MOBILE BODY CONTROL DEVICE, MOBILE BODY CONTROL METHOD, AND PROGRAM

Abstract

To control a movable body more properly.SOLUTION: A control device of a movable body comprises a recognizing part that recognizes a situation around the movable body, and a control part that controls steering and acceleration / deceleration of the movable body, on the basis of the situation recognized by the recognizing part. The control part, when a predicted trajectory on which another movable body is estimated to move interferes with a future trajectory of the movable body and a length in a direction of the predicted trajectory of an object region corresponding to the predicted trajectory is equal to a predetermined length or more, where in the object region, an obstacle existing around the movable body makes it difficult for the recognizing part to recognize the situation, sets a risk area in a first reference position based on a terminal in an advancing direction side of the movable body of the obstacle, and controls at least a speed of the movable body on the basis of the set risk area.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a control device for a moving object, a control method for a moving object, and a program. [Background technology]

[0002] Conventionally, a control device has been disclosed that, when another vehicle traveling in a lane that intersects with the target trajectory of the vehicle is detected, determines the stopping position of the vehicle based on the stopping level and the possibility of collision at the intersection (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2017-001596 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, the above-mentioned technology may not be able to appropriately control the moving object in some cases. For example, when an area is blocked by an obstacle, the moving object may not be appropriately controlled.

[0005] The present invention has been made in consideration of the above circumstances, and one of its objects is to provide a moving body control device, a moving body control method, and a program that can appropriately control a moving body. [Means for solving the problem]

[0006] The control device for a moving object, the control method for a moving object, and the program according to the present invention employ the following configuration. (1): A control device for a moving body includes a recognition unit that recognizes the situation around the moving body, and a control unit that controls the steering and acceleration / deceleration of the moving body based on the surrounding situation recognized by the recognition unit, and when a predicted trajectory in which another moving body is estimated to move interferes with a future trajectory of the moving body and the length of a target area corresponding to the predicted trajectory in the predicted trajectory direction is greater than or equal to a predetermined length for a target area where the recognition unit has difficulty recognizing the predicted trajectory due to an obstacle existing around the moving body, the control unit sets a risk area at a first reference position based on the end of the obstacle in the traveling direction of the moving body, and controls at least the speed of the moving body based on the set risk area.

[0007] (2) In the control device for a moving object according to the above aspect (1), the control unit decelerates the moving object as the moving object approaches the risk area.

[0008] (3) In the above aspect (1) or (2), the control unit sets a larger size of the risk area as the moving object approaches the predicted trajectory.

[0009] (4): In the above aspect (1), the control unit sets a larger size of the risk area as the moving body approaches the predicted trajectory, and decelerates the moving body as the moving body approaches the risk area.

[0010] (5): In any of the above aspects (1) to (4), the control unit controls at least the speed of the moving body based on the risk area, and moves the moving body so as not to enter an oncoming lane.

[0011] (6): In any of the above aspects (1) to (5), the control unit determines the size of the risk area based on the recommended speed for the road on which the moving body is located and the distance from a second reference position based on the intersection of the predicted trajectory and the future trajectory to the moving body.

[0012] (7): In any of the above aspects (1) to (6), the control unit sets the risk area when the predicted orbit and the future orbit interfere with each other, the length of the target area in the predicted orbit direction is greater than or equal to a predetermined value, and the target area is an area in which a moving body moving toward an intersection point between the predicted orbit and the future orbit moves, and does not set the risk area when the predicted orbit and the future orbit interfere with each other, the length of the target area in the predicted orbit direction is greater than or equal to a predetermined value, and the target area is an area in which a moving body that has passed the intersection point between the predicted orbit and the future orbit moves.

[0013] (8): A method for controlling a moving body according to one embodiment of the present invention includes a computer recognizing a situation around a moving body, controlling the steering and acceleration / deceleration of the moving body based on the recognized surrounding situation, and when a predicted trajectory in which another moving body is estimated to move interferes with a future trajectory of the moving body and the length of a target area corresponding to the predicted trajectory in the predicted trajectory direction is greater than or equal to a predetermined length for a target area where the predicted trajectory is difficult to recognize due to an obstacle present around the moving body, a risk area is set at a first reference position based on the end of the obstacle in the direction of travel of the moving body, and at least the speed of the moving body is controlled based on the set risk area.

[0014] (9): A program according to one embodiment of the present invention causes a computer to recognize a situation around a moving body, and controls the steering and acceleration / deceleration of the moving body based on the recognized surrounding situation, and when a predicted trajectory in which another moving body is estimated to move interferes with a future trajectory of the moving body and the length of a target area corresponding to the predicted trajectory in the predicted trajectory direction is greater than or equal to a predetermined length for a target area where the predicted trajectory is difficult to recognize due to an obstacle present around the moving body, sets a risk area at a first reference position based on the end of the obstacle in the direction of travel of the moving body, and controls at least the speed of the moving body based on the set risk area. Effect of the Invention

[0015] According to (1)-(9), the control device for a moving object can more appropriately control the moving object by setting a risk area when a target area satisfies a predetermined condition.

