control device

Abstract

To improve safety during vehicle travel.SOLUTION: A control device mounted on a vehicle determines, as a target intersection, an intersection where an arrow type traffic signal instructing the vehicle exists in a direction of travel of the vehicle and a traffic signal for crossing persons exists for a crossing person crossing a traffic lane in a direction of an arrow of the arrow type traffic signal. In a case where it is determined as the target intersection, it is determined whether or not it is a corresponding situation that the traffic signal for crossing persons instructs stop and the vehicle travels according to the arrow type traffic signal. In a case where it is determined as the corresponding situation, safety support processing including either warning control or travel suppression control to occupants is executed.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to a control device that is mounted on a vehicle and controls the operation of the vehicle. [Background technology]

[0002] Patent Document 1 below discloses a technology for providing driving assistance tailored to the timing at which a vehicle can enter an intersection. The driving assistance device references a map database 211 that stores multiple pieces of light pattern data, each of which contains multiple types of transition cycle data that define the transition cycles of the light states of multiple traffic lights at the intersection, and application period data that defines the periods during which the multiple light pattern data are applicable to the intersection. The device then determines current light pattern data based on which of the periods defined by the application period data the current time falls under. The device then estimates the timing at which a vehicle can enter the intersection based on the current light states of the traffic lights at the intersection and the current light pattern data for the intersection, and provides driving assistance for the vehicle based on the timing at which the vehicle can enter the intersection.

[0003] Patent Document 2 listed below discloses a technology in which, after an autonomously driving vehicle starts to turn left and before it reaches the stop line of a pedestrian crossing on its travel route, it detects that a moving object is moving towards the pedestrian crossing within a monitoring area set up on the sidewalk, and if it detects that the moving speed of the moving object is equal to or greater than a predetermined speed, it causes a speed control unit to temporarily stop the vehicle in front of the stop line of the pedestrian crossing. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2020-17034 [Patent Document 2] Patent Publication No. 2021-62768 Summary of the Invention [Problem to be solved by the invention]

[0005] Traffic signals include arrow-type signals that display arrows. Vehicles, not limited to those driven by drivers or autonomous vehicles, may turn left or right according to the arrow-type signals. However, when a vehicle turns in a direction that does not cross the oncoming lane according to an arrow-type traffic light, such as a left turn in Japan (or a right turn in the United States), there may be a situation where the pedestrian traffic light at the crosswalk ahead of the vehicle turns green. Naturally, the vehicle must stop and allow pedestrians to cross, but when turning left according to an arrow-type traffic light (a turn that does not cross the oncoming lane), the driver's attention may be reduced, and technology to further improve safety is needed.

[0006] Therefore, we propose a technology that provides effective control in such situations. [Means for solving the problem]

[0007] A control device of one embodiment of the present invention is a control device mounted on a vehicle and comprises one or more processors and one or more storage media on which a program executed by the one or more processors is stored, the program including one or more instructions that cause the one or more processors to determine, as a target intersection, an intersection where there is an arrow-type traffic light that gives instructions to the vehicle in the direction of travel of the vehicle and where there is a pedestrian traffic light for pedestrians crossing the lane in the direction of the arrow of the arrow-type traffic light, and if the target intersection is determined to be the target intersection, determine whether the pedestrian traffic light is issuing a stop instruction and the vehicle is driving in accordance with the arrow-type traffic light, and if the target intersection is determined to be the target situation, execute a first safety support process including either a warning control to the occupants or a driving suppression control. [Effects of the Invention]

[0008] According to the present invention, the safety of pedestrians, cyclists, and other crossing pedestrians can be improved in situations where a vehicle is turning according to the arrows of an arrow-type traffic light, making it difficult for the driver to focus on other things, or in situations where more precise control is required in automated driving. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a block diagram of a control configuration of a vehicle according to an embodiment of the present invention; [Figure 2] FIG. 2 is an explanatory diagram of an intersection that is a target of control according to the embodiment. [Figure 3] FIG. 2 is an explanatory diagram of the situation of an intersection that is the subject of control according to the embodiment; [Figure 4] FIG. 2 is an explanatory diagram of the situation of an intersection that is the subject of control according to the embodiment; [Figure 5] 10 is a flowchart of a processing example according to an embodiment. [Figure 6] 10 is a flowchart of another processing example according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, an embodiment of a control device of the present invention will be described. The control device is mounted on a vehicle and is a device that constitutes part of a vehicle control system in the vehicle. In particular, it is a control device that performs control processing (safety support processing) to improve safety under specific circumstances. In the embodiment, an example will be described in which the safety support processing is performed as one function of a driving control device 2.

