Vehicle light distribution control device

Abstract

To provide a light distribution control device for performing light distribution control that contributes to early recognition of a pedestrian by suppressing improper operation caused by improperly recognizing ambient environment at night by a driver.SOLUTION: A light distribution control device includes a first ambient environment recognition device (11 or the like) for recognizing an ambient environment of a vehicle M and detecting first target information in the recognized ambient environment, an own vehicle position information acquisition device 36a for acquiring vehicle position information, a second ambient environment recognition device (36a, 36b) for acquiring map information of a prescribed range based on the vehicle position information and second target information included in map information based on the vehicle position, a lighting system 39 for radiating illumination light, and a lighting control unit 26 for performing light distribution control of the illumination light from the lighting system. The lighting control unit compares the first target information with the second target information, discriminates a target undetected as the first target information in the second target information, sets the discriminated target as a light distribution candidate target, sets a light distribution priority of the set light distribution candidate target, and performs light distribution control on the basis of the set light distribution priority.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a light distribution control device for a vehicle that performs light distribution control of illumination light emitted from a vehicle lighting device.

Background Art

[0002] Conventionally, in vehicles such as automobiles, in addition to the surrounding environment of the vehicle using various sensing devices, various information such as the steering angle of the steering wheel, map information from a navigation system, or the direction of the driver's face and line of sight is acquired, and based on the acquired various information, the traveling direction of the vehicle and the driver's line of sight are recognized, and according to the recognized information, a light distribution control technology for adjusting and controlling the irradiation range of illumination light emitted from a lighting device such as a headlight has been variously proposed, for example, by Japanese Unexamined Patent Application Publication No. 2010-105880, Japanese Unexamined Patent Application Publication No. 2010-100073, Japanese Unexamined Patent Application Publication No. 2009-73284, Japanese Unexamined Patent Application Publication No. 2006-273092, etc.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Patent Document 3

Patent Document 4

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, the conventional technologies disclosed in the above-mentioned publications primarily focus on light distribution control based on the vehicle's direction of travel and the driver's point of focus. Therefore, no consideration is given to targets that exist in the area surrounding the vehicle (driver) but are outside the vehicle's direction of travel or the driver's point of focus, i.e., targets that are not recognized by the vehicle's driving control system or the driver because they are at night and require illumination from the lighting device.

[0005] Here, landmarks that are not recognized by vehicles (drivers, etc.) at night include, for example, pedestrian crossings near intersections and pedestrians on such crossings, as well as median strips in opposing lanes or intersecting roads.

[0006] Specifically, for example, when a vehicle attempts to turn right at an intersection at night, if there are landmarks such as a median strip on the intersecting road side, and these landmarks are not reliably recognized, there is a possibility that the driver may misinterpret them and steer the vehicle in the wrong direction.

[0007] The object of the present invention is to provide a vehicle light distribution control device that can prevent accidental entry (such as driving against traffic) caused by misoperation resulting from the vehicle's driving control device or the driver misperceiving the surrounding environment at intersections at night, and can also perform light distribution control that can contribute to the early recognition of pedestrians and other objects. [Means for solving the problem]

[0008] To achieve the above objective, a vehicle light distribution control device according to one aspect of the present invention comprises: a first surrounding environment recognition device that recognizes the surrounding environment of a vehicle and detects first target information in the recognized surrounding environment; a vehicle position information acquisition device that acquires the position information of the vehicle; a second surrounding environment recognition device that acquires map information of a predetermined range based on the position information of the vehicle and second target information included in the vehicle position reference map information; a lighting device that emits illumination light; and a lighting control unit that performs light distribution control of the illumination light emitted from the lighting device. The lighting control unit compares the first target information and the second target information to determine targets among the second target information that have not been detected as first target information, sets the determined targets as candidate light distribution targets, sets the light distribution priority of the set candidate light distribution targets, and performs light distribution control based on the set light distribution priority. [Effects of the Invention]

[0009] According to the present invention, it is possible to provide a vehicle light distribution control device that can prevent accidental entry (such as driving against traffic) caused by misoperation resulting from the vehicle's driving control device or the driver misperceiving the surrounding environment at intersections at night, and can also perform light distribution control that can contribute to the early recognition of pedestrians and the like. [Brief explanation of the drawing]

[0010] [Figure 1] Block diagram showing the schematic configuration of a driving control device including a vehicle light distribution control device according to one embodiment of the present invention. [Figure 2] A diagram illustrating the operation of a light distribution control device according to one embodiment of the present invention, illustrating a specific situation when light distribution control is performed. [Figure 3] Flowchart of the light distribution control process by the light distribution control device of one embodiment of the present invention [Figure 4] Flowchart showing the subroutine for the target information comparison process (processing in step S6) in the flowchart of Figure 3. [Modes for carrying out the invention]

[0011] The present invention will be described below with reference to the illustrated embodiments. The drawings used in the following description are schematic, and in order to show each component at a size that can be recognized on the drawing, the dimensional relationships and scales of each component may differ for each component. Therefore, the present invention is not limited to the illustrated forms with respect to the quantity of each component, the shape of each component, the ratio of the sizes of each component, and the relative positional relationships of each component as shown in each drawing.

[0012] In describing the configuration and operation of this embodiment, the road system is illustrated as a left-hand traffic system, where the vehicle lane is on the left side in the direction of travel. However, the configuration and operation of this embodiment can be applied in exactly the same way to a right-hand traffic system by simply reversing the left and right sides.

[0013] First, the schematic configuration of a driving control device including a vehicle light distribution control device according to one embodiment of the present invention will be described below with reference to Figure 1. Figure 1 is a block diagram showing the schematic configuration of a driving control device including a vehicle light distribution control device according to one embodiment of the present invention.

[0014] The basic configuration of the travel control device 1 shown in Figure 1 is substantially the same as that of conventional travel control devices of this type. Therefore, the following explanation will only provide a general overview of the travel control device 1, and a detailed explanation will be omitted.

[0015] The driving control device 1 has a camera unit 10, which is an on-board camera device, fixed to the upper central part of the front of the passenger compartment of the vehicle on which it is installed (hereinafter referred to as "the vehicle").

[0016] The camera unit 10 comprises a stereo camera 11, an image processing unit (IPU) 12, an image recognition unit (image recognition ECU) 13, and a driving control unit (driving ECU) 14.

