution] A mobile body control device comprising: a recognition unit that recognizes objects around a mobile body; and a control unit that, based on the recognition result of the recognition unit, determines whether or not there is a possibility that an object to intersect with the direction of travel of the mobile body may enter an intersection determination range, which is an area set in front of the mobile body, wherein, in the process of reducing the intersection determination range when the object to intersect with the direction of travel of the mobile body is located at a predetermined distance or more away, the control unit varies the degree of reduction of the vertical length, which is the length of the intersection determination range in the vertical direction, based on a margin time predicted as the time until the reference position of the object to intersect reaches a reference position set for the mobile body.

Description

Technical Field

[0001] The present invention relates to a movement control device, a movement control method, and a program.

Background Art

[0002] In recent years, efforts have been actively made to provide access to a sustainable transportation system that takes into account people in vulnerable positions among traffic participants. In order to achieve this, research and development efforts have been focused on further improving traffic safety and convenience through research and development of preventive safety technologies such as driving support that assists the driver's operation. For example, a virtual intersection determination range is set in front of the host vehicle, and when the host vehicle enters an intersection, it is determined whether there is a possibility that the intersection determination range and other vehicles will intersect. When there is a possibility that the intersection determination range and other vehicles will intersect, a driving support device that alerts the driver of the host vehicle is known (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the conventional driving support device, there are cases where it is not possible to appropriately determine the possibility that the intersection determination range of the host vehicle and other vehicles will intersect. For example, the size of the set intersection determination range may not be appropriate, and there are cases where it is not possible to appropriately determine the possibility that the intersection determination range of the host vehicle and other vehicles will intersect.

[0005] One of the objectives of this invention is to provide a mobile vehicle control device, a mobile vehicle control method, and a program that can appropriately set a crossing detection range in front of the vehicle in order to solve the above-mentioned problems. More specifically, the crossing detection range can be variably set based on the position and direction of travel of other vehicles. By utilizing this crossing detection range, it is possible to appropriately determine the possibility of other vehicles entering the crossing detection range. This will ultimately contribute to the development of a sustainable transportation system. [Means for solving the problem]

[0006] The mobile device control device, mobile device control method, and program according to this invention employ the following configuration. (1) A mobile body control device according to one aspect of the present invention comprises: a recognition unit that recognizes objects around a mobile body; and a control unit that, based on the recognition result of the recognition unit, determines whether or not there is a possibility that an object to intersect with the direction of travel of the mobile body may enter an intersection determination range, which is an area set in front of the mobile body, wherein, when the object to intersect with the direction of travel of the mobile body is determined to exist around the mobile body, the control unit makes the degree of reduction of the vertical length, which is the length of the vertical direction of the intersection determination range, variable based on a margin time predicted as the time until the reference position of the object to intersect with the mobile body reaches a reference position set for the mobile body, when the object to intersect with the direction of travel of the mobile body is located at a position at a predetermined distance or more away from the direction of travel of the mobile body.

[0007] (2) In the embodiment of (1) above, the control unit increases the degree of reduction as the margin time increases.

[0008] (3) In the embodiment of (2) above, the control unit sets the length of the crossover determination range to a predetermined length or more when the slack time is shorter than the reference time, and sets the length of the crossover determination range to less than a predetermined length when the slack time is longer than the reference time, and increases the degree of reduction as the slack time is longer.

[0009] (4) In the embodiment of (3) above, the control unit sets the length of the intersection determination range to the predetermined length if the object to be intersected is not more than a predetermined distance away from the direction of travel of the moving body, and determines the length of the intersection determination range based on the margin time if the object to be intersected is more than a predetermined distance away from the direction of travel of the moving body.

[0010] (5) In the embodiment of (1) above, the control unit changes the vertical length based on the error distance, the error distance being a length calculated based on the sensor that provides information on the intersecting object to the recognition unit or an error index indicating the degree of false detection by the recognition unit, and the margin time.

[0011] (6): In the embodiment of (5) above, the error index is the lateral movement speed of the object being misdetected.

[0012] (7): In the embodiment of (5) above, the control unit reduces the vertical length variably by subtracting the error distance from a predetermined length, The predetermined length is the length of the range of the object to be detected in forward intersection notification. The aforementioned forward crossing notification is a process that notifies the approach of an object that may cross in front of the moving object when the moving object is moving at a low speed or is stopped.

[0013] (8) In the embodiment of (5) above, the control unit variably reduces the vertical length based on a predetermined length and the error distance, sets an upper limit for the vertical length, and the upper limit is shorter than the predetermined length.

[0014] (9): In the embodiment of (8) above, the control unit sets the upper limit to a length that is longer than the widthwise length of one lane and shorter than the widthwise length of three lanes, with respect to the lane width.

[0015] (10): In the embodiment of (1) above, the control unit controls the moving body so as not to approach the object to be intersected when it is determined that the object to be intersected may enter the intersection determination range.

[0016] (11): In the embodiment of (7) above, the control unit suppresses the approach by performing one or more of the following controls (A) to (C). (A) Control the speed of the moving body. (B) Controls the steering of the moving body. (C) Output an alarm to the driver of the mobile unit.

[0017] (12): A mobile body control method according to one aspect of the present invention involves a computer recognizing objects around a mobile body, and if it determines, based on the results of the recognition, that there is an object to intersect with the mobile body in the direction of travel of the mobile body, it determines whether there is a possibility that the object to intersect will enter the intersection determination range, which is an area set in front of the mobile body, and if the object to intersect is located at a distance of a predetermined distance or more from the direction of travel of the mobile body, in the process of reducing the intersection determination range, the degree to which the vertical length of the intersection determination range is reduced is made variable based on a margin time predicted as the time until the reference position of the object to intersect reaches a reference position set for the mobile body.