[0011] In the embodiments, the terms "left turn" and "right turn" are used, but in the case of a country or region where vehicles drive on the left side, such as Japan, a "left turn" refers to a turn in a direction that does not cross the lane where oncoming vehicles are traveling. A "right turn" refers to a turn in a direction that crosses the lane where oncoming vehicles are traveling. Therefore, the situation of a "left turn" in the embodiments should be understood to mean a right turn in a country or region where vehicles drive on the right side, such as the United States.

[0012] <1. Vehicle control system configuration> 1 shows an example of a vehicle control system 1 mounted on a vehicle 100. The vehicle control system 1 includes a cruise control device 2. The driving control device 2 is configured by a processor that performs driving assistance control such as making the vehicle 100 travel at a constant speed at a set vehicle speed or making the vehicle 100 travel following a preceding vehicle. Alternatively, the driving control device 2 may be configured as a processor that realizes an autonomous driving function of so-called autonomous driving level 3 or higher.

[0013] 1 mainly shows the configuration of the main parts according to the present invention among the components included in the vehicle control system 1. Therefore, the vehicle control system 1 may include components not shown in Fig. 1. Furthermore, the vehicle control system 1 may not include all of the components shown in the figure.

[0014] The vehicle control system 1 includes a cruise control device 2, an external environment recognition device 3, a map locator 4, a communication unit 5, a display / sound control unit 6, an engine control unit 7, a transmission control unit 8, a brake control unit 9, and a steering control unit 10. These units are interconnected via a bus 17, and communicate various control signals and information.

[0015] In addition to the map locator 4, FIG. 1 also shows a GNSS receiver 21, which is a receiver for a Global Navigation Satellite System (GNSS), and a map DB (Database) 22 in which highly accurate map data is stored. Regarding this embodiment, the vehicle control system 1 may be configured without the map locator 4, the GNSS receiver 21, and the map DB 22. The map locator 4 does not only refer to a locator in the narrow sense used for determining driving routes in autonomous driving, but also includes navigation systems that use GNSS. In other words, it refers to a device that can acquire information on the current position and surrounding intersections.

[0016] The external environment recognition device 3 represents one or more devices having a function for recognizing the external environment of the vehicle 100 and acquiring external environment information. For example, the external environment recognition device 3 is configured with a camera 18 that can capture images of the area ahead of the vehicle 100 within a predetermined field of view, and an image processing unit 19 that performs various processes on images acquired from the camera 18. The external environment recognition device 3 may also include a distance detection unit 20 that can detect the relative distance to an object (such as a person, bicycle, or something that follows a pedestrian traffic light), such as a millimeter-wave radar or LiDER.

[0017] The camera 18 may be a stereo camera or a monocular camera, and is assumed to be a camera that captures images to at least confirm the lighting status of traffic signals and the presence of pedestrians or other people crossing the road.

[0018] Camera 18 has one or more imaging units. The imaging unit is configured with an optical system and an imaging element, and the optical system forms an image of a subject on the imaging surface of the imaging element, and an electrical signal corresponding to the amount of received light is obtained for each pixel. The electrical signal obtained by the imaging unit is then subjected to A / D conversion and predetermined correction processing, and is supplied to image processing unit 19 as a digital image signal (captured image data) representing a luminance value at a predetermined gradation for each pixel.

[0019] The image processing unit 19 is composed of a microcomputer equipped with a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), etc., and performs predetermined image processing related to the recognition of the outside environment of the vehicle based on the captured image data obtained by an imaging unit such as the camera 18.

