Peripheral monitoring device

Abstract

To provide a technique for further appropriately monitoring the periphery of a succeeding vehicle from a leading vehicle.SOLUTION: A periphery monitoring device 20 monitors the periphery of a succeeding vehicle 50 traveling by following a leading vehicle 10. In the periphery monitoring device 20, a sensor (rear sensor 14) is mounted on the leading vehicle 10 so as to detect an object on a rear side. An adjustment section 28 adjusts a position of the sensor so that an angle made by a first line segment connecting a front part of a side surface of the succeeding vehicle 50 detected by the sensor with the sensor and a second line segment connecting a rear part of the side surface of the succeeding vehicle 50 detected by the sensor with the sensor becomes equal to or less than a predetermined angle.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a vehicle peripheral monitoring device.

Background Art

[0002] Patent Document 1 discloses a driving support device that presents an image captured by an in-vehicle camera or the like to a driver to support driving. The driving support device is mounted on the front end of a vehicle and has a camera-equipped rod that can expand and contract in the vertical direction. When the vehicle is parked, the rod is extended to obtain an image from almost directly above the vehicle end and is displayed by a display means.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in recent years, the development of a platoon running system for automatically driving a following vehicle so as to follow a leading vehicle has been underway. In this system, it is desired to run various types of vehicles as following vehicles. Further, it is preferable for the following vehicle to follow while avoiding obstacles such as pedestrians and bicycles on the side.

[0005] However, for a following vehicle that does not have a sensor for detecting an obstacle on the side, modification for attaching a sensor is necessary and it also costs money. Therefore, the inventor has recognized that it is effective to monitor the periphery of the following vehicle with the sensor of the leading vehicle.

[0006] An object of the present invention is to provide a technology capable of more appropriately monitoring the periphery of a following vehicle from a leading vehicle.

Means for Solving the Problems

[0007] To solve the above problems, an ambient monitoring device according to one aspect of the present invention is an ambient monitoring device that monitors the surroundings of a following vehicle that is driving in the direction of a lead vehicle, and comprises a sensor mounted on the lead vehicle that detects objects behind it, A drive device that extends and retracts a support to which the sensor is attached to move the sensor in the width direction of the lead vehicle, and a view from above of the lead vehicle and the following vehicle, The angle between the first line segment connecting the front of the side of the following vehicle detected by the sensor and the sensor, and the second line segment connecting the rear of the side of the following vehicle detected by the sensor and the sensor, shall be less than or equal to a predetermined angle. By controlling the aforementioned drive device It includes an adjustment unit for adjusting the position of the sensor. [Effects of the Invention]

[0008] According to the present invention, a technology is available that allows a lead vehicle to more effectively monitor the surroundings of a following vehicle. [Brief explanation of the drawing]

[0009] [Figure 1] Figures 1(a) to 1(c) are top views showing a platooning system according to an embodiment. [Figure 2] Figure 2(a) is a front view of the platooning system shown in Figure 1(a), and Figure 2(b) is a front view of the platooning system shown in Figure 1(c). [Figure 3] This figure shows the functional configuration of the platooning system. [Figure 4] This flowchart shows the adjustment process for the position of the rear sensor in the lead vehicle shown in Figure 1. [Modes for carrying out the invention]

[0010] Figures 1(a) to 1(c) are top views showing a platooning system 1 according to an embodiment. The platooning system 1 comprises a lead vehicle 10 and a following vehicle 50. The lead vehicle 10 and the following vehicle 50 travel in a platoon. The lead vehicle 10 is equipped with a first rear sensor 14a and a second rear sensor 14b on both sides in the left-right direction, i.e., in the width direction. Hereinafter, the first rear sensor 14a and the second rear sensor 14b will be collectively referred to as the rear sensor 14. The lead vehicle 10 is capable of adjusting the distance between the pair of rear sensors 14.