[0018] (13): The program according to one aspect of the present invention causes a computer to perform a process of recognizing an object around a moving body, and based on the recognized result, when it is determined that there is an intersection object that intersects the traveling direction of the moving body around the moving body, a process of determining whether the intersection object may enter an intersection determination range, which is an area set in front of the moving body, and a process of reducing the intersection determination range when the intersection object exists at a position separated from the traveling direction of the moving body by a predetermined distance or more. In the process of reducing the intersection determination range, a process of variably setting the degree of reduction of the longitudinal length, which is the length of the intersection determination range in the vertical direction, based on a remaining time predicted as the time until the reference position of the intersection object reaches the reference position set for the moving body is executed.

Advantages of the Invention

[0019] According to the aspects (1) to (13) above, the movement control device, the movement control method, or the program can appropriately set the intersection determination range by making the degree of reduction of the longitudinal length variable and reducing the intersection determination range according to the remaining time when the intersection object exists at a position separated from the moving body by a predetermined distance or more. By thus setting an appropriate intersection determination range, the movement control device, the movement control method, or the program can appropriately determine whether the intersection object may enter.

[0020] According to the aspect (2) above, the intersection determination range can be appropriately set by changing the degree of reduction according to the magnitude of the remaining time.

[0021] According to the aspect (3) above, the intersection determination range can be appropriately set by changing the degree of reduction according to the magnitude of the remaining time with respect to the reference time.

[0022] According to the aspect (4) above, the intersection determination range can be appropriately set by setting the length of the intersection determination range according to the position where the intersection object exists.

[0023] According to the aspect (5) above, by changing the vertical length based on the error distance corresponding to the error index and the margin time, the intersection determination range can be appropriately set, and it is possible to appropriately determine whether or not the avoidance target object may enter.

[0024] According to the aspect (6) above, by calculating the error distance based on the magnitude of the erroneously detected lateral movement speed, the intersection determination range can be appropriately set, and it is possible to appropriately determine whether or not the avoidance target object may enter.

[0025] According to the aspect (7) above, by determining the vertical length based on the value obtained by subtracting the error distance from the predetermined length, the intersection determination range can be appropriately set.

[0026] According to the aspect (8) above, by setting the upper limit value, it is possible to limit the intersection target object to be determined whether or not the avoidance target object may enter, and it is possible to improve the determination accuracy regarding whether or not the avoidance target object may enter.

[0027] According to the aspect (9) above, by setting the upper limit value based on the lane width, specifically, it is possible to limit the intersection target object to be determined whether or not the avoidance target object may enter, and it is possible to improve the determination accuracy regarding whether or not the avoidance target object may enter.

[0028] According to the aspect (10) above, when it is determined that the avoidance target object may enter, appropriate control of the moving body can be achieved by preventing the moving body and the intersection target object from approaching each other.

[0029] According to the aspect (11) above, by performing one or more controls from (A) to (C), it is possible to prevent the moving body and the intersection target object from approaching each other, and control according to the surrounding situation is performed.

Brief Description of the Drawings

[0030] [Figure 1] This is a diagram showing the configuration of a vehicle system 1 that utilizes a vehicle control system according to an embodiment. [Figure 2] This figure shows an exemplary scenario in which the processing of this embodiment is applied. [Figure 3] This figure shows an exemplary scenario in which the processing of this embodiment is applied. [Figure 4] This figure shows an exemplary scenario in which the processing of this embodiment is applied. [Figure 5] This figure shows an exemplary scenario in which the processing of this embodiment is applied. [Figure 6] This figure shows an example of reference information 182. [Figure 7] This flowchart shows an example of the processing flow performed by the driver assistance device 100. [Figure 8] This is a diagram illustrating Comparative Example 1. [Figure 9] This is a diagram illustrating Comparative Example 2. [Figure 10] This is a diagram illustrating Comparative Example 3. [Figure 11] This figure illustrates the crossover detection range set in this embodiment. [Figure 12] This figure shows an example of the correlation between error distance and time to traffic congestion (TTC). [Figure 13] This figure shows an example of the content of reference information 182. [Modes for carrying out the invention]

[0031] [Overall structure] Figure 1 is a diagram showing the configuration of a vehicle system 1 utilizing a vehicle control system according to an embodiment. The vehicle on which the vehicle system 1 is mounted is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using power generated by a generator connected to the internal combustion engine, or discharge power from a secondary battery or fuel cell. This embodiment is described as being applicable to a vehicle, but it may be applied to other mobile bodies instead of a vehicle.

[0032] Vehicle system 1 includes, for example, a camera 10, a radar device 12, a LiDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a vehicle sensor 40, a navigation device 50, an MPU 60, an operator 80, a driving assistance device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are connected to each other by multiplex communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, etc. The configuration shown in Figure 1 is merely an example, and some of the configuration may be omitted, or other configurations may be added. The driving assistance device 100 is an example of a "mobile vehicle control device".

[0033] Camera 10 is a digital camera that utilizes a solid-state image sensor such as a CCD (Charge Coupled Device) or CMOS (Complementary Metal Oxide Semiconductor). Camera 10 is mounted at any location on the vehicle (hereinafter referred to as vehicle M) on which the vehicle system 1 is installed. When imaging the area in front, camera 10 is mounted on the top of the front windshield, behind the rearview mirror, etc. Camera 10 periodically and repeatedly images the area around vehicle M. Camera 10 may also be a stereo camera.

[0034] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by objects (reflected waves) to determine at least the position (distance and direction) of an object. The radar device 12 can be mounted at any location on the vehicle M. The radar device 12 may also detect the position and speed of an object using the FM-CW (Frequency Modulated Continuous Wave) method. The radar device 12 can also be mounted, for example, on the front corners (left and right) of the vehicle M. This allows the radar device 12 to detect objects that are about to cross in front of the vehicle M.

[0035] LIDAR14 irradiates light (or electromagnetic waves with a wavelength close to light) around vehicle M and measures the scattered light. Based on the time from emission to reception, LIDAR14 detects the distance to the target. The irradiated light is, for example, pulsed laser light. LIDAR14 can be attached to any location on vehicle M.

