Automatic driving control method and automatic driving control device

Abstract

To provide an automatic travel control method and an automatic travel control device that are capable of detecting a pedestrian and the like before crossing without providing a new sensor for detecting the pedestrian and the like before the crossing.SOLUTION: An automatic travel control method of the present invention is an automatic travel control method for a moving object comprising a detection unit which detects an object within a detection range of a predetermined angle. An intersection of a destination is detected, a setting area of a predetermined size is set inside a detected intersection when turning and outside a driving lane on a road on which a vehicle enters the intersection after turning, a travel route is generated so as to overlap the detection range and the set area and the moving object is controlled so as to travel along the generated travel route.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to an automatic driving control method and an automatic driving control device for automatically driving a moving body. [Background technology]

[0002] In recent years, research and development has been conducted on automatic driving technology (automatic driving technology) that automatically drives moving objects such as vehicles and robots. In particular, when turning at an intersection, attention must be paid to movable moving objects such as pedestrians, bicycles, baby strollers, and wheelchairs that are on the road into which the vehicle turns at the intersection. For example, Patent Document 1 discloses a moving object detection device for vehicles that detects moving objects such as pedestrians crossing a pedestrian crossing when turning right or left at an intersection.

[0003] More specifically, the vehicle moving object detection device disclosed in Patent Document 1 includes a receiving means for receiving detection information transmitted from a moving object detection means provided on the intersection side and detecting a moving object on a road near the intersection, a traveling direction detection means for detecting the traveling direction of the vehicle at the intersection, a detection means for detecting a moving object present in a detection range in front of the vehicle, and a control means for controlling the detection range of the detection means based on the detection information and the traveling direction of the vehicle. This vehicle moving object detection device bends the direction of the radar of the detection means itself by a predetermined angle in the turning direction of the vehicle. As a result, according to the description of Patent Document 1, the vehicle moving object detection device can accurately and efficiently detect moving objects such as pedestrians crossing the road. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2007-58326 A Summary of the Invention [Problem to be solved by the invention]

[0005] The vehicle moving object detection device disclosed in Patent Document 1 can detect pedestrians crossing the intersection, but to safely turn at an intersection, it is also necessary to detect pedestrians before they cross. Although it is possible to install a new sensor to detect pedestrians before crossing, installing a new sensor would increase costs accordingly.

[0006] The present invention has been made in consideration of the above-mentioned circumstances, and an object of the present invention is to provide an automatic driving control method and an automatic driving control device that make it possible to detect pedestrians, etc. before crossing without the need to install an additional sensor for detecting pedestrians, etc. before crossing. [Means for solving the problem]

[0007] As a result of various studies, the present inventors have found that the above object can be achieved by the present invention described below. That is, an automatic driving control method according to one aspect of the present invention is an automatic driving control method for a mobile body having a detection unit that detects an object within a detection range of a predetermined angle, comprising a detection step of detecting an intersection at a travel destination, a setting step of setting a set area of ​​a predetermined size on the inside of a turn at the intersection detected in the detection step and on the outside of a driving lane on a road into which the mobile body turns after turning at the intersection, a generation step of generating a driving route such that the detection range and the set area overlap, and a driving control step of controlling the mobile body to travel along the driving route generated in the generation step.

[0008] A location that is on the inside of a turning intersection and outside of a driving lane on a road that turns through the intersection and enters the intersection may be outside the detection range. The above-mentioned automatic driving control method sets a set area of ​​a predetermined size on the inside of a turning intersection and outside of a driving lane on a road that turns through the intersection and enters the intersection, generates a driving route so that the detection range and the set area overlap, and controls the moving body to travel along this generated driving route. Therefore, by traveling along a driving route generated so that the detection range and the set area overlap, the above-mentioned automatic driving control method can use an existing detection unit without providing a new sensor for that purpose, and can detect pedestrians, etc. before they cross the intersection.

[0009] In another aspect, in the above-described automatic driving control method, the setting step sets the set area based on pre-stored map information.

[0010] Since this type of automatic driving control method is based on map information, it is possible to set the set area at a more appropriate position, making it possible to accurately detect pedestrians and the like before they cross the road.

[0011] In another aspect, in the above-described automatic driving control method, the generating step generates a driving route such that the detection range overlaps the set area to the greatest extent.

[0012] Such an automatic driving control method generates a driving route so that the detection range overlaps with the set area as widely as possible, making it possible to detect pedestrians and the like before they cross the road over a wider area.

[0013] In another aspect, in the above-mentioned automatic driving control method, the generating step generates overlapping driving routes such that the detection range includes the entire set area.

[0014] Such an automatic driving control method generates overlapping driving routes so that the detection range includes the entire set area, making it possible to detect pedestrians and the like before they cross the road over an even wider area.

[0015] In another aspect, in the above-mentioned automatic driving control method, when a plurality of driving routes are generated, the generating step selects the driving route with the shortest distance as the driving route to be traveled in the driving control step.

[0016] Such an automatic driving control method can detect pedestrians and the like before they cross the road, while selecting the shortest driving route, allowing for efficient driving.

[0017] In another aspect, in the above-mentioned automatic driving control method, the generation step, when multiple driving routes are generated, selects, as the driving route to be driven in the driving control step, a driving route excluding a driving route that bulges toward the center of the road before the moving body enters the intersection and in which the detection range overlaps most widely with the set area.

[0018] This type of automatic driving control method excludes driving routes that bulge toward the center of the road before the moving body enters the intersection, and selects the driving route whose detection range overlaps most widely with the set area while avoiding obstruction of the path of other moving bodies following the moving body, making it possible to detect pedestrians and other objects before they cross the road over a wider area.

[0019] In another aspect, in the above-mentioned automatic driving control methods, the generation step calculates an intersection angle between the traveling direction of the moving body and the transverse direction of the road into which the moving body turns at the intersection when the detection ranges overlap to include the entire set area, and generates the driving route so as to turn at the intersection at the calculated intersection angle.

[0020] This type of automatic driving control method generates a driving path with an intersecting angle when the detection range overlaps to include the entire set area, so that by simply adjusting the driving direction of the moving body, it becomes possible to detect pedestrians and other objects before they cross the set area over an even wider range.

[0021] In another aspect, in the above-mentioned automatic driving control method, the generating step determines a minimum intersection angle.