[0020] The image processing unit 19 performs various image analysis processes based on the captured image data to recognize forward information such as data on three-dimensional objects ahead of the host vehicle and dividing lines (center lines, lane boundaries, etc.). Then, based on this recognition information, etc., the image processing unit 19 detects the road and lane (host vehicle lane) on which the host vehicle is traveling, and objects on the host vehicle lane. For example, the image processing unit 19 detects preceding vehicles traveling ahead of the host vehicle, white line data, guardrails along the road, sidewall data such as curbs, three-dimensional object data such as vehicles, stop lines, traffic signals, railroad crossings, crosswalks, lanes, etc. Depending on the viewing angle, arrangement, etc. of the camera 18, the image processing unit 19 can also detect vehicles traveling parallel to the host vehicle.

[0021] The image processing unit 19 can also recognize surrounding objects and their behavior based on the images captured by the camera 18. For example, it can recognize the speed, acceleration (positive and negative acceleration due to acceleration or deceleration) of a preceding vehicle or a vehicle moving in parallel, changes in the direction of travel, the blinking of turn signal lamps, the lighting state and lighting color of traffic signals, etc.

[0022] The image processing unit 19 calculates the various types of surrounding environment information as described above, for example, for each frame of captured image data, and stores the calculated information in a storage unit or transmits it to the driving control device 2 one by one.

[0023] The driving control device 2 includes one or more processors and one or more storage media storing programs executed by the processors. For example, the driving control device 2 is configured by a microcomputer including a CPU, a ROM, a RAM, etc. The driving control device 2 executes various control processes for driving assistance or autonomous driving based on information obtained from the external environment recognition device 3, the map locator 4, the communication unit 5, and various sensors equipped in the sensor / operator group 16, as well as operation input information.

[0024] The driving control device 2 is connected to each of the control units, which are also configured with a microcomputer, namely, an engine control unit 7, a transmission control unit 8, a brake control unit 9, and a steering control unit 10, via a bus 17, and is capable of mutual data communication with each of these control units. The driving control device 2 issues instructions to the necessary control units among the above control units to execute operations related to driving assistance (driving assistance control) or automatic driving control.

[0025] Examples of driving assistance controls that the driving control device 2 may perform include automatic lane keeping control, autonomous emergency braking (AEB), adaptive cruise control (ACC), automatic lane change control, and overtaking control. Alternatively, the autonomous driving control performed by the driving control device 2 may be level 3 conditional autonomous driving control, level 4 fully autonomous driving control under specific conditions, or level 5 fully autonomous driving control.

[0026] In this embodiment, the driving control device 2 has a function as a safety support processing unit 2a that performs safety support processing in specific situations in addition to the driving support control or automatic driving control. An example of the safety support processing will be described later.

[0027] The communication unit 5 is capable of performing network communication, so-called V2V communication (vehicle-to-vehicle communication), and road-to-vehicle communication. The driving control device 2 can acquire various types of information received by the communication unit 5. The communication unit 5 can also acquire various types of information, such as surrounding environment information about the current location and road information, through network communication such as the Internet.

[0028] The display / sound control unit 6 controls various notifications for the occupants. That is, the display / sound control unit 6 controls the display unit 23 such as a display on the front console of the vehicle 100 and the sound output unit 24 to execute various displays and sound outputs. For example, the display / sound control unit 6 can control the display and sound output for messages, warnings, etc. Specifically, it outputs warnings and the like by the safety support processing described below.

[0029] Sensors and operators 16 collectively represent various sensors and operators provided on vehicle 100. The sensors included in sensors and operators 16 include a vehicle speed sensor 16a that detects the speed of the vehicle itself, an engine rotation speed sensor 16b that detects the rotation speed of the engine, an accelerator opening sensor 16c that detects the accelerator opening from the amount of depression of the accelerator pedal, a steering angle sensor 16d that detects the steering angle, a yaw rate sensor 16e that detects the yaw rate, and a brake switch 16f that is turned on or off depending on whether the brake pedal is operated or not.

