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 (1) there is a first obstacle existing along an extending direction of a road which makes it difficult for the recognizing part to recognize a situation on the opposite side in recognizing the situation, (2) a terminal of the first obstacle is recognized and the first obstacle is extending by a first predetermined distance from the terminal to a front side and (3) there is not a second obstacle extending in an advancing direction of the movable body by a second predetermined distance or more from the terminal, which makes it difficult for the recognizing part to recognize the situation on the opposite side, sets a risk area in a reference position based on the terminal of the first 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 vehicle control device has been disclosed that sets a risk area by taking into account the future behavior of an oncoming vehicle (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-185968 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, the above-mentioned technology focuses on oncoming vehicles and does not fully consider other situations.

[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 more 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 the control unit sets a risk area at a reference position based on the end of the first obstacle when: (1) a first obstacle exists along the extension direction of the road and makes it difficult for the recognition unit to recognize the situation on the opposite side; (2) the end of the first obstacle is recognized and the first obstacle extends forward from the end by a first predetermined distance; and (3) no second obstacle exists on the traveling direction side of the moving body for a second predetermined distance or more, the control unit 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 end of the first obstacle.

[0009] (4): In the above aspect (1), the control unit sets a larger size of the risk area as the moving body approaches the end of the first obstacle, 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 determines the size of the risk area based on a recommended speed for the road on which the moving body is located.

[0011] (6): In any one of the above aspects (1) to (5), the first predetermined distance is a length that allows a person to be hidden on the opposite side of the first obstacle.

[0012] (7): In any of the above aspects (1) to (6), the second predetermined distance is a length that allows a person to pass through.

[0013] (8): In any of the above aspects (1) to (7), when (1), (2), and (3) are satisfied, the control unit decelerates the moving body to a first speed. When (1), (2), and (3) are satisfied and a second lane exists between the first obstacle and the first lane in which the moving body is moving, the control unit controls the moving body to a speed greater than the first speed without decelerating the moving body to the first speed.

[0014] (9): A method for controlling a moving body according to one embodiment of the present invention includes a computer recognizing a situation around the moving body, controlling the steering and acceleration / deceleration of the moving body based on the recognized surrounding situation, and when (1) a first obstacle exists along the extension direction of the road and makes it difficult to recognize the situation on the opposite side in recognizing the situation, (2) the end of the first obstacle is recognized and the first obstacle extends forward from the end toward the near side by a first predetermined distance, and (3) a second obstacle does not exist for a second predetermined distance or more toward the traveling direction of the moving body than the end, which makes it difficult to recognize the situation on the opposite side, setting a risk area at a reference position based on the end of the first obstacle, and controlling at least the speed of the moving body based on the set risk area.

[0015] (10): 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. When (1) a first obstacle exists along the extension direction of the road and makes it difficult to recognize the situation on the opposite side in the situation recognition, (2) the end of the first obstacle is recognized and the first obstacle extends forward from the end toward the near side by a first predetermined distance, and (3) a second obstacle does not exist for a second predetermined distance or more toward the traveling direction of the moving body than the end, the program sets a risk area at a reference position based on the end of the first obstacle, and controls at least the speed of the moving body based on the set risk area. Effect of the Invention

[0016] According to (1)-(10), a control device for a moving object can more appropriately control the moving object by setting a risk area according to the situation.

[0017] According to (2) or (4), the control device for the moving body can more appropriately decelerate the moving body depending on the surrounding conditions.

[0018] According to (8), the control device for the moving body can suppress excessive deceleration of the moving body. [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. 3 is a diagram (part 3) for explaining the processing of the setting processing unit 142. [Figure 6] FIG. 11 is a diagram showing an example of a risk region that is set (part 1). [Figure 7] FIG. 1 is a diagram conceptually showing a risk region Rsk. [Figure 8] FIG. 2 is a diagram showing an example of a risk region that is set (part 2). [Figure 9] FIG. 1 is a diagram (part 1) for explaining the setting of risk areas. [Figure 10] FIG. 2 is a diagram (part 2) for explaining the setting of risk areas. [Figure 11] FIG. 13 is a diagram showing a scene in which a pedestrian is present on the opposite side of a first obstacle OB1. [Figure 12] FIG. 1 is a diagram showing an example of a situation in which a risk area is not set. [Figure 13] FIG. 2 is a diagram showing an example of a situation in which a risk area is not set. [Figure 14] 4 is a flowchart showing an example of a flow of processing executed by the automatic driving control device 100. 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] The setting processing unit 142 sets a risk area at a reference position based on the end of the first obstacle and controls at least the speed of the moving body based on the set risk area when (1) a first obstacle exists along the extension direction of the road and makes it difficult to recognize the situation on the opposite side in the situation recognition executed by the recognition unit 130, (2) the end of the first obstacle is recognized and the first obstacle extends forward from the end by a first predetermined distance, and (3) there is no second obstacle that makes it difficult to recognize the situation on the opposite side for a second predetermined distance or more on the traveling direction side of the end of the first obstacle. These processes will be described below.