[0016] According to (2) or (4), the control device for the moving body can more appropriately decelerate the moving body depending on the surrounding conditions.

[0017] According to (6), the control device can appropriately set the size of the risk area according to the road environment.

[0018] According to (7), when the target area is an area in which a moving body that has passed the intersection of the predicted trajectory and the future trajectory moves, the control device does not set a risk area, thereby reducing the setting of unnecessary risk areas. [Brief description of the drawings]

[0019] [Figure 1] 1 is a configuration diagram of a vehicle system 1 that uses a vehicle control device according to an embodiment. [Diagram 2] 2 is a functional configuration diagram of a first control unit 120 and a second control unit 160. FIG. [Diagram 3] FIG. 13 is a diagram (part 1) for explaining the processing of the setting processing unit 142. [Figure 4] FIG. 2 is a diagram (part 2) for explaining the processing of the setting processing unit 142. [Diagram 5] FIG. 1 is a diagram conceptually showing a risk region Rsk. [Figure 6] FIG. 3 is a diagram (part 3) for explaining the processing of the setting processing unit 142. [Figure 7] 2 is a diagram showing an example of the behavior of a vehicle M. FIG. [Figure 8] 1 is a diagram showing an example of a recognizable range when a vehicle M approaches a T-junction. FIG. [Figure 9] 4 is a flowchart showing an example of a flow of processing executed by the automatic driving control device 100. [Figure 10]FIG. 13 is a diagram showing an example of a scene in which a risk area is set for an obstacle in an oncoming lane. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] Hereinafter, an embodiment of a control device for a moving body, a control method for a moving body, and a program according to the present invention will be described with reference to the drawings. In the present embodiment, the moving body will be described as a vehicle, but the present invention may be applied to other moving bodies different from a vehicle.

[0021] [Overall configuration] 1 is a configuration diagram of a vehicle system 1 that uses a vehicle control device 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 of these. The electric motor operates using power generated by a generator connected to the internal combustion engine, or discharged power from a secondary battery or a fuel cell.

[0022] The 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 (Map Positioning Unit) 60, a driving operator 80, an automatic driving control device 100, a driving force output device 200, a brake device 210, and a steering device 220. These devices and equipment are connected to each other by multiple communication lines such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, etc. Note that the configuration shown in FIG. 1 is merely an example, and some of the configuration may be omitted, or other configuration may be added.

[0023] The camera 10 is, for example, a digital camera using a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to any location of a vehicle (hereinafter, the vehicle M) in which the vehicle system 1 is mounted. The camera 10 is attached, for example, inside the vehicle cabin. When capturing an image of the front, the camera 10 is attached to the top of the front windshield, the back of the rearview mirror, or the like. The camera 10, for example, periodically and repeatedly captures images of the surroundings of the vehicle M. The camera 10 may be a stereo camera.

[0024] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by an object (reflected waves) to detect at least the position (distance and direction) of the object. The radar device 12 is attached to an arbitrary location of the vehicle M. The radar device 12 may detect the position and speed of an object by an FM-CW (Frequency Modulated Continuous Wave) method.

[0025] The LIDAR 14 irradiates light (or electromagnetic waves with a wavelength close to that of light) around the vehicle M and measures the scattered light. The LIDAR 14 detects the distance to the target based on the time between light emission and light reception. The irradiated light is, for example, a pulsed laser light. The LIDAR 14 is attached to an arbitrary location of the vehicle M.

[0026] The object recognition device 16 performs sensor fusion processing on some or all of the detection results from the camera 10, the radar device 12, and the LIDAR 14 to recognize the position, type, speed, etc. of the object. The object recognition device 16 outputs the recognition result to the automatic driving control device 100. The object recognition device 16 may output the detection results from the camera 10, the radar device 12, and the LIDAR 14 directly to the automatic driving control device 100. The object recognition device 16 may be omitted from the vehicle system 1.

[0027] The communication device 20 communicates with other vehicles in the vicinity of the vehicle M, for example, using a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., or communicates with various server devices via a wireless base station.

[0028] The HMI 30 presents various information to an occupant of the vehicle M and accepts input operations by the occupant. The HMI 30 includes various display devices, a speaker, a buzzer, a touch panel, switches, keys, and the like.

[0029] The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the host vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects the angular velocity around a vertical axis, a direction sensor that detects the direction of the host vehicle M, and the like.