[0030] In addition, although not shown, the sensors and operators 16 include an ignition switch for starting / stopping the engine, a turn signal operating lever, and an operator for switching driving modes as an operation related to driving assistance control. These are merely examples, and various other sensors and controls may be provided.

[0031] Various detection signals and operation signals from the sensors and operators 16 are supplied to the necessary parts such as the cruise control device 2, engine control unit 7, transmission control unit 8, brake control unit 9, steering control unit 10, etc.

[0032] The engine control unit 7 controls various actuators provided as engine-related actuators 12 based on instructions from the driving control device 2, detection signals from specified sensors in the sensors and operators 16, and operation input information from the operators. The engine-related actuators 12 include various actuators related to engine driving, such as a throttle actuator that drives a throttle valve and an injector that injects fuel.

[0033] The transmission control unit 8 controls various actuators provided as transmission-related actuators 13 based on instructions from the cruise control device 2, detection signals from predetermined sensors in the sensors and operators 16, operation input information from the operators, etc. As the transmission-related actuators 13, for example, actuators for controlling the shifting of an automatic transmission are provided.

[0034] The brake control unit 9 controls various actuators provided as brake-related actuators 14 based on instructions from the driving control device 2, detection signals from specified sensors in the sensors and operators 16, and operation input information from the operators. The brake-related actuator 14 includes various brake-related actuators, such as a hydraulic pressure control actuator for controlling the output hydraulic pressure from the brake booster to the master cylinder and the hydraulic pressure in the brake fluid pipes.

[0035] The steering control unit 10 calculates the necessary steering torque according to the target steering angle given by the cruise control device 2, for example, and controls the steering-related actuator 15 to realize the necessary automatic steering.

[0036] The map locator 4 is capable of identifying the current position of the vehicle 100 with high accuracy using the GNSS receiver 21 and the map DB 22. For example, the map locator 4 is capable of identifying not only the road on which the vehicle 100 is traveling but also the driving lane.

[0037] <2. Situations in which safety support processing is carried out> A situation in which the driving control device 2 performs safety support processing using the function of the safety support processing unit 2a in this embodiment will be described.

[0038] This safety support process is intended to improve safety at an intersection where an arrow-type traffic light 90 with a left-turn arrow 90L is present, as shown in FIGS. There are various types of intersections, such as crossroads, T-junctions, and five-way intersections, but safety support processing may be activated in any case. Since a T-junction is a typical situation, Figures 2, 3, and 4 use a T-junction as an example.

[0039] 2 shows a T-junction intersection, and an arrow-type traffic light 90 is provided for a lane 93 that ends at the T-junction. It is assumed that a vehicle 100, which is the host vehicle, will enter from the lane 93 that ends at the T-junction. Traffic light 92 is provided for lane 94 where lane 93 meets. It is also assumed that there is a crosswalk 95 for crossing the lane 94, and that the crosswalk 95 is equipped with a traffic light 91 for pedestrians. In other words, this intersection is one where there is a pedestrian traffic light 91 in the left turn direction as seen from lane 93.

[0040] For the sake of explanation, traffic lights that give instructions to pedestrians, such as pedestrian signals and bicycle signals, will be collectively referred to as "traffic lights for pedestrians." Also, "crossing people" refers to people who obey crossing traffic lights, such as pedestrians and cyclists.

[0041] In Figure 2, arrow-type traffic light 90 is red and left-turn arrow 90L is not lit. Vehicle 100 is traveling in lane 93 and is about to enter the intersection. Traffic light 92 on lane 94 is green, pedestrian traffic light 91 is red, and pedestrian 120 is waiting for the light to change.

[0042] 3 shows a state in which the left turn arrow 90L of the arrow-type traffic light 90 is lit, indicating that a left turn is permitted. The pedestrian traffic light 91 remains red. Vehicle 100 is entering the intersection from lane 93 and intends to turn left. The dashed line in front of the vehicle 100 is the field of view of the camera 18, and within this field of view, the vehicle 100 can detect, for example, the lighting status of the arrow-type traffic light 90 and the pedestrian traffic light 91, as well as pedestrians 120 (including those waiting to cross).