[0017] The stereo camera 11 is a device that functions as a recognition unit for recognizing the surrounding environment of the vehicle. The stereo camera 11 has a main camera 11a and a sub-camera 11b. These main camera 11a and sub-camera 11b are arranged, for example, at symmetric positions on the left and right sides across the center in the vehicle width direction inside the passenger compartment of the host vehicle, facing forward (the traveling direction).

[0018] The main camera 11a and the sub-camera 11b are constituted by, for example, a CMOS image sensor or the like. These main camera 11a and sub-camera 11b acquire the surrounding environment of a predetermined area in front of the vehicle outside as two images from different viewpoints at a predetermined imaging cycle synchronized with each other, and generate a stereo image. The stereo image data thus generated is output to the IPU 12 as surrounding environment image data (image data representing the surrounding environment during the travel of the host vehicle).

[0019] The IPU 12 receives the surrounding environment image data captured by the stereo camera 11, performs predetermined image processing on the received image data, and detects the edges of various objects such as objects (moving objects, stationary objects, etc.) included and represented on the image when the image data is displayed, as well as lane lines and the like marked on the road surface (hereinafter simply referred to as lane lines and the like). Thereby, the IPU 12 recognizes the objects and lane lines around the vehicle. Then, the IPU 12 obtains distance information from the amount of positional deviation of corresponding edges on the left and right images, and generates image information (distance image information) including the distance information. The distance image information thus generated is output to the image recognition_ECU 13.

[0020] The image recognition ECU 13 determines the road curvature [1 / m] of the dividing line that divides the left and right of the driving road (the host vehicle driving road) on which the host vehicle travels and the width between the left and right dividing lines (lane width) based on the distance image information received from the IPU 12 and the like. Various methods for obtaining this road curvature and lane width are known. For example, the image recognition ECU 13 recognizes the left and right dividing lines by binarization processing based on the luminance difference according to the road curvature from the surrounding environment information, and obtains the curvature of the left and right dividing lines for each predetermined section by a curve approximation formula using the least squares method or the like. Further, the image recognition ECU 13 calculates the lane width from the difference in the curvature of the left and right dividing lines. Then, the image recognition ECU 13 calculates the host vehicle lateral position deviation and the like, which is the distance from the center of the lane to the center in the vehicle width direction of the host vehicle, based on the curvature of the left and right dividing lines and the lane width.

[0021] In addition, the image recognition ECU 13 performs predetermined pattern matching or the like on the distance image information, and recognizes three-dimensional objects such as stationary objects such as guardrails and curbstones extending along the road, and moving objects moving around the vehicle (for example, oncoming other vehicles, other vehicles turning right or left ahead, following other vehicles ahead, etc., and also including moving bodies such as bicycles and pedestrians).

[0022] Here, in the recognition of three-dimensional objects by the image recognition ECU 13, for example, recognition is performed on the type of the three-dimensional object, the height of the three-dimensional object, the distance to the three-dimensional object, the speed of the three-dimensional object, the relative speed between the three-dimensional object and the host vehicle, and the relative distance between the three-dimensional objects (for example, the lateral distance between a curbstone at the road edge and a dividing line in the vicinity thereof).

[0023] As described above, the image recognition ECU 13 in the driving control device 1 functions as a first surrounding environment recognition device that recognizes the first surrounding environment around the vehicle together with the stereo camera 11 and the IPU 12. And these various pieces of information recognized by the image recognition ECU 13 are the first surrounding environment information and are output to the driving ECU 14 as the first target information.

[0024] The Driving ECU 14 is a control unit for the overall control of the Driving Control Device 1. Various control units, including the Cockpit Control Unit (CP_ECU) 21, Engine Control Unit (E / G_ECU) 22, Transmission Control Unit (T / M_ECU) 23, Brake Control Unit (BK_ECU) 24, Power Steering Control Unit (PS_ECU) 25, and Lighting Control Unit (LT_ECU) 26, are connected to the Driving ECU 14 via an in-vehicle communication line such as CAN (Controller Area Network).

[0025] Furthermore, the driving ECU14 is connected to various sensors, including a locator unit 36, an on-board radar device 37, a rear sensor 38, and others.

[0026] The CP_ECU21 is connected to a Human-Machine Interface (HMI)31, which is located around the driver's seat. The HMI31 consists of, for example, switches for instructing the execution of various driver assistance controls, a mode switch for switching driving modes, a steering touch sensor for detecting the driver's steering state, a driver monitoring system (DMS) for detecting the driver's facial recognition and gaze, a touch panel display, a combination meter, a speaker, and the like.

[0027] When CP_ECU21 receives control signals from Driving_ECU14, it appropriately notifies the driver of various information such as the status of various warnings and driving assistance controls for preceding vehicles, and the surrounding environment of the vehicle, through displays and voice prompts via HMI31. In addition, CP_ECU21 outputs various input information, such as the on / off operation status of various driving assistance controls, input by the driver via HMI31, to Driving_ECU14.

[0028] The output side of the E / G_ECU22 is connected to the throttle actuator 32 of the electronically controlled throttle, etc. Various sensors, such as an accelerator sensor (not shown), are connected to the input side of the E / G_ECU22.

[0029] The E / G_ECU22 controls the throttle actuator 32 based on control signals from the Driving_ECU14 or detection signals from various sensors. This allows the E / G_ECU22 to adjust the amount of intake air for the engine and generate the desired engine output. The E / G_ECU22 also outputs signals such as the accelerator opening angle detected by the various sensors to the Driving_ECU14.

[0030] The hydraulic control circuit 33 is connected to the output side of the T / M_ECU23. Various sensors, such as a shift position sensor (not shown), are connected to the input side of the T / M_ECU23.

[0031] The T / M_ECU23 controls the hydraulic pressure of the hydraulic control circuit 33 based on the engine torque signal estimated by the E / G_ECU22 and detection signals from various sensors. This allows the T / M_ECU23 to operate friction engagement elements and pulleys in the automatic transmission, shifting the engine output to the desired gear ratio. The T / M_ECU23 also outputs signals such as the shift position detected by various sensors to the Driving_ECU14.