[0030] 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 holds first map information 54 in a storage device such as a HDD (Hard Disk Drive) or a flash memory. The GNSS receiver 51 identifies the position of the vehicle M based on a signal received from a GNSS satellite. The position of the vehicle M may be identified or complemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, and the like. The navigation HMI 52 may be partially or entirely shared with the above-mentioned HMI 30. The route determination unit 53, for example, determines a route (hereinafter, a route on a map) from the position of the vehicle M identified by the GNSS receiver 51 (or an arbitrary position input) to a destination input by a driver using the navigation HMI 52, with reference to the first map information 54. The first map information 54 is, for example, information in which road shapes are expressed by links indicating roads and nodes connected by the links. The first map information 54 may include road curvature and POI (Point Of Interest) information. The route on the map is output to the MPU 60. The navigation device 50 may perform route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may be realized by, for example, a function of a terminal device such as a smartphone or tablet terminal owned by a passenger. The navigation device 50 may transmit a current position and a destination to a navigation server via the communication device 20, and obtain a route equivalent to the route on the map from the navigation server.

[0031] The MPU 60 includes, for example, a recommended lane determination unit 61, and holds second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane determination unit 61 divides the route on the map provided by the navigation device 50 into a plurality of blocks (for example, by dividing it into 100 m intervals in the vehicle travel direction), and determines a recommended lane for each block by referring to the second map information 62. The recommended lane determination unit 61 determines which lane from the left the vehicle should travel in. When a branch point is present on the route on the map, the recommended lane determination unit 61 determines a recommended lane so that the host vehicle M can travel along a reasonable route to proceed to the branch point.

[0032] 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 boundaries of lanes. The second map information 62 may also include road information, traffic regulation information, address information (address and zip code), facility information, telephone number information, and the like. The second map information 62 may be updated as needed by the communication device 20 communicating with another device.

[0033] Driving operators 80 include, for example, a steering wheel 82, as well as an accelerator pedal, a brake pedal, a shift lever, and other operators. Driving operators 80 are fitted with sensors that detect the amount of operation or the presence or absence of operation, and the detection results are output to automatic driving control device 100, or some or all of driving force output device 200, braking device 210, and steering device 220. The operators do not necessarily need to be annular, and may be in the form of an irregular steering wheel, a joystick, a button, or the like.

[0034] The automatic driving control device 100 includes, for example, a first control unit 120 and a second control unit 160. The first control unit 120 and the second control unit 160 are each realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). In addition, some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or may be realized by cooperation between software and hardware. The program may be stored in advance in a storage device (storage device having a non-transient storage medium) such as an HDD or flash memory of the automatic driving control device 100, or 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 automatic driving control device 100 by mounting the storage medium (non-transient storage medium) in a drive device.

[0035] FIG. 2 is a functional configuration diagram of the first control unit 120 and the second control unit 160. The first control unit 120 includes, for example, a recognition unit 130 and an action plan generation unit 140. The first control unit 120 realizes, for example, a function based on AI (Artificial Intelligence) and a function based on a pre-given model in parallel. For example, the function of "recognizing an intersection" may be realized by executing in parallel recognition of an intersection by deep learning or the like and recognition based on pre-given conditions (such as traffic lights and road markings that can be pattern matched), and by scoring both and evaluating them comprehensively. This ensures the reliability of the autonomous driving.

[0036] The recognition unit 130 recognizes the position, speed, acceleration, and other states of objects around the vehicle M based on information input from the camera 10, the radar device 12, and the LIDAR 14 via the object recognition device 16. The position of the 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 shaft) as the origin, and is used for control. The position of the object may be represented by a representative point such as the center of gravity or a corner of the object, or may be represented by an area. The "state" of the object may include the acceleration or jerk of the object, or the "behavior state" (for example, whether or not the object is changing lanes or is about to change lanes).

[0037] The recognition unit 130 also recognizes, for example, the lane in which the vehicle M is traveling (driving lane). For example, the recognition unit 130 recognizes the driving lane by comparing a pattern of road dividing lines (for example, an arrangement of solid lines and dashed lines) obtained from the second map information 62 with a pattern of road dividing lines around the vehicle M recognized from an image captured by the camera 10. The recognition unit 130 may recognize the driving lane by recognizing road boundaries (road boundaries) including not only road dividing lines but also road dividing lines, shoulders, curbs, median strips, guard rails, etc. In this recognition, the position of the vehicle M obtained from the navigation device 50 and the processing results by the INS may be taken into consideration. The recognition unit 130 also recognizes stop lines, obstacles, red lights, toll booths, and other road phenomena.