[0011] Figure 1(a) shows a state where the distance between the pair of rear sensors 14 of the lead vehicle 10 is narrower than the width of the following vehicle 50. Figure 1(b) shows a state where the distance between the pair of rear sensors 14 is wider than the width of the following vehicle 50. Figure 1(c) shows a state where the distance between the pair of rear sensors 14 is equal to the width of the following vehicle 50.

[0012] Figure 2(a) is a front view of the platooning system 1 shown in Figure 1(a). Figure 2(b) is a front view of the platooning system 1 shown in Figure 1(c).

[0013] The lead vehicle 10 may be an autonomous vehicle, may be driven by a driver on board the lead vehicle 10, or may be remotely driven by a remote driver who is not on board the lead vehicle 10. The presence or absence of an occupant in the lead vehicle 10 is optional. The lead vehicle 10 may be, for example, a single-seater passenger car, or a vehicle in which an occupant cannot be accommodated. In this embodiment, it is assumed that the lead vehicle 10 has no occupant and drives autonomously in accordance with driving instructions, including a driving route, transmitted from a control device (not shown).

[0014] The lead vehicle 10 further comprises a vehicle body 12, a first forward sensor 13a, a second forward sensor 13b, a first support 16a, and a second support 16b. Hereinafter, the first forward sensor 13a and the second forward sensor 13b will be collectively referred to as the forward sensor 13. Hereafter, the first support 16a and the second support 16b will be collectively referred to as the support 16. Note that the forward sensor 13 is not shown in Figures 2(a) and (b).

[0015] The support 16 is extendable and retractable in the width direction of the lead vehicle 10. The support 16 can also be called a stay. As shown in Figures 1(b), (c) and 2(b), the first support 16a is attached to the upper right front of the body 12 of the lead vehicle 10. When extended, the first support 16a extends approximately horizontally to the right of the lead vehicle 10. Figures 1(a) and 2(a) show the support 16 in its most retracted state.

[0016] The first rear sensor 14a is mounted at the tip of the first support 16a and detects objects within the detection range 2a between the line La1 and the line La2 shown by the dashed line in FIG. 1, that is, objects such as pedestrians and bicycles on the right side and rear of the leading vehicle 10. The first rear sensor 14a can also detect the following vehicle 50. The first rear sensor 14a does not detect objects outside the detection range 2a.

[0017] The second support 16b is attached to the upper left front of the vehicle body 12 of the leading vehicle 10. The second support 16b extends substantially horizontally to the left of the leading vehicle 10 in the extended state.

[0018] The second rear sensor 14b is mounted at the tip of the second support 16b and detects objects within the detection range 2b between the line Lb1 and the line Lb2 shown by the dashed line in FIG. 1, that is, objects on the left side and rear of the leading vehicle 10. The second rear sensor 14b can also detect the following vehicle 50. The second rear sensor 14b does not detect objects outside the detection range 2b.

[0019] When the leading vehicle 10 is a vehicle in which a driver can board, for example, the support 16 may be attached at the position of the door mirror.

[0020] The first front sensor 13a is mounted in front of the vehicle body 12 and detects objects within the detection range 3a shown by the dashed line in FIG. 1(a), that is, objects generally on the right front of the leading vehicle 10. The second front sensor 13b is mounted in front of the vehicle body 12 and detects objects within the detection range 3b shown by the dashed line in FIG. 1(a), that is, objects generally on the left front of the leading vehicle 10. In FIGS. 1(b) and (c), the illustration of the detection ranges 3a and 3b is omitted.

[0021] Each of the front sensor 13 and the rear sensor 14 includes, for example, a camera or a lidar (Light Detection and Ranging).

[0022] In Figures 1(a) to (c), as an example, the horizontal field of view of the front sensor 13 and the rear sensor 14 is approximately 120°. The field of view can be determined as appropriate through experimentation or simulation.

[0023] The lead vehicle 10 drives in a manner that avoids contact with objects in front of it, based on detection data supplied from the forward sensor 13.