[0022] Such an automatic driving control method generates a driving route with the minimum effective angle, so that there is no need to make unnecessary turns, and the vehicle can automatically travel along a driving route (a natural driving route) that is less uncomfortable for occupants when there are occupants on board the vehicle.

[0023] An automatic driving control device according to another aspect of the present invention is an automatic driving control device for a moving body equipped with a detection unit that detects objects within a detection range of a predetermined angle, and includes a detection unit that detects an intersection at the driving destination, a setting unit that sets a setting area of ​​a predetermined size on the inside when turning at the intersection detected by the detection unit and outside the driving lane on the road into which the vehicle turns after turning at the intersection, a generation unit that generates a driving route so as to overlap the detection range and the set area, and a driving control unit that controls the moving body to travel on the driving route generated by the generation unit.

[0024] Such an automatic driving control device sets a set area of ​​a predetermined size on the inside of a turning intersection and on the outside of a driving lane on a road into which the vehicle turns at the intersection, generates a driving route so that the detection range and the set area overlap, and controls the mobile body to travel along this generated driving route. Therefore, by traveling along a driving route generated so that the detection range and the set area overlap, the automatic driving control device can detect pedestrians and the like before they cross the intersection. Effect of the Invention

[0025] The automatic driving control method and the automatic driving control method according to the present invention make it possible to detect pedestrians and the like before they cross the road. [Brief description of the drawings]

[0026] [Figure 1] 1 is a block diagram showing a configuration of an automatic driving control device according to an embodiment; [Diagram 2] FIG. 13 is a diagram for explaining generation of a driving route when turning at an intersection. [Diagram 3]5 is a flowchart showing the operation of the automatic driving control device with respect to generating a driving route when turning at an intersection. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0027] Hereinafter, one or more embodiments of the present invention will be described with reference to the drawings. However, the scope of the invention is not limited to the disclosed embodiments. In addition, configurations with the same reference numerals in each drawing indicate that they are the same configurations, and their description will be omitted as appropriate. In this specification, when referring to a general term, a reference numeral without a subscript is used, and when referring to an individual configuration, a reference numeral with a subscript is used.

[0028] The automatic driving control device in the embodiment is a device that automatically drives a moving body having a detection unit that detects an object within a detection range of a predetermined angle. The object is preferably a moving object that can move, such as a pedestrian, a bicycle, a baby stroller, and a wheelchair, excluding fixed objects fixed to the ground, such as buildings, fences, electric poles, traffic lights, and signs. The moving body is a device that can change its own position, such as a vehicle or a robot. The vehicle is, for example, an automobile (passenger car, truck, bus, etc.) and a parts transport vehicle in a factory. This automatic driving control device includes a detection unit that detects an intersection at the driving destination, a setting unit that sets a setting area of ​​a predetermined size on the inside when turning at the intersection detected by the detection unit and on the outside of the driving lane on the road into which the vehicle turns and enters the intersection, a generation unit that generates a driving route so that the detection range and the setting area overlap, and a driving control unit that controls the moving body (moving body subject to automatic driving control) to drive on the driving route generated by the generation unit. As an example, an automatic driving control device mounted on a vehicle (one example of a moving body) will be described in more detail.

[0029] In the following description, terms indicating directions such as "front," "rear," "right," "left," "up," and "down" refer to the respective directions of the vehicle when the direction of travel of the vehicle when traveling forward is defined as "front."

[0030] FIG. 1 is a block diagram showing a configuration of an automatic driving control device in an embodiment. FIG. 2 is a diagram for explaining generation of a driving route when turning at an intersection. FIG. 2A shows a case where the detection range RL on the left front overlaps to include a part of the set area AR. FIG. 2B shows a case where the detection range RL on the left front overlaps to include the entire set area AR when the leading end of the vehicle VC is on the side edge LC of the crosswalk CW. FIG. 2C shows a case where the detection range RL on the left front overlaps to include the entire set area AR when the leading end of the vehicle VC is on a virtual line LS parallel to the side edge LC of the crosswalk CW, separated from the side edge LC of the crosswalk CW by a predetermined distance W.

[0031] 1, the automatic driving control device DS in the embodiment includes a first and a second radar 2 (2-1, 2-2), a positioning system 9, a navigation system 10, a control processing unit 11, and a storage unit 17. In the example shown in FIG. 1, the automatic driving control device DS further includes a camera 1 for recognizing objects (objects visible from the vehicle VC within a predetermined range) around the vehicle VC by images, a vehicle speed sensor 3, an acceleration sensor 4, a yaw rate sensor 5, a steering angle sensor 6, an accelerator sensor 7, and a brake sensor 8 for recognizing the driving situation and traveling situation, a power unit 12, a braking unit 13, and a steering unit 14 for traveling, an input unit 15 for inputting predetermined instructions and information, and a display unit 16 for displaying predetermined information.

[0032] The camera 1 is connected to the control processing unit 11 and is a device that captures an image of the surroundings of the vehicle VC in a predetermined imaging range under the control of the control processing unit 11 and generates the image. The camera 1 outputs the generated image to the control processing unit 11. For example, the camera 1 is disposed in the vehicle VC (hereinafter, for convenience of explanation, in order to distinguish it from other vehicles, appropriately referred to as "own vehicle VC") on the ceiling surface (inner surface of the roof) near the windshield so as to capture an image of the front of the own vehicle VC in a predetermined imaging range (angle of view) including the road surface, with its imaging direction (optical axis direction) facing diagonally downward. The camera 1 is, for example, a digital camera that includes an imaging optical system that forms an optical image of a subject (object) on a predetermined imaging plane, an area image sensor that is arranged with its light receiving surface aligned with the imaging plane and converts the optical image of the subject into an electrical signal, and an image processing unit that generates image data that is data representing an image of the subject by image processing the output of the area image sensor. The digital camera may be a visible camera or an infrared camera.