[0038] When recognizing the driving lane, the recognition unit 130 recognizes the position and attitude of the host vehicle M with respect to the driving lane. For example, the recognition unit 130 may recognize the deviation of the reference point of the host vehicle M from the center of the lane and the angle with respect to a line connecting the centers of the lanes in the traveling direction of the host vehicle M as the relative position and attitude of the host vehicle M with respect to the driving lane. Alternatively, the recognition unit 130 may recognize the position of the reference point of the host vehicle M with respect to either side end of the driving lane (a road dividing line or a road boundary) as the relative position of the host vehicle M with respect to the driving lane.

[0039] The action plan generating unit 140 generates a target trajectory along which the host vehicle M will travel in the future automatically (without relying on the driver's operation) so that the host vehicle M will travel in the recommended lane determined by the recommended lane determining unit 61 in principle and can further respond to the surrounding conditions of the host vehicle M. The target trajectory includes, for example, a speed element. For example, the target trajectory is expressed as a sequence of points (trajectory points) to be reached by the host vehicle M. The trajectory points are points to be reached by the host vehicle M at each predetermined travel distance (for example, about several [m]) along the road, and separately, the target speed and target acceleration for each predetermined sampling time (for example, about a few tenths [sec]) are generated as part of the target trajectory. The trajectory points may also be positions to be reached by the host vehicle M at each sampling time for each predetermined sampling time. In this case, the information on the target speed and target acceleration is expressed as the interval between the trajectory points.

[0040] The behavior plan generating unit 140 may set an event for autonomous driving when generating the target trajectory. The autonomous driving events include a constant speed driving event, a low speed following driving event, a lane change event, a branching event, a merging event, a takeover event, and the like. The behavior plan generating unit 140 generates a target trajectory according to the activated event. The behavior plan generating unit 140 also includes a setting processing unit 142, and controls the vehicle M based on the risk area set by the setting processing unit 142. The risk area and the setting processing unit 142 will be described in detail later.

[0041] The second control unit 160 controls the traveling driving force output device 200, the braking device 210, and the steering device 220 so that the host vehicle M passes the target trajectory generated by the action plan generating unit 140 at the scheduled time.

[0042] The second control unit 160 includes, for example, an acquisition unit 162, a speed control unit 164, and a steering control unit 166. The acquisition unit 162 acquires information on the target trajectory (trajectory points) generated by the action plan generation unit 140, and stores it in a memory (not shown). The speed control unit 164 controls the traveling driving force output device 200 or the brake device 210 based on a speed element associated with the target trajectory stored in the memory. The steering control unit 166 controls the steering device 220 according to the curvature of the target trajectory stored in the memory. The processing of the speed control unit 164 and the steering control unit 166 is realized, for example, by a combination of feedforward control and feedback control. As an example, the steering control unit 166 executes a combination of feedforward control according to the curvature of the road ahead of the host vehicle M and feedback control based on the deviation from the target trajectory.

[0043] The driving force output device 200 outputs a driving force (torque) for the vehicle to travel to the driving wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and an ECU (Electronic Control Unit) that controls these. The ECU controls the above components according to information input from the second control unit 160 or information input from the driving operation device 80.

[0044] The brake device 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 second control unit 160 or information input from the driving operation element 80, so that a brake torque corresponding to a braking operation is output to each wheel. The brake device 210 may include a backup mechanism that transmits hydraulic pressure generated by operation of a brake pedal included in the driving operation element 80 to the cylinder via a master cylinder. Note that the brake device 210 is not limited to the configuration described above, and may be an electronically controlled hydraulic brake device that controls an actuator according to information input from the second control unit 160 to transmit hydraulic pressure in the master cylinder to the cylinder.

[0045] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor changes the direction of the steered wheels by applying a force to, for example, a rack and pinion mechanism. The steering ECU drives the electric motor in accordance with information input from the second control unit 160 or information input from the driving operator 80 to change the direction of the steered wheels.

[0046] [Processing performed by the setting processing unit] For a target area (e.g., a blocked area) where the predicted trajectory along which another vehicle is estimated to move interferes with the future trajectory of the vehicle M and where recognition by the recognition unit 130 is difficult due to an obstacle present around the vehicle M, if the length of the target area corresponding to the predicted trajectory in the predicted trajectory direction is equal to or greater than a predetermined value, the setting processing unit 142 sets a risk area at a first reference position based on the end of the obstacle on the traveling direction side of the moving body, and controls acceleration / deceleration of at least the vehicle M based on the set risk area. These processes are described below. In the following description, an example in which the processes are performed at a T-junction is described, but instead (or in addition) the processes may also be performed at other road structures such as an intersection.