[0043] 4 shows a state in which the left turn arrow 90L of the arrow-type traffic light 90 changes from a lit state to a "green" state while the vehicle 100 is turning left. At approximately the same time that the arrow-type traffic light 90 turns "green," the pedestrian traffic light 91 also turns "green." In addition, the traffic light 92 turns "red."

[0044] In this embodiment, safety support processing is performed in situations such as those shown in FIGS. In other words, when vehicle 100 is heading towards an intersection with an arrow-type traffic light 90 and turns left according to the left turn arrow 90L, the pedestrian traffic light 91 changes from "red" to "green" during the left turn. From the perspective of vehicle 100, it appears that while vehicle 100 is turning left according to left turn arrow 90L, pedestrian 120 suddenly begins crossing crosswalk 95.

[0045] In this case, vehicle 100, which has been traveling at a certain speed and has begun to turn left according to left turn arrow 90L, may suddenly see pedestrian traffic light 91 turn green and pedestrian 120 begin to cross the street, potentially creating a dangerous situation. Therefore, the safety support process determines a situation in which a pedestrian 120 appears midway during a turn, and avoids danger. Specifically, it will issue warnings to drivers, and in the case of autonomous vehicles, it will perform driving suppression control. This ensures the safety of the pedestrian 120 in a situation where it is difficult for the driver to focus on other things, such as when turning left in accordance with the left turn arrow 90L.

[0046] <3. Examples of safety support processing> A specific example of the safety support process performed by the driving control device 2 will be described with reference to FIG. The processor (CPU) in the driving control device 2 periodically and repeatedly executes the process shown in FIG. 5, for example, in accordance with a program stored in a storage medium.

[0047] In step S101, the driving control device 2 determines a target intersection. The target intersection includes intersections such as those shown in Fig. 2. In other words, an intersection is determined to be a target intersection if there is an arrow-type traffic light 90 that gives instructions to the vehicle 100 in the direction of travel of the vehicle 100, which is the subject vehicle, and there is a pedestrian traffic light 91 for a pedestrian 120 crossing a lane 94 in the direction of the arrow of the arrow-type traffic light 90.

[0048] The driving control device 2 can determine whether or not such a target intersection exists ahead based on information from the external environment recognition device 3, for example, analysis information from the image processing unit 19 on an image captured by the camera 18. The driving control device 2 may also determine whether or not a target intersection exists ahead based on information from the map locator 4. If it is determined that the intersection is not such a target intersection, the driving control device 2 ends the processing of FIG.

[0049] On the other hand, if it is determined that the intersection is a target intersection, the driving control device 2 proceeds to step S102 and determines whether or not it is currently possible to drive with the left turn arrow 90L in the arrow-type traffic light 90. In other words, it determines whether or not the left turn arrow 90L in the arrow-type traffic light 90 is lit, for example, from analysis information by the image processing unit 19 of the external environment recognition device 3 regarding the image captured by the camera 18. If it is determined that the left turn arrow 90L is currently not lit, the driving control device 2 proceeds to step S110, and ends the processing of Figure 5 because the light has not changed to "green" and it is not the time for the vehicle 100 to proceed.

[0050] If it is determined that the left turn arrow 90L is currently illuminated, the driving control device 2 proceeds from step S102 to step S103. In step S103, the driving control device 2 determines whether or not the vehicle 100 is currently turning left and the pedestrian traffic light 91 is red. The situation in which the vehicle 100 makes a left turn is a situation in which the vehicle 100 is in a lane in which a left turn is possible, or a situation in which the vehicle 100 has actually started to make a left turn in a lane in which a left turn is possible. In this situation, the pedestrian traffic light 91 is issuing a stop command, and this situation is considered to be a situation in which the safety support process is performed. If such a "corresponding situation" does not exist, the driving control device 2 ends the processing of FIG.

[0051] On the other hand, if it is determined that the current situation is "corresponding," the driving control device 2 proceeds to step S104 and determines whether there are any people or cyclists waiting to cross the road in accordance with the pedestrian traffic light 91. This can also be determined based on information from the external environment recognition device 3, for example.