[0024] The lead vehicle 10 is configured to communicate wirelessly with the following vehicle 50. Based on its own driving conditions and detection data supplied from the rear sensor 14, the lead vehicle 10 generates a follow-follow driving instruction for the following vehicle 50 and transmits the generated follow-follow driving instruction to the following vehicle 50. If the rear sensor 14 detects an object such as a pedestrian to the side of the following vehicle 50, the lead vehicle 10 generates a follow-follow driving instruction to prevent the following vehicle 50 from making contact with the object.

[0025] The following vehicle 50 follows the lead vehicle 10 in an automated manner, following the lead vehicle 10 according to the follow-driving instructions transmitted from the lead vehicle 10. It could also be said that the lead vehicle 10 is towing the following vehicle 50 without physical contact. The presence or absence of occupants in the following vehicle 50 is optional.

[0026] The lead vehicle 10 can lead following vehicles 50 of various types, from small to large vehicles. For example, when the support 16 is fully extended, the distance between the pair of rear sensors 14 may be greater than or equal to the maximum vehicle width of the various types of following vehicles 50 that can be led. For example, when the support 16 is fully retracted, the distance between the pair of rear sensors 14 may be less than or equal to the minimum vehicle width of the various types of following vehicles 50 that can be led.

[0027] Here, the inventors recognized that depending on the position of the rear sensor 14 of the lead vehicle 10, a blind spot may be created to the side of the following vehicle 50, or the possibility of the rear sensor 14 coming into contact with pedestrians or other objects in the vicinity may increase.

[0028] As shown in Figures 1(a) and 2(a), when the pair of rear sensors 14 are located at the innermost position in the vehicle width direction, and the distance between the pair of rear sensors 14 of the lead vehicle 10 is narrower than the width of the following vehicle 50, a blind spot B1 exists to the right of the following vehicle 50. The blind spot B1 is the space between the straight line L10 passing through the first rear sensor 14a and the leftmost position of the following vehicle 50 as seen from the first rear sensor 14a, and the right side 52 of the following vehicle 50. Although not shown in the illustration, a similar blind spot also exists to the left of the following vehicle 50. Therefore, the rear sensors 14 cannot detect objects in the vicinity of the side of the following vehicle 50. Consequently, assuming that the vehicles are driving in a convoy in the state shown in Figure 1(a), even if there are pedestrians or other objects in the blind spot B1 near the side 52, the following vehicle 50 cannot generate a follow-driving instruction to avoid the pedestrians or other objects, and the following vehicle 50 may steer to the right or left and make contact with the pedestrians or other objects.

[0029] As shown in Figure 1(b), when the pair of rear sensors 14 are positioned further outward in the vehicle width direction than in Figure 1(a), and the distance between the pair of rear sensors 14 is greater than the width of the following vehicle 50, the first rear sensor 14a detects approximately the entire right side of the following vehicle 50, from the front 54 to the rear 56. Although not shown in the figure, the second rear sensor 14b detects approximately the entire left side of the following vehicle 50, from the front to the rear. Therefore, there are no blind spots on the side of the following vehicle 50, and the rear sensors 14 can detect objects on the side of the following vehicle 50. As a result, assuming that the vehicles are traveling in a convoy in the state shown in Figure 1(b), if there is a pedestrian or other object near the side of the following vehicle 50, a follow-up driving instruction to avoid the pedestrian or other object can be generated, allowing the following vehicle 50 to drive without making contact with the pedestrian or other object.

[0030] However, since the distance between the pair of rear sensors 14 is wider than the width of the following vehicle 50, the possibility of the rear sensors 14 coming into contact with pedestrians or cyclists on the side of the lead vehicle 10 increases compared to the state in Figure 1(a).

[0031] As shown in Figure 1(c), when the distance between the pair of rear sensors 14 is equal to the width of the following vehicle 50, there is no blind spot to the side of the following vehicle 50, and the rear sensors 14 can detect objects close to the side of the following vehicle 50. Also, compared to the state in Figure 1(b), the rear sensors 14 are positioned further inward, making it less likely for the rear sensors 14 to come into contact with pedestrians or cyclists close to the side of the lead vehicle 10. Therefore, this position of the rear sensors 14 is optimal.