[0047] FIG. 3 is a diagram (part 1) for explaining the processing of the setting processing unit 142. In FIG. 3, a vehicle M is about to turn right at a T-junction. The T-junction is formed by a first road R1 and a second road R2. The first road R1 extends in the X direction and disappears when it hits the second road R2. The second road R2 extends in the Y direction perpendicular to the X direction. The first road R1 includes a lane L1 and a lane L2. The lane L1 is a lane on which vehicles traveling in the plus X direction travel, and the lane L2 is a lane (oncoming lane) on which vehicles traveling in the minus X direction travel. The second road R2 includes a lane L3 and a lane L4. The lane L3 is a lane on which vehicles traveling in the minus Y direction travel, and the lane L4 is a lane on which vehicles traveling in the plus Y direction travel. An obstacle OB1 is present on the plus Y direction side of the lane L2 before the T-junction. Just before the T-junction, an obstacle OB2 exists in the negative Y direction of lane L1.

[0048] Vehicle M is traveling on lane L1 and is scheduled to enter lane L4 at a T-junction. Vehicle M is scheduled to enter lane L4 based on future trajectory Ps. Planned trajectory Pa is a planned trajectory along which a vehicle traveling on lane L3 is expected to move. Planned trajectory Pb is a planned trajectory along which a vehicle traveling on lane L4 is expected to move.

[0049] The setting processing unit 142 generates a future trajectory Ps, a planned trajectory Pa, and a planned trajectory Pb, and determines whether the future trajectory Pa interferes with the planned trajectory Pa or the planned trajectory Pb. Hereinafter, the future trajectory Pa will be referred to as the future trajectory, and one or both of the planned trajectory Pa and the planned trajectory Pb may be referred to as the "planned trajectory." Interference refers to two trajectories intersecting with each other or two trajectories approaching within a predetermined distance. When the future trajectory interferes with the planned trajectory as shown in FIG. 3, the setting processing unit 142 performs processing shown in FIG. 4.

[0050] FIG. 4 is a diagram (part 2) for explaining the processing of the setting processing unit 142. Differences from FIG. 3 will be explained. If the obstacles OB1 and OB2 do not exist, the recognition unit 130 can recognize almost the entire situation of the road R2 shown in FIG. 4. However, because the obstacles OB1 and OB2 block (or make it difficult for) the recognition unit 130 to recognize, the recognition unit 130 can only recognize the areas AR1 and AR2. The recognition unit 130 cannot recognize areas other than the areas AR1 and AR2 (areas AR3 and AR4) due to the obstacle OB1. The "area AR3" or "area AR4" is an example of a "target area corresponding to the predicted trajectory."

[0051] Area AR3 is an area included in lane L3. Area AR4 is an area included in lane L4. Areas AR3 and AR4 are areas set based on, for example, the center of the lane or a planned trajectory. Area AR3 may be, for example, an area including a planned trajectory between areas AR1 and AR2, or may be a rectangular range set to fit between areas AR1 and AR2 as shown in the figure. This rectangle has, for example, a predetermined width in the X direction.

[0052] The setting processing unit 142 calculates the ranges of the areas AR3 and AR4 based on, for example, the position of the vehicle M, the position of the obstacle (such as the distance from the vehicle M or the direction of the obstacle relative to the vehicle M), and the position of the lane. The setting processing unit 142 calculates the length of the area AR3 in the extension direction of the lane (hereinafter referred to as "area length A") and the length of the area AR4 in the extension direction of the lane (hereinafter referred to as "area length B"). The setting processing unit 142 may set the area length B to infinity, or may set it to the length from the end of the area AR2 on the negative Y direction side to the end on the negative Y direction side of the range that the recognition unit 130 could recognize if there was no obstacle OB2.

[0053] The setting processing unit 142 determines whether the area length A and the area length B are each equal to or greater than a threshold value. The threshold value is, for example, a length based on the length of a typical vehicle (the length of the vehicle in the direction in which the vehicle travels). The threshold value is, for example, the length of one vehicle, for example, about 3 m, 4 m, or 5 m. It is assumed that the area length A is less than the threshold value, and the area length B is equal to or greater than the threshold value.

[0054] Areas AR3 and AR4 are areas through which vehicles entering the T-junction will travel ("areas through which a moving body moving toward the intersection of the predicted trajectory and the future trajectory will travel"). In this process, the area on the negative Y side of the T-junction in lane L3 and the area on the positive Y side of the T-junction in lane L4 do not need to be compared with the threshold value. In other words, areas through which vehicles that have passed the T-junction will travel are not compared with the threshold value even if they are areas blocked by an obstacle. This is because the degree to which other vehicles traveling in these areas affect vehicle M is relatively small.

[0055] The setting processing unit 142 sets a risk area Rsk (details will be described later) based on an obstacle OB2 that is causing an area AR4 whose length is equal to or greater than a threshold. The setting processing unit 142 sets the risk area using the position of the obstacle OB2 that is blocking the nearest obstructed point OP of the area AR4 as a first reference position. The nearest obstructed point OP is the position in the area AR4 that is closest to the intersection C between the future trajectory Ps and the predicted trajectory Pa (or the predicted trajectory Pb). The first reference position is the position of the obstacle OB2 that is closest to the T-junction (for example, the corner in the positive X direction and the positive Y direction of the obstacle OB2).

