Collision detection device, vehicle control device, and collision detection method

Abstract

To accurately determine collision with objects on a path after a point where a vehicle starts to turn, even when the vehicle turns in a direction different from the direction of travel of the estimated path.SOLUTION: A collision determination device 10 includes: a collision determination unit 15a that generates an estimated route for an own vehicle, which is a route along a road geometry that the own vehicle is expected to travel before reaching a predetermined destination; a collision determination unit 17 that determines the possibility that objects in the vicinity of the own vehicle may collide with the own vehicle, using the own vehicle's estimated route as a route to be determined; and a correction route generator 19 that generates a correction route, which is a route that the own vehicle travels after the turn until it reaches the temporary destination, based on the driving state of the own vehicle at the time of the turn or the temporary destination that is set as a predetermined destination that is different from the destination when the own vehicle makes the turn. When the own vehicle makes a turn, the collision determination unit 17 makes a determination after correcting the route to be determined to the route for correction.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a collision determination device, a vehicle control device, and a collision determination method.

Background Art

[0002] Conventionally, there is known a collision determination device that determines the presence or absence of a collision of an object with a host vehicle based on an estimated path estimated to be traveled by the host vehicle and an estimated path estimated to be traveled by an object around the host vehicle. For example, in the collision determination device disclosed in Patent Document 1 (hereinafter also referred to as the "conventional device"), the radius of curvature of a curve of a path that the host vehicle will travel in the future is estimated, and an estimated path of the host vehicle is calculated based on the estimated radius of curvature. Then, the conventional device detects a deviation point between the calculated estimated path and the shape of the host lane in which the host vehicle travels, and determines whether there is a lane in a section after the detected deviation point. And when the conventional device determines that there is no lane in the section after the deviation point, an approximate curve is calculated based on the shape of a driving lane line indicating the shape of the road on which the host vehicle travels and the road curvature, and using the calculated approximate curve, after correcting the estimated path of the host vehicle in the section after the deviation point, a collision determination between the host vehicle and the object is performed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Incidentally, a vehicle traveling along an estimated path may turn in a direction different from the direction of travel along that estimated path, for example, to stop on the shoulder of the road. In this case, the vehicle temporarily deviates from the estimated path. Therefore, it is conceivable that the vehicle could apply the estimated path correction technology of the conventional device described above to correct the estimated path of the vehicle, and then perform collision detection between the vehicle and an object on the path after the point where the turn began. However, since the shoulder of the road is not an area where vehicles are normally allowed to travel, the vehicle may not be able to obtain the shape of the lane markings and the road curvature necessary for calculating the approximate curve described above. Therefore, even if the correction technology of the conventional device described above is applied, the vehicle may not be able to accurately correct the estimated path, and may not be able to accurately perform collision detection between the vehicle and an object on the path after the point where the turn began.

[0005] This disclosure was made to solve the above-mentioned problems, and aims to provide a collision detection device that can accurately determine collisions with objects along the path from the point where the turn began, even when the vehicle turns in a direction different from the direction of travel of the estimated path. [Means for solving the problem]

[0006] The collision determination device according to this disclosure includes: a vehicle estimated path generation unit that generates a vehicle estimated path, which is a path along the road shape that the vehicle is expected to travel on to reach a predetermined destination; and a collision determination unit that uses the vehicle estimated path generated by the vehicle estimated path generation unit as the path to be determined, and determines the possibility that an object in the vicinity of the vehicle traveling along the path to be determined will collide with the vehicle. If it is determined that the vehicle is performing an action to turn in a direction different from the direction of travel on the estimated path of the vehicle, or if it is determined that the vehicle needs to perform such a turn, a correction route generation unit generates a map route, which is the path the vehicle will travel on the map until it reaches the temporary destination after the turn, based on the temporary destination set at a predetermined location on the shoulder of the road where the vehicle can stop (which is a different destination from the actual destination), and the position of the vehicle. The collision determination unit is equipped with the following: The vehicle travels along a correction route, in a direction different from the direction of travel on its estimated route. If a turn occurs, the path to be judged is corrected to a corrected path generated by the correction path generation unit, and then the judgment is performed. [Effects of the Invention]

[0007] According to this disclosure, with the configuration described above, even if the vehicle turns in a direction different from the estimated direction of travel, it becomes possible to accurately determine collisions with objects along the path from the point where the turn began. [Brief explanation of the drawing]

[0008] [Figure 1] This figure shows an example configuration of a vehicle control device equipped with a collision detection device according to Embodiment 1. [Figure 2] This flowchart shows an example of the operation of the vehicle control device according to Embodiment 1. [Figure 3] This figure shows an example of the vehicle's movement path and estimated vehicle path in Embodiment 1. [Figure 4] This figure shows an example of a map route and a vehicle travel route in Embodiment 1. [Figure 5] This figure shows an example of route switching by the vehicle control unit in Embodiment 1. [Figure 6] This figure shows an example of a collision determination made by the collision determination unit in Embodiment 1. [Figure 7] This figure shows an example of the case in Embodiment 1 where the vehicle is traveling on a road that includes a passing place. [Figure 8] Figures 8A and 8B show examples of the hardware configuration of the vehicle control device according to Embodiment 1. [Figure 9] This flowchart shows an example of the operation of the vehicle control device according to Embodiment 2. [Figure 10] This figure illustrates an example of a situation in which an object exists in the path of the vehicle's movement in Embodiment 2. [Modes for carrying out the invention]

[0009] The embodiments will be described in detail below with reference to the drawings. Note that the drawings are schematic representations, and for the sake of clarity, some components may be omitted or simplified as appropriate. Furthermore, the relative sizes and positions of components shown in different drawings are not necessarily accurate and may be modified as appropriate. Furthermore, in the following explanations, similar components will be denoted by the same symbols, and their names and functions will also be the same. Therefore, detailed explanations of them may be omitted to avoid redundancy.

[0010] Embodiment 1. Figure 1 shows an example of the configuration of a vehicle control device 1 equipped with a collision determination device 10 according to Embodiment 1. The vehicle control device 1 is configured to include, for example, a collision determination device 10 and a vehicle control unit 18, as shown in Figure 1.

[0011] Furthermore, the collision detection device 10 is configured to include, for example, a vehicle environment recognition unit 11, a surrounding environment recognition unit 12, a map information acquisition unit 13, a vehicle movement path generation unit 14, a vehicle estimated path generation unit 15a, a vehicle estimated path regeneration unit 15b, a map path generation unit 16, and a collision detection unit 17, as shown in Figure 1. In addition, the collision detection device 10 includes a correction path generation unit 19, which comprises the vehicle movement path generation unit 14, the vehicle estimated path regeneration unit 15b, and the map path generation unit 16. The details of each of the above-mentioned parts that constitute the vehicle control device 1, including the collision detection device 10, will be described below.

[0012] <Vehicle environment recognition unit 11> The vehicle environment recognition unit 11 recognizes the environment of its own vehicle. Specifically, the vehicle environment recognition unit 11 acquires information indicating the environment of its own vehicle (hereinafter also referred to as "vehicle environment information").

[0013] The vehicle environment information is, for example, physical quantities representing the motion state (driving state) of the host vehicle such as the vehicle speed, acceleration, yaw rate, steering angle, and the operation state of the direction indicator (winker) by the driver, information indicating the position of the host vehicle, and information indicating the destination of the host vehicle. For example, the host vehicle environment recognition unit 11 is connected to various sensors (not shown) such as a vehicle speed sensor, an acceleration sensor, a yaw rate sensor, a steering angle sensor, and a positioning sensor mounted on the host vehicle, and acquires the host vehicle environment information from these sensors at any time.

[0014] <Surrounding environment recognition unit 12> The surrounding environment recognition unit 12 recognizes the surrounding environment of the host vehicle. Specifically, the surrounding environment recognition unit 12 acquires information indicating the surrounding environment of the host vehicle (hereinafter also referred to as "surrounding environment information").