[0036] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, radar device 12, and LIDAR 14 to recognize the position, type, speed, etc., of an object. The object recognition device 16 outputs the recognition results to the driver assistance device 100. The object recognition device 16 may output the detection results from the camera 10, radar device 12, and LIDAR 14 directly to the driver assistance device 100. The object recognition device 16 may be omitted from the vehicle system 1.

[0037] The communication device 20 communicates with other vehicles in the vicinity of vehicle M, or with various server devices via a wireless base station, for example, by using a cellular network, Wi-Fi network, Bluetooth®, DSRC (Dedicated Short Range Communication), etc.

[0038] The HMI30 presents various information to the occupants of vehicle M and accepts input operations from the occupants. The HMI30 includes various display devices, speakers, buzzers, touch panels, switches, keys, etc. The HMI30 is equipped with a display device. The display device is a display device, also known as a multi-information display, that displays various information in vehicle M, such as a speedometer showing the vehicle's speed or a tachometer showing the rotational speed of the internal combustion engine in vehicle M, and is located in the center of the instrument panel of vehicle M.

[0039] The vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting angular velocity around the vertical axis, a compass sensor for detecting the orientation of the vehicle M, and a sensor for detecting the steering rotation angle, etc.

[0040] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as an HDD (Hard Disk Drive) or flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be determined or supplemented by an INS (Inertial Navigation System) that utilizes the output of the vehicle sensors 40. The navigation HMI 52 includes a display device, speaker, touch panel, keys, etc. The navigation HMI 52 may be partially or completely shared with the HMI 30 described above. The route determination unit 53 determines, for example, a route (hereinafter referred to as the route on the map) from the position of the vehicle M determined by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52, by referring to the first map information 54. The first map information 54 is, for example, information in which the road shape is represented by links indicating roads and nodes connected by those links. The first map information 54 may also include information such as road curvature and POI (Point of Interest) information. The route on the map is output to the MPU 60. The navigation device 50 may provide route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may be implemented, for example, by the functions of a terminal device such as a smartphone or tablet held by an occupant. The navigation device 50 may transmit the current location and destination to the navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server.

[0041] The MPU 60 includes, for example, a recommended lane determination unit 61 and stores second map information 62 in a storage device such as an HDD or flash memory. The recommended lane determination unit 61 divides the map route provided by the navigation device 50 into multiple blocks (for example, every 100m with respect to the vehicle's direction of travel) and determines a recommended lane for each block by referring to the second map information 62. The recommended lane determination unit 61 makes decisions such as which lane from the left the vehicle should travel in. If there is a branching point on the map route, the recommended lane determination unit 61 determines a recommended lane so that the vehicle M can travel a reasonable route to proceed to the branching point. For example, if the vehicle M reaches a predetermined distance before a branching road it is traveling on, the recommended lane determination unit 61 determines the lane connecting to the branching road as the recommended lane. The recommended lane determination unit 61 and the second map information 62 may be functional units or information included in other devices such as a driver assistance device 100. The recommended lane information is provided to the driver, for example, via the HMI.

[0042] The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of lanes or information on lane boundaries. The second map information 62 may also include road information, traffic regulation information, address information (address and postal code), facility information, telephone number information, etc. The second map information 62 may be updated as needed by the communication device 20 communicating with other devices.

[0043] The control element 80 includes, for example, a steering wheel, accelerator pedal, brake pedal, shift lever, and other control elements. The control element 80 is equipped with a sensor that detects the amount of operation or whether or not an operation is performed, and the detection result is output to the driver assistance device 100, or to some or all of the driving force output device 200, brake device 210, and steering device 220. The steering wheel does not necessarily have to be annular in shape and may take the form of an irregularly shaped steering wheel, joystick, buttons, etc.

[0044] The driver assistance device 100 includes, for example, a recognition unit 110, a cross-determination unit 120, a control unit 130, and a storage unit 180. The recognition unit 110, the cross-determination unit 120, and the control unit 130 are realized, for example, by a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components may be realized by hardware (including circuitry) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), and SOC (System On Chip), or by the cooperation of software and hardware. The program may be stored in advance in a storage unit 180 (a storage device equipped with a non-transient storage medium) such as the HDD or flash memory of the driver assistance device 100, or it may be stored in a removable storage medium such as a DVD or CD-ROM and installed in the HDD or flash memory of the driver assistance device 100 when the storage medium (non-transient storage medium) is mounted on a drive device. The storage unit 180 stores, for example, reference information 182, which will be described later. The combined functional configuration of the control unit 130, or the cross-determination unit 120 and the control unit 130, is an example of a "control unit".

[0045] The recognition unit 110 recognizes the position and state, such as speed and acceleration, of objects around the vehicle M based on information input from the camera 10, radar device 12, and LIDAR 14 via the object recognition device 16. The position of an object is recognized as a position on an absolute coordinate system with a representative point of the vehicle M (such as the center of gravity or the center of the drive axis) as the origin, and is used for control. The position of an object may be represented by a representative point such as the center of gravity or a corner of the object, or it may be represented by a region. The "state" of an object may include the object's acceleration, jerk, or "action state" (for example, whether or not it is changing lanes or attempting to change lanes).

[0046] The recognition unit 110 recognizes, for example, the roadway of vehicle M and other roadways in its vicinity. Roadways include the lane in which vehicle M is traveling (driving lane) and opposing lanes relative to the driving lane. For example, the recognition unit 110 recognizes roadways by comparing the road marking pattern obtained from the second map information 62 (for example, an arrangement of solid lines SL and dashed lines) with the road marking pattern around vehicle M recognized from the image captured by the camera 10. The recognition unit 110 may also recognize roadways by recognizing road boundaries (road boundaries) that include road markings, shoulders, curbs, median strips, guardrails, etc. In this recognition, the position of vehicle M obtained from the navigation device 50 and the processing results from INS may also be taken into consideration. The recognition unit 110 recognizes stop lines, obstacles, red lights, toll booths, and other road events present around vehicle M.