[0032] The output side of the BK_ECU24 is connected to brake actuators 34, which adjust the brake fluid pressure output to the brake wheel cylinders located on each wheel. The input side of the BK_ECU24 is connected to various sensors, including a brake pedal sensor, yaw rate sensor, longitudinal acceleration sensor, and vehicle speed sensor (not shown).

[0033] The BK_ECU24 controls the brake actuator 34 based on control signals from the Driving_ECU14 or detection signals from various sensors. This allows the BK_ECU24 to appropriately generate braking force on each wheel for forced braking control and yaw rate control of the vehicle. The BK_ECU24 also outputs signals such as brake operation status, yaw rate, longitudinal acceleration, and vehicle speed (vehicle speed) detected by various sensors to the Driving_ECU14.

[0034] The output side of the PS_ECU25 is connected to an electric power steering motor 35, which applies steering torque to the steering mechanism through the motor's rotational force. Various sensors, such as a steering torque sensor and a steering angle sensor, are connected to the input side of the PS_ECU25.

[0035] The PS_ECU25 controls the electric power steering motor 35 based on control signals from the driving_ECU14 or detection signals from various sensors. This causes the PS_ECU25 to generate steering torque for the steering mechanism. The PS_ECU25 also outputs signals such as steering torque and steering angle detected by the various sensors to the driving_ECU14.

[0036] The LT_ECU26 is connected to a lighting device 39. The lighting device 39 consists of various types of lights mounted on the vehicle, such as lighting lamps, signal lights, indicator lights, etc. Here, lighting lamps include, for example, headlights, fog lights, side lights, license plate lights, reverse lights, interior lights, etc. Signal lights include turn signals, stop lights, taillights, parking lights, side marker lights, etc. Indicator lights include indicator lights for instruments, switches, air conditioning, audio equipment, etc. The lighting device 39 may also include actuators (not shown) that mechanically drive some of the lighting lamps (for example, headlights, fog lights, side lights, etc.) for light distribution control.

[0037] The LT_ECU26 receives control signals from the Driving_ECU14 and controls the operation of the lighting device 39. In this case, the LT_ECU26 performs mechanical or electrical drive control of the lighting lights (e.g., headlights, fog lights, side lights, etc.) included in the lighting device 39 that emit illumination light outwards (mainly forward) of the vehicle, in order to perform desired light distribution control. Thus, the LT_ECU26 and the lighting device 39, together with the Driving_ECU14, constitute the light distribution control device 40 of this embodiment.

[0038] In this case, the light distribution control is performed using well-known configurations and control techniques for the lighting device 39. One example of the configuration of the lighting device 39 is that it is equipped with an actuator that rotates the lighting lamp, etc., by a desired angle in the lateral direction (left-right direction) with respect to the direction of vehicle travel. This configuration allows the direction of illumination of the light emitted from the lighting lamp, etc., to be changed as appropriate.

[0039] Another example of the configuration of the lighting device 39 is to include, for example, a shade that shields a portion of the illumination light and an actuator that drives the shade at a predetermined timing as appropriate. This configuration allows for covering a portion of the light emitted from a lamp or the like, thereby changing the light distribution characteristics.

[0040] Further examples of different configurations of the lighting device 39 include, for example, a configuration that has multiple light sources and allows the distribution of light to be arbitrarily changed to a desired illumination range by individually controlling the lighting state of each light source.

[0041] The configuration example of the light distribution control device 40 of this embodiment is one of the above-described configuration examples, or a combination of two or more of them.

[0042] Furthermore, the light distribution control is not limited to the control of the headlights alone. It may also be a system in which, in addition to the headlights, auxiliary lighting (such as fog lights or side lights) is provided, and the lighting of these auxiliary lights is controlled at predetermined timings in addition to the lighting control of the headlights.

[0043] Thus, light distribution control involves adjusting the irradiation angle and diffusion conditions of the illumination light from the illumination light source in the lighting device 39, or appropriately driving multiple illumination lights, so that the illumination light can be effectively directed toward targets around the vehicle.

[0044] The locator unit 36 ​​is comprised of a GNSS sensor 36a and a high-precision road map database 36b (hereinafter referred to as the road map DB36b), etc.

[0045] The GNSS sensor 36a determines the vehicle's position (latitude, longitude, altitude, etc.) by receiving positioning signals transmitted from multiple positioning satellites. This allows the GNSS sensor 36a to acquire the vehicle's position information.

[0046] The road map DB36b is constructed by storing high-precision road map information (local dynamic map) on a large-capacity storage medium such as an HDD (Hard Disk Drive) or SSD (Solid State Drive). This high-precision road map information has a layered structure similar to a global dynamic map provided on, for example, a cloud server (not shown). In other words, the road map information has four layers of information: static and quasi-static information that mainly constitutes road information, and quasi-dynamic and dynamic information that mainly constitute traffic information.

[0047] Static information consists of information that requires updates over relatively long periods, such as monthly, including roads, road structures, lane information, road surface information, and permanent regulatory information.

[0048] Specifically, this includes, for example, the type of road (general road, expressway, etc.), road shape, left and right lane markings (e.g., center line, outer line, lane boundary line, median strip, etc.), exits of expressways and bypasses, the length of entrances and exits (start and end positions) of branching and merging lanes leading to junctions, service areas, parking areas, etc., as well as road signs, road surface markings (stop lines, pedestrian crossings, direction indicators, etc.), and other largely fixed, static location information.

[0049] Quasi-static information consists of information that requires relatively short update intervals, such as on an hourly basis, including traffic congestion information, traffic restrictions due to accidents, road construction, events, wide-area weather information, and traffic congestion forecasts.

[0050] Semi-dynamic information consists of information that requires frequent updates, such as every minute, including actual traffic congestion and traffic restrictions at the time of observation, temporary traffic obstructions such as fallen objects and obstacles, actual accident conditions, and local weather information.

[0051] Dynamic information consists of information that requires updates at extremely short intervals, such as in seconds, including information transmitted and exchanged between moving objects, information on currently displayed traffic signals, information on pedestrians and motorcyclists in intersections, and information on vehicles proceeding straight through intersections.

[0052] This road map DB36b contains lane data necessary for autonomous driving, including lane width data, lane center position coordinate data, lane direction angle data, and speed limit data. This lane data is stored at intervals of several meters for each lane on the road map.