[0015] The surrounding environment information is, for example, information indicating the speed, position, and distance to the host vehicle of an object existing within a predetermined area around the host vehicle in the front, rear, left, and right directions (including, for example, vehicles other than the host vehicle, as well as stationary objects such as obstacles, buildings, and side walls), and information indicating the lane dividing lines that divide the lanes of the road on which the host vehicle is traveling.

[0016] For example, the surrounding environment recognition unit 12 is connected to various devices (not shown) such as a millimeter-wave radar, a camera, a LiDAR (Light detection and ranging), and a back camera mounted on the host vehicle, and acquires the surrounding environment information from these devices at any time. Note that the above various devices may be provided not on the host vehicle but on a roadside unit installed on the road on which the host vehicle travels. In that case, the surrounding environment recognition unit 12 may acquire the surrounding environment information as infrastructure information from the roadside unit installed on the road at any time.

[0017] <Map information acquisition unit 13> The map information acquisition unit 13 acquires information regarding the road on which the host vehicle travels (hereinafter also referred to as "map information"). The map information includes, for example, road alignment information, lane information, connection point information, and road boundary information.

[0018] Road alignment information refers to information that indicates the shape of the road, such as the curvature and gradient of the road (route). Lane information refers to information about the lanes, such as the number of lanes, lane type, lane length, and lane width. Lane type refers to, for example, driving lane, passing lane, merging lane, diverging lane, and shoulder.

[0019] Furthermore, connection point information refers to information about connection points between roads, such as branching points and merging points. In addition, road boundary information refers to information about objects or structures that indicate the boundary between a road and areas other than the road, such as guardrails, side walls, and fences.

[0020] Map information may be acquired in advance by external equipment (for example, equipment that receives information from satellites that perform high-precision positioning) and recorded in a recording device (not shown) installed in the vehicle. In that case, the map information acquisition unit 13 only needs to acquire the map information recorded in the recording device. Alternatively, the map information acquisition unit 13 may acquire map information from external equipment of the vehicle at any time.

[0021] <Self-estimated route generation unit 15a> The vehicle-estimated route generation unit 15a generates a vehicle-estimated route, which is a route that follows the road shape and is assumed to be the route the vehicle will travel to reach its destination, based on the vehicle environment information acquired by the vehicle environment recognition unit 11, the surrounding environment information acquired by the surrounding environment recognition unit 12, and the map information acquisition unit 13.

[0022] For example, the vehicle-estimated route generation unit 15a generates a vehicle-estimated route that follows the road shape, which is assumed to be the route the vehicle will take to reach its destination, based on information indicating the position of the vehicle included in the vehicle environment information, information indicating the positions of vehicles and objects around the vehicle included in the surrounding environment information, information indicating dividing lines, and road alignment information included in the map information.

[0023] <Correction path generation unit 19> The correction route generation unit 19 generates a correction route when the vehicle, while traveling along the estimated route generated by the vehicle-estimated route generation unit 15a, turns in a direction different from the direction of travel on the estimated route. Here, the correction route is the route that the vehicle travels after the turn until it reaches the provisional destination, based on the vehicle's driving state at the time of the turn, or a provisional destination predetermined as a destination different from the above-mentioned destination at the time of the turn. The correction route generation unit 19 is composed of, for example, a vehicle movement route generation unit 14, a vehicle-estimated route regeneration unit 15b, and a map route generation unit 16.

[0024] <Vehicle movement path generation unit 14> The vehicle movement path generation unit 14 generates a vehicle movement path as a correction path, which is the path that the vehicle is expected to travel if the vehicle's motion state (driving state) continues as it is, based on the vehicle environment information acquired by the vehicle environment recognition unit 11.

[0025] For example, if the vehicle turns in a direction different from the direction of travel on the estimated vehicle path generated by the estimated vehicle path generation unit 15a while traveling along the estimated vehicle path, the vehicle path generation unit 14 generates a corrected vehicle path based on the yaw rate and steering angle included in the vehicle environment information acquired by the vehicle environment recognition unit 11 at the time of the turn. This corrected path represents the vehicle path that the vehicle would travel if it continued to travel at the turning radius assuming the yaw rate and steering angle remained unchanged.

[0026] Furthermore, the vehicle movement path generated by the vehicle movement path generation unit 14 does not take into account the effects of steering maneuvers planned for the vehicle in the future. For example, if the vehicle continues to travel along the vehicle movement path, it may not be able to change lanes, and it may even end up driving into the oncoming lane.

[0027] <Self-estimated route regeneration unit 15b> The vehicle-estimated route regeneration unit 15b generates (regenerates) a corrective route, which is a route that follows the road shape and is assumed to be the route the vehicle will take to reach a provisional destination, which is a predetermined destination different from the aforementioned destination, if the vehicle turns in a direction different from the direction of travel on the estimated route generated by the vehicle-estimated route generation unit 15a while traveling along that route.

[0028] <Map route generation unit 16> The map route generation unit 16 generates a map route, which is a route on a map connecting the vehicle's position and the above-mentioned provisional destination, as a correction route, based on the vehicle environment information acquired by the vehicle environment recognition unit 11 and the map information acquisition unit 13.

[0029] For example, if the vehicle turns in a direction different from the direction of travel on the estimated vehicle route generated by the estimated vehicle route generation unit 15a while traveling along the estimated vehicle route, the map route generation unit 16 generates a map route, which is a route on a map connecting the vehicle's position and the provisional destination, as a correction route, based on the information indicating the vehicle's position included in the vehicle environment information acquired by the vehicle environment recognition unit 11 at the time of the turn, and the map information acquired by the map information acquisition unit 13.

[0030] <Collision determination unit 17> The collision determination unit 17 uses the estimated vehicle path generated by the vehicle path generation unit 15a as the path to be determined, and determines the possibility that an object in the vicinity of the vehicle traveling along the path to be determined may collide with the vehicle.

[0031] For example, the collision determination unit 17 identifies objects that could become obstacles, that have a relative speed to the vehicle traveling along the estimated path, based on the surrounding environment information acquired by the surrounding environment recognition unit 12, including the speed and position of objects around the vehicle. These objects, in other words, are objects that could potentially collide with or approach the vehicle if the vehicle or object continues to travel along the estimated path in the same direction.

[0032] Furthermore, the collision determination unit 17 determines the possibility of a collision between the identified object and the vehicle, and based on the determination result, outputs information indicating a control instruction to the vehicle control unit 18, which will be described later. Here, the control instruction is, for example, an acceleration / deceleration instruction and an emergency stop instruction. This control instruction also includes the vehicle speed and acceleration value of the vehicle.

[0033] Furthermore, if the vehicle turns in a direction different from the direction of travel on the estimated vehicle path generated by the vehicle path generation unit 15a while traveling along that estimated path, the collision determination unit 17 corrects the path to be determined to a corrected path generated by the corrected path generation unit 19, and then determines the possibility of a collision between the vehicle and the object.

[0034] In this case, if the correction route generation unit 19 is configured to include a vehicle movement route generation unit 14, a vehicle estimated route regeneration unit 15b, and a map route generation unit 16, the collision determination unit 17 selects one of the correction routes generated by each of these units, corrects the route to be determined to the selected correction route, and then determines the possibility of a collision between the vehicle and the object.

[0035] <Vehicle Control Unit 18> The vehicle control unit 18 controls the vehicle to achieve driving that follows one of the following paths: the vehicle movement path generated by the vehicle movement path generation unit 14, the vehicle estimated path generated by the vehicle estimated path generation unit 15a, the vehicle estimated path regenerated by the vehicle estimated path regeneration unit 15b, and the map path generated by the map path generation unit 16. At this time, the vehicle control unit 18 controls the vehicle using at least the judgment result from the collision judgment unit 17.

[0036] For example, the vehicle control unit 18 calculates the target vehicle speed and target steering angle of its own vehicle based on one of the routes described above, and transmits a vehicle speed command based on the calculation result to the vehicle equipment, thereby controlling the vehicle, such as accelerating, decelerating, and making an emergency stop.

[0037] Here, the vehicle equipment to which the vehicle speed command is transmitted includes, for example, the AEB (Automatic Emergency Braking) controller (hereinafter also simply referred to as "AEB"), the ACC (Adaptive Cruise Control) controller (hereinafter also simply referred to as "ACC"), and the EPS (Electric Power Steering) controller.