[0052] If there is no person waiting to cross, the driving control device 2 performs the first safety support process in step S105. That is, in this case, the lighting of the left turn arrow 90L of the arrow-type traffic light 90 is detected, and the "red" light of the pedestrian traffic light 91 is detected to the left of it, but no person waiting to cross is detected. However, there is a possibility that the pedestrian traffic light 91 will change to "green" during a left turn.

[0053] Therefore, as a first safety support process, the driving control device 2 notifies the driver of "watch out for changing pedestrian signals" or performs driving suppression control more than when making a normal left turn when in an autonomous driving situation. When the driver is driving, the above notification alerts the driver to be careful of the crosswalk 95 after turning left, thereby attracting the driver's attention. In the case of autonomous driving, speed reduction control or acceleration suppression control is performed as driving suppression control, thereby preventing the vehicle from making a left turn at a relatively high speed and enabling the vehicle to stop even if a pedestrian 120 appears.

[0054] If it is determined in step S104 that there is a person waiting to cross, the driving control device 2 performs a second safety support process in step S106. This is a more powerful safety support process than the first safety support process by detecting a person, bicycle, or the like who is actually trying to cross the street.

[0055] For example, as the second safety support processing, the driving control device 2 also notifies the driver of the presence of pedestrians, etc., which is not done in the first safety support processing, such as "Watch out for changing pedestrian signals - pedestrians present," so that the driver can recognize the pedestrian 120. In addition, the driving control device 2 controls the driver to suppress the acceleration response caused by the accelerator operation. In the case of autonomous driving, stronger driving suppression control is performed by implementing stronger speed reduction control or acceleration suppression control than in the first safety support process. This significantly reduces the left-turn speed, enabling immediate stopping even if a pedestrian starts crossing (i.e., if the pedestrian traffic light 91 turns green before the left turn is completed).

[0056] 5 is repeated while performing the above-described processing in steps S105 and S106 during the left turn, but in the middle of the left turn, the left turn arrow 90L of the arrow-type traffic light 90 may turn off and turn green, as shown in Figures 3 and 4. Naturally, the vehicle 100 may continue turning left, but in anticipation of such a situation, the processing in Figure 5 may proceed from step S102 to step S110.

[0057] In other words, even if it is determined in step S102 that the left turn arrow 90L has been turned off, if it has switched to "green", the driving control device 2 will proceed from step S110 to step S111 and determine whether the pedestrian traffic light 91 is "green". If the pedestrian traffic light 91 is red, the situation for the vehicle 100 is the same as it was immediately before. That is, the vehicle is turning left at the left turn arrow 90L, and the crosswalk 95 is ahead of the left turn. Therefore, the driving control device 2 proceeds from step S104 to step S105 or step S106, and continues the first or second safety support process.

[0058] On the other hand, if the pedestrian traffic light 91 is determined to be "green" in step S111, the driving control device 2 proceeds to step S112, where it continues the first or second safety support processing up to that point, while additionally executing the third safety support processing. Since this is a situation in which the pedestrian 120 starts crossing while making a left turn, the third safety support process may be, for example, a process of issuing a collision warning to the pedestrian 120 earlier than usual. This is because, if a left turn is started when the left turn arrow 90L is lit, the driver may be driving carelessly because the left turn is given priority, and the driver's reaction time may be longer. Even during autonomous driving, the third safety support process may involve controlling the timing of collision avoidance to be earlier, for example, by temporarily increasing the time-to-collision (TTC) control start threshold for collision avoidance brake control.

[0059] By the above-described processing of FIG. 5, when a left turn is made according to the left turn arrow 90L, if a crosswalk 95 is present at the left turn destination, the safety support processing can be appropriately initiated.

[0060] Fig. 6 shows a modified example of the processing of the driving control device 2. Note that the same processing as in Fig. 5 is assigned the same step numbers to avoid redundant explanation.