[0053] The road map DB36b outputs to the driving_ECU14, for example, second surrounding environment information (second landmark information) included in the road map information for a set range based on the vehicle's position determined by the GNSS sensor 36a, based on a request signal from the driving_ECU14.

[0054] Thus, in the driving control device 1, the road map DB36b functions as a second surrounding environment recognition device that recognizes a second surrounding environment around the vehicle, together with the GNSS sensor 36a. The information acquired by the GNSS sensor 36a and the road map DB36b is then sent to the image recognition ECU 13 as second surrounding environment information and second target information.

[0055] The vehicle-mounted radar system 37 is composed of multiple sensors, such as millimeter-wave radars. Here, the millimeter-wave radars, which are multiple sensors, detect three-dimensional objects such as pedestrians and other vehicles, as well as structures installed at the edge of the road (for example, the shoulder edge) (for example, curbs, guardrails, building walls, planted trees, etc.) by receiving and analyzing reflected waves from objects in response to the emitted radio waves. Furthermore, each millimeter-wave radar also detects three-dimensional obstacles present on the road. In this case, each radar detects specific information about the three-dimensional object, such as the width of the object, the position of a representative point of the object (relative position and relative distance from the vehicle), and the relative speed.

[0056] In Figure 1, one example of the configuration of the in-vehicle radar device 37 is shown, which consists of, for example, four sensors (left front side sensor 37lf, right front side sensor 37rf, left rear side sensor 37lr, and right rear side sensor 37rr).

[0057] Of these four sensors, the left front side sensor 37lf and the right front side sensor 37rf are, for example, located on the left and right sides of the front bumper, respectively. The left front side sensor 37lf and the right front side sensor 37rf detect three-dimensional objects in the diagonally forward and lateral areas of the vehicle that are difficult to recognize with the image from the stereo camera 11, as a third type of surrounding environment information.

[0058] Furthermore, the left rear side sensor 37lr and the right rear side sensor 37rr are, for example, located on the left and right sides of the rear bumper, respectively. The left rear side sensor 37lr and the right rear side sensor 37rr detect three-dimensional objects in the diagonal lateral and rear areas of the vehicle that are difficult to recognize with the left front side sensor 37lf and the right front side sensor 37rf, as a third type of surrounding environment information.

[0059] Thus, the on-board radar device 37 in the driving control device 1 functions as a third surrounding environment recognition device that recognizes a third surrounding environment around the vehicle. The information acquired by the on-board radar device 37 is then sent to the image recognition ECU 13.

[0060] The rear sensor 38 is composed of, for example, a sonar device. This rear sensor 38 is, for example, located on the rear bumper. The rear sensor 38 detects three-dimensional objects in the area behind the vehicle that are difficult to recognize with the left rear side sensor 37lr and the right rear side sensor 37rr, as a fourth type of surrounding environment information.

[0061] Thus, the rear sensor 38 in the driving control device 1 functions as a fourth surrounding environment recognition device that recognizes a fourth surrounding environment around the vehicle. The information acquired by the rear sensor 38 is then sent to the image recognition ECU 13.

[0062] Furthermore, the coordinates of each external object included in the first ambient environment information recognized by the camera unit 10 including the image recognition ECU 13, the second ambient environment information recognized by the locator unit 36, the third ambient environment information recognized by the on-board radar device 37, and the fourth ambient environment information recognized by the rear sensor 38 are all converted into coordinates in a three-dimensional coordinate system with the center of the vehicle as the origin by the driving ECU 14.

[0063] The driving ECU14 has several driving modes: a manual driving mode, a first driving control mode and a second driving control mode, and a stow mode. These driving modes can be selectively switched in the driving ECU14 based on, for example, the operation status of the mode switching switch provided on the HMI31.

[0064] Furthermore, in each of the above-mentioned driving modes, if the driving ECU14 detects obstacles such as preceding vehicles or three-dimensional objects like fallen objects on the road that are likely to collide with the vehicle, it will determine whether or not to perform obstacle avoidance control accompanied by emergency braking (AEB (Autonomous Emergency Braking): collision damage mitigation braking) control or emergency steering control, and will perform the predetermined control as appropriate.

[0065] Furthermore, all or part of the locator unit 36, image recognition ECU 13, driving ECU 14, CP ECU 21, E / G ECU 22, T / M ECU 23, BK ECU 24, PS ECU 25, etc., are composed of a processor that includes hardware.

[0066] Here, the processor is composed of a well-known configuration including, for example, a central processing unit (CPU), RAM (Random Access Memory), ROM (Read Only Memory), non-volatile memory, non-volatile storage, and non-transitory computer-readable medium, as well as its peripheral devices.

[0067] ROM, non-volatile memory, and non-volatile storage devices pre-store software programs executed by the CPU, as well as fixed data such as data tables. The CPU reads the software programs stored in ROM, loads them into RAM, and executes them. The software programs then refer to various data as appropriate, thereby realizing the functions of each of the above-mentioned components and units (13, 14, 21-25, 36).

[0068] Furthermore, the processor may be composed of semiconductor chips such as FPGAs (Field Programmable Gate Arrays). Also, each of the above components and components (13, 14, 21~25, 36), etc., may be composed of electronic circuits.

[0069] Furthermore, the software program may be recorded in whole or in part as a computer program product on portable disc media such as flexible disks, CD-ROMs, and DVD-ROMs, or on non-transitory computer-readable media such as card-type memory, HDDs (Hard Disk Drives), and SSDs (Solid State Drives).

[0070] Furthermore, as the first ambient environment recognition device, a monocular camera may be used instead of (or in addition to) the stereo camera 11 included in the camera unit 10. Also, a LiDAR (Light Detection and Ranging) or the like may be used instead of (or in addition to) the on-board radar device 37.

[0071] The operation of the light distribution control device of this embodiment, which is included in the driving control device 1 configured in this way, will be described below. Figures 2 to 4 are diagrams illustrating the operation of the light distribution control device of one embodiment of the present invention. Of these, Figure 2 is a diagram illustrating a specific situation when light distribution control is performed. Figure 3 is a flowchart of the light distribution control process by the light distribution control device of one embodiment of the present invention. Figure 4 is a flowchart of the subroutine for the target information comparison process (processing in step S6) in the flowchart of Figure 3.