[0038] Furthermore, AEB (Automatic Emergency Braking) implements a function that applies emergency brakes to stop the vehicle immediately in front of an object if the collision determination unit 17 determines that there is a high probability or certainty that the vehicle will collide with the object. Additionally, ACC (Adaptive Cruise Control) implements a function that either slows the vehicle down to pass the object or slows the vehicle down to stop immediately in front of the object if the collision determination unit 17 determines that there is a possibility that the vehicle will collide with the object.

[0039] Next, an example of the operation of the vehicle control device 1 according to Embodiment 1 will be described with reference to Figure 2. Figure 2 is a flowchart showing an example of the operation of the collision determination device 10 and the vehicle control device 1 according to Embodiment 1.

[0040] The following explanation assumes the following (1) through (4). (1) The vehicle is capable of autonomous driving. (2) The vehicle itself will drive automatically by route following control by the vehicle control unit 18. (3) The roads on which the vehicle travels include public roads, expressways, or roads where it is possible to travel at low speeds within a limited area such as a theme park. (4) If the vehicle turns in a direction different from the direction of travel on the estimated vehicle path generated by the vehicle path generation unit 15a while traveling along that estimated vehicle path, the collision determination unit 17 will use the map path generated by the map path generation unit 16 as the path to be determined. Furthermore, in the following explanation, the path-following control by the vehicle control unit 18 is assumed to be publicly known, and its explanation will be omitted. Instead, the explanation will focus on the method of collision detection when the vehicle turns.

[0041] First, the vehicle environment recognition unit 11 acquires information indicating the environment of the vehicle (vehicle environment information) (step ST1).

[0042] Next, the surrounding environment recognition unit 12 acquires information indicating the surrounding environment of the vehicle (surrounding environment information) (step ST2).

[0043] Next, the vehicle movement path generation unit 14 will Based on the vehicle environment information acquired by the vehicle environment recognition unit 11, the vehicle movement path is generated (calculated), which is the path that the vehicle is expected to travel if the vehicle's motion state (driving state) continues as it is (step ST3).

[0044] Next, the vehicle-estimated route generation unit 15a will perform the following: Based on the vehicle environment information acquired by the vehicle environment recognition unit 11, the surrounding environment information acquired by the surrounding environment recognition unit 12, and the map information acquisition unit 13, the vehicle estimates its route, which is a route that follows the road shape and is expected to be traveled by the vehicle to reach its destination (step ST4).

[0045] Here, the vehicle's travel path and estimated vehicle path will be explained with reference to Figure 3. Figure 3 shows an example of the vehicle's travel path MOR generated by the vehicle's travel path generation unit 14 and the estimated vehicle path ESR generated by the vehicle's estimated path generation unit 15a. In Figure 3, reference numeral 100 indicates the vehicle, and the vehicle 100 is traveling in the left lane (lane 1) of a two-lane road main line consisting of lane 1 and lane 2, moving from the bottom to the top of the page. Also in Figure 3, a shoulder area (hereinafter simply referred to as "shoulder") is provided on the left side of the main line.

[0046] In Figure 3, the symbol K1 is a line indicating the boundary between the shoulder area and an extra-area structure (e.g., a side wall or curb of the sidewalk) located to the left of the shoulder area, and the symbol K2 is a line indicating the boundary between the shoulder area and the main line, and is explicitly shown to indicate the shoulder area. Also in Figure 3, the symbol K3 is a line passing through the center point (not shown) in the longitudinal and widthwise directions of the vehicle 100 and parallel to the direction of extension of the main line, the symbol K4 is a dividing line separating lane 1 and lane 2, and the symbol K5 is a line indicating the boundary between the right lane of the main line (lane 2) and the opposing lane (not shown).

[0047] In Figure 3, solid lines and various dotted lines are used to distinguish between lines K1 to K5, but the types of solid and dotted lines used to represent each line are not limited to those shown in Figure 3 and are arbitrary. Also, in Figure 3, to make examples of the vehicle's movement path MOR and estimated vehicle path ESR easier to understand, examples of each path when vehicle 100 changes lanes from lane 1 to lane 2 are shown.

[0048] As shown in Figure 3, the estimated vehicle path ESR is the route that vehicle 100 is expected to travel along, following the road shape, to reach its destination. In this example, the estimated vehicle path ESR also includes the route taken when changing lanes from lane 1 to lane 2.

[0049] On the other hand, the vehicle movement path MOR is the path that vehicle 100 is assumed to travel if the vehicle's motion state (driving state) when it changes lanes from lane 1 to lane 2 is maintained. For example, in the example in Figure 3, vehicle 100 slightly turns its direction to the right side of the page (towards lane 2) in order to change lanes. The vehicle movement path MOR is the path that vehicle 100 is assumed to travel if the motion state (driving state) during this turn is maintained, based on the yaw rate and steering angle, etc., included in the vehicle environment information acquired by the vehicle environment recognition unit 11 during this turn. In the example in Figure 3, the vehicle movement path MOR is a path that goes from lane 1 through lane 2 and into the oncoming lane.

[0050] Note that while Figure 3 shows an example of the vehicle's movement path MOR and estimated vehicle path ESR when vehicle 100 changes lanes from lane 1 to lane 2, the reverse is also true; for example, when vehicle 100 changes lanes from lane 2 to lane 1, each path is generated in the same manner as described above.

[0051] Furthermore, if the road on which the vehicle 100 is traveling is a road where it is possible to travel at low speed within a limited area such as a theme park, the vehicle 100 may be traveling over electromagnetic induction line sensors laid on that road. In that case, the path indicated by the electromagnetic induction line sensors corresponds to the estimated vehicle path ESR.

[0052] In Figure 3, the estimated vehicle path ESR is shown as a dashed line extending from both ends of the vehicle 100 in the width direction, and the vehicle movement path MOR is shown as a dotted line extending from both ends of the vehicle 100 in the width direction. However, the actual path is calculated as a linear path passing through the center points in the length and width directions of the vehicle 100. In this case, the starting point of each path is set to an arbitrary point, such as the center of gravity or the leading edge in the length direction of the vehicle 100.

[0053] Furthermore, in Figure 3, the vehicle's travel path MOR and the estimated vehicle path ESR appear not to overlap in the initial section to the left of the dividing line K4 (closer to vehicle 100), but in reality, the two paths overlap. Also, in Figure 3, for the sake of clarity, the line indicated by symbol K2 distinguishes lane 1 from the shoulder area, but in actual roads, the line indicated by symbol K2 may be omitted.

[0054] Furthermore, in Figure 3, for the sake of clarity, the line indicated by symbol K1 distinguishes the boundary between the shoulder area and structures outside the area (e.g., side walls or curbs of sidewalks), but in actual roads, the line indicated by symbol K1 may be omitted. Also, in Figure 3, lanes 1 and 2 are shown as being approximately the same width, but lane 1 may be wider than lane 2, or lanes 1 and 2 may be approximately the same width, with the shoulder area encroaching on the inside of lane 1.

[0055] Furthermore, in cases where Lane 1 and Lane 2 are approximately the same width, and the shoulder area encroaches on the inside of Lane 1, when vehicle 100 is traveling in Lane 1 and overtaking a vehicle parked in the shoulder area, depending on the width of Lane 1, vehicle 100 may have to cross into Lane 2 to overtake. However, Figure 3 shows a situation where Lane 1 is wide enough that vehicle 100 traveling in Lane 1 does not have to cross into Lane 2 when overtaking a vehicle parked in the shoulder area.

[0056] Next, the vehicle control unit 18 drives the vehicle 100 along the estimated vehicle path ESR generated in step ST4 using follow control (step ST5). At this time, the collision determination unit 17 uses the path to be determined as the estimated vehicle path ESR and continuously determines the possibility of a collision between the vehicle 100 traveling along the estimated vehicle path ESR and objects in the vicinity of the vehicle 100. The vehicle control unit 18 also uses at least the determination result from the collision determination unit 17 to drive the vehicle 100 along the estimated vehicle path ESR using follow control.