[0033] The first radar 2-1 is connected to the control processing unit 11, and is a device that detects objects around the vehicle VC equipped with the vehicle itself (the automatic driving control device DS) in a detection range of a predetermined angle on one side forward with respect to the traveling direction (a detection range RL of an angle α on the left front in the example shown in FIG. 2) according to the control of the control processing unit 11, and outputs the detection result (first detection result) to the control processing unit 11. The second radar 2-2 is connected to the control processing unit 11, and is a device that detects objects around the vehicle VC in a predetermined detection range on the other side forward with respect to the traveling direction (a detection range RR of an angle α on the right front in the example shown in FIG. 2) according to the control of the control processing unit 11, and outputs the detection result (second detection result) to the control processing unit 11. The detection range RL on the left front and the detection range RR on the right front partially overlap each other in the forward portion. In this embodiment, two radars, a first and a second radar 2-1, 2-2, are used to form a detection range R (= detection range RL + detection range RR) of a predetermined angle in front of the host vehicle VC, but a single radar may be used by using a radar with a wider detection range, or three or more radars may be used if the detection range is narrower.

[0034] Each of the first and second radars 2-1 and 2-2 detects an object by, for example, transmitting a predetermined transmission wave and receiving a reflected wave of the transmission wave reflected by the object, and measures the position of the object (the relative position (relative direction, relative distance) of the object with respect to the host vehicle VC) by measuring the direction of the object and the distance to the object. The transmission wave may be, for example, an electromagnetic wave in the millimeter wave band, or an infrared laser light, or an ultrasonic wave. Each of the first and second radars 2-1 and 2-2 includes, for example, a transmission unit that transmits a millimeter wave band transmission wave while scanning the detection ranges RL and RR, a receiving unit that receives a reflected wave of the transmission wave reflected by an object, and a signal processing unit that determines the position of the object by determining the direction of the object and the distance to the object based on the transmission wave and the reflected wave. The signal processing unit determines the direction of the object from the transmission direction of the transmission wave in scanning the detection range, and determines the distance to the object based on the time difference between the transmission timing of the transmission wave and the reception timing of the reflected wave (TOF (Time-Of-Flight) method). Note that the first and second radars 2-1 and 2-2 are not limited to this configuration, and may be configured appropriately, for example, as devices having multiple receiving antennas and determining the direction of the object from the phase difference of the reflected waves received by the multiple receiving antennas. In addition, the first and second radars 2-1 and 2-2 may also determine the relative speed of the object with respect to the host vehicle VC based on the Doppler shift of the reflected wave with respect to the transmission wave, and output the result to the control processing unit 11.

[0035] The first and second radars 2-1 and 2-2 correspond to an example of a detection unit that detects an object within a detection range of a predetermined angle.

[0036] The vehicle speed sensor 3 is connected to the control processing unit 11 and is a sensor that detects the absolute speed of the host vehicle VC according to the control of the control processing unit 11, and outputs the detection result (absolute speed) to the control processing unit 11. The acceleration sensor 4 is connected to the control processing unit 11 and is a sensor that detects the acceleration of the host vehicle VC according to the control of the control processing unit 11, and outputs the detection result (acceleration) to the control processing unit 11. The yaw rate sensor 5 is connected to the control processing unit 11 and is a sensor that detects the yaw rate of the host vehicle VC according to the control of the control processing unit 11, and outputs the detection result (yaw rate) to the control processing unit 11.

[0037] The steering angle sensor 6 is connected to the control processing unit 11 and is a sensor that detects the rotation angle (steering angle) of the steering wheel of the vehicle VC under the control of the control processing unit 11, and outputs the detection result (steering angle) to the control processing unit 11. The accelerator sensor 7 is connected to the control processing unit 11 and is a stroke sensor that detects the amount of depression of the accelerator pedal under the control of the control processing unit 11, and outputs the detection result (amount of depression of the accelerator pedal) to the control processing unit 11. The brake sensor 8 is connected to the control processing unit 11 and is a stroke sensor that detects the amount of depression of the brake pedal under the control of the control processing unit 11, and outputs the detection result (amount of depression of the brake pedal) to the control processing unit 11.

[0038] The positioning system 9 is connected to the control processing unit 11 and is a device that measures the position of the vehicle VC under the control of the control processing unit 11. The positioning system 9 is, for example, a device that measures the position of the vehicle VC by a satellite positioning system for measuring the current position on the earth, such as a GPS (Global Positioning System) receiver, and outputs the positioning result (latitude X, longitude Y, altitude Z) to the control processing unit 11. The GPS receiver may be a GPS receiver having a correction function for correcting errors such as DGSP (Differential GSP). The satellites of the satellite positioning system include not only so-called GPS satellites that orbit in a quasi-synchronous orbit, but also quasi-zenith satellites that appear to stay above a certain area. The positioning system 9 is equipped with a gyro and may be used in combination with a self-contained navigation based on the detection results of the gyro, the detection results of the acceleration sensor 4, and the detection results of the vehicle speed sensor 3, or may be composed of only the self-contained navigation.

[0039] The navigation system 10 is connected to a control processing unit 11, and is a device that provides guidance on a route (path) from the current position of the vehicle VC to a destination under the control of the control processing unit 11. The navigation system 10 includes a map information storage unit 101 that stores map information. The map information includes information on structures (e.g., the positions, names, addresses, and contact information of structures) and information on roads (e.g., the positions of roadways, the number of lanes on the roadways, the width of the lanes, the positions of intersections, road markings (including crosswalks), the positions of dividing lines (center lines of roadways, lane boundaries, outer lane lines), the positions of sidewalks (including shoulder strips), the width of sidewalks, etc.). For example, a high-precision map used in an ADAS (Advanced Driver-Assistance System) can be used as the map information. When the navigation system 10 receives input of a destination via the input unit 15 as described below, it obtains the current position from the positioning system 9, searches for and generates a route from the current position to the destination based on the map information, and when the input unit 15 receives selection and setting of a route, it guides the user along the route by displaying the road to take on the display unit 16.

[0040] The power unit 12 is connected to the control processing unit 11 and is a device that generates power to drive (move) the host vehicle VC according to the control of the control processing unit 11. The power generated by the power unit 12 is transmitted to the drive wheels via a power transmission mechanism (such as a transmission) that transmits the power, causing the drive wheels to rotate. The power unit 12 is configured to include a prime mover, such as an engine, a motor, and a hybrid device thereof, and its auxiliary devices.

[0041] The braking unit 13 is a device that is connected to the control processing unit 11 and applies a braking force to the host vehicle VC in accordance with the control of the control processing unit 11 to decelerate the host vehicle VC. The braking unit 13 can stop the host vehicle VC as a result of decelerating the host vehicle VC, and can also maintain the host vehicle VC at a stop by continuing to apply a braking force while the host vehicle VC is stopped. The braking unit 13 is configured to include, for example, a brake device such as a disc brake and a regenerative brake, and its auxiliary devices.