[0072] First, the symbols used in Figure 2 will be explained below. In Figure 2, symbols M1 and M2 indicate the vehicle equipped with the driving control device 1, which includes the light distribution control device 40 of this embodiment. Of these, symbol M1 indicates the vehicle while it is traveling before entering an intersection. Symbol M2 indicates the vehicle while it is waiting to turn right after entering an intersection.

[0073] In the following explanation, regardless of the situational position (M1, M2) in Figure 2, the symbol M may be used to refer to the vehicle itself, and it may be referred to as "vehicle M".

[0074] Furthermore, the situation shown in Figure 2 should be considered as a nighttime scenario where, for example, a vehicle requires the use of headlights or other lighting devices after sunset.

[0075] In Figure 2, the symbol T indicates another vehicle traveling around the vehicle M. The other vehicle T shown in Figure 2 is exemplified as, for example, another vehicle traveling straight in the oncoming lane.

[0076] In Figure 2, the symbol H indicates a pedestrian present around the vehicle M. The pedestrian H shown in Figure 2 is exemplified as a pedestrian present on a crosswalk in the path of the vehicle M as it makes a right turn.

[0077] In Figure 2, the symbol 100 indicates an intersection on a road where the vehicle M and other vehicles T are traveling. This intersection 100 is formed by the intersection of two straight roads 100A and 100B.

[0078] The straight road 100A consists of lane 101 (hereinafter referred to as "own lane 101") in which the vehicle M is traveling, and lane 102 (hereinafter referred to as "opposing lane 102") that faces the oncoming lane 101. Furthermore, near intersection 100, the oncoming lane 101 consists of a right-turn-only lane 101a and a straight-ahead and left-turn-only lane 101b.

[0079] The situation shown in Figure 2 is that of the vehicle M1 traveling in the right-turn-only lane 101a at a position (M1) just before intersection 100, and that of the vehicle M2 waiting to turn right at a position (M2) on the extension of the right-turn-only lane 101a after the vehicle M has entered intersection 100.

[0080] The straight road 100B (hereinafter referred to as the intersecting road 100B) that intersects the straight road 100A (hereinafter simply referred to as straight road 100A), which includes the current lane 101, is shown as a two-lane road consisting of lanes 103 and 104. Here, lane 103 is the lane that the current vehicle M intends to proceed in after turning right from the position indicated by the symbol M2 in Figure 2. Lane 104 is the opposing lane to lane 103. This lane 104 also has the same structure as the current lane 101 (having a lane exclusively for right turns and lanes for going straight and turning left).

[0081] Furthermore, on the side of the intersecting road 100B, a median strip 107 (shown by cross-hatching) is provided at the boundary between lane 103 and lane 104.

[0082] Furthermore, in Figure 2, reference numeral 105 indicates a sidewalk. Also, reference numerals 106A and 106B in Figure 2 indicate pedestrian crossings. Of these, pedestrian crossing 106A is a pedestrian crossing that crosses the straight road 101A which includes the current lane 101. Pedestrian crossing 106B is a pedestrian crossing that crosses the intersecting road 101B.

[0083] Next, the situation when the light distribution control by the light distribution control device 40 of this embodiment is executed will be briefly described below with reference to Figure 2.

[0084] Consider a situation where a vehicle M equipped with a driving control device 1 including the light distribution control device 40 of this embodiment is driving at night near an intersection 100 as shown in Figure 2. At this time, the vehicle M is driving with the illumination light from the lighting device 39 shining on it.

[0085] Here, we assume that vehicle M, traveling towards intersection 100 as shown in Figure 2, is planning to turn right at intersection 100. At this time, we assume that another vehicle T is traveling in the opposite lane 102 towards intersection 100.

[0086] In this case, vehicle M enters the right-turn-only lane 101a before intersection 100 (see symbol M1 in Figure 2). At this point, vehicle M controls the light distribution of the illumination from the lighting device 39 (e.g., headlights) so that it illuminates the area indicated by symbol L1 in Figure 2. The illumination area L1 at this time is controlled by recognizing oncoming vehicles T on the oncoming lane 102 side, thereby reducing the illumination range toward the oncoming lane 102. Such light distribution control is achieved by well-known technology.

[0087] After entering the intersection 100 in this state, vehicle M stops temporarily at a designated position within the intersection 100 (see symbol M2 in Figure 2) and waits to turn right. When vehicle M is at position M2 in Figure 2, the illumination range L1 of vehicle M's lighting device 39 is assumed to remain the same as when vehicle M is at position M1.

[0088] In the situation shown in Figure 2, the illumination range L1 of the vehicle M at position M2 illuminates only a small part of the pedestrian crossing 106B, for example, but it is considered that the illumination light is not sufficiently reaching the area mainly to the right of the vehicle M, that is, the area in the direction in which the vehicle M is about to proceed.

[0089] In this case, objects present in the area in that direction (the direction of travel of the vehicle M) (for example, the median strip 107, the pedestrian crossing 106B, and pedestrians H on the pedestrian crossing 106B) may not be detected by the first surrounding environment recognition device (11, 12, 13).

[0090] Therefore, under these circumstances, the light distribution control device 40 of this embodiment refers to the second target information recognized by the second ambient environment recognition device (36a, 36b) to determine targets that may not have been detected by the first ambient environment recognition device (11, 12, 13). Then, it performs light distribution control to irradiate the area containing the determined target with illumination light. The resulting additional irradiation range is indicated by the reference numeral L2 in Figure 2.

[0091] As mentioned above, here we have given specific examples of targets that may be recognized by the second surrounding environment recognition device (36a, 36b) but not detected by the first surrounding environment recognition device (11, 12, 13), such as the pedestrian crossing 106B and the median strip 107 located in the direction of travel of the vehicle M (to the right and slightly forward or to the right). However, the target is not limited to these. The target may be any other object.

[0092] Under these circumstances, the details of the light distribution control process performed by the light distribution control device 40 of this embodiment will be explained below using flowcharts in Figures 3 and 4.

[0093] Assume that the vehicle M, equipped with the driving control device 1 including the light distribution control device 40 of this embodiment, is driving under the conditions shown in Figure 2 above. While the vehicle M is driving, the vehicle M's driving control device 1 continuously performs recognition processing of the surrounding environment of the vehicle M using various sensor devices.