[0057] Next, the vehicle environment recognition unit 11 determines whether the vehicle 100 is performing an action to move to the shoulder of the road, or whether the vehicle 100 needs to move to the shoulder of the road (step ST6).

[0058] For example, the vehicle environment recognition unit 11 determines, based on the operation status of the turn signal included in the acquired vehicle environment information, that the driver has raised the turn signal to the left, that is, the driver has indicated an intention to move the vehicle 100 to the shoulder of the road, and that the vehicle 100 is performing an action to move to the shoulder of the road (step ST6; YES). The process then proceeds to step ST7.

[0059] Furthermore, the vehicle environment recognition unit 11 acquires information indicating the driver's status (hereinafter also referred to as "driver information") from a predetermined device (not shown) pre-installed in the vehicle 100 at predetermined intervals. If it acquires driver information indicating that the driver is unable to drive due to illness or other reasons, it determines that the vehicle 100 needs to pull over to the shoulder of the road (step ST6; YES). The process then proceeds to step ST7.

[0060] On the other hand, the vehicle environment recognition unit 11 determines that, in cases other than those described above, the vehicle 100 is not performing any action to move to the shoulder of the road, or that the vehicle 100 does not need to move to the shoulder of the road (step ST6; NO). The process then returns to step ST5.

[0061] Next, in step ST7, the map information acquisition unit 13 acquires information (map information) about the road on which the vehicle is traveling (step ST7). The map information acquired by the map information acquisition unit 13 in step ST7 is, for example, map information about the area around the location of the vehicle 100, and should include at least a road shoulder area where the vehicle 100 may stop.

[0062] Next, the correction route generation unit 19 generates a correction route. Here, the map route generation unit 16 generates a map route as a correction route, which is a route on the map connecting the position of the vehicle 100 to a temporary destination (in this case, a predetermined position on the shoulder of the road), which is a destination predetermined to be set during turning, and the position of the vehicle 100, based on the vehicle environment information acquired by the vehicle environment recognition unit 11 and the map information acquired by the map information acquisition unit 13 (step ST8).

[0063] Here, we will explain the map route with reference to Figure 4. Figure 4 shows an example of a map route (MAR) and a vehicle travel route (MOR).

[0064] As shown in Figure 4, the map route MAR is a route on a map connecting the location of the vehicle 100 to a predetermined position on the shoulder where the vehicle 100 can stop. For example, as shown in Figure 4, when the vehicle 100 changes lanes from lane 1 to the left and moves to the shoulder to stop, the map route generation unit 16 draws a route that allows the vehicle to stop with the optimal deceleration based on the current vehicle speed.

[0065] At this time, the map route generation unit 16 can determine the location of the shoulder where the vehicle 100 can park, based on the vehicle environment information acquired by the vehicle environment recognition unit 11 and the surrounding environment information acquired by the surrounding environment recognition unit 12. For example, the map route generation unit 16 can determine what structures are in and around the shoulder, and since the vehicle 100 is roughly this size, it can determine how far from the left edge of the shoulder the vehicle 100 should park.

[0066] Furthermore, the map information acquisition unit 13 also obtains accurate map information to guide the vehicle 100 to a suitable location on the shoulder of the road where it can be parked. Therefore, the map route generation unit 16 takes all of this information into consideration and sets a location on the shoulder of the road where the vehicle 100 can be parked as a provisional destination. The map route generation unit 16 then generates a map route as a correction route that the vehicle 100 should travel until it stops at the provisional destination (a predetermined location on the shoulder of the road).

[0067] The vehicle movement path MOR shown in Figure 4 is the assumed path that vehicle 100 would travel if the driving conditions at the start of the turn were to continue unchanged. Unlike the vehicle movement path MOR shown in Figure 3, the vehicle movement path MOR shown in Figure 4 is a path that goes from lane 1, over the shoulder, and out of the shoulder.

[0068] Furthermore, in Figure 4, the vehicle's travel path MOR and the map path MAR appear not to overlap in the area from the beginning near line K3 (closer to vehicle 100) to line K2, but in reality, the two paths overlap.

[0069] Next, the vehicle control unit 18 switches the target route for follow-up control to the map route MAR (step ST9).

[0070] Here, an example of route switching by the vehicle control unit 18 will be explained with reference to Figure 5. In Figure 5, point Q indicates the point where the vehicle 100 begins to turn from lane 1 towards the shoulder, and point R indicates the position where the vehicle 100 stops or temporarily stops on the shoulder, i.e., the temporary destination. Point R (temporary destination) is set by the map route generation unit 16 as described above. Point S indicates the point where the vehicle 100 ends its turn when returning to lane 1 from point R.

[0071] In the example shown in Figure 5, point R is located approximately midway between point Q and point S in the direction of travel of the vehicle 100, but the location of point R is not limited to this. For example, point R may be located slightly ahead of or behind point Q and point S in the direction of travel of the vehicle 100, based on the surrounding environment information acquired by the surrounding environment recognition unit 12, such as the condition of the side wall on the left side of line K1, the condition of structures (e.g., whether or not there is a building exit), and the condition of the sidewalk curb.

[0072] Furthermore, in Figure 5, point P is a point a certain distance before point Q in the direction of travel of the vehicle 100, and indicates the point where the vehicle control unit 18 switches the target route for follow control from the vehicle-estimated route ESR to the map route MAR. The vehicle control unit 18 performs the switch at point P, which is slightly before point Q, as described above, because performing the switch at point Q may cause the vehicle 100 to make a sudden turn.

[0073] Furthermore, point T shown in Figure 5, like point P, indicates a point where the route is switched. However, point T indicates the point where the vehicle control unit 18 switches the route for which it performs follow control from the map route MAR to the vehicle-estimated route ESR. In the example shown in Figure 5, the section L from point P to point T is the section where the route for which the vehicle control unit 18 performs follow control is the map route MAR.

[0074] Next, the vehicle control unit 18 drives its own vehicle 100 along the map route MAR using follow control (step ST10).

[0075] Next, the vehicle control unit 18 determines whether the vehicle 100 has reached point R (temporary destination) (step ST11). If it is determined that the vehicle 100 has reached point R (temporary destination) (step ST11; YES), the process moves to step ST15. On the other hand, if it is determined that the vehicle 100 has not reached point R (temporary destination) (step ST11; NO), the process moves to step ST12.

[0076] In step ST12, the collision determination unit 17 corrects the path to be determined from the vehicle's estimated path ESR to the map path MAR, and determines whether or not an object exists on or around the path of the map path MAR (step ST12).

[0077] Specifically, the collision determination unit 17 makes the above determination based on the surrounding environment information acquired by the surrounding environment recognition unit 12. Here, the surrounding environment information acquired by the surrounding environment recognition unit 12 includes information about objects present around the vehicle 100.

[0078] Note that "object" refers to anything that has a relative velocity with respect to the vehicle 100. For example, when the vehicle 100 is moving, "object" includes both stationary objects and objects moving in the same direction as the vehicle 100.

[0079] As a result, if the collision detection unit 17 determines that there is no object on or around the map route MAR (step ST12; NO), the process returns to step ST10. On the other hand, if the collision detection unit 17 determines that there is an object on or around the map route MAR (step ST12; YES), the process moves to step ST13.

[0080] Here, an example of collision determination by the collision determination unit 17 will be explained using Figure 6. In Figure 6, for example, objects (people) P1-P4, objects (cars) C1-C2, object (bicycle) B, and object (fence) F are present around the vehicle 100. Note that in Figure 6, each object is moving in the direction of the arrow attached to it.

[0081] For example, object (car) C1 is traveling in lane 1 ahead of vehicle 100. Also, object (car) C2 is traveling in lane 2 adjacent to lane 1 where vehicle 100 is traveling. Furthermore, for example, object (bicycle) B is traveling on the curb of the sidewalk, and object (fence) F is installed along the shoulder of the curb of the sidewalk for a certain distance.