[0047] The recognition unit 110 recognizes the behavior of the vehicle M based on the detection results of the vehicle sensor 40. For example, when recognizing a road, the recognition unit 110 recognizes the position and attitude of the vehicle M relative to the road. The recognition unit 110 may recognize, for example, the deviation of the vehicle M's reference point from the center of the lane, and the angle it makes with a line connecting the centers of the lanes in the direction of travel of the vehicle M, as the relative position and attitude of the vehicle M relative to the road. Alternatively, the recognition unit 110 may recognize the position of the vehicle M's reference point relative to one of the side edges of the road (road lane markings or road boundary) as the relative position of the vehicle M relative to the road.

[0048] The intersection determination unit 120 determines whether there is a possibility that an object to be intersected will enter the intersection determination range of vehicle M if the recognition unit 110 recognizes an object to be intersected in front of vehicle M in the direction of vehicle M's travel. The intersection determination range is an area set in front of vehicle M, and its size is changed using a method described later. Based on the information of the object to be intersected, the intersection determination unit 120 generates a predicted path for the object to be intersected. The predicted path is the path that the reference position of the object to be intersected is predicted to travel in the future. The intersection determination unit 120 generates the predicted path based on the speed, acceleration, position, direction of travel, etc., of the object to be intersected. The intersection determination unit 120 determines an object to be intersected if the predicted path intersects the direction of travel of vehicle M or the reference intersection determination range.

[0049] The control unit 130 controls all the components included in the driver assistance device 100 and the vehicle system 1. For example, the control unit 130 controls the steering of the vehicle M, controls the speed of the vehicle M, and controls the HMI 30 to provide information to the driver. Details of the processing of the intersection determination unit 120 and the control unit 130 will be described later.

[0050] The driving force output device 200 outputs driving force (torque) to the drive wheels for the vehicle M to move. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and an ECU that controls them. The ECU controls the above configuration according to information input from the driver assistance device 100 or from the operator 80.

[0051] The braking system 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to information input from the driver assistance device 100 or from the control element 80, so that brake torque corresponding to the braking operation is output to each wheel.

[0052] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the driver assistance device 100 or from the control element 80.

[0053] [overview] This embodiment provides forward crossing notification, which alerts the driver to the approach of an intersecting vehicle that may cross in front of vehicle M. This realizes so-called forward intersecting vehicle warning (approach suppression control). For example, when stopping, starting, or slowing down at an intersection with poor visibility, the system helps the driver avoid approaching vehicles by notifying them of information about intersecting vehicles approaching from the left and right front. In this embodiment, when vehicle M enters an intersection, if the recognition unit 110 recognizes an intersecting vehicle in front of vehicle M, the crossing determination unit 120 determines whether or not there is a possibility that the intersecting vehicle will enter the crossing determination range.

[0054] [Processing details] In this embodiment, the intersection determination range is controlled according to the location of the object to be intersected and the buffer time. When the object to be intersected is located at a distance greater than a predetermined distance from the direction of travel (longitudinal direction) of the vehicle M, the intersection determination unit 120 reduces the longitudinal length of the intersection determination range based on the buffer time, which is the time it takes for the reference position of the object to be intersected to reach the reference position set for the vehicle M.

[0055] The predetermined distance is a distance set in advance. The predetermined distance may be determined, for example, according to the type and specifications of the camera 10, radar device 12, and LIDAR 14, or it may be changed according to the width of the lane through which the intersecting vehicle is traveling.

[0056] The objects to be intersected may, for example, be any objects that are within a set distance relative to the direction of travel of vehicle M.

[0057] The reference position set for vehicle M may be, for example, any position on the vehicle M's path (e.g., a position within a set distance), or any position within the intersection detection range. The vertical length of this intersection detection range may be, for example, a predetermined distance, or any other arbitrary distance.

[0058] The following explanation describes examples where a vehicle is traveling slowly or at a predetermined speed (e.g., low speed), but the same process may be applied when the vehicle is stopped or traveling above a predetermined speed.

[0059] Figure 2 shows an exemplary scenario in which the processing of this embodiment is applied. In Figure 2, vehicle M is moving slowly, and intersecting vehicle m is moving straight in a direction intersecting the direction of travel of vehicle M. Intersecting vehicle m is an example of an object to be intersected. The intersection detection range AR is an area set in front of vehicle M. The widthwise length of the intersection detection range AR is set, for example, based on the width of vehicle M. For example, the widthwise length of the intersection detection range AR is, for example, the same as or about the same as the width of vehicle M. The longitudinal distance D is the longitudinal distance between a predetermined position of vehicle M and a predetermined position of intersecting vehicle m. The longitudinal length L is the longitudinal length of the intersection detection range AR. The set distance C (predetermined length) is the length of the range of objects to be detected in forward intersecting vehicle warning (proximity suppression control). The predicted path R is the predicted path of intersecting vehicle m. The predicted path R is the path predicted by the driver assistance device 100 based on the detection results of the camera 10, radar device 12, and LIDAR 14.

[0060] The predetermined positions of vehicle M and intersecting vehicle m may, for example, be the front center of each vehicle, either the left or right end, or the rear. However, the predetermined positions are not limited to these, and may be any position that indicates a specific part of the vehicle's shape that is arbitrarily determined. The predetermined positions may be determined in advance, or they may be changed during travel depending on the vehicle's condition. The predetermined positions may differ from vehicle to vehicle.

[0061] In Figure 2, vehicle M is approaching the intersection at a slow speed, driven by its driver. At this time, the recognition unit 110 recognizes an intersecting vehicle m in front of vehicle M. Furthermore, the intersection determination unit 120 derives the longitudinal distance D. The intersection determination unit 120 determines whether the longitudinal distance D is within the set distance C. If the longitudinal distance D is within the set distance C, the intersecting vehicle m is determined to be the intersecting vehicle m to be processed. In this case, the intersection determination unit 120 determines whether the longitudinal distance D is greater than or equal to a predetermined distance.