[0094] First, in step S1 of Figure 3, the driving control device 1 uses a first surrounding environment recognition device, namely a camera unit 10 including a stereo camera 11, an IPU 12, and an image recognition ECU 13, to recognize the first surrounding environment around its own vehicle M and acquire first target information.

[0095] Here, the first target information is assumed to be a three-dimensional object that exists around the vehicle M (mainly in front of it) and can be recognized in the image captured by the stereo camera 11. Specifically, this could include stationary objects such as road structures (guardrails, curbs, median strips, pedestrian crossings, etc.) or moving objects such as vehicles, bicycles, and pedestrians moving on the road.

[0096] At this point, if the driving control device 1 of the vehicle M, which is currently in motion, recognizes, for example, another vehicle in the oncoming lane, the light distribution control device 40 will execute a well-known light distribution control that takes the oncoming vehicle into consideration. In the example shown in Figure 2, it is assumed that the vehicle M has already executed a well-known light distribution control that takes into consideration another vehicle T (or another vehicle not shown that was recognized earlier). In the example shown in Figure 2, it is assumed that light distribution control is being executed that sets the illumination range of the headlights of the vehicle M to a light distribution pattern as shown by symbol L1.

[0097] Next, in step S2, the driving control device 1 acquires the position information (latitude, longitude, altitude, etc.) of its own vehicle M, which has been determined by the GNSS sensor 36a (second surrounding environment recognition device).

[0098] Next, in step S3, the driving control device 1 acquires map information based on the vehicle's position from the road map DB36b (second surrounding environment recognition device) based on the vehicle's position information acquired in the process of step S2 described above. At the same time, it acquires the second surrounding environment information (second landmark information) included in the acquired map information based on the vehicle's position.

[0099] Here, the second type of landmark information refers to three-dimensional objects that exist around (mainly in front of) the vehicle M and are included in the map information. Specifically, this includes stationary objects such as road structures (guardrails, curbs, median strips, pedestrian crossings, etc.) and moving objects such as vehicles, bicycles, and pedestrians moving on the road. Note that dynamic information such as vehicles, bicycles, and pedestrians may not be included in the map information.

[0100] Next, in step S4, the driving control device 1 checks whether or not an intersection 100 exists in front of the vehicle M based on acquired map information (acquired by the second surrounding environment recognition device) or acquired image information (acquired by the first surrounding environment recognition device). If it is confirmed that an intersection 100 exists in front of the vehicle M, the process proceeds to the next step S5. If an intersection 100 does not exist in front of the vehicle M, the process returns to step S1 and the same process is repeated thereafter.

[0101] In step S5, the driving control device 1 checks whether the vehicle M will turn right or left at the intersection 100 confirmed in step S4. Here, the check to see whether the vehicle M will turn right or left can be done, for example, by checking the status of the vehicle M's turn signal.

[0102] Furthermore, there are cases where the driver has pre-set a driving route to their destination on a road map using a navigation system or similar device. In such cases, the driver can confirm the direction of travel (whether to turn right or left, or go straight) at the intersection 100 identified ahead by comparing the driving route set on the road map with the map information based on the vehicle's position.

[0103] Furthermore, by confirming, for example, that vehicle M has entered the right-turn-only lane 101a, it can be confirmed that vehicle M is attempting to make a right turn at intersection 100.

[0104] If it is confirmed in step S5 that the vehicle M will make a right or left turn, the process proceeds to the next step, S6.

[0105] On the other hand, if vehicle M proceeds straight through the intersection 100 ahead, where it has been spotted, without making a right or left turn, a loop process is performed that returns to the process in step S1 described above. In this case, vehicle M, which is traveling straight, only needs to maintain its current light distribution control, and it is determined that there is no need to change the light distribution control. Therefore, if it is determined that vehicle M will proceed straight through the intersection 100, a loop process is performed that returns to the process in step S1 as described above.

[0106] In step S6, the driving control device 1 performs a target information comparison process that compares the recognized and detected first target information with the recognized second target information. This target information comparison process determines whether or not the multiple second target information recognized by the second surrounding environment recognition device (36a, 36b) has been detected by the first surrounding environment recognition device (11, 12, 13).

[0107] In general, when driving at night, the illumination range of the lighting device 39 is limited, so it is not always the case that all of the multiple second target information (i.e., targets that can definitely exist) included in the map information based on the vehicle's position are detected by the first surrounding environment recognition device (11, 12, 13).

[0108] Therefore, the driving control device 1 performs a target information comparison process to identify targets that should exist and be recognized as second target information but have not been detected as first target information, by comparing the first target information actually detected by the first surrounding environment recognition device (11, 12, 13) with the recognized second target information. The details of this target information comparison process are explained below with reference to the flowchart in Figure 4.

[0109] First, in step S11 of Figure 4, the driving control device 1 checks whether a first target information that matches a predetermined second target information has been detected among a plurality of recognized second target information.

[0110] If no first target information matching the recognized second target information is detected, the process proceeds to step S12. If first target information matching the recognized second target information is detected, the process proceeds to step S13.

[0111] In the next step, S12, the driving control device 1 sets the target information identified in the process of step S11 as a candidate target for light distribution. Here, a candidate target for light distribution is simply a candidate target that will be the target of the light distribution control to be performed in a later stage. After that, the process proceeds to step S13.

[0112] In step S13, the driving control device 1 checks whether the verification of all targets in the recognized second target information has been completed. If the verification of all objects in the recognized second target information has not been completed, the process returns to step S11 and the same process is repeated thereafter. If the verification of all objects in the recognized second target information has been completed, the process returns to the original process (return) and proceeds to step S7 in Figure 3.

[0113] In the above explanation, step S13 assumes that all targets in the recognized second target information are checked, but this is not the only option. For example, if step S5 in Figure 3 confirms that the vehicle M is about to turn right, then the targets in the area slightly to the left of the front of the vehicle M and the area to the left are not necessarily required information. Therefore, in step S13, depending on the direction of travel of the vehicle M, it is sufficient to check at least the necessary target information from all the targets in the recognized second target information. Specifically, for example, if the vehicle M is about to turn right, it is sufficient to check the second target information mainly in the area slightly to the right of the front of the vehicle M and the area to the right.