[0082] Furthermore, for example, object (person) P1 is walking inside object (fence) F (on the opposite side from the shoulder), object (person) P2 is walking on the curb of the sidewalk, object (person) P3 is walking in the shoulder area but outside the path of the map route MAR, and object (person) P4 is walking in the shoulder area and on the path of the map route MAR.

[0083] In the example shown in Figure 6, the collision determination unit 17 considers the positions, directions of movement, and speeds of objects (people) P1-P4, objects (cars) C1-C2, object (bicycle) B, and object (fence) F that are located around the vehicle 100, as determined based on surrounding environment information, along with the map route MAR, to determine whether or not an object exists on or near the route of the map route MAR. In the example shown in Figure 6, the collision determination unit 17 determines that an object other than object (car) C2 exists on or near the route of the map route MAR.

[0084] Next, in step ST13, the collision determination unit 17 determines the possibility of an object colliding with the vehicle 100, using the map path MAR as the path to be determined (step ST13). At this time, the collision determination unit 17 determines, for example, that if the object has a velocity relative to the direction of travel along the map path MAR of the vehicle 100, and the path of movement of the object obtained based on that velocity has a possibility of intersecting the map path MAR, then the object has a possibility of colliding with the vehicle 100.

[0085] For example, in the example shown in Figure 6, object (car) C1 is traveling forward at a distance from the vehicle 100 and continues to travel in that position. Therefore, the collision determination unit 17 determines that the possibility of object (car) C1 colliding with the vehicle 100 is low, or that there will be no collision. Furthermore, object (car) C2 is traveling in lane 2 adjacent to lane 1 in which the vehicle 100 is traveling, and the vehicle 100 is not traveling in the direction of object (car) C2. Therefore, the collision determination unit 17 determines that the possibility of object (car) C2 colliding with the vehicle 100 is low, or that there will be no collision.

[0086] Furthermore, although object (fence) F approaches vehicle 100, the map path MAR determines that it will not collide with vehicle 100. Therefore, the collision determination unit 17 determines that object (car) F will not collide with vehicle 100. Also, object (bicycle) B is traveling on the curb of the sidewalk, and the map path MAR determines that it will not collide with vehicle 100. Therefore, the collision determination unit 17 determines that object (bicycle) B will not collide with vehicle 100.

[0087] Furthermore, object (person) P1 is walking inside object (fence) F. Therefore, the collision detection unit 17 determines that object (person) P1 will not collide with the vehicle 100. Also, object (person) P2 is moving almost parallel to the direction of travel of the map path MAR and is at a certain distance from the vehicle 100. Therefore, the collision detection unit 17 determines that object (person) P2 will not collide with the vehicle 100.

[0088] On the other hand, object (person) P3 moves almost parallel to the direction of travel of the map path MAR in the initial part of the map path MAR, but moves closer to the map path MAR from the middle part onward. Therefore, the collision determination unit 17 determines that object (person) P3 has a high probability of colliding with the vehicle 100. Also, object (person) P4 is moving along the path of the map path MAR. Therefore, the collision determination unit 17 determines that object (person) P4 has a high probability of colliding with the vehicle 100, or will definitely collide.

[0089] Next, the vehicle control unit 18 controls the vehicle 100 based on the collision determination result of the collision determination unit 17 in step ST13 (step ST14).

[0090] For example, if the vehicle control unit 18 determines, based on the collision determination unit 17's determination result, that the vehicle 100 needs to be brought to an emergency stop, it issues a speed command to the AEB to apply the emergency brakes and bring the vehicle 100 to an emergency stop. Alternatively, if the vehicle control unit 18 determines, based on the collision determination unit 17's determination result, that the vehicle 100 does not need to be brought to an emergency stop but needs to be stopped, it issues a speed command to the ACC to apply the brakes and decelerate the vehicle 100 to a stop.

[0091] Furthermore, if the vehicle control unit 18 determines, based on the collision determination result of the collision determination unit 17, that it is not necessary for the vehicle 100 to stop, it issues a speed command to the ACC to apply the brakes if necessary to decelerate the vehicle 100 and allow the vehicle 100 to pass.

[0092] For example, in the example shown in Figure 6, objects (people) P3 and P4 are objects that require the vehicle 100 to stop or slow down. For example, if object (person) P3 approaches the map path MAR while moving at a speed above a certain level in the direction of the arrow in Figure 6, the vehicle control unit 18 determines that the vehicle 100 needs to make an emergency stop and issues a speed command to the AEB to apply the emergency brakes and bring the vehicle 100 to an emergency stop.

[0093] On the other hand, if object (person) P3 notices the vehicle 100 and, for example, stops, the vehicle control unit 18 determines that the vehicle 100 does not need to stop and issues a speed command to the ACC to apply the brakes, decelerate the vehicle 100, and continue driving along the map route MAR. Also, since object (person) P4 is walking along the map route MAR, the vehicle 100 does not need to make an emergency stop, but determines that it does need to stop and issues a speed command to the ACC to apply the brakes, decelerate the vehicle 100, and stop a certain distance before object (person) P4.

[0094] Furthermore, if the vehicle control unit 18 confirms that the vehicle 100 can resume driving after it has made an emergency stop or stopped, such as when the object moves away from the vicinity of the vehicle 100, or if the vehicle 100 continues to drive while decelerating, the process returns to step ST10, and driving is resumed using follow control along the map route MAR.

[0095] Next, in step ST11, if it is determined that the vehicle 100 has reached point R (temporary destination), in step ST15, the vehicle control unit 18 determines whether or not the vehicle 100 should return from point R (temporary destination) to the original lane 1 (step ST15).

[0096] As a result, if it is determined that vehicle 100 will not return from point R (temporary destination) to the original lane 1 (step ST15; NO), the process ends. On the other hand, if it is determined that vehicle 100 will return from point R (temporary destination) to the original lane 1 (step ST15; YES), the process moves to step ST16.

[0097] For example, the vehicle control unit 18 determines that if the driver or occupant of the vehicle 100 performs an operation such as turning off the engine of the vehicle 100, the vehicle 100 will not return to the original lane 1 from point R (temporary destination). Also, if the vehicle control unit 18 determines that the vehicle 100 has only one driver and that the driver is unable to drive due to illness or other reasons, the vehicle 100 will not return to the original lane 1 from point R (temporary destination).

[0098] On the other hand, the vehicle control unit 18 determines that if the occupants of the vehicle 100 disembark at point R and the driver of the vehicle 100 raises the turn signal to the right with the intention of resuming driving, the vehicle 100 will return from point R (temporary destination) to the original lane 1.

[0099] Next, in step ST16, the map route generation unit 16 generates a map route MAR for the vehicle 100 to return from point R (temporary destination) to the original lane 1 (step ST16).

[0100] For example, the map route generation unit 16 sets point T on lane 1 shown in Figure 5 as a new temporary destination and generates a map route MAR connecting point R where the vehicle 100 is stopped and point T on lane 1, which is the new temporary destination.

[0101] Next, the vehicle control unit 18 drives its own vehicle 100 along the map route MAR generated in step ST16 using follow control (step ST17).

[0102] Although the flowchart in Figure 2 shows the process ending at step ST17, in reality, the collision detection device 10 and the vehicle control device 1 repeatedly execute steps ST1 to ST17 as needed until the vehicle 100 reaches its destination.

[0103] Furthermore, in the above description, when the vehicle 100 stops at point R (temporary destination) on the shoulder of the road, the vehicle control unit 18 drives the vehicle 100 along the map route MAR using follow control, and the collision determination unit 17 determines the possibility of an object colliding with the vehicle 100 using the map route MAR as the route to be determined. However, Embodiment 1 is not limited to this, and the follow control of the vehicle 100 and the determination of the possibility of an object colliding with an object may be performed based on a route other than the map route MAR.

[0104] For example, when the vehicle 100 stops at point R (a temporary destination) on the shoulder of the road, the vehicle estimated route regeneration unit 15b regenerates a vehicle estimated route ESRb that follows the road shape and is assumed to be the route the vehicle 100 will travel until it reaches the temporary destination, as a correction route. The vehicle control unit 18 then drives the vehicle 100 along the vehicle estimated route ESRb generated by the vehicle estimated route regeneration unit 15b using follow control, and the collision determination unit 17 may determine the possibility of an object colliding with the vehicle 100 using the vehicle estimated route ESRb as the route to be determined.