[0061] In FIG. 6, when the driving control device 2 determines in step S103 that the vehicle is turning left and the pedestrian traffic light 91 is red, which is a "pertinent situation," it determines in step S120 whether the situation is an excluded case. An exception case is a case in which safety support processing is not required. For example, if the current intersection is an intersection in which the pedestrian traffic light 91 at the left turn destination does not turn green during a left turn of the vehicle 100 that started with a left turn arrow 90L, this becomes an exception case.

[0062] For example, in an arrow-type traffic light with omnidirectional arrows, arrows pointing in other directions may also be lit along with the left-turn arrow, and the pedestrian traffic light 91 may be "red." This is the case, including in a crossroads intersection environment, when the "green" lights for both the vehicle and the pedestrian turn off, and the oncoming traffic or crossing vehicles turn "red" to temporarily stop vehicles going in the other direction, allowing the vehicle to proceed along the pedestrian traffic light side. In such a case, the pedestrian traffic light 91 is not considered to turn "green" during a left turn, and is therefore an exception case.

[0063] Furthermore, when considering a driving control device 2 for a general vehicle, even if the vehicle 100 is in the left turn lane at the target intersection and the arrow on the arrow-type traffic light 90 is lit, if it is a yellow arrow for a tram, for example, this may be an excluded case.

[0064] In the United States and other countries, there are traffic lights with a "flashing yellow arrow" that indicate "you can proceed if there are no oncoming vehicles." In this case, it is natural for drivers to exercise caution, so this may be an exception case.

[0065] If the case is not one of these exception cases, the driving control device 2 proceeds from step S120 to step S104, and performs the same processing as in FIG. On the other hand, if the case falls under the exclusion case, the process of Fig. 6 ends from step S120, that is, the first or second safety support process is not performed. This makes it possible to prevent warnings and speed suppression controls from being activated unnecessarily.

[0066] <4. Effects of the embodiment> In the above embodiment, the cruise control device 2 as a control device mounted on a vehicle determines, as a target intersection, an intersection where an arrow-type traffic light 90 that instructs the vehicle 100 exists in the traveling direction of the vehicle 100 and where a pedestrian traffic light 91 for pedestrians crossing a lane 94 in the direction of the arrow of the arrow-type traffic light 90 exists (S101). If the intersection is determined to be a target intersection, the cruise control device 2 determines whether the pedestrian traffic light 91 is issuing a stop instruction and the vehicle 100 is to travel in accordance with the arrow-type traffic light 90 (S102, S103). If the intersection is determined to be a target intersection, the cruise control device 2 executes a first safety support process that includes either a warning control for an occupant or a travel suppression control (S105).

[0067] This can improve the safety of vulnerable road users such as pedestrians and cyclists in situations where it is difficult for drivers to focus their attention on other roads, such as turning left at the arrow of the arrow-type traffic light 90. In particular, when proceeding with a left-turn arrow 90L of an arrow-type traffic light 90, the driver is often conscious of following the left-turn arrow 90L and quickly passing through the intersection. Providing a warning in such a situation is effective in improving safety. In the case of automated driving, performing driving suppression control (control of speed reduction and acceleration limit) is also effective in improving safety. Even in the case of an autonomous vehicle 100, when turning left according to the arrow of the arrow-type traffic light 90, the pedestrian traffic light 91 may turn green in the middle of the left turn, so it can be said that this is a situation that requires precise control. In such a case, performing driving suppression control (speed reduction or acceleration restriction) can contribute to improving safety. Furthermore, the first safety support process is executed when it is determined that the vehicle 100 is traveling in the direction of the arrow on the arrow-type traffic light 90 and the pedestrian traffic light 91 is red, and this first safety support process is not executed frequently. Therefore, warnings and driving restraints are not issued frequently, and smooth driving is not unnecessarily hindered.

[0068] Furthermore, if the driving control device 2 determines in step S103 that the situation is relevant and determines that there is a pedestrian stopped by a pedestrian traffic light 91, it executes a second safety support process which includes either notifying the occupants of the presence of a pedestrian or driving suppression control with a higher degree of suppression than the first safety support process (S106). This allows for strong safety support processing to be executed when there is a pedestrian or the like stopped at a "red" light, that is, when greater safety is required.