[0062] As shown in Figure 3, if it is determined that the vertical distance D is less than a predetermined distance PL, the intersection determination unit 120 does not reduce the intersection determination range AR. In other words, if the intersecting vehicle m is located within the reference intersection determination range AR in the vertical direction, the reference intersection determination range AR is set. The reference intersection determination range AR is the intersection determination range AR whose vertical length L is the predetermined distance PL (upper limit A, described later).

[0063] If the vertical distance D is determined to be greater than or equal to a predetermined distance PL, the intersection determination unit 120 decides to reduce the intersection determination range AR relative to the reference intersection determination range AR. Based on the predicted path R and the reference position set for the vehicle M, the intersection determination unit 120 calculates the buffer time TTC, which is the time it takes for the intersecting vehicle m to reach the reference position.

[0064] Next, the crossover determination unit 120 refers to the reference information 182 and determines the vertical length L based on the pre-set parameters and the calculated buffer time TTC. For example, the crossover determination unit 120 variably determines the degree of reduction of the vertical length L in the above process and reduces the crossover determination range AR. The set parameters are parameters that show the correlation between the vertical length L and the buffer time TTC. The concept behind generating the set parameters will be described later.

[0065] When it is determined that the vertical distance D is greater than or equal to a predetermined distance PL, and the buffer time TTC is less than a predetermined value (less than the reference time), the crossover determination unit 120 sets the crossover determination range AR, where the length of the vertical length L is the predetermined distance PL (upper limit A), as shown in Figure 4.

[0066] When it is determined that the vertical distance D is greater than or equal to a predetermined distance PL, and the buffer time TTC is greater than or equal to a predetermined value (greater than or equal to the reference time), the crossover determination unit 120 sets a crossover determination range AR, as shown in Figure 5, in which the length of the vertical length L is shorter than the predetermined distance PL (upper limit A), and the length corresponds to the buffer time TTC.

[0067] Figure 6 shows an example of reference information 182. Reference information 182 shows the correlation between vertical length L and slack time TTC. The vertical axis represents vertical length L, and the horizontal axis represents slack time TTC. The value of vertical length L decreases as the value of slack time TTC increases.

[0068] An upper limit may be set for the longitudinal length L. The upper limit is set, for example, based on the width of the lane through which the intersecting vehicle m is traveling. Specifically, the upper limit may be set to a value that is longer than the width of one lane and shorter than the width of three lanes, based on the lane width of the lane through which the intersecting vehicle m is traveling. In Figure 6, an upper limit A is set as the upper limit for the longitudinal length L. The upper limit A may be changed depending on the number of lanes on the road into which vehicle M is entering and the speed of vehicle M. For example, if the number of lanes on the road into which vehicle M is entering is two, the upper limit may be determined based on the width of two lanes or the width of two lanes. The faster the speed of vehicle M, the longer the upper limit A may be.

[0069] The magnitude of the vertical length L based on the buffer time TTC in Figure 6 will be explained in detail. When the buffer time TTC is greater than or equal to 0 and less than time T1, the value of the vertical length L is the upper limit A. Also, when the buffer time TTC is greater than or equal to time T1 and less than time T2, the value of the vertical length L decreases as the buffer time TTC increases. When the buffer time TTC is greater than or equal to time T2, the value of the vertical length L is 0.

[0070] Furthermore, a lower limit may be set for the longitudinal length L. The lower limit may be set according to, for example, the length of the vehicle M or the speed of the vehicle. In Figure 6, for example, the value of the longitudinal length L when the value of the buffer time TTC is time T2' is set as the lower limit B. In this case, when the value of the buffer time TTC is 0 or greater and less than time T1, the value of the longitudinal length L becomes the upper limit A. When the value of the buffer time TTC is between time T1 and time T2', the value of the longitudinal length L decreases as the value of the buffer time TTC increases, and when the buffer time TTC is T2' or greater, the value of the longitudinal length L becomes the lower limit B.

[0071] As described above, the intersection detection range AR is set, and when it is determined that there is a possibility that an intersecting vehicle m will enter the intersection detection range AR, the control unit 130 may perform control (approach suppression control) of vehicle M. The control unit 130 may also output a warning to the driver as part of the approach suppression control. The warning is a control to prevent vehicle M from approaching the intersecting vehicle m. The approach suppression control may also include speed adjustment support and steering support. The approach suppression control only needs to be a control to prevent vehicle M from approaching the intersecting vehicle m. For example, the control unit 130 performs the above control when the predicted path of the intersecting vehicle m intersects the intersection detection range and the margin time TTC until the intersecting vehicle m reaches the intersection detection range is less than or equal to a threshold.

[0072] A warning is a warning that alerts the driver that vehicle M is likely to approach another vehicle, a warning that alerts the driver to reduce the speed of vehicle M, or a warning that alerts the driver to move in a direction away from an intersection or another vehicle. The warning may be, for example, an image display, an audible output, or a vibration of the steering wheel. The warning is not limited to these, and any warning that draws the driver's attention is acceptable. For example, the warning may be stronger the higher the probability of approach. For example, if the probability of approach increases after a display, an audible warning may be given in addition to the display.

[0073] Speed ​​adjustment support refers to control that adjusts the speed of vehicle M. Speed ​​adjustment support may include, for example, reducing the vehicle M's speed to delay its arrival at a reference intersection, or increasing its speed to expedite its arrival at the reference intersection. Speed ​​adjustment support may also include control that stops the vehicle M from moving.

[0074] Steering assistance is a control system that assists in steering a vehicle M. For example, steering assistance can be a control system that controls the steering so that vehicle M moves in a direction away from an intersection. For example, steering assistance can be a control system that assists in steering so that vehicle M is traveling at a predetermined distance or greater from other vehicles.