[0105] Alternatively, for example, when the vehicle 100 stops at point R (a temporary destination) on the shoulder of the road, the vehicle movement path generation unit 14 generates a vehicle movement path MOR as a correction path, for example, as shown in Figure 4. The vehicle control unit 18 then drives the vehicle 100 along the vehicle movement path MOR generated by the vehicle movement path generation unit 14 using follow control, and the collision determination unit 17 may determine the possibility of an object colliding with the vehicle 100 using the vehicle movement path MOR as the path to be determined.

[0106] However, in this case, even if the vehicle 100 can approach point R (a provisional destination) set on the shoulder of the road, it may not ultimately be able to reach point R (the provisional destination). Therefore, it is desirable for the vehicle control unit 18 to switch the route for which it follows the vehicle 100 from the vehicle movement route MOR to the map route MAR or the vehicle estimated route ESRb at an appropriate timing.

[0107] Furthermore, the above description explained an example of determining the possibility of collision when the vehicle 100 is moving from lane 1 to point R (a temporary destination) on the shoulder. However, Embodiment 1 is not limited to this, and for example, a similar determination may be made when the vehicle 100 returns to lane 1 from point R (a temporary destination) on the shoulder.

[0108] For example, when the vehicle 100 returns to lane 1 from point R (tentative destination), the vehicle estimated path generation unit 15a first generates an estimated vehicle route ESR that is expected to be traveled from point R (tentative destination) to the destination. Then, the vehicle control unit 18 restarts the vehicle 100's journey along the generated estimated vehicle route ESR using follow control. At this time, the route to be judged by the collision determination unit 17 is the said estimated vehicle route ESR.

[0109] Subsequently, the vehicle 100 turns in a direction different from the direction of travel in the estimated vehicle path ESR, with the intention of returning to lane 1. Then, triggered by this turn, the map path generation unit 16 generates a map path MAR connecting the position of the vehicle 100 and a new temporary destination, point T on lane 1. The vehicle control unit 18 then switches the path for which the vehicle 100 is controlled to follow from the estimated vehicle path ESR to the map path MAR, and the collision determination unit 17 corrects the path to be determined from the estimated vehicle path ESR to the map path MAR and performs the collision determination in the same manner as above.

[0110] Alternatively, when the vehicle 100 performs the above turn with the intention of returning to lane 1, the vehicle estimated path regeneration unit 15b uses this turn as a trigger to regenerate the vehicle estimated path ESRb, which follows the road shape and is assumed to be the route the vehicle 100 will travel until it reaches point T on lane 1, which is a new temporary destination. The vehicle control unit 18 then switches the path for which the vehicle 100 is controlled to follow from the vehicle estimated path ESR to the vehicle estimated path ESRb, and the collision determination unit 17 corrects the path to be determined from the vehicle estimated path ESR to the vehicle estimated path ESRb and performs the collision determination in the same manner as above.

[0111] Alternatively, when the vehicle 100 performs the above-mentioned turn with the intention of returning to lane 1, the vehicle movement path generation unit 14 generates a vehicle movement path MOR as a correction path, which is the path that the vehicle 100 is expected to travel if the driving state at the time of the turn continues. The vehicle control unit 18 then switches the path for which the vehicle 100 is controlled to follow from the estimated vehicle path ESR to the vehicle movement path MOR, and the collision determination unit 17 corrects the path to be determined from the estimated vehicle path ESR to the vehicle movement path MOR and performs the collision determination in the same manner as above.

[0112] However, even in this case, while the vehicle 100 may be able to approach point T on lane 1, which is a new provisional destination, it may not ultimately be able to reach point T. Therefore, it is desirable for the vehicle control unit 18 to switch the route for which it follows the vehicle 100 from the vehicle movement route MOR to the map route MAR or the vehicle estimated route ESRb at an appropriate timing.

[0113] Furthermore, the above explanation described an example in which the vehicle 100 stops at a predetermined position on the shoulder of the road while traveling on a straight main road. However, Figure 7 will be used to explain the case in which the vehicle 100 is traveling on a road that includes a passing area, where the electromagnetic induction line sensor described in step ST4 above is installed.

[0114] In Figure 7, reference numeral 100 indicates the vehicle in question, and reference numeral 200 indicates another vehicle. Also in Figure 7, reference numerals S1 and S2 indicate electromagnetic induction line sensors laid on the road, with the vehicle in question 100 traveling on electromagnetic induction line sensor S1 from the bottom to the top of the page, and the other vehicle 200 traveling on electromagnetic induction line sensor S2 from the top to the bottom of the page.

[0115] Furthermore, in Figure 7, the symbol K1 is a line indicating the boundary between the area in which the vehicle 100 travels and an external structure located to the left of that area (for example, a side wall or a curb on a sidewalk), and the symbol K6 is a line indicating the boundary between the area in which the other vehicle 200 travels and an external structure located to the right of that area (for example, a side wall or a curb on a sidewalk).

[0116] In Figure 7, the symbols ABCD indicate a passing area. On the road shown in Figure 7, vehicles cannot pass each other in a straight line, so a passing area ABCD is provided by extending line K1 to the left side of the paper (opposite side of the road) by a predetermined amount. Vehicle 100 and other vehicles 200 are traveling at a low speed in automatic driving mode on electromagnetic induction line sensors S1 and S2, for example, under remote control without a driver, or with assistance from a driver on board.

[0117] Figure 7 shows vehicle 100 moving into passing area ABCD to allow vehicle 200 to pass. In other words, vehicle 100 shown by the dashed line represents the time before it moved into passing area ABCD, while vehicle 100 shown by the solid line represents the time after it moved into passing area ABCD.

[0118] At this time, when the vehicle 100 takes refuge in the refuge area ABCD, it is necessary to determine the possibility of collision with people, fences, and other objects present on the sidewalk inside and outside the refuge area ABCD. In this case as well, the collision determination device 10 can treat the section where the refuge area ABCD is located as the section from point P to point T mentioned above, and perform collision determination in the section of the refuge area ABCD using the same method as described above.

[0119] In the above explanation, an example was described in which the collision detection device 10 performs collision detection in the section of the refuge area ABCD when the road is equipped with electromagnetic induction line sensors S1 and S2. However, the electromagnetic induction line sensors S1 and S2 do not necessarily need to be installed on the road and may be omitted. For example, in Figure 7, even if the electromagnetic induction line sensors S1 and S2 are not installed on the road, but the vehicle 100 cannot pass another vehicle 200 without taking refuge area ABCD, the collision detection device 10 can still perform collision detection in the section of the refuge area ABCD in the same manner as described above.

[0120] Furthermore, the above description described an example in which the correction route generation unit 19 includes the vehicle movement route generation unit 14, the map route generation unit 16, and the vehicle estimated route regeneration unit 15b. However, the correction route generation unit 19 does not necessarily have to include all three of these, and may be configured to include any one of them. In that case, the vehicle control unit 18 switches the route for which the vehicle 100 is controlled to follow after the vehicle 100 has made the turn to the correction route generated by any one of the above units, and the collision determination unit 17 corrects the route to be determined to the correction route generated by any one of the above units before determining the possibility of a collision.

[0121] As described above, in Embodiment 1, when the vehicle 100 is automatically traveling along the estimated vehicle path ESR, if it turns in a direction different from the direction of travel of the estimated vehicle path ESR, the correction path generation unit 19 generates a correction path, and the collision determination unit 17 corrects the path to be determined to the correction path and then determines the possibility of a collision between the vehicle 100 and the object. The correction path generated by the correction path generation unit 19 is the path that the vehicle 100 travels after the turn until it reaches the provisional destination, based on the driving state of the vehicle 100 at the time of the turn, or a provisional destination predetermined as a destination different from the actual destination at the time of the turn. The correction path is one of the map path MAR, the vehicle movement path MOR, or the estimated vehicle path ESRb. As a result, in Embodiment 1, even if the vehicle 100 turns in a direction different from the direction of travel of the estimated vehicle path ESR, it is possible to accurately generate the path that the vehicle 100 will travel after the turn, and to accurately determine collisions with objects along the path from the point where the turn began. Furthermore, this also suppresses misjudgments of collision possibility.