[0042] The steering unit 14 is connected to the control processing unit 11 and is a device that steers the host vehicle VC according to the control of the control processing unit 11. The steering unit 14 is configured with a steering device that changes the direction of the steered wheels of the host vehicle VC and its auxiliary devices.

[0043] The acceleration of the host vehicle VC is adjusted, and the speed (vehicle speed) of the host vehicle VC is adjusted by controlling the power unit 12 and the braking unit 13. The traveling direction of the host vehicle VC is adjusted by controlling the steering unit 14.

[0044] The input unit 15 is connected to the control processing unit 11 and is a device that inputs various commands, such as a command to start or cancel constant speed driving, a command to start or cancel driving assistance, a command to start or cancel automatic driving, and various data, such as a set speed for constant speed driving, to the automatic driving control device DS. The input unit 15 is, for example, a plurality of switches to which functions are assigned in advance. In this embodiment, the input unit 15 is also used as the input unit of the navigation system 10, and various commands, such as a destination (destination) and route setting conditions, as well as commands to select and set a route, and commands to start or cancel guidance, are also input to the input unit 15. The display unit 16 is connected to the control processing unit 11 and is a device that displays commands, data, and the like input from the input unit 15 under the control of the control processing unit 11, and is, for example, a display device such as a liquid crystal display (LCD) and an organic EL display. The display unit 16 is, for example, a so-called center display or a head-up display. In this embodiment, the display unit 16 is also used as the display unit of the navigation system 10, and the display unit 16 also displays information related to guidance (e.g., maps, routes, driving precautions, instructions for turning right and left, the current location, etc.).

[0045] The storage unit 17 is a circuit connected to the control processing unit 11 and stores various predetermined programs and various predetermined data according to the control of the control processing unit 11. The various predetermined programs include, for example, a control program that controls each of the units 1-10, 12-17 of the automatic driving control device DS according to the function of each unit, a detection processing program that detects an intersection at the driving destination, a setting processing program that sets a setting area of ​​a predetermined size on the inside when turning at an intersection detected by the detection processing program and on the outside of the driving lane on the road into which the vehicle turns after turning at the intersection, a generation processing program that generates a driving route so that the detection range R of the first and second radars 2-1 and 2-2 overlaps with the setting area, and a driving control program that controls the vehicle VC to travel on the driving route generated by the generation processing program. The various predetermined data include, for example, data necessary for executing each program such as the setting area of ​​the predetermined size. The storage unit 17 includes, for example, a ROM (Read Only Memory) which is a nonvolatile storage element, an EEPROM (Electrically Erasable Programmable Read Only Memory) which is a rewritable nonvolatile storage element, etc. The storage unit 17 also includes a RAM (Random Access Memory) which serves as a so-called working memory of the control processing unit 11 and stores data generated during the execution of the predetermined program, etc.

[0046] The control processing unit 11 is a circuit that controls each of the units 1-10, 12-17 of the automatic driving control device DS according to the function of each unit, and automatically drives the vehicle VC along a predetermined driving route. The control processing unit 11 is configured to include, for example, a CPU (Central Processing Unit) and its peripheral circuits. By executing the control processing program, the control processing unit 11 is functionally provided with a control unit 111, a detection processing unit 112, a setting processing unit 113, a generation processing unit 114, and a driving control unit 115.

[0047] The control unit 111 controls each of the units 1 to 10 and 12 to 17 of the automatic driving control device DS according to the function of each unit, and is in charge of the overall control of the automatic driving control device DS.

[0048] The detection processing unit 112 detects an intersection at the destination. More specifically, in this embodiment, the detection processing unit 112 detects the intersection at the destination by referring to map information stored in the map information storage unit 101 of the navigation system 10. More specifically, the detection processing unit 112 determines whether or not there is an intersection within a predetermined distance (e.g., 50 m or 70 mm) ahead on the route (path) set in the navigation system 10 from the current position of the vehicle VC measured by the positioning system 9 by referring to the map information, and if there is an intersection, detects the intersection at the destination by extracting the position of the intersection from the map information. The detection processing unit 112 may detect the intersection at the destination based on an image generated by the camera 1, or, for example, the position of the intersection detected based on the image may be detected based on the detection result of the radar by association by so-called sensor fusion that integrates the image of the camera and the detection result of the radar.

[0049] The setting processing unit 113 sets a set area of ​​a predetermined size on the inside of the intersection detected by the detection processing unit 112 when turning and on the outside of the driving lane of the road to be entered after turning at the intersection. In this embodiment, the setting processing unit 113 sets the set area based on pre-stored map information. In order to enable detection of a pedestrian or the like before crossing in a place that may be out of the detection range, the set area is set on the inside of the intersection when the vehicle VC turns and on the outside of the driving lane of the road to be entered after turning at the intersection. The predetermined size is appropriately set in advance, for example, so that a moving object before crossing can be detected. The shape of the set area is appropriately set in advance, for example, a square, a circle, an ellipse, or the like. In the example shown in FIG. 2, the set area AR is a rectangle of a predetermined size.