[0056] FIG. 5 is a diagram conceptually illustrating a risk area Rsk. A "risk area" is an area in which a risk potential is set. A "risk potential" is an index value indicating the level of risk if vehicle M enters the area in which the risk potential is set. A risk area is an area in which a risk potential that is an index value of a predetermined magnitude (an index value exceeding zero) is set. As shown in FIG. 5, the positive Z direction (a direction perpendicular to the X direction and the Y direction) indicates the level of the risk potential. For example, the closer to the center of the risk potential (e.g., the first reference position of obstacle OB2), the higher the risk potential is set, and the farther from the center of the risk potential, the lower the risk potential is set.

[0057] The risk area may be set based on the position of an object. An “object” is an object that may affect the traveling of the vehicle M, and includes various moving objects such as vehicles, pedestrians, motorcycles, and obstacles.

[0058] The automatic driving control device 100 controls the vehicle M to decelerate (reduce the speed) as the vehicle M approaches the risk area. For example, the automatic driving control device 100 reduces the speed of the vehicle M as the vehicle M approaches a position with a high risk potential (the center of the risk area).

[0059] FIG. 6 is a diagram (part 3) for explaining the processing of the setting processing unit 142. For example, the setting processing unit 142 increases the size of the risk area as the vehicle M approaches the predicted trajectory. The size of the risk area Rsk2 in FIG. 6 is larger than the size of the risk area Rsk1 in FIG. 4 described above. For example, the risk area Rsk2 has a center similar to the size of the risk potential of the risk area Rsk1, and has a shape with a larger circumference of the bottom surface of the risk area Rsk1. The risk potential between the center and the outer edge of the risk area Rsk1 and the risk area Rsk2 may correspond to, for example, the Z-direction coordinate of a straight line connecting the center and the outer edge, or may correspond to the Z-direction coordinate of a line connecting the center and the outer edge nonlinearly. The risk potential may also be step-like. Compared to the case of FIG. 4, the vehicle M is located closer to the risk area Rsk2. In this case, the automatic driving control device 100 reduces the speed of the vehicle M and increases the degree of deceleration compared to the scene of FIG. 4.

[0060] The vehicle M may be controlled so as not to enter (go beyond) the lane L2. For example, the risk potential of the lane L2 is set higher than the risk potential of the lane L1.

[0061] For example, the size of the risk area is derived by the following formula (1). "Size_risk" is the size of the risk area, "V_law" is the legal speed, and "thw_p" is the distance from the vehicle M to the intersection C (an example of a "second reference position") between the future trajectory Ps and the predicted trajectory Pa. The size of the risk area is derived, for example, by a function using "V_law" and "thw_p." Note that the function may include elements different from those described above. Size_risk=f (V_law,thw_p)···(1)

[0062] The size of the risk region may also be derived by the following formula (2): "K1" and "k2" are predetermined coefficients. Size_risk=f (k1×V_law)×(k2 / thw_p)···(2)

[0063] In the above function, a suitable speed for traveling the road may be used instead of "V_law". "V_law" or the suitable speed is an example of a "recommended speed". In addition, in the above function, a predetermined position such as the intersection of the first road and the second road (an example of a "second reference position") may be used instead of "thw_p". In addition, the size of the risk area may be derived based on a table generated for determining the size of the risk area or another model instead of the above function.

[0064] FIG. 7 is a diagram showing an example of the behavior of a vehicle M. In FIG. 7, attention is focused on the vehicle M, the lane L1, and the obstacle OB1. At time t, a risk area Rsk3A is set. The vehicle M travels at a deceleration combination De1 and a speed V1 based on the risk area Rsk3A. At time t+1, when the vehicle M approaches an intersection, a risk area Rsk3B is set. The vehicle M travels at a deceleration combination De2 and a speed V2 based on the risk area Rsk3B. At time t+2, when the vehicle M further approaches the intersection, a risk area Rsk3C is set. The vehicle M travels at a deceleration combination De3 and a speed V3 based on the risk area Rsk3C.

[0065] The risk area size is largest in the order of risk area Rsk3C, risk area Rsk3B, and risk area Rsk3A. The deceleration ratio is largest in the order of deceleration ratio De3, deceleration ratio De2, and deceleration ratio De1. The speed is largest in the order of speed V1, speed V2, and speed V2. Note that the magnitude of the deceleration ratios of the deceleration ratio De3, deceleration ratio De2, and deceleration ratio De1 are not limited to the above, and may be in another order.