[0075] (flowchart) Figure 7 is a flowchart showing an example of the processing flow performed by the driver assistance device 100. The flowchart shown in Figure 5 is, for example, executed when vehicle M is about to enter an intersection and vehicle M is traveling at a low speed.

[0076] First, the recognition unit 110 recognizes objects around the vehicle M (step S100). These surrounding objects include, for example, crossing vehicles. Next, the intersection determination unit 120 determines whether or not there is a crossing vehicle in front of the vehicle M (step S102).

[0077] If it is determined that there is no intersecting vehicle in front of vehicle M, the process returns to step S100. If it is determined that there is an intersecting vehicle in front of vehicle M, the intersection determination unit 120 derives the vertical distance, which is the vertical distance (in the direction of travel of vehicle M) between the reference position of vehicle M and the reference position of the intersecting vehicle (step S104). If the vertical distance is greater than the set distance, the intersecting vehicle is not subject to the processing of this flowchart, and the subsequent processing is omitted.

[0078] Next, the intersection determination unit 120 determines whether the vertical distance is greater than or equal to a predetermined distance (step S106). If it is determined that the vertical distance is greater than or equal to a predetermined distance, the intersection determination unit 120 calculates the margin time (step S118).

[0079] Next, the crossover determination unit 120 refers to the reference information 182 and determines the vertical length (step S110). Based on the determined vertical length, the crossover determination unit 120 reduces the crossover determination range relative to the reference crossover determination range (step S112).

[0080] Next, the intersection determination unit 120 determines whether or not there is a possibility that an intersecting vehicle will enter the intersection determination range (step S114).

[0081] If the control unit 130 determines that there is a possibility of an intersecting vehicle entering the intersection detection range, it controls the vehicle M (performs proximity suppression control) (step S116). If it determines that there is no possibility of an intersecting vehicle entering the intersection detection range, the processing of one routine in this flowchart ends.

[0082] In step S106, if it is determined that the vertical distance is less than a predetermined distance, the vertical length of the intersection detection range is not reduced but set to the vertical length of the reference intersection detection range, and the process proceeds to step S114. Subsequent processing is the same as described above. This completes the processing of this flowchart.

[0083] As described above, the driver assistance device 100 can appropriately control the moving vehicle so that it does not come into close proximity with the object it is intersecting with when it is determined that the object it is intersecting may enter the intersection detection range, by appropriately setting the length of the intersection detection range. For example, when vehicle M is about to enter an intersection with poor visibility, if it is determined that intersecting vehicle m may enter the intersection detection range, the control unit 130 can output a warning to inform the driver of the presence of intersecting vehicle m and urge them to pay attention.

[0084] Here, Comparative Examples 1 to 3 will be explained. Figure 8 is a diagram illustrating Comparative Example 1. The explanation will focus on the differences from Figure 2. The length of the vertical length L is the upper limit A (predetermined distance PL), and the intersection detection range AR does not shrink. Predicted path R# is the predicted path of the intersecting vehicle m, including the error distance. The error distance is a length (for example, the lateral movement component of the intersecting vehicle m) calculated based on the error index, which indicates the degree of false detection by sensors that provide information to the recognition unit such as cameras, radar devices, and LIDAR, and the buffer time TTC. The error index is the lateral movement speed of the intersecting vehicle m. The error distance occurs in the direction toward vehicle X (lateral direction of the intersecting vehicle m). The magnitude of the total error distance increases as the buffer time increases. Predicted path R is the predicted path of the intersecting vehicle m (the actual path that the intersecting vehicle m is expected to travel), excluding the error distance. Predicted path R and predicted path R# are different paths because the error distance occurs.

[0085] Vehicle X generates a predicted path R# based on information about intersecting vehicle m. Based on the predicted path R# and the intersection detection range AR, vehicle X determines whether or not intersecting vehicle m may enter the intersection detection range AR. In the case of Figure 8, vehicle X determines that intersecting vehicle m may enter the intersection detection range AR and outputs a warning (executes proximity suppression control). In this case, vehicle X is executing proximity suppression control on intersecting vehicle m, which is not subject to proximity suppression control in principle (intersecting vehicle m does not actually enter the intersection detection range AR).

[0086] Figure 9 is a diagram illustrating Comparative Example 2. The differences from Figure 8 will be explained. In order to suppress the execution of unnecessary proximity suppression control as shown in Figure 8, as shown in Figure 9, when the longitudinal distance between a predetermined position of vehicle X and a predetermined position of intersecting vehicle m is greater than or equal to a predetermined distance PL, the length of the longitudinal length L is uniformly shortened, and the intersection determination range AR is reduced.

[0087] As shown in Figure 9, when the intersection detection range AR is reduced, vehicle X determines that there is no possibility of intersecting vehicle m entering the intersection detection range AR. However, when the intersection detection range AR is reduced uniformly, cases like those described in Comparative Example 3 below may occur.

[0088] Figure 10 is a diagram illustrating Comparative Example 3. The explanation will focus on the differences from Figure 9. In Figure 10, intersecting vehicle m is moving from diagonally in front of vehicle X, approaching vehicle X. In this case, the predicted path R is the path that intersecting vehicle m is actually expected to travel.

[0089] Vehicle X generates a predicted path R based on information about intersecting vehicle m. Based on the predicted path R and the intersection detection range AR, vehicle X determines whether or not intersecting vehicle m is likely to enter the intersection detection range AR. In the case of Figure 10, since vehicle X uniformly reduces the intersection detection range AR, it determines that there is no possibility of intersecting vehicle m entering the reduced intersection detection range AR. In the scenario of Figure 10, intersecting vehicle m actually moves in a direction that approaches vehicle X, but vehicle X determines that there is no possibility of intersecting vehicle m entering the uniformly reduced intersection detection range AR, and therefore suppresses proximity suppression control. In this case, vehicle X suppresses proximity suppression control for intersecting vehicle m, which should ideally be subject to proximity suppression control. Reducing the intersection detection range AR uniformly in this way results in a situation where the vertical length of the intersection detection range AR is inappropriate.