[0050] More specifically, for example, the setting processing unit 113 first acquires map information (intersection map information, for example, the position of the roadway, the number of lanes on the roadway, the width of the lanes, the intersection position, road markings, dividing lines, the position of the sidewalk, the width of the sidewalk, etc.) related to the intersection detected by the detection processing unit 112 from the map information stored in the map information storage unit 101. The intersection map information may be detected from an image of the camera 1. As a result, in one example, the road conditions around the intersection shown in Figures 2A to 2C are acquired (i.e., a plan view showing the road conditions around the intersection is virtually generated in the storage unit 17). In the examples shown in Figures 2A to 2C, around the intersection detected by the detection processing unit 112, there are a first road DR1 including the lane in which the vehicle VC is currently traveling, shown by a dashed line, a second road DR2 that intersects with the first road DR1 at a right angle, an intersection DC formed by the intersection of the first and second roads DR1 and DR2, the outer lane lines LN of the first and second roads DR1 and DR2, a first crosswalk CW1 drawn on the road surface of the first road DR1 before entering the intersection DC as viewed from the first road DR1 (after entering the intersection DC as viewed from the second road DR2), a second crosswalk CW2 drawn on the road surface of the second road DR2 before entering the intersection DC as viewed from the second road DR2 (after entering the intersection DC as viewed from the first road DR1), and a sidewalk FP of the first and second roads DR1 and DR2 that is laid outside the outer lane lines LN. The first road DR1 includes one or more lanes and a sidewalk FP, and the second road DR2 includes one or more lanes and a sidewalk FP. In the example shown in Figures 2A to 2C, one lane on the first road DR1 and one lane on the second road DR2 are illustrated. In the example shown in Figures 2A to 2C, the intersection DC is an inner area defined by each extension line (not shown) of a pair of outer lanes on the first road DR1 and each extension line (not shown) of a pair of outer lanes on the second road DR2. In such a case, the setting processing unit 113 subsequently sets a setting area AR in a rectangular shape of a predetermined size on the inside when the vehicle VC turns at the intersection DC detected by the detection processing unit 112 and on the outside of the driving lane on the second road DR2 that turns at the intersection DC and enters.More specifically, a rectangular setting area AR is set on the sidewalk FP near the intersection of the first and second roads DR1, DR2 so that the short side (or long side) of the rectangular setting area AR is aligned with the outer lane line LN of the second road DR2 and the long side (or short side) of the rectangular setting area AR is aligned with the crossing direction of the second crosswalk CW2 (the crossing direction that crosses the lane of the second road DR2).

[0051] The predetermined size may vary depending on the width of the sidewalk. For example, the predetermined size may be increased (widened) from the default (initial value) predetermined size as the sidewalk width increases, so that a moving object before crossing can be more appropriately detected.

[0052] The generation processing unit 114 generates a travel route so that the detection range and the set area overlap. For example, as shown in FIG. 2A, a travel route is generated so that a detection range RL on the left front side of the detection range R includes a part of the set area AR and the detection range R and the set area AR overlap. In FIG. 2A to FIG. 2C, an overlapping area SP (SP1, SP2, SP3) where the detection range R and the set area AR overlap is hatched with diagonal lines. It is preferable that the generation processing unit 114 generates a travel route so that the detection range overlaps the set area as widely as possible. That is, it is preferable that the generation processing unit 114 generates a travel route so that the overlapping area SP between the detection range and the set area has the widest area. More preferably, as shown in FIG. 2B or FIG. 2C, the generation processing unit 114 generates a travel route in which the detection range overlaps the entire set area. In the case where there are a plurality of travel routes overlapping so that the detection ranges include the entire set area, it is preferable to select a travel route overlapping so that the detection range R includes the entire set area AR in a state where the leading end of the vehicle VC overlaps the side edge LC of the crosswalk CW (the second crosswalk CW2 in this example) as shown in Fig. 2B and the detection range R includes the entire set area AR in a state where the leading end of the vehicle VC overlaps the side edge LC of the crosswalk CW (the second crosswalk CW2 in this example) as shown in Fig. 2C, as the travel route (final travel route) when the travel of the vehicle VC is controlled by the travel control unit 115. This makes it possible to detect pedestrians and the like before crossing the crosswalk CW with a predetermined time (leeway time) before entering the crosswalk CW, rather than immediately before the vehicle VC enters the crosswalk CW. The predetermined distance W is set appropriately in advance depending on the margin time which is set appropriately in advance, the vehicle speed when entering the intersection DC, and the like.

[0053] When a plurality of driving routes are generated, the generation processing unit 114 selects the driving route with the shortest distance as the driving route (final driving route) when the driving control unit 115 controls the driving of the host vehicle VC. The start point and end point for calculating the shortest distance are appropriately set so as to include the driving route from when the host vehicle VC enters an intersection to when the front-rear direction of the host vehicle VC runs along the extension direction of the road that the host vehicle VC entered after turning at the intersection. For example, the start point for calculating the shortest distance is set to the point where the host vehicle VC enters the intersection (entry point), and the end point for calculating the shortest distance is set to the point where the host vehicle VC finishes turning at the intersection and when the front-rear direction of the host vehicle VC runs along the extension direction of the road that the host vehicle VC entered after turning at the intersection for the first time (turning end point).

[0054] When a plurality of travel routes are generated, the generation processing unit 114 selects a travel route in which the detection range overlaps the set area most widely, excluding a travel route that bulges toward the center of the road before the host vehicle VC enters the intersection, as a travel route (final travel route) for controlling the travel of the host vehicle VC with the travel control unit 115. More specifically, a travel route that bulges toward the center of the road within a predetermined distance (e.g., 20 m or 30 m) set in advance before the host vehicle VC enters the intersection is excluded. Preferably, when a plurality of travel routes are generated, the generation processing unit 114 selects a travel route that moves closer to the outside of the road where the host vehicle VC turns at the intersection, for example, closer to the outside lane line.

[0055] The generation processing unit 114 calculates an intersection angle between the traveling direction (front-rear direction) of the vehicle VC and the crossing direction of the road into which the vehicle turns at the intersection when the detection ranges overlap to include the entire set area, and generates the driving route so that the vehicle turns at the intersection at the calculated intersection angle. Preferably, in this case, the generation processing unit 114 calculates the minimum intersection angle. For example, in the example shown in Figure 2A, the intersection angle between the travel direction AX of the host vehicle VC and the transverse direction of the second road DR2 (side edge LC of the second crosswalk CW2) as it turns at the intersection DC and enters is angle θ1; in the example shown in Figure 2B, the intersection angle between the travel direction AX of the host vehicle VC and the transverse direction of the second road DR2 (side edge LC of the second crosswalk CW2) as it turns at the intersection DC and enters is angle θ2; and in the example shown in Figure 2C, the intersection angle between the travel direction AX of the host vehicle VC and the transverse direction of the second road DR2 (imaginary line LS parallel to the side edge LC of the second crosswalk CW2) as it turns at the intersection DC and enters is angle θ2.

[0056] More specifically, known algorithms such as the potential method, spline interpolation function, A-star (A*) method, Dijkstra's algorithm, RRT (Rapidly exploring Random Tree), and state lattice method can be used to generate the travel route. In one example, the generation processing unit 114 generates a route using the state lattice method. Route generation using the state lattice method is disclosed, for example, in JP 2020-111302 A. More specifically, a grid area consisting of a large number of grid points is set on the travel route, and a plurality of travel route candidates that are candidates for the travel route are generated by sequentially connecting these grid points, and one of the plurality of travel route candidates is selected as the travel route. In this selection of the travel route, generally, a route cost (evaluation value) is calculated for each of the plurality of travel route candidates, and based on the route cost, for example, the travel route candidate with the smallest route cost is selected as the travel route.