[0066] As described above, the automatic driving control device 100 sets a risk area for the obstacle OB1, and increases the size of the set risk area as the vehicle M approaches the intersection. The automatic driving control device 100 controls the deceleration rate of the vehicle M based on the size of the risk area. This allows the vehicle M to sufficiently decelerate near the end of the obstacle. As shown in FIG. 8, when the vehicle M has sufficiently decelerated (or stopped), it can recognize the area that was previously a blocked area (area AR3 or area AR4).

[0067] As a result, for example, when another vehicle is present in an area that could not be recognized before, the automatic driving control device 100 can further decelerate (or stop) or accelerate the vehicle based on the behavior of the other vehicle, and can cause the vehicle M to enter the lane L4 without interfering with the other vehicle. Also, for example, when there is no other vehicle in an area that could not be recognized before, the automatic driving control device 100 can cause the vehicle M to smoothly enter the lane L4 based on the recognition result. In this way, the automatic driving control device 100 can appropriately control the vehicle M.

[0068] Let us consider a case where a risk area is not set as in this embodiment. In this case, the vehicle may not be able to decelerate appropriately. Also, the vehicle may not be able to smoothly enter the target lane after it becomes able to recognize an area that it was not able to recognize before. For example, the vehicle M may not be able to move at an appropriate speed when it becomes able to recognize an area that it was not able to recognize before (target area), and when it becomes able to recognize the target area, it may perform a relatively abrupt behavior (accelerate, decelerate, stop, etc.) depending on the presence or absence of other vehicles in the target area and the behavior of the other vehicles.

[0069] In contrast, in this embodiment, since deceleration is performed as described above, the vehicle M can appropriately respond to the presence or absence of other vehicles in the target area and the behavior of the other vehicles, and is controlled so as to smoothly enter the target lane. In other words, the automatic driving control device 100 can appropriately control the vehicle M.

[0070] [flowchart] 9 is a flowchart showing an example of the flow of processing executed by the automatic driving control device 100. First, the setting processing unit 142 determines whether or not the predicted trajectory and the future trajectory interfere with each other (step S100). If the predicted trajectory and the future trajectory do not interfere with each other, one routine of this flowchart ends.

[0071] When the predicted trajectory and the future trajectory interfere with each other, the setting processing unit 142 identifies a blocked area blocked by an obstacle (step S102). Next, the setting processing unit 142 excludes, from the blocked areas, blocked areas in which other vehicles travel after passing an intersection (step S104). Next, the setting processing unit 142 compares each length of the blocked areas after the exclusion with a threshold (step S106). Next, the setting processing unit 142 determines whether or not there is a blocked area whose length is equal to or greater than the threshold (step S108). When there is no blocked area whose length is equal to or greater than the threshold, the processing of one routine of this flowchart ends.

[0072] When a blocked area having a length equal to or greater than the threshold exists, the setting processing unit 142 sets a risk area for the obstacle based on the obstacle causing the blocked area having a length equal to or greater than the threshold, the position of the vehicle M, and the predicted trajectory (step S110). Next, the action plan generating unit 140 derives the deceleration rate of the vehicle M based on the risk area, and controls the vehicle M based on the derived deceleration rate (step S112). This ends the processing of one routine of this flowchart. In this way, by executing each process, the automatic driving control device 100 can appropriately control the vehicle M. Note that some of the above processes may be omitted.

[0073] The above processing may be performed when there is no sign instructing vehicle M to stop or a signal indicating that vehicle M must stop (a signal in a red state) near the point where lane L1 connects to road R2.

[0074] In the above example, the obstacle for which the risk area is set is assumed to exist on the lane side in which the vehicle M is traveling. In contrast, as shown in Fig. 10, when an obstacle OB1# exists that is causing an obstruction area (area AR3# in Fig. 10) having a length equal to or greater than the threshold, the setting processing unit 142 sets a risk area Rsk4. In this case, the automatic driving control device 100 similarly controls the vehicle M based on the risk area. For example, since the risk Rsk4 is set within the lane L2, the vehicle M is less susceptible to the influence of the risk Rsk4, and deceleration due to the influence of the risk area Rsk4 is suppressed.

[0075] According to the embodiment described above, when the predicted trajectory along which another vehicle M is estimated to move interferes with the future trajectory of vehicle M and the length of the target area corresponding to the predicted trajectory in the predicted trajectory direction is greater than or equal to a predetermined length for a target area where the recognition unit 130 has difficulty recognizing the target area due to obstacles present around vehicle M, the autonomous driving control device 100 can more appropriately control vehicle M by setting a risk area at a first reference position based on the end of the obstacle in the vehicle's travel direction and controlling at least the speed of vehicle M based on the set risk area.