[0114] Returning to Figure 3, in step S7, the driving control device 1 sets the priority of the light distribution candidates set in the process of step S12 described above. The reason for setting priority to the light distribution candidates is as follows: It is difficult to illuminate all of the targets that have been recognized by the second surrounding environment recognition device (36a, 36b) but have not been detected by the first surrounding environment recognition device (11, 12, 13) with illumination light. Furthermore, it is not necessarily required to make all undetected targets recognizable.

[0115] Therefore, when performing light distribution control, it is sufficient to target only the necessary areas among the regions that include undetected targets. To this end, the light distribution control device 40 of this embodiment sets a priority for the identified light distribution candidates, and targets the region that mainly includes targets with high priority for light distribution control.

[0116] The priority of the light distribution candidates for this purpose is set as follows. For example, consider the situation shown in Figure 2, namely, when vehicle M is about to turn right at intersection 100 at night.

[0117] As shown in Figure 2, vehicle M is stopped at a predetermined position M2 within intersection 100, waiting to turn right. Under normal circumstances, the vehicle's lighting device 39 emits light mainly forward. In addition, depending on the surrounding conditions prior to vehicle M entering intersection 100, a predetermined light distribution control may already be in place.

[0118] For example, if light distribution control that takes into account oncoming vehicles is continuously performed before the vehicle M enters the intersection 100, the light distribution control may be such that it illuminates the illumination range L1 shown in Figure 2.

[0119] The following is a specific example of this light distribution pattern. For instance, for a vehicle M traveling on a road with a left-hand traffic system, oncoming vehicles pass to the right. To suppress glare and dazzling to these oncoming vehicles, vehicle M controls the light distribution of the headlights in the lighting device 39, for example, by suppressing light distribution to the front right. This results in the illumination range L1 shown in Figure 2.

[0120] Generally, the first target information that can actually be detected by the first surrounding environment recognition device (11, 12, 13) of the vehicle M during nighttime driving is almost entirely limited to the illumination range L1 provided by the lighting device 39. At the same time, the visibility range that can be seen by the driver of the vehicle M is also almost entirely limited to the same illumination range L1.

[0121] Therefore, it is not possible to detect all of the various objects actually present around the vehicle M by the first surrounding environment recognition device (11, 12, 13). In particular, at night, it tends to be difficult to detect objects located in areas outside the illumination range of the vehicle M's headlights.

[0122] For example, in the situation shown in Figure 2, most of the pedestrian crossing 106B, the pedestrian H walking on the pedestrian crossing 106B, and the median strip 107 on the intersecting road 100B are outside the illumination range L1. Therefore, they may not be detected by the first surrounding environment recognition device (11, 12, 13) (or may not be visible to the driver).

[0123] Thus, when a target that has not been detected by the first surrounding environment recognition device (11, 12, 13) (or has not been seen by the driver) is considered as a candidate for light distribution, the priority is set according to, for example, the direction of travel of the vehicle.

[0124] Specifically, for example, when a vehicle is about to turn right at an intersection, it is desirable that the surrounding environment (including landmarks, etc.) in the area to the right and to the front, in addition to the area directly in front, be understood.

[0125] Therefore, when turning right, a higher priority is set for landmarks located in the area slightly to the right of the front and in the area to the right. On the other hand, when turning right, a lower priority may be set for landmarks in the area slightly to the left and in the area to the left. Furthermore, regarding the priority of each landmark, for example, pedestrian crossings and median strips may be set to a higher priority.

[0126] Here, for example, there is a possibility that pedestrians or other persons may be present at the crosswalk. In particular, a crosswalk located in the area to the right of a vehicle turning right is located on the path the vehicle will travel after turning right. In the example in Figure 2, this corresponds to crosswalk 106B relative to the vehicle at position M2 while waiting to turn right.

[0127] Generally, pedestrians and other similar individuals are dynamic information and may not be included in map information. However, if, for example, a crosswalk 106B can be illuminated, then it is also possible to illuminate pedestrians H that may be present on that crosswalk 106B. For this reason, crosswalks 106B in the right-leaning and right-leaning regions are treated as high-priority locations.

[0128] Furthermore, for example, the median strip 107 on the side of intersecting road 100B may be mistakenly identified as a curb or other object (not shown) on the side of intersecting road 101B. As shown in Figure 2, at night, if the median strip 107 on the side of intersecting road 100B is not clearly included in the illumination range L1 and is not detected by the first surrounding environment recognition device (11, 12, 13) (or is not visible to the driver), the vehicle M (driver) may mistakenly identify the lane 104 on the side of intersecting road 100B as the road to proceed after turning right. For this reason, median strips 107 located in the right-leaning area and the right-side area are treated as having high priority.

[0129] Incidentally, in the intersection 100 shown in Figure 2, the presence of traffic lights is not specifically illustrated. However, for example, if the traffic light for vehicle M is green when intersection 100 is confirmed ahead, there is little need to recognize stop lines and other landmarks as first and second landmark information. In particular, if vehicle M is going straight through intersection 100 and the traffic light for vehicle M is green, the necessity of recognizing stop lines and other landmarks becomes even lower. Therefore, in this case, landmark information such as stop lines is given a low priority.

[0130] On the other hand, if the traffic light for the vehicle M is red, it is necessary to recognize stop lines, etc. However, when normal light distribution control is being performed, it is thought that the illumination range is such that stop lines and other targets appearing ahead can be detected or recognized by both the first surrounding environment recognition device (11, 12, 13) and the second surrounding environment recognition device (36a, 36b) without any special changes to the light distribution control. However, in this case, if the stop line, etc. is not detected by the first surrounding environment recognition device (11, 12, 13) and the stop line, etc. is set as a candidate for light distribution, the stop line, etc. will be set to a low priority.

[0131] In this way, the priority of the light distribution candidates is set in step S7 of Figure 3. After that, the process proceeds to step S8.

[0132] In step S8, the lighting control unit (LT_ECU) 26 of the light distribution control device 40 performs light distribution control based on the priority set in the process of step S7 described above. The example shown in Figure 2 shows, for example, an example of performing light distribution control to add the illumination range L2 shown in Figure 2.