[0032] Therefore, before starting platooning, the lead vehicle 10 adjusts the distance between the pair of rear sensors 14 according to the width of the following vehicle 50 to be towed, based on the detection data of the rear sensors 14, and brings the position of the rear sensors 14 closer to the optimal position shown in Figure 1(c). Before starting platooning, the lead vehicle 10 moves so that the lead vehicle 10 and the following vehicle 50 are in a predetermined positional relationship, and while stopped in that predetermined positional relationship, the lead vehicle 10 adjusts the pair of rear sensors 14 to the optimal position. The predetermined positional relationship is shown in Figures 1(a) to (c), and is a positional relationship in which the longitudinal centerlines of the lead vehicle 10 and the longitudinal centerlines of the following vehicle 50 approximately coincide, the lead vehicle 10 and the following vehicle 50 are facing the same direction, and are at a predetermined distance from each other. The stage of adjusting the position of the rear sensors 14 is called the adjustment stage. Once the adjustment stage is completed, the platooning stage begins.

[0033] Specifically, the lead vehicle 10 adjusts the position of the first rear sensor 14a so that the angle α between the first line segment L1, which connects the front part 54 of the side 52 of the following vehicle 50 detected by the first rear sensor 14a and the first rear sensor 14a, and the second line segment L2, which connects the rear part 56 of the side 52 of the following vehicle 50 detected by the first rear sensor 14a and the first rear sensor 14a, is 0° or greater and less than or equal to a predetermined angle ε. The first line segment L1 and the second line segment L2 are located in the horizontal plane passing through the rear sensor 14. The lead vehicle 10 similarly adjusts the position of the second rear sensor 14b. The predetermined angle ε can be appropriately determined by experiment or simulation. The operation of the platooning system 1 will be described in more detail below.

[0034] Figure 3 shows the functional configuration of the platooning system 1 in Figure 1. The lead vehicle 10 is equipped with a surrounding monitoring device 20, a communication unit 30, and an instruction unit 32. The surrounding monitoring device 20 monitors the area around the following vehicle 50 and detects objects. The surrounding monitoring device 20 is equipped with a front sensor 13, a rear sensor 14, a drive unit 22, and a processing unit 24. The processing unit 24 is, for example, an ECU (Electronic Control Unit) and has a detection unit 26 and an adjustment unit 28.

[0035] The configuration of the processing unit 24 can be realized in hardware terms using the CPU, memory, and other LSIs of any computer, and in software terms using programs loaded into memory, etc., but here we are depicting the functional blocks realized through the cooperation of these. Therefore, it will be understood by those skilled in the art that these functional blocks can be realized in various ways using hardware alone, software alone, or a combination of both.

[0036] A pair of forward sensors 13 detect information about the front of the lead vehicle 10 and supply the detected data to the processing unit 24. A pair of rear sensors 14 detect information about the sides and rear of the lead vehicle 10 and supply the detected data to the processing unit 24.

[0037] The drive unit 22 includes an actuator capable of extending and retracting the support body 16 to which the rear sensor 14 is attached. The drive unit 22 extends and retracts the support body 16 in accordance with the control of the processing unit 24, thereby moving the rear sensor 14 in the width direction of the lead vehicle 10.

[0038] The detection unit 26 detects objects using, for example, AI (Artificial Intelligence) based on detection data supplied from the front sensor 13 and the rear sensor 14. Based on the detection data from the rear sensor 14, the detection unit 26 detects obstacles such as pedestrians and bicycles around the following vehicle 50, as well as the sides of the following vehicle 50. Based on the detection data from the front sensor 13, the detection unit 26 detects obstacles in front of the lead vehicle 10. Known techniques can be used for obstacle detection.

[0039] During the adjustment phase, the adjustment unit 28 controls the drive unit 22 to adjust the position of the pair of rear sensors 14 so that the angle α is 0° or greater and a predetermined angle ε or less.