[0122] Next, with reference to Figure 8, an example of the hardware configuration of the vehicle control device 1 according to Embodiment 1 will be described. The collision detection device 10 and the vehicle control unit 18 in the vehicle control device 1 are implemented by a processing circuit. The processing circuit may be dedicated hardware, as shown in Figure 8A, or it may be a CPU (Central Processing Unit, central processing unit, processing unit, arithmetic unit, microprocessor, microcomputer, processor, or DSP (Digital Signal Processor)) 32 that executes a program stored in memory 33, as shown in Figure 8B.

[0123] If the processing circuit is dedicated hardware, the processing circuit 31 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof. The processing circuit 31 may implement each function of the collision detection device 10 and the vehicle control unit 18 individually, or it may implement the functions of all parts together in the processing circuit 31.

[0124] When the processing circuit is a CPU 32, the functions of each part of the collision detection device 10 and the vehicle control unit 18 are realized by software, firmware, or a combination of software and firmware. The software and firmware are written as programs and stored in memory 33. The processing circuit realizes the functions of each part by reading and executing the programs stored in memory 33. In other words, the vehicle control device 1 is equipped with memory for storing programs that, when executed by the processing circuit, result in the execution of steps ST1 to ST17 as shown in Figure 2. These programs can also be said to cause the computer to execute the procedures and methods of each part of the collision detection device 10 and the vehicle control unit 18. Here, the memory 33 may be, for example, a non-volatile or volatile semiconductor memory such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable ROM), EEPROM (Electrically EPROM), a magnetic disk, a flexible disk, an optical disk, a compact disk, a minidisc, or a DVD (Digital Versatile Disc).

[0125] Furthermore, some functions of the collision detection device 10 and the vehicle control unit 18 may be implemented using dedicated hardware, while others may be implemented using software or firmware. For example, the functions of each part of the collision detection device 10 can be implemented using processing circuits as dedicated hardware, while the functions of the vehicle control unit 18 can be implemented by the processing circuit reading and executing a program stored in the memory 33.

[0126] Thus, the processing circuit can realize each of the above-mentioned functions through hardware, software, firmware, or a combination thereof.

[0127] As described above, according to Embodiment 1, the collision determination device 10 includes: a vehicle estimated path generation unit 15a that generates a vehicle estimated path ESR, which is a path along the road shape that the vehicle 100 is expected to travel until it reaches a predetermined destination; a collision determination unit 17 that uses the vehicle estimated path ESR generated by the vehicle estimated path generation unit 15a as the path to be determined and determines the possibility that an object around the vehicle 100 traveling along the path to be determined will collide with the vehicle 100; and a correction path generation unit 19 that, when the vehicle 100 turns in a direction different from the direction of travel in the vehicle estimated path ESR, generates a correction path, which is a path that the vehicle 100 will travel until it reaches a provisional destination that is different from the above destination at the time of the turn. The collision determination unit 17 corrects the path to be determined to the correction path generated by the correction path generation unit 19 when the vehicle 100 turns and then makes a determination. As a result, the collision determination device 10 according to Embodiment 1 can accurately determine collisions with objects along the path from the point where the turning began, even when the vehicle 100 turns in a direction different from the direction of travel of the estimated vehicle path ESR.

[0128] Furthermore, the correction path generation unit 19 is comprised of a vehicle movement path generation unit 14 that generates a vehicle movement path MOR, which is the path that the vehicle 100 is expected to travel if the vehicle 100 turns and the driving state at the time of turning continues, as a correction path. As a result, the collision determination device 10 according to Embodiment 1 can perform collision determination using the vehicle movement path MOR as the path to be determined.

[0129] Furthermore, the correction route generation unit 19 is comprised of a map route generation unit 16 that, when the vehicle 100 turns, generates a map route MAR, which is a map route connecting a predetermined temporary destination and the position of the vehicle 100, as a correction route. As a result, the collision determination device 10 according to Embodiment 1 can perform collision determination using the map route MAR as the route to be determined.

[0130] Furthermore, the correction route generation unit 19 is comprised of a vehicle-estimated route regeneration unit 15b that, when the vehicle 100 turns, regenerates the vehicle-estimated route ESRb, which is a route that follows the road shape and is assumed to be the route the vehicle 100 will travel until it reaches a provisional destination, as a correction route. As a result, the collision determination device 10 according to Embodiment 1 can perform collision determination using the vehicle-estimated route ESRb as the route to be determined.

[0131] Furthermore, the correction route generation unit 19 includes a vehicle movement route generation unit 14 that generates a vehicle movement route MOR as a correction route, which is the route that the vehicle 100 is expected to travel if the driving state at the time of turning continues when the vehicle 100 turns, and a map route generation unit 16 that generates a map route MAR as a correction route, which is the route on the map connecting the temporary destination predetermined at the time of turning and the position of the vehicle 100 when the vehicle 100 turns, and when the vehicle 100 turns, the vehicle The collision determination unit 17 includes a vehicle-estimated path regeneration unit 15b that regenerates a vehicle-estimated path ESRb, which is a path that follows the road shape and is assumed to be the route that vehicle 100 will travel until it reaches a provisional destination, as a correction path. When vehicle 100 turns, the collision determination unit 17 selects one of the correction paths generated by the vehicle movement path generation unit 14, the map path generation unit 16, and the vehicle-estimated path regeneration unit 15b, corrects the path to be determined to the selected correction path, and then performs the determination. As a result, the collision determination device 10 according to Embodiment 1 can perform collision determination using a correction path that is appropriately selected as the path to be determined.

[0132] Furthermore, the temporary destination is set at a predetermined location within the shoulder area of ​​the main road on which the vehicle 100 is traveling. This enables the collision detection device 10 according to Embodiment 1 to accurately determine a collision with an object even when the vehicle 100 stops at a predetermined location within the shoulder area.

[0133] Furthermore, the temporary destination is set at the merging point when the vehicle 100 merges onto the main road from a predetermined position within the shoulder area of ​​the main road on which it is traveling. This enables the collision detection device 10 according to Embodiment 1 to accurately determine a collision with an object even when the vehicle 100 merges onto the main road from a predetermined position within the shoulder area.

[0134] Furthermore, according to Embodiment 1, the vehicle control device 1 includes a collision determination device 10 and a vehicle control unit 18 that controls the vehicle 100 using at least the determination result from the collision determination unit 17. As a result, the vehicle control device 1 according to Embodiment 1 can safely control the vehicle 100 even when the vehicle 100 turns in a direction different from the direction of travel of the estimated vehicle path ESR.

[0135] Embodiment 2. In Embodiment 1, when the vehicle 100 is automatically traveling along the estimated vehicle path ESR, if it turns in a direction different from the direction of travel of the estimated vehicle path ESR, the correction path generation unit 19 generates a correction path, and the collision determination unit 17 corrects the path to be determined to the correction path before determining the possibility of a collision between the vehicle 100 and the object. Embodiment 2 describes an example in which the correction path can be selected according to the distance between the vehicle 100 and the object whose collision possibility is to be determined.

[0136] The configuration example of the collision determination device 10 and vehicle control device 1 according to Embodiment 2 is the same as the configuration example of the collision determination device 10 and vehicle control device 1 according to Embodiment 1 shown in Figure 1. In Embodiment 2, the collision determination unit 17 is configured to select a correction path to be used as the path to be determined, according to the distance to the object, when the vehicle 100 makes the turn. In this case, the distance is, for example, the distance between the position of the vehicle 100 when the vehicle 100 makes the turn and the object around the vehicle 100, or the distance between the position of the vehicle 100 after the turn and the object around the vehicle 100.