[0047] The setting processing unit 142 determines whether or not there is a first obstacle that exists along the extension direction of the road and makes it difficult to recognize the situation on the opposite side in the situation recognition executed by the recognition unit 130. Fig. 3 is a diagram (part 1) for explaining the processing of the setting processing unit 142. In Fig. 3, a vehicle M is traveling on a road. The traveling direction of the vehicle M (extending direction of the road) is referred to as the plus X direction, the opposite direction to the traveling direction is referred to as the minus X direction, the direction perpendicular to the traveling direction and to the right of the vehicle M is referred to as the plus Y direction, and the opposite direction to the plus Y direction is referred to as the minus Y direction.

[0048] A first obstacle OB1 and a second obstacle OB2 exist on the positive Y side of the road. The first obstacle OB1 exists in the positive Y direction of the vehicle M and extends in the positive X direction. The second obstacle OB2 exists at a position a predetermined distance away from the end of the first obstacle OB1 and extends in the positive X direction.

[0049] If the first obstacle OB1 and the second obstacle OB2 do not exist, the recognition unit 130 can recognize the situation in the area AR. However, the first obstacle OB1 makes it difficult (blocks) for the recognition unit 130 to recognize the area AR1. The area AR1 is an area on the opposite side (the back side, the far side) of the first obstacle OB1 as seen from the vehicle M. In the case of the situation as shown in FIG. 3, the setting processing unit 142 determines that there is a first obstacle OB1 that exists along the extension direction of the road and makes it difficult for the recognition unit 130 to recognize the situation on the opposite side in the recognition of the situation.

[0050] 4 is a diagram (part 2) for explaining the processing of the setting processing unit 142. The same explanation as in FIG. 3 will be omitted. The setting processing unit 142 recognizes the end of the first obstacle OB1 and judges whether the first obstacle OB1 extends forward from the end by a first predetermined distance. For example, the setting processing unit 142 determines whether the length in the X direction between the position P1 and the position P2 is equal to or smaller than a threshold value S th Determine whether it is greater than

[0051] Position P1 is the end of the first obstacle OB1 (a corner in the positive X direction and the negative Y direction), and position P2 is the outer edge of the area AR and is a position that intersects with the first obstacle OB1 (a position that intersects with the first obstacle OB1 and is close to the vehicle M). th is a length that allows a person to hide on the opposite side of the first obstacle OB1, and is, for example, a length of about 1 m. In the situation shown in FIG. 4, when the length in the X direction between the position P1 and the position P2 is equal to or larger than the threshold value S th The setting processing unit 142 recognizes the end of the first obstacle OB1 and determines that the first obstacle extends a first predetermined distance from the end toward the near side.

[0052] FIG. 5 is a diagram (part 3) for explaining the processing of the setting processing unit 142. Explanations similar to those of FIG. 3 will be omitted. The setting processing unit 142 judges whether or not a second obstacle OB2 that makes it difficult to recognize the situation on the opposite side is present over a second predetermined distance or more on the traveling direction side of the vehicle M from the end of the first obstacle OB1. The setting processing unit 142 judges whether or not the distance (Gap) between the end of the first obstacle OB1 and the end of the second obstacle OB2 (the end on the first obstacle OB1 side) is equal to or greater than a threshold G th Determine whether it is greater than

[0053] The opposite side is an area behind or far from the first obstacle OB1 or the second obstacle OB2 with respect to the vehicle M. The opposite side is, for example, the area AR3 in Fig. 5. The second obstacle OB2 is an obstacle that makes it difficult for the recognition unit 130 to recognize the situation in the area AR3 on the opposite side of the second obstacle OB.