[0040] For example, when the adjustment stage begins, the adjustment unit 28 first sets the distance between the pair of rear sensors 14 to the minimum, as shown in Figures 1(a) and 2(a).

[0041] The detection unit 26 detects the right side 52, the front part 54 of the side 52, and the rear part 56 of the side 52 of the following vehicle 50 by recognizing the shape of the body of the following vehicle 50, for example using a model that has been trained using deep learning. The detection unit 26 detects the front part 54 of the side 52 of the following vehicle 50 by recognizing the curved surface that connects the front of the following vehicle 50 to the side 52. The detection unit 26 detects the rear part 56 of the side 52 of the following vehicle 50 by recognizing the rear wheels and wheel arches of the following vehicle 50 and recognizing that the side 52 disappears behind them.

[0042] Until the detection unit 26 detects the front 54 and rear 56 of the side 52 of the following vehicle 50, the adjustment unit 28 moves each of the pair of rear sensors 14 outward in the width direction by a predetermined first distance. The position of the second rear sensor 14b should be moved by the same first distance so that it is symmetrical to the position of the first rear sensor 14a with respect to the longitudinal centerline of the lead vehicle 10. Therefore, the detection unit 26 does not need to detect the front and rear of the left side of the following vehicle 50. This simplifies the process.

[0043] For example, in the state shown in Figure 1(b), the detection unit 26 detects the front 54 and rear 56 of the side 52 of the following vehicle 50. When the detection unit 26 detects the front 54 and rear 56 of the side 52 of the following vehicle 50, it derives the angle α formed by a first line segment L1 connecting the detected front 54 of the side 52 and the first rear sensor 14a, and a second line segment L2 connecting the detected rear 56 of the side 52 and the first rear sensor 14a.

[0044] When the detection unit 26 detects the front 54 and rear 56 of the side 52 of the following vehicle 50, if the angle α is greater than a predetermined angle ε, the adjustment unit 28 moves each of the pair of rear sensors 14 inward in the width direction by a predetermined second distance until the angle α is greater than or equal to 0° and less than or equal to the predetermined angle ε. The second distance is shorter than the first distance. The first and second distances can be determined as appropriate by experiment or simulation.

[0045] For example, in the state shown in Figure 1(c), angle α becomes approximately 0°, and the adjustment phase is complete. Once the adjustment phase is complete, the process moves to the convoy driving phase.

[0046] During the platooning phase, the instruction unit 32 periodically generates follow-follow instructions that allow the following vehicle 50 to follow the lead vehicle 10, based on information such as the steering amount, throttle opening, and speed of the lead vehicle 10. The follow-follow instructions include information that allows for the identification of the driving trajectory that the following vehicle 50 should follow. The instruction unit 32 may generate follow-follow instructions so that the distance between the lead vehicle 10 and the following vehicle 50 remains approximately constant. The frequency at which follow-follow instructions are generated may be, for example, multiple times per second. Known techniques can be used to generate follow-follow instructions.

[0047] The instruction unit 32 generates a follow-up driving instruction to prevent the following vehicle 50 from coming into contact with surrounding obstacles, based on information about obstacles around the following vehicle 50 detected by the rear sensor 14. The instruction unit 32 supplies the generated follow-up driving instruction to the communication unit 30.

[0048] The communication unit 30 communicates wirelessly with the communication unit 60 of the following vehicle 50. The communication unit 30 may communicate with the communication unit 60 via a network such as the Internet, or it may communicate with the communication unit 60 using short-range wireless communication technology such as Wi-Fi® or Bluetooth®. The communication unit 30 transmits the follow-up driving instruction supplied from the instruction unit 32 to the following vehicle 50.

[0049] The following vehicle 50 is equipped with a communication unit 60 and a driving control unit 62. The communication unit 60 receives follow-up driving instructions transmitted from the lead vehicle 10 and supplies them to the driving control unit 62.

[0050] The driving control unit 62 controls the drive unit, braking unit, steering unit, etc. (not shown), in accordance with the follow-driving instruction supplied from the communication unit 60, to automatically drive the following vehicle 50 to follow the lead vehicle 10. The drive unit includes at least one of an internal combustion engine and a drive motor, and generates vehicle driving force.