[0090] Figure 11 is a diagram illustrating the intersection detection range set in this embodiment. To resolve the above issue, the driving support device 100 of this embodiment determines the longitudinal length L based on the position of the intersecting vehicle m and the margin time, and appropriately sets the size of the intersection detection range AR. For example, as shown in Figure 11, the driving support device 100 sets an intersection detection range AR with a longitudinal length L that is longer than the length in Figure 10 described above, within a range of upper limit A or less depending on the margin time.

[0091] The intersection detection unit 120 generates a predicted path R based on information about the intersecting vehicle m. Based on the predicted path R and the intersection detection range AR, the intersection detection unit 120 determines whether or not there is a possibility that the intersecting vehicle m will enter the intersection detection range AR. In the case of Figure 11, the intersection detection unit 120 determines that there is a possibility that the intersecting vehicle m will enter the intersection detection range AR, and the control unit 130 outputs a warning (performs proximity suppression control).

[0092] As described above, the intersection determination unit 120 can appropriately set the intersection determination range by varying the degree of reduction in the vertical length based on the margin time when the object to be intersected is located at a distance greater than or equal to a predetermined distance relative to the direction of travel of the moving body, thereby reducing the intersection determination range and appropriately determining whether or not the object to be intersected has the potential to enter the intersection determination range. For example, when vehicle M is about to enter an intersection, if it is determined that an intersecting vehicle m is located at a distance greater than or equal to a predetermined distance PL, the intersection determination range is appropriately reduced based on the margin time, thereby setting the intersection determination range to an appropriate size according to the margin time. For example, if the margin time TTC is relatively short, the vertical length L can be set to be long, thereby appropriately issuing a warning for an intersecting vehicle m that is likely to approach. For example, if the margin time TTC is relatively long, the vertical length L can be set to be short, thereby appropriately suppressing the issuing of warnings for an intersecting vehicle m that is not likely to approach.

[0093] If an intersecting vehicle m is within a predetermined distance, setting the length of the vertical direction L to a predetermined distance (upper limit) allows for appropriate warnings to be issued for intersecting vehicles m that are likely to approach. Furthermore, even if an intersecting vehicle m is located beyond a predetermined distance and the time difference (TTC) is below a threshold, setting the length of the vertical direction L to an upper limit allows for appropriate warnings to be issued for intersecting vehicles m that are likely to approach.

[0094] (Regarding parameter generation) The parameters for the vertical length L in Reference Information 182 are generated based on the error distance. The parameters are obtained, for example, by subtracting the error distance at each time buffer (TTC) from a predetermined length (set distance C). In other words, the vertical length L at the time buffer (TTC) is the value obtained by subtracting the value obtained by multiplying the error distance per unit time (the lateral movement component that is misdetected) by the time buffer (TTC) from the set distance C. Note that the parameters may be derived using the error distance, and may be derived by calculations other than those described above.

[0095] Figure 12 shows an example of the correlation between error distance and time to traffic congestion (TTC). The vertical axis represents the error distance, and the horizontal axis represents the time to traffic congestion (TTC). The value of the error distance increases as the value of the time to traffic congestion (TTC) increases. The relationship between error distance and time to traffic congestion (TTC) in Figure 12 is an example of an "error index." The "error index" is the lateral movement speed of the object being misdetected relative to its direction of travel.

[0096] The magnitude of the error distance based on the time buffer (TTC) in Figure 12 will be explained in detail. When the value of the time buffer (TTC) is time T1, the value of the error distance is D1. When the value of the time buffer (TTC) is time T2', the value of the error distance is D2. When the value of the time buffer (TTC) is time T2, the value of the error distance is D3.

[0097] Figure 13 shows an example of the content of reference information 182. Figure 13 shows the correlation between vertical length L and buffer time TTC. The vertical axis represents vertical length L, and the horizontal axis represents buffer time TTC.

[0098] The parameter for the vertical length L is the value obtained by subtracting the error distance at each slack time TTC from the set distance C, and the correlation between the vertical length L and the slack time TTC in this case is shown by the dotted line DL. In Figure 13, when the slack time TTC is time T1, the upper limit A of the vertical length L is the value obtained by subtracting the error distance D1 from the set distance C. When the slack time TTC is time T2', the lower limit B of the vertical length L is the value obtained by subtracting the error distance D2 from the set distance C. When the slack time TTC is time T2, the value of the vertical length L, 0, is the value obtained by subtracting the error distance D3 from the set distance C. In other words, when the slack time TTC is time T2, the error distance is equivalent to the set distance C.

[0099] However, if the length of the vertical direction L is uniformly set to the distance obtained by subtracting the error distance during the buffer time from the set distance C, the length of the crossover judgment range may become excessively long, so an upper limit is set. The upper limit may be determined, for example, by the buffer time TTC, or by a predetermined distance. For example, in Figure 13, the upper limit is set to upper limit A. In the correlation between the vertical direction length L and the buffer time TTC shown by the dotted line DL in Figure 13, when the set distance C > predetermined distance (upper limit A), the vertical direction length L > upper limit A occurs when the value of the buffer time TTC is less than the predetermined value (less than time T1). When setting an upper limit for the vertical direction length L, the vertical direction length L is set to upper limit A when the value of the buffer time TTC is less than the value of the buffer time TTC at which the vertical direction length L and upper limit A are equivalent. In Figure 13, the value of the buffer time TTC at which the vertical direction length L and upper limit A are equivalent is time T1. In other words, if the value of the buffer time TTC is greater than or equal to 0 and less than time T1, the value of the vertical length L is the upper limit value A. The correlation between the vertical length L and the buffer time TTC in this case is shown by the solid line SL.