[0069] In the embodiment, the arrow-type traffic light 90 is a traffic light that allows the vehicle 100 to turn in a direction that does not cross the path of oncoming vehicles, and the pedestrian traffic light 91 is a traffic light that is different from the arrow-type traffic light and is located in the direction of the turn. In other words, in the case of Japan, the arrow-type traffic light 90 is a traffic light that displays a left-turn arrow, and the pedestrian traffic light 91 is a traffic light (for example, a pedestrian-only traffic light, a bicycle-only traffic light, etc.) for pedestrians who cross the driving lane when the vehicle 100 turns left. When turning left using the arrow on the arrow-type traffic light 90, the pedestrian traffic light 91 may turn green along the way, so it is preferable to perform the first, second, and third safety support processes for such intersections. In countries and regions where the vehicle 100 drives on the right, a turn in a direction that does not cross an oncoming vehicle lane is considered a right turn. In such countries and regions, the first, second, and third safety support processes are performed in a situation where a pedestrian traffic light 91 is located at the right turn destination following the arrow of the arrow-type traffic light 90.

[0070] In the embodiment, the vehicle 100 has been described including a case where the vehicle 100 is an autonomous driving vehicle. In the case of autonomous vehicles, reducing speed or limiting acceleration in appropriate situations can promote safer autonomous driving. Note that an autonomous vehicle refers to a vehicle with autonomous driving at level 3 or above, but it can also be considered an autonomous vehicle in this context to be a vehicle with autonomous driving at level 2 or below, for example, one that uses ACC.

[0071] In the embodiment, the arrow-type traffic light 90 is a traffic light that indicates that the vehicle 100 can proceed in the direction of the arrow by lighting up green in the shape of an arrow. That is, in the case of an arrow-type traffic light 90 for vehicles traveling on public roads, the first, second, and third safety support processes are performed depending on the situation, thereby increasing safety on public roads.

[0072] 5 and 6 described as an embodiment are merely examples. The processing procedure of the control device of the present technology is not limited to the examples of FIGS. 5 and 6, and may be a different procedure. [Explanation of symbols]

[0073] 1. Vehicle control system 2. Driving control device 2a Safety Support Processing Department 3 External environment recognition device 4. Map Locator 6 Display / sound control section 18 Camera 19 Image processing section 20 Distance detection unit 90,92 Traffic lights 91 Pedestrian traffic lights 100 vehicles 120 Pedestrians

Claims

1. A control device mounted on a vehicle, one or more processors; one or more storage media storing a program to be executed by the one or more processors; The program includes one or more instructions: The instructions may cause the one or more processors to: determining, as a target intersection, an intersection where there is an arrow-type traffic light that gives instructions to the vehicle in the traveling direction of the vehicle and where there is a traffic light for pedestrians who are crossing the lane in the direction of the arrow of the arrow-type traffic light; When the intersection is determined to be the target intersection, the system determines whether the pedestrian traffic light is in a stop command and the vehicle is traveling in accordance with the arrow-type traffic light; When it is determined that the situation is as described above, a first safety support process including a warning control for an occupant or a driving suppression control is executed. Control device.

2. The instruction further comprises: the one or more processors; When the situation is determined to be the relevant situation and when it is determined that a pedestrian stopped by the pedestrian traffic light is present, a second safety support process is executed, which includes either a notification of the presence of a pedestrian to the occupant or a driving suppression control with a higher suppression level than the driving suppression control in the first safety support process. The control device according to claim 1 .

3. The arrow-type traffic light is a traffic light that allows the vehicle to turn in a direction that does not cross an oncoming vehicle lane, The pedestrian traffic light is a traffic light separate from the arrow traffic light and is provided in the direction of the turn. The control device according to claim 1 or 2.

4. The vehicle is an autonomous vehicle. The control device according to claim 1 or 2.

5. The arrow-type traffic light is a traffic light that indicates that vehicles can proceed in the direction of the arrow by lighting up green in the shape of an arrow. The control device according to claim 1 or 2.

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