[0054] Threshold G th is a length that allows a person to pass through, for example, about 0.5 m. In FIG. 5, Gap is a threshold G th The gap is set to be larger than the threshold G th If the difference is larger than 1, the setting processing unit 142 determines that a second obstacle that makes it difficult to recognize the situation on the opposite side and satisfies the above condition (3) is present.

[0055] When the above conditions (1), (2), and (3) are satisfied, the setting processing unit 142 sets a risk area Rsk1 at a reference position based on the end of the first obstacle OB1, as shown in FIG. 6. The reference position may be the end or its periphery. Then, the behavior plan generating unit 140 controls at least the speed of the vehicle M based on the set risk area Rsk1. For example, the behavior plan generating unit 140 decelerates the vehicle M.

[0056] FIG. 7 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. 7, 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 (the reference position of the obstacle OB2), the higher the risk potential is set, and the further away 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] In the above example, an example in which the second obstacle OB2 exists has been described, but as shown in Fig. 8, the risk area Rsk1 may be set even when the second obstacle OB2 does not exist. In this case, the setting processing unit 142 regards the Gap as infinity (∞) and sets the risk area Rsk1 when the Gap is greater than or equal to the threshold G th The setting processing unit 142 determines that a second obstacle that makes it difficult to recognize the situation on the opposite side does not exist for a distance equal to or greater than a second predetermined distance on the traveling direction side of the moving object from the end of the first obstacle OB1, and sets the risk area Rsk1.

[0060] FIG. 9 is a diagram (part 1) for explaining the setting of the risk area. The setting processing unit 142 may increase the size of the risk area as the vehicle M approaches the end of the first obstacle OB1. The size of the risk area Rsk2 in FIG. 9 is larger than the size of the risk area Rsk1 described above. For example, the risk area Rsk2 has a shape in which the center has the same risk potential as the risk area Rsk1 and the circumference of the bottom surface of the risk area Rsk1 is increased. 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 coordinate in the Z direction of a straight line connecting the center and the outer edge, or may correspond to the coordinate in the Z direction of a line connecting the center and the outer edge nonlinearly. In addition, the risk potential between the center and the outer edge of the risk area Rsk1 and the risk area Rsk2 may be step-like. In the example of FIG. 9, the vehicle M is located closer to the risk area Rsk2 than in the case of FIG. 8. In this case, the automatic driving control device 100 causes the vehicle M to travel at a slower speed than in the scene of FIG. 8.

[0061] FIG. 10 is a diagram (part 2) for explaining the setting of the risk area. For example, assume that a lane L2 exists between the lane L1 on which the vehicle M is traveling and the first obstacle OB1. In this case, since the end of the first obstacle OB1 and the vehicle M maintain a predetermined distance, a risk area Rsk1 (a risk area smaller than the risk area Rsk2) is set at the end of the first obstacle OB1. For example, even if the position of the vehicle M in the traveling direction relative to the end of the first obstacle OB1 in FIG. 9 and the position of the vehicle M in the traveling direction relative to the end of the first obstacle OB1 in FIG. 10 are the same, the position in the lateral direction is farther in FIG. 10, so the risk area Rsk1 is set instead of the risk area Rsk2. In such a case, the vehicle M is less susceptible to the influence of the risk area Rsk1 and can travel smoothly.

[0062] The risk area is determined, for example, by the legal speed limit. For example, the higher the legal speed, the larger the size of the risk area is set. Also, for example, the size of the risk area may be 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 a predetermined position (for example, the end of the first obstacle OB1). 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 functions different from those described above. Size_risk=f (V_law,thw_p)···(1)

[0063] 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)

[0064] In the above function, a speed suitable 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 position other than the first obstacle OB1 may be used instead of "thw_p". In addition, the size of the risk area may be derived based on a table or other model generated to calculate the size of the risk area instead of the above function.