[0057] In this embodiment, the generation processing unit 114 first sets a grid area consisting of a number of grid points on the road within a predetermined distance (for example, 50 m or 70 m) from the current position of the vehicle VC. In the grid area, for example, the center position of the vehicle VC is set as the coordinate origin, the X axis is set along the extension direction of the road, and the Y axis is set perpendicular to the X axis, for example, along the vehicle width direction when the front-rear direction of the vehicle VC is aligned with the X axis, to set an XY orthogonal coordinate system, and coordinate values ​​of a plurality of grid points are determined. In the example shown in FIG. 2A to FIG. 2C, a plurality of grid points are set at predetermined intervals (X axis interval, Y axis interval) in the X axis direction and the Y axis direction on the lanes of the first and second roads DR1 and DR2 including the intersection DC, and an XY orthogonal coordinate system is set. The X axis interval and the Y axis interval may be different from each other, and for example, the X axis interval is set longer than the Y axis interval ((the X axis interval)<(the Y axis interval)). Next, the generation processing unit 114 generates the multiple driving route candidates so as to branch out from the position of the vehicle VC toward grid points present in the traveling direction of the vehicle. Next, for each of the multiple driving route candidates obtained, the generation processing unit 114 obtains a high-order polynomial that best fits the driving route candidate connecting multiple grid points, and sets the curve represented by the obtained high-order polynomial as the final driving route candidate. In this way, for example, the driving route candidates DP1, DP2, and DP3 shown in Figures 2A to 2C are generated. At the intersection, three high-order polynomials may be generated respectively before entering the intersection (driving route candidate on the first road DR1), at the intersection (driving route candidate at the intersection DC), and after the intersection (driving route candidate on the second road), and each high-order polynomial may be generated so as to be smoothly continuous at consecutive points (so that the differential value is approximately continuous). The high-order polynomial is, for example, a fourth-order polynomial or a fifth-order polynomial. Next, from among these multiple driving route candidates, the generation processing unit 114 selects as the driving route a driving route candidate in which the detection range overlaps with the setting area set by the setting processing unit 113 when the vehicle VC reaches (is) at a predetermined position that has been appropriately set in advance.The predetermined position is an appropriate position on a candidate driving route from a position where the leading edge of the vehicle VC enters the intersection to a position where the leading edge of the vehicle VC leaves the intersection, and may be, for example, a position where the leading edge of the vehicle VC overlaps with a side edge LC of the crosswalk CW as shown in Figures 2A and 2B, but is preferably a position where the leading edge of the vehicle VC overlaps with a virtual line LS parallel to the side edge LC of the crosswalk CW and is separated from the side edge LC of the crosswalk CW by a predetermined distance W as shown in Figure 2C. When there are multiple candidate driving routes that can be selected as a driving route, one is selected as described above.

[0058] That is, if there is a driving route candidate among the multiple driving route candidates that overlaps the detection range so as to include the entire set area, this driving route candidate is selected as the driving route, and if there is no driving route candidate that overlaps the detection range so as to include the entire set area, The travel route candidate whose detection range overlaps the set area most widely is selected as the travel route. When there are a plurality of travel route candidates whose detection range overlaps the set area so as to include the entirety of the set area, the travel route candidate whose distance is the shortest is selected as the travel route. When there are a plurality of travel route candidates whose detection range overlaps the set area most widely, the travel route candidate whose distance is the shortest may be selected as the travel route. Before selecting a travel route from the travel route candidates whose distance is the shortest, travel route candidates that bulge toward the center of the road before the host vehicle VC enters the intersection are excluded. Also, before selecting a travel route from the travel route candidates whose distance is the shortest, a travel route candidate whose intersection angle is the smallest may be selected, and when there are a plurality of travel route candidates whose intersection angle is the smallest, the travel route candidate whose distance is the shortest may be selected as the travel route. Alternatively, when there are a plurality of travel route candidates whose distance is the shortest, the travel route candidate whose intersection angle is the smallest may be selected as the travel route.

[0059] In the above description, the travel route candidate that satisfies the selection conditions as described above is selected as the travel route, but the travel route may be selected based on the route cost.

[0060] In general, the route cost is calculated by a preset function formula or table based on the vehicle speed, longitudinal acceleration, route change rate, and obstacles of the vehicle VC. More specifically, for example, a function formula for calculating each route cost is preset for each of the vehicle speed, longitudinal acceleration, route change rate, and obstacles of the vehicle, and the route costs of the vehicle speed, longitudinal acceleration, route change rate, and obstacles of the vehicle are calculated, and the final route cost of the travel route candidate is calculated by calculating a weighted average of these route costs. The weights of each route cost are appropriately set in advance according to the vehicle speed, longitudinal acceleration, route change rate, and importance (priority) of the obstacles of the vehicle.

[0061] For this reason, a route cost for evaluating the width of the overlapping area, a route cost for evaluating the shortest distance, a route cost for evaluating the bulge toward the center of the road before the vehicle VC enters the intersection, and a route cost for evaluating the minimum intersection angle are prepared, and when calculating the final route cost of the travel route candidate, a weighted average of each route cost including these four route costs is calculated to calculate the final route cost of the travel route candidate. The route cost for evaluating the width of the overlapping area is prepared in advance by a function formula, a table, or the like so that the wider the overlapping area (the area of ​​the overlapping part), the smaller the route cost. The route cost for evaluating the shortest distance is prepared in advance by a function formula, a table, or the like so that the shorter the distance from the start point to the end point for calculating the shortest distance, the smaller the route cost. The route cost for evaluating the bulge toward the center of the road before the vehicle VC enters the intersection is set to a large value (a large value that is excluded (removed) from the driving route candidates) that does not remain as a driving route candidate when the bulge is present, and is set to a small value, for example, 0, that remains as a driving route candidate when the bulge is not present. The route cost for evaluating the minimum intersection angle is prepared in advance using a function formula, a table, or the like so that the smaller the intersection angle, the smaller the route cost. Then, for each of the multiple driving route candidates, the area of ​​the overlapping area is calculated to calculate the route cost, the distance from the start point to the end point for calculating the shortest distance is calculated to calculate the route cost, the presence or absence of the bulge is calculated to calculate the route cost, and the intersection angle is calculated to calculate the route cost. The weight of each route cost is appropriately set in advance by taking these four route costs into consideration.