[0051] Figure 4 is a flowchart showing the adjustment process for the position of the rear sensor 14 on the lead vehicle 10 in Figure 1. This process is initiated when the lead vehicle 10 and the following vehicles 50 are in a predetermined positional relationship before the platooning begins.

[0052] The detection unit 26 determines whether or not the front side of the following vehicle 50 has been detected (S10). If the front side of the following vehicle 50 has not been detected (N in S10), the adjustment unit 28 moves the pair of rear sensors 14 outward by a first distance (S20), and the process returns to S10.

[0053] If the front of the side of the following vehicle 50 is detected (Y in S10), the detection unit 26 determines whether or not the rear of the side of the following vehicle 50 has been detected (S12). If the rear of the side of the following vehicle 50 has not been detected (N in S12), the process moves to S20.

[0054] If the rear side of the following vehicle 50 is detected (Y in S12), the detection unit 26 obtains the angle α (S14), and if 0 ≤ α ≤ ε is not true (N in S16), the adjustment unit 28 moves the pair of rear sensors 14 inward by a second distance (S18), and the process returns to S10.

[0055] If 0 ≤ α ≤ ε (Y in S16), the adjustment unit 28 determines the position of the rear sensor 14 (S22) and terminates the process.

[0056] According to this embodiment, the position of the pair of rear sensors 14 on the lead vehicle 10 can be appropriately set according to the width of the following vehicle 50. Specifically, the pair of rear sensors 14 do not protrude unnecessarily to the left or right of the lead vehicle 10, eliminating blind spots on the sides of the following vehicle 50 and allowing monitoring of the area around the following vehicle 50. Since the amount of protrusion of the rear sensors 14 can be kept to a minimum, the rear sensors 14 are less likely to come into contact with pedestrians or cyclists near the sides of the lead vehicle 10. Therefore, the lead vehicle 10 can monitor the area around the following vehicle 50 more appropriately. The lead vehicle 10 can drive while ensuring the safety of the area around the following vehicle 50.

[0057] The present invention has been described above based on embodiments. The embodiments are merely illustrative, and it will be understood by those skilled in the art that various modifications are possible in combinations of each component and each processing process, and that such modifications also fall within the scope of the present invention.

[0058] For example, instead of detecting the right side of the following vehicle 50, the detection unit 26 may detect the left side of the following vehicle 50, and the front and rear of the left side.

[0059] Furthermore, the detection unit 26 may detect not only the right side of the following vehicle 50, but also the left side, and the front and rear of the left side of the following vehicle 50. In this case, the flowchart in Figure 4 may be executed for each of the first rear sensor 14a and the second rear sensor 14b, and the positions of the first rear sensor 14a and the second rear sensor 14b may be controlled individually. [Explanation of Symbols]

[0060] 1...Platooning system, 10...Lead vehicle, 13a...First forward sensor, 13b...Second forward sensor, 14a...First rear sensor, 14b...Second rear sensor, 16a...First support, 16b...Second support, 20...Surrounding monitoring device, 22...Drive unit, 24...Processing unit, 26...Detection unit, 28...Adjustment unit, 30...Communication unit, 32...Instruction unit, 50...Following vehicle.

Claims

[Claim 1] A surrounding monitoring device that monitors the area around a following vehicle that is driving in front of a lead vehicle, A sensor mounted on the aforementioned lead vehicle for detecting objects behind it, A drive device that moves the sensor in the width direction of the lead vehicle by extending and retracting the support to which the sensor is attached, An adjustment unit that adjusts the position of the sensor by controlling the drive device so that the angle between the first line segment connecting the front of the side of the following vehicle detected by the sensor and the sensor, and the second line segment connecting the rear of the side of the following vehicle detected by the sensor and the sensor, when viewed from above the lead vehicle and the following vehicle, is less than or equal to a predetermined angle. A peripheral monitoring device characterized by comprising the following features.

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