[0065] 11 is a diagram showing a scene in which a pedestrian is present on the opposite side of the first obstacle OB1. At time t, a pedestrian is present on the opposite side of the first obstacle OB1, but the recognition unit 130 cannot recognize the pedestrian due to the first obstacle OB1. The setting processing unit 142 sets a risk area Rsk1, and the vehicle M decelerates. At time t+1, when the vehicle M approaches the end of the first obstacle OB1, the setting processing unit 142 sets a risk area Rsk2 that is larger than the risk area Rsk1. As a result, the vehicle M decelerates further based on the risk area.

[0066] At time t+3, when a pedestrian approaches the roadway from the opposite side of the first obstacle OB1, the setting processor 142 sets a risk area (omitted in FIG. 11) at the end of the first obstacle OB1, and further sets a risk area Rsk3 for the pedestrian. The vehicle M decelerates based on the risk area set at the end of the first obstacle OB1 and the risk area Rsk3. For example, the vehicle M performs control based on the behavior of the pedestrian by slowing down or stopping in front of the pedestrian.

[0067] As described above, the automatic driving control device 100 can set an appropriate risk area based on the first obstacle OB1, pedestrians, etc., and appropriately control the vehicle M based on the set risk area.

[0068] FIG. 12 is a diagram (part 1) showing an example of a scene in which a risk area is not set. The setting processing unit 142 does not set a risk area because (1) a first obstacle OB1# exists along the extension direction of the road and makes it difficult for the recognition unit 130 to recognize the situation on the opposite side in the situation recognition, but (2) the end of the first obstacle OB1# is recognized and the first obstacle OB1# does not extend from the end to the near side by a first predetermined distance. As shown in FIG. 12, when the first obstacle OB1# exists but the length from the end of the first obstacle OB1# is less than the first predetermined distance, even if an object such as a person H exists on the opposite side of the first obstacle OB1#, the recognition unit 130 can recognize the object existing on the opposite side of the first obstacle OB1#, so a risk area is not set.

[0069] As described above, when the recognition unit 130 is able to recognize an object on the opposite side of the first obstacle OB1#, the autonomous driving control device 100 does not set a risk area, thereby preventing the vehicle M from being decelerated excessively.

[0070] FIG. 13 is a diagram (part 2) showing an example of a scene in which a risk area is not set. The setting processing unit 142 does not set a risk area at a reference position based on the end of the first obstacle OB1 when the following conditions are not satisfied: (1) a first obstacle OB1 exists along the extension direction of the road and makes it difficult to recognize the situation on the opposite side in the situation recognition performed by the recognition unit 130; (2) the end of the first obstacle OB1 is recognized and the first obstacle OB1 extends a first predetermined distance forward from the end, but (3) a second obstacle that makes it difficult to recognize the situation on the opposite side does not exist for a second predetermined distance or more on the moving body's traveling direction side from the end. For example, if the length in the X direction between the end of the first obstacle OB1 and obstacle OB2# is less than the second predetermined distance, the risk area is not set.

[0071] As described above, when there is a gap between the first obstacle OB and the second obstacle OB2# but the length of the gap in the X direction is less than the second predetermined distance, the autonomous driving control device 100 does not set a risk area, thereby preventing the vehicle M from being decelerated excessively.

[0072] [flowchart] FIG. 14 is a flowchart showing an example of the flow of processing executed by the automatic driving control device 100. First, the automatic driving control device 100 judges whether or not there is a first obstacle that exists along the extension direction of the road and that makes it difficult to recognize the situation on the opposite side in the situation recognition executed by the recognition unit 130 (step S100). If there is a first obstacle that makes it difficult to recognize the situation on the opposite side, the automatic driving control device 100 recognizes the end of the first obstacle and judges whether or not the first obstacle extends a first predetermined distance forward from the end (Size>S th ?) is determined (step S102).

[0073] When the first obstacle extends from the end toward the near side by a first predetermined distance, the automatic driving control device 100 determines whether or not a second obstacle that makes it difficult to recognize the situation on the opposite side is present over a second predetermined distance or more on the vehicle travel direction side from the end of the first obstacle (Gap>G th?) (step S104). If there is no second obstacle that makes it difficult to recognize the situation on the opposite side for a distance greater than a second predetermined distance on the vehicle's traveling direction side from the end of the first obstacle, the setting processing unit 142 sets a risk area at a reference position based on the end of the first obstacle (step SS106). Next, the automatic driving control device 100 controls at least the speed of the moving body based on the risk area (step S108). This ends one routine of the process of this flowchart. Also, if the determinations in the above-mentioned steps S100, S102, and S104 are negative, one routine of the process of this flowchart ends. Note that some of the above processes may be omitted.