[0062] The traveling control unit 115 controls the host vehicle VC so that the host vehicle VC travels along the traveling route generated by the generation processing unit 114. That is, the traveling control unit 115 controls the power unit 12, the braking unit 13, and the steering unit 14 so that the host vehicle VC traces the traveling route generated by the generation processing unit 114.

[0063] The control processing unit 11 and the storage unit 17 can be configured by a computer called an ECU (Electronic Control Unit).

[0064] Next, the operation of this embodiment will be described below. Fig. 3 is a flow chart showing the operation of the automatic driving control device with respect to the generation of a driving route when turning at an intersection.

[0065] When the vehicle VC starts to operate, the automatic driving control device DS mounted on such a vehicle VC executes initialization of each required unit and starts its operation. By executing the control processing program, the control processing unit 11 is functionally configured with a control unit 111, a detection processing unit 112, a setting processing unit 113, a generation processing unit 114, and a driving control unit 115. Then, for example, until the ignition of the vehicle VC is turned off, each process S1 to S14 shown in the following Fig. 3 is repeatedly executed at a predetermined sampling interval appropriately set in advance, a driving route is generated, and the vehicle VC automatically drives. Here, it is assumed that a destination is inputted into the navigation system 10, and a route (path) to the destination is searched for and set.

[0066] In FIG. 3, first, the automatic cruise control device DS measures the current position of the host vehicle VC by the positioning system 9 (S1).

[0067] Next, the automatic driving control device DS acquires, by the detection processing unit 112 of the control processing unit 11, a route (path) set in the navigation system 10 within the predetermined distance ahead from the current position determined in the process S1 (S2).

[0068] Next, the automatic driving control device DS judges whether or not there is an intersection ahead on the route within the predetermined distance acquired in the process S2 by the detection processing unit 112 (S3). If the result of this judgment indicates that there is an intersection, the automatic driving control device DS next executes process S4, and if there is no intersection, the automatic driving control device DS next executes process S10.

[0069] In this process S4, the automatic driving control device DS causes the setting processing unit 113 of the control processing unit 11 to acquire intersection map information relating to the intersection detected in the process S3 from the map information stored in the map information storage unit 101.

[0070] Next, the automatic driving control device DS sets, via the setting processing unit 113, a setting area of ​​a predetermined size on the inside of the intersection detected in process S3 when the vehicle VC turns, but outside the driving lane on the road into which the vehicle VC turns after turning at the intersection (S5).

[0071] Next, the automatic driving control device DS generates a driving route so that the detection range and the set area overlap with each other by the generation processing unit 114 of the control processing unit 11 (S6). More specifically, in this embodiment, since the driving route is generated by the state lattice method, the generation processing unit 114 sets a grid area based on the intersection map information acquired in the process S4, generates multiple driving route candidates so as to branch out from the current position of the vehicle toward a grid point existing in the traveling direction of the vehicle, obtains a high-order polynomial that fits the multiple driving route candidates, and finally generates multiple driving route candidates.

[0072] Next, the automatic driving control device DS determines, by the generation processing unit 114, whether or not there is a driving route candidate among these multiple driving route candidates that overlaps such that the detection range includes the entire set area (S7). If the result of this determination is that there is no such driving route candidate (No), the automatic driving control device DS then executes process S11. On the other hand, if the result of the above determination is that there is such a driving route candidate (Yes), the automatic driving control device DS then executes process S8.

[0073] In this process S11, the automatic driving control device DS selects, from among the multiple driving route candidates generated in the process S6, the driving route candidate whose detection range overlaps the set area most widely as the driving route by the generation processing unit 114, and then executes process S10. When there are multiple driving route candidates whose detection range overlaps the set area most widely, the driving route candidate with the shortest distance may be selected as the driving route, and further, when there are multiple driving route candidates whose detection range overlaps the set area most widely, the driving route candidate with the smallest intersection angle may be selected as the driving route, or, when there are multiple driving route candidates whose detection range overlaps the set area most widely, the driving route candidate with the smallest intersection angle may be selected as the driving route, and further, when there are multiple driving route candidates whose detection range overlaps the set area most widely, the driving route candidate with the smallest intersection angle may be selected as the driving route. In addition, before selecting the most widely overlapping driving route candidate as the driving route, it is preferable that the generation processing unit 114 excludes, from the multiple driving route candidates generated in process S6, driving route candidates that bulge toward the center of the road before the vehicle VC enters the intersection.

[0074] Meanwhile, in the process S8, the automatic driving control device DS determines whether or not the multiple driving route candidates generated in the process S6 include a driving route candidate that diverges toward the center of the road before the host vehicle VC enters the intersection, by using the generation processing unit 114. If the result of this determination is that there is no driving route candidate that diverges toward the center of the road (No), the automatic driving control device DS then executes process S12. On the other hand, if the result of the determination is that there is a driving route candidate that diverges toward the center of the road (Yes), the automatic driving control device DS then executes process S9.

[0075] In this process S12, the automatic driving control device DS determines, by the generation processing unit 114, whether or not there are multiple driving route candidates that do not swell toward the center of the road before the host vehicle VC enters the intersection. If the result of this determination is that there are multiple driving route candidates (Yes), the automatic driving control device DS then executes process S13. On the other hand, if the result of the determination is that there are not multiple driving route candidates (No), the automatic driving control device DS uses the generation processing unit 114 to select as a driving route a driving route candidate that does not swell toward the center of the road before the host vehicle VC enters the intersection (S14), and then executes process S10.

[0076] In this process S13, the automatic driving control device DS selects, by the generation processing unit 114, as the driving route, a driving route candidate with the shortest distance from among multiple driving route candidates that do not bulge toward the center of the road before the host vehicle VC enters the intersection, and then executes process S10. When there are multiple driving route candidates with the shortest distance, the driving route candidate with the smallest intersection angle may be selected as the driving route.