[0076] In this embodiment, the function of the setting processing unit 142 is described as being installed in a vehicle that performs automatic driving, but the function of the setting processing unit 142 may be installed in a vehicle that automatically controls the deceleration rate, for example. For example, in this vehicle, the driver controls the steering, and the setting processing unit 142 controls the deceleration rate. In addition, the function of the setting processing unit 142 may be installed in a device different from the vehicle, and the vehicle M may control the deceleration rate based on information on the risk area acquired from the different device.

[0077] The above-described embodiment can be expressed as follows. A storage device storing a program; a hardware processor; The hardware processor executes the program stored in the storage device, Recognize the situation around the moving object, Controlling the steering and acceleration / deceleration of the moving body based on the recognized surrounding conditions; The predicted trajectory along which another moving body is estimated to move interferes with the future trajectory of the moving body, and When a length of a target area corresponding to the predicted trajectory in a direction of the predicted trajectory is equal to or longer than a predetermined length for a target area that is difficult to recognize due to an obstacle existing around the moving body, a risk area is set at a first reference position based on an end of the obstacle in the traveling direction of the moving body, and acceleration / deceleration of at least the moving body is controlled based on the set risk area. Vehicle control device.

[0078] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0079] 1... vehicle system, 100... automatic driving control device, 120... first control unit, 130... recognition unit, 140... action plan generation unit, 142... setting processing unit, 160... second control unit

Claims

1. A recognition unit that recognizes the surrounding situation of the moving object; A control unit that controls steering and acceleration / deceleration of the moving body based on the surrounding situation recognized by the recognition unit, The control unit is The predicted trajectory along which another moving body is estimated to move interferes with the future trajectory of the moving body, and When a length of a target area corresponding to the predicted trajectory in a direction of the predicted trajectory is equal to or longer than a predetermined length for a target area in which it is difficult for the recognition unit to recognize due to an obstacle existing around the moving body, a risk area is set at a first reference position based on an end of the obstacle on a side in the traveling direction of the moving body, and at least a speed of the moving body is controlled based on the set risk area; The control unit increases a size of the risk area to be set as the moving object approaches the predicted trajectory. A control device for a moving object.

2. The control unit decelerates the moving object as the moving object approaches the risk area. The control device for a moving body according to claim 1 .

3. The control unit is The closer the moving object approaches the predicted trajectory, the larger the size of the risk area to be set; and decelerating the moving body as the moving body approaches the risk area; The control device for a moving body according to claim 1 .

4. The control unit is controlling at least a speed of the moving object based on the risk area and moving the moving object so as not to enter an oncoming lane; The control device for a moving body according to any one of claims 1 to 3.

5. The control unit: determining a size of the risk area based on a recommended speed for a road on which the moving body is located and a distance from a second reference position, which is an intersection point between the predicted trajectory and the future trajectory, to the moving body, such that the risk area is made larger as the speed increases and the risk area is made larger as the distance from the second reference position to the moving body decreases; The control device for a moving body according to any one of claims 1 to 4.

6. The control unit is The predicted orbit and the future orbit interfere with each other, The length of the target area in the predicted trajectory direction is equal to or greater than a predetermined length, and When the target area is an area in which a moving object moving toward an intersection point between the predicted trajectory and the future trajectory moves, the risk area is set; The predicted orbit and the future orbit interfere with each other, The length of the target area in the predicted trajectory direction is equal to or greater than a predetermined length, and When the target area is an area in which a moving object that has passed an intersection point between the predicted trajectory and the future trajectory moves, the risk area is not set. The control device for a moving body according to any one of claims 1 to 5.

7. The computer Recognize the situation around the moving object, Controlling the steering and acceleration / deceleration of the moving body based on the recognized surrounding conditions; The predicted trajectory along which another moving body is estimated to move interferes with the future trajectory of the moving body, and When a length of a target area corresponding to the predicted trajectory in a direction of the predicted trajectory is equal to or longer than a predetermined length for a target area that is difficult to recognize due to an obstacle existing around the moving body, a risk area is set at a first reference position based on an end of the obstacle on a side in the traveling direction of the moving body, and at least a speed of the moving body is controlled based on the set risk area; The size of the risk area to be set is increased as the moving object approaches the predicted trajectory. A method for controlling a moving object.

8. On the computer, It allows the moving object to recognize the surrounding situation, Controlling the steering and acceleration / deceleration of the moving body based on the recognized surrounding conditions; The predicted trajectory along which another moving body is estimated to move interferes with the future trajectory of the moving body, and When a length of a target area corresponding to the predicted trajectory in a direction of the predicted trajectory is equal to or longer than a predetermined length for a target area that is difficult to recognize due to an obstacle existing around the moving body, a risk area is set at a first reference position based on an end of the obstacle on a side in the traveling direction of the moving body, and at least a speed of the moving body is controlled based on the set risk area; The closer the moving object approaches the predicted trajectory, the larger the size of the risk area to be set. program.

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