[0074] According to the embodiment described above, the automatic driving control device 100 can more appropriately control a moving body by setting a risk area at a reference position based on the end of the first obstacle and controlling at least the speed of the moving body based on the set risk area when (1) a first obstacle exists along the extension direction of the road and makes it difficult for the recognition unit to recognize the situation on the opposite side, (2) the end of the first obstacle is recognized and the first obstacle extends a first predetermined distance toward the front side from the end of the first obstacle, and (3) there is no second obstacle that makes it difficult to recognize the situation on the opposite side for a second predetermined distance or more toward the travel direction of the moving body from the end of the first obstacle.

[0075] 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.

[0076] 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; (1) There is a first obstacle along the road that makes it difficult to recognize the situation on the opposite side, (2) an end of the first obstacle is recognized, and the first obstacle extends forward from the end by a first predetermined distance; (3) If a second obstacle that makes it difficult to recognize the situation on the opposite side is not present on the moving body's traveling direction side from the end point over a second predetermined distance or more, setting a risk area at a reference position based on the end of the first obstacle, and controlling at least a speed of the moving object based on the set risk area; Vehicle control device.

[0077] 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]

[0078] 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 (1) A first obstacle is present along the extension direction of the road and makes it difficult for the recognition unit to recognize a situation on the opposite side, (2) an end of the first obstacle is recognized, and the first obstacle extends forward from the end by a first predetermined distance; (3) When a second obstacle that makes it difficult to recognize the situation on the opposite side is not present over a second predetermined distance or more on the traveling direction side of the moving body from the end point, A risk area is set at a reference position based on the end of the first obstacle, and at least a speed of the moving object is controlled based on the set risk area; the first predetermined distance is a length that allows a person to be hidden on the opposite side of the first obstacle, The second predetermined distance is a length that allows a person to pass through. 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 size of the risk area to be set is increased as the moving body approaches the end of the first obstacle. The control device for a moving body according to claim 1 or 2.

4. The control unit is the size of the risk area is increased as the moving body approaches the end of the first obstacle, and the moving body is decelerated as the moving body approaches the risk area. The control device for a moving body according to claim 1 .

5. The control unit is determining the size of the risk area based on a recommended speed for the road on which the mobile object is located; The control device for a moving body according to any one of claims 1 to 4.

6. The control unit is When the above conditions (1), (2), and (3) are satisfied, the moving body is decelerated to a first speed; When the above (1), (2), and (3) are satisfied and a second lane exists between the first obstacle and the first lane on which the moving object is moving, the moving object is controlled to a speed higher than the first speed without decelerating the moving object to the first speed. 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; (1) There is a first obstacle along the road that makes it difficult to recognize the situation on the opposite side, (2) an end of the first obstacle is recognized, and the first obstacle extends forward from the end by a first predetermined distance; (3) When a second obstacle that makes it difficult to recognize the situation on the opposite side is not present over a second predetermined distance or more on the traveling direction side of the moving body from the end point, A risk area is set at a reference position based on the end of the first obstacle, and at least a speed of the moving object is controlled based on the set risk area; the first predetermined distance is a length that allows a person to be hidden on the opposite side of the first obstacle, The second predetermined distance is a length that allows a person to pass through. A method for controlling a moving object.

8. On the computer, It allows the moving object to recognize the surrounding situation, Based on the recognized surrounding conditions, the steering and acceleration / deceleration of the moving body are controlled; (1) There is a first obstacle along the road that makes it difficult to recognize the situation on the opposite side, (2) an end of the first obstacle is recognized, and the first obstacle extends forward from the end by a first predetermined distance; (3) When a second obstacle that makes it difficult to recognize the situation on the opposite side is not present over a second predetermined distance or more on the traveling direction side of the moving body from the end point, setting a risk area at a reference position based on the end of the first obstacle, and controlling at least a speed of the moving object based on the set risk area; the first predetermined distance is a length that allows a person to be hidden on the opposite side of the first obstacle, The second predetermined distance is a length that allows a person to pass through. program.

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