[0100] In Figure 13, the correlation between the vertical length L, shown by the solid line SL, and the buffer time TTC is the same as the correlation between the vertical length L and the buffer time TTC shown in Figure 6.

[0101] By generating reference information 182 using the method described above, vehicle M can refer to a parameter indicating an appropriate longitudinal length L according to the time limit TTC and set the intersection detection range.

[0102] According to the embodiment described above, the driver assistance device 100 variably reduces the intersection detection range based on the position of the intersecting vehicle m relative to vehicle M and the margin of error. This makes it possible to set an appropriate intersection detection range.

[0103] The embodiments described above can be expressed as follows. A memory device that stores the program, Equipped with a hardware processor, The hardware processor executes the program stored in the memory device, Recognizes objects around the moving object, If, based on the recognized result, it is determined that there is an object to intersect with the moving body in the direction of its movement around the moving body, it is determined whether or not the object to intersect may enter the intersection determination range, which is an area set in front of the moving body. If the object to be intersected is located at a distance greater than or equal to a predetermined distance with respect to the direction of travel of the moving body, in the process of reducing the intersection determination range, Based on the estimated buffer time, which is the time it takes for the reference position of the object to be intersected to reach the reference position set for the moving body, the degree to which the vertical length of the intersection determination range is reduced is made variable. A mobile control device configured in such a way.

[0104] Although embodiments for carrying out the present invention have been described above using examples, the present invention is not limited in any way to these embodiments, and various modifications and substitutions can be made without departing from the spirit of the present invention. [Explanation of symbols]

[0105] 1. Vehicle System 10 Cameras 12 Radar equipment 14 LIDAR 110 Recognition part 120 Cross-rejection unit 130 Control Unit

Claims

1. A recognition unit that recognizes objects around a moving object, Based on the recognition result of the recognition unit, if it is determined that there is an object to intersect with the direction of travel of the moving body around the moving body, the control unit determines whether or not there is a possibility that the object to intersect with the direction of travel will enter the intersection determination range, which is an area set in front of the moving body. The control unit, If the object to be intersected is located at a distance greater than or equal to a predetermined distance with respect to the direction of travel of the moving body, in the process of reducing the intersection determination range, Based on the estimated buffer time, which is the time it takes for the reference position of the object to be intersected to reach the reference position set for the moving body, the degree to which the vertical length of the intersection determination range is reduced is made variable. Mobile device control system.

2. The control unit increases the degree of reduction as the margin time increases. The mobile device control device according to claim 1.

3. The control unit, If the aforementioned buffer time is shorter than the reference time, the length of the crossover determination range is set to be greater than or equal to a predetermined length. If the aforementioned buffer time is equal to or greater than the reference time, the length of the crossover determination range is set to less than a predetermined length, and the degree of reduction is increased as the buffer time increases. The mobile device control device according to claim 2.

4. The control unit, If the object to be intersected is not more than a predetermined distance away from the direction of travel of the moving body, the length of the intersection determination range is set to the predetermined length. If the object to be intersected is located at a predetermined distance or more from the direction of travel of the moving body, the length of the intersection determination range is determined based on the margin time. The mobile device control device according to claim 3.

5. The control unit changes the vertical length based on the error distance. The aforementioned error distance is a length calculated based on the error index indicating the degree of false detection by the sensor or the recognition unit that provides information on the object being intersected to the recognition unit, and the margin time. The mobile device control device according to claim 1.

6. The error index is the lateral movement speed of the object being misdetected, relative to the direction of travel. The mobile device control device according to claim 5.

7. The control unit reduces the vertical length variably by subtracting the error distance from a predetermined length. The predetermined length is the length of the range of the object to be detected in forward intersection notification. The aforementioned forward crossing notification is a process that notifies the approach of an object that may cross in front of the moving object when the moving object is moving at a low speed or is stopped. The mobile device control device according to claim 5.

8. The control unit variably reduces the vertical length based on a predetermined length and the error distance, sets an upper limit for the vertical length, and the upper limit is shorter than the predetermined length. The mobile device control device according to claim 5.

9. The control unit sets the upper limit to a length that is longer than the widthwise length of one lane and shorter than the widthwise length of three lanes, based on the lane width. The mobile device control device according to claim 8.

10. When the control unit determines that the object to be intersected may enter the intersection determination range, it controls the moving body so that the moving body and the object to be intersected do not come into close proximity. The mobile device control device according to claim 1.

11. The control unit suppresses the approach by performing one or more of the following controls (A) to (C): (A) Controlling the speed of the moving body, (B) Controlling the steering of the moving body, (C) Output an alarm to the driver of the mobile vehicle. The mobile device control device according to claim 10.

12. Computers Recognizes objects around the moving object, Based on the recognition results, if it is determined that there is an object to be intersected in the direction of travel of the moving body around the moving body, it is determined whether or not there is a possibility that the object to be intersected will enter the intersection determination range, which is an area set in front of the moving body. If the object to be intersected is located at a distance greater than or equal to a predetermined distance with respect to the direction of travel of the moving body, in the process of reducing the intersection determination range, Based on the estimated buffer time, which is the time it takes for the reference position of the object to be intersected to reach the reference position set for the moving body, the degree to which the vertical length of the intersection determination range is reduced is made variable. A method for controlling a mobile object.

13. On the computer, Processing to recognize objects around a moving object, If, based on the recognition results, it is determined that there is an object to intersect with the direction of travel of the moving body around the moving body, the process of determining whether or not the object to intersect may enter the intersection determination range, which is an area set in front of the moving body, is performed. If the object to be intersected is located at a distance greater than or equal to a predetermined distance with respect to the direction of travel of the moving body, in the process of reducing the intersection determination range, A process to vary the degree of reduction of the vertical length, which is the length in the vertical direction of the intersection determination range, based on the margin time predicted as the time it takes for the reference position of the object to be intersected to reach the reference position set for the moving body, A program that executes the command.

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