[0133] Furthermore, if the light distribution control performed based on the set priority results in a potential impact on the driving of other vehicles, such as oncoming vehicles T (e.g., glare), then additional light distribution restrictions or adjustments to the illumination range are applied to the light distribution control of the illumination range L2. After that, the series of processes ends and the process returns to the original state (return).

[0134] In this way, by performing priority-based light distribution control, the lighting device 39 of the vehicle M illuminates the illumination range indicated by the reference numeral L2 in Figure 2, in addition to the illumination range indicated by the reference numeral L1 in Figure 2.

[0135] Therefore, this enables illumination of targets within the illumination range L2 (the area to the right and to the right of the vehicle M), allowing the first surrounding environment recognition device (11, 12, 13) to detect targets within the illumination range L2. At the same time, the driver will be able to visually confirm these targets.

[0136] In the processing sequence described above, the control of the light distribution control is initiated immediately after the completion of the processing sequence in Figure 4 and the priority setting process in Figure 3. However, the process is not limited to this.

[0137] For example, regarding the timing of starting light distribution control, even after completing the priority setting process shown in Figure 3, if the distance between the vehicle M and the target object is sufficiently large, immediately starting the light distribution control would not be effective. Therefore, the light distribution control may be started when the distance between the vehicle M and the target object approaches a predetermined distance.

[0138] Alternatively, for example, the start timing for light distribution control may be set to the point when the duration of the undetected state of a target that has not been detected as the first target information exceeds a predetermined time.

[0139] As explained above, according to the above embodiment, Even when a vehicle M is driving through an intersection or similar area at night, it can perform appropriate illumination light distribution control for targets that are difficult to see in the surrounding environment (targets that could not be detected by the first surrounding environment recognition device (11, 12, 13)), as long as they can be recognized by the second surrounding environment recognition device (36a, 36b).

[0140] Furthermore, by performing the light distribution control described above, it becomes possible to reliably illuminate and recognize targets that could not be detected by the first ambient environment recognition device (11, 12, 13).

[0141] Therefore, it is possible to suppress the possibility of driver errors based on misperceptions of the surrounding environment, and thus prevent accidental entry into the wrong path (such as driving in the wrong direction) caused by such errors. At the same time, it can contribute to the early recognition of pedestrians and other objects.

[0142] In the above embodiment, an example of light distribution control performed when the vehicle M recognizes an intersection 100 ahead and turns right at the intersection 100 was shown, but the invention is not limited to this example. For example, the light distribution control by the light distribution control device 40 of this embodiment can also be applied when the vehicle M turns left at the intersection 100. In this case, the light distribution control should be performed mainly by focusing on targets in the left-leaning area and the left-side area.

[0143] Furthermore, even in situations other than when the vehicle M is turning right or left at intersection 100, the light distribution control can be performed appropriately according to the surrounding environment.

[0144] The present invention is not limited to the embodiments described above, and various modifications and applications can be implemented without departing from the spirit of the invention. Furthermore, the above embodiments include inventions at various stages, and various inventions can be extracted by appropriate combinations of the multiple constituent elements disclosed. For example, if the problem that the invention aims to solve can be solved and the effects of the invention can be obtained even if some constituent elements are deleted from all the constituent elements shown in one embodiment, then the configuration with these deleted constituent elements can be extracted as an invention. Furthermore, constituent elements from different embodiments may be combined as appropriate. This invention is not limited by any particular embodiment other than being limited by the appended claims. [Explanation of Symbols]

[0145] 1…Traction control device 10…Camera unit 11…Stereo camera 11a...Main camera 11b... Sub-camera 12…Image Processing Unit (IPU) 13…Image Recognition Unit (Image Recognition ECU) 14…Driving control unit (Driving ECU) 21…Cockpit Control Unit (CP_ECU) 22…Engine control unit (E / G_ECU) 23…Transmission Control Unit (T / M_ECU) 24...Brake control unit (BK_ECU) 24 25…Power steering control unit (PS_ECU) 26…Lighting control unit (LT_ECU) 31…Human-Machine Interface (HMI) 32… Throttle Actuator 33... Hydraulic control circuit 34…Brake actuator 35…Electric power steering motor 36...Locator Unit 36a...GNSS sensor 36b…High-precision road map database (road map DB) 37… Vehicle-mounted radar system 37lf... Left front side sensor 37lr…Left rear side sensor 37rf...Right front side sensor 37rr...Right rear side sensor 38…Rear sensor 39…Lighting equipment 40…Light distribution control device 100... Intersection 106A, 106B... Pedestrian crossing 107...Central median Pedestrians in H L1, L2... Irradiation range M1, M2... Own vehicle T...Oncoming vehicles

Claims

1. A first surrounding environment recognition device that recognizes the surrounding environment of a vehicle and detects first target information in the recognized surrounding environment, A vehicle position information acquisition device that acquires the location information of the aforementioned vehicle, A second surrounding environment recognition device that acquires map information within a predetermined range based on the vehicle's location information and second target information included in the vehicle's location reference map information, A lighting device that emits illumination light, A lighting control unit that controls the light distribution of the illumination light emitted from the aforementioned lighting device, It is equipped with, The aforementioned lighting control unit is By comparing the first target information and the second target information, Identify targets from the second target information that have not been detected as the first target information, The identified target is set as a candidate target for light distribution, Set the light distribution priority for the selected light distribution candidate target, Light distribution control is performed based on the set light distribution priority. A vehicle light distribution control device characterized by the following features.

2. The vehicle light distribution control device according to claim 1, characterized in that the timing for starting the light distribution control is the time when a target that has not been detected as the first target information among the second target information is identified.

3. The vehicle light distribution control device according to claim 1, characterized in that the timing for starting the light distribution control is when a target that has not been detected as the first target information among the second target information is identified, and the distance between the target and the vehicle approaches a predetermined distance.

4. The light distribution control device for a vehicle according to claim 1, characterized in that the timing for starting the light distribution control is when a target that has not been detected as the first target information among the second target information is identified, and the duration of the undetected state of the target has elapsed for a predetermined period of time or more.

5. The vehicle light distribution control device according to claim 1, characterized in that the lighting control unit recognizes an intersection ahead and executes the light distribution control when the vehicle turns right or left at the intersection.

Images