[0077] On the other hand, in the process S9, the automatic driving control device DS selects, by the generation processing unit 114, as the driving route, from among the driving route candidates excluding the driving route candidates that bulge toward the center of the road before the vehicle VC enters the intersection, the driving route candidate with the smallest intersection angle, and then executes the process S10. As a result, when the detection ranges overlap to include the entire set area, the intersection angle between the traveling direction of the vehicle VC (an example of a moving body) and the crossing direction of the road that turns at the intersection and enters is obtained, and the driving route is generated so that the vehicle turns at the intersection at the obtained intersection angle, here the smallest intersection angle. When there are multiple driving route candidates with the smallest intersection angle, the driving route candidate with the shortest distance may be selected as the driving route.

[0078] In the process S10, the automatic driving control device DS controls the driving of the host vehicle VC by the driving control unit 115 of the control processing unit 11 so that the host vehicle VC travels along the driving route generated as described above, and ends this process. More specifically, when the process S10 is executed after any of the processes S9, S11, S13, and S14, the host vehicle VC is controlled to travel along the driving route selected in the process, and when the process S10 is executed after the process S3, the host vehicle VC is controlled to travel along the driving route generated by the state lattice method on the route set in the navigation system 10.

[0079] As described above, the automatic driving control device DS and the automatic driving control method implemented therein in this embodiment set a set area of ​​a predetermined size on the inside of the intersection when turning and on the outside of the driving lane on the road to turn and enter the intersection, generate a driving route so that the detection range and the set area overlap, and control the moving body to travel on this generated driving route. Therefore, by traveling on a driving route generated so that the detection range and the set area overlap, the automatic driving control device DS and the automatic driving control method can use an existing detection unit without providing a new sensor for that purpose, and can detect pedestrians and the like before they cross the road.

[0080] The above-mentioned automatic driving control device DS and automatic driving control method are based on map information, and therefore the set area can be set at a more appropriate position, making it possible to accurately detect pedestrians and the like before they cross the road.

[0081] The above-described automatic driving control device DS and automatic driving control method generate a driving route so that the detection range overlaps with the set area as widely as possible, making it possible to detect pedestrians and the like before they cross the road over a wider area.

[0082] The above-described automatic driving control device DS and automatic driving control method generate overlapping driving routes so that the detection range includes the entire set area, making it possible to detect pedestrians and the like before they cross the road over an even wider area.

[0083] The above-mentioned automatic driving control device DS and automatic driving control method can detect pedestrians before they cross the road and select the shortest driving route, allowing efficient driving, which can contribute to fuel saving.

[0084] The above-mentioned automatic driving control device DS and automatic driving control method exclude driving routes that bulge toward the center of the road before the vehicle VC enters the intersection, and select a driving route whose detection range overlaps most widely with the set area while avoiding obstruction of the path of other moving bodies (e.g., following vehicles) following the vehicle VC, thereby making it possible to detect pedestrians and the like before they cross over a wider area.

[0085] The automatic driving control device DS and the automatic driving control method generate a driving route with an intersecting angle when the detection ranges overlap to include the entire set area, so that it is possible to detect pedestrians and the like before they cross over a wider range simply by adjusting the driving direction of the vehicle VC. In particular, since a driving route with the minimum effective angle is generated, the automatic driving control device DS and the automatic driving control method can automatically drive the vehicle VC along a driving route (a natural driving route) that does not make unnecessary detours and gives the occupants of the vehicle VC little discomfort.

[0086] In order to express the present invention, the present invention has been described adequately and sufficiently through the embodiments with reference to the drawings in the above description, but it should be recognized that those skilled in the art can easily change and / or improve the above-mentioned embodiments. Therefore, unless the changes or improvements made by those skilled in the art are at a level that departs from the scope of the claims described in the claims, the changes or improvements are interpreted as being included in the scope of the claims. [Explanation of symbols]

[0087] DS Automatic Driving Control Device 1 Camera 2-1 First Radar 2-2 Second Radar 9 Positioning Systems 10. Navigation system 11 Control processing section 12 Power section 13 Braking part 14 Steering section 15 Input section 16 Display 17 Memory section 111 Control section 112 Detection processing section 113 Setting processing section 114 Generation processing unit 115 Driving control unit

Claims

1. An automatic travel control method for a moving body having a detection unit that detects an object within a detection range of a predetermined angle, comprising: A detection step of detecting an intersection at a travel destination; a setting step of setting a set area of ​​a predetermined size on the inside of the intersection detected in the detection step and on the outside of a driving lane of a road on which the vehicle turns and enters the intersection; A generating step of generating a travel route so as to overlap the detection range and the set area; a travel control step of controlling the moving object so as to travel along the travel route generated in the generating step, The generating step generates a travel route such that the detection range overlaps the set area as widely as possible. Automatic driving control method.

2. The setting step sets the set area based on pre-stored map information. The automatic driving control method according to claim 1 .

3. The generating step generates overlapping travel routes such that the detection range includes the entire set area. The automatic driving control method according to claim 1 or 2.

4. In the generating step, when a plurality of travel routes are generated, a travel route having a shortest distance is selected as the travel route to be traveled in the travel control step. The automatic driving control method according to any one of claims 1 to 3.

5. In the generating step, when a plurality of driving routes are generated, a driving route excluding a driving route that bulges toward a center of a road before the moving body enters the intersection and in which the detection range overlaps the set area most widely is selected as the driving route to be driven in the driving control step. The automatic driving control method according to any one of claims 1 to 4.

6. the generating step calculates an intersection angle between a traveling direction of the moving object and a transverse direction of a road into which the moving object turns at the intersection when the detection ranges overlap to include the entire set area, and generates the traveling route so as to turn at the intersection at the calculated intersection angle. The automatic driving control method according to any one of claims 1 to 5.

7. The generating step determines a minimum intersection angle. The automatic driving control method according to claim 6.

8. An automatic driving control device for a moving body having a detection unit that detects an object within a detection range of a predetermined angle, A detection unit that detects an intersection ahead of the vehicle; a setting unit that sets a set area of ​​a predetermined size on the inside of a turning lane at the intersection detected by the detection unit and on the outside of a driving lane on a road into which the vehicle turns at the intersection; A generation unit that generates a travel route so that the detection range and the set area overlap; a travel control unit that controls the moving object so as to travel along the travel route generated by the generation unit, The generation unit generates a travel route such that the detection range overlaps with the set area as widely as possible. Automatic driving control device.

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