[0137] Next, an example of the operation of the vehicle control device 1 according to Embodiment 2 will be described with reference to Figure 9. Figure 9 is a flowchart showing an example of the operation of the collision determination device 10 and the vehicle control device 1 according to Embodiment 2. Steps ST21 to ST31 and ST37 to ST40 in the flowchart shown in Figure 9 are the same as steps ST1 to ST11 and ST14 to ST17 in the flowchart shown in Figure 2, so a further explanation will be omitted.

[0138] In step ST31, if it is determined that the vehicle 100 traveling along the map route MAR has not yet reached point R (provisional destination) (step ST31; NO), the collision determination unit 17 determines whether there is an object ahead in the direction of travel of the vehicle's movement route MOR, which was generated by the vehicle movement route generation unit 14 when the vehicle 100 turned (step ST32). Here, "object" refers to people and bicycles other than objects, and also includes living things such as pets. Furthermore, "object" here refers to fences and structures.

[0139] As a result, if it is determined that an object exists ahead in the direction of travel of the vehicle's movement path MOR (step ST32; YES), the process moves to step ST33. On the other hand, if it is determined that there is no object ahead in the direction of travel of the vehicle's movement path MOR (step ST32; NO), the process moves to step ST36.

[0140] Next, in step ST33, the collision determination unit 17 calculates the distance between the vehicle 100 and an object located ahead in the direction of travel of the vehicle's movement path MOR, and determines whether the calculated distance is less than or equal to a predetermined value (step ST33). If it is determined that the calculated distance is less than or equal to a predetermined value (step ST33; YES), the process moves to step ST34. On the other hand, if it is determined that the calculated distance is not less than or equal to a predetermined value (i.e., it exceeds a predetermined value) (step ST33; NO), the process moves to step ST36.

[0141] In step ST34, the collision determination unit 17 corrects the path to be determined from the map path MAR to the vehicle's movement path MOR and determines the possibility of a collision between the vehicle 100 and the object (step ST34). At this time, the vehicle control unit 18 may, if necessary, switch the path on which the vehicle 100 is controlled to follow from the map path MAR to the vehicle's movement path MOR.

[0142] On the other hand, in step ST32, if it is determined that there is no object ahead in the direction of travel of the vehicle's movement path MOR (step ST32; NO), the collision determination unit 17 determines whether or not there is an object on or around the map path MAR (step ST35). If it is determined that there is an object on or around the map path MAR (step ST35; YES), the process moves to step ST36, where the collision determination unit 17 keeps the map path MAR as the path to be determined and determines the possibility of a collision between the vehicle 100 and the object (step ST36). On the other hand, if it is determined that there is no object on or around the map path MAR (step ST35; NO), the process returns to step ST30.

[0143] Here, we will explain an example of a situation where an object exists beyond the vehicle's travel path MOR using Figure 10. In Figure 10, the meaning of each symbol is the same as in Figure 3. Also, in Figure 10, the vehicle's travel path MOR and the map path MAR do not appear to overlap in the initial part to the left of the dividing line K4 (closer to the vehicle 100), but in reality, the two paths overlap. Furthermore, in Figure 10, the vehicle 100 is superimposed along each path at the points where the curvature of the vehicle's travel path MOR and the map path MAR changes.

[0144] In Figure 10, object (person) P1 is located on the sidewalk ahead of the vehicle's travel path MOR, and object (person) P2 is located on the road shoulder ahead of the map path MAR. Therefore, the collision detection unit 17 determines that an object is located ahead in the direction of travel of the vehicle's travel path MOR. The collision detection unit 17 then calculates the distance between this object (person) P1 and the vehicle 100. Here, it is assumed that the calculated distance between object (person) P1 and the vehicle 100 is less than or equal to a predetermined value.

[0145] In this case, the collision determination unit 17 prioritizes the current situation (the direction of the vehicle 100 traveling along the vehicle movement path MOR) over the influence of planned steering in the future (the direction of the vehicle 100 traveling along the map route MAR). In other words, if it is determined that an object (person) P1 is located ahead of the vehicle movement path MOR and the distance between the object (person) P1 and the vehicle 100 is less than or equal to a predetermined value, the collision determination unit 17 preferentially labels the object (person) P1. Then, for the object (person) P1 to which the label has been attached, the collision determination unit 17 corrects the path to be determined from the map route MAR to the vehicle movement path MOR and determines the possibility of collision with the vehicle 100.

[0146] On the other hand, if the calculated distance between the object (person) P1 and the vehicle 100 exceeds a predetermined value, the collision determination unit 17 determines the possibility of collision with the vehicle 100, keeping the target path as the map path MAR. For example, if the object (person) P1 is walking far away from the vehicle 100, in the far end of the sidewalk, there is little urgency to determine the possibility of collision with the vehicle 100.

[0147] Thus, in Embodiment 2, the collision determination unit 17 determines the possibility of collision with the vehicle 100 based on the vehicle movement path MOR, which more quickly reflects the behavior of the vehicle 100, rather than the map path MAR, for objects that are relatively close to the vehicle 100 and require emergency braking.

[0148] This is based on the general principle that people and bicycles, in addition to objects, pose a greater risk to vehicle 100 in a collision with it than objects. Alternatively, one could prioritize the assessment of collision potential with people and bicycles over that with objects. However, since the occupants of vehicle 100 are also at risk if vehicle 100 collides with an object, the assessment priority for objects should not be set to zero, but rather kept relatively low compared to objects other than objects.

[0149] In the above explanation, an example was described in which the collision determination unit 17 corrects the path to be determined for an object to the vehicle's travel path MOR when the object is located beyond the vehicle's travel path MOR and the distance between the object and the vehicle 100 is less than or equal to a predetermined value. However, the collision determination unit 17 may also correct the path to be determined for an object to the vehicle's travel path MOR, for example, if the distance between the object and the vehicle 100 is less than or equal to a predetermined value, regardless of whether the object is located beyond the vehicle's travel path MOR or not.

[0150] Furthermore, the collision determination unit 17 may, for example, if the distance between the object and the vehicle 100 exceeds a predetermined value, keep the route to be determined for the object as the map route MAR, regardless of the location of the object.

[0151] Furthermore, if the collision determination unit 17 determines, for example, that the distance between the object and the vehicle 100 exceeds a predetermined value, it may correct the path to be determined for the object to the estimated vehicle path ESRb (a path that follows the road shape and is assumed to be traveled by the vehicle to reach point R (a hypothetical destination)) regenerated by the vehicle estimated path regeneration unit 15b, regardless of the location of the object.

[0152] Furthermore, although the above explanation described an example where the vehicle 100 stops at point R (a provisional destination) on the shoulder of the road, for example, as shown in Figure 3, if the vehicle 100 changes lanes from lane 1 to lane 2 along the estimated vehicle path ESR, and there is an object to the right of the boundary line K5 with the oncoming lane, and that object is located beyond the vehicle's travel path MOR, the same collision possibility determination as above may be performed.

[0153] As described above, in Embodiment 2, the collision determination unit 17 is configured to select a correction path according to the distance between the object and the vehicle 100. This allows the collision determination unit 17 to perform optimal collision determination according to the distance to the object. For example, for objects close to the vehicle 100, it can perform a determination using the vehicle's movement path MOR to respond to an emergency stop, and for objects far from the vehicle 100, it can perform a determination using the map path MAR to respond to deceleration and stopping.

[0154] As described above, according to this second embodiment, when the vehicle 100 turns, the collision determination unit 17 calculates the distance between the position of the vehicle 100 at the time of the turn and the surrounding objects, or the distance between the position of the vehicle 100 after the turn and the surrounding objects, and selects a correction path according to the calculated distance. As a result, the collision determination device 10 according to the second embodiment can perform optimal collision determination according to the distance between the vehicle 100 and the object.

[0155] Furthermore, if the calculated distance is less than or equal to a predetermined value, the collision determination unit 17 selects a correction path generated by the vehicle movement path generation unit 14. As a result, the collision determination device 10 according to Embodiment 2 can determine the possibility of collision with objects that are close to the vehicle 100 (less than or equal to a predetermined value) based on the vehicle movement path MOR, which quickly reflects the behavior of the vehicle 100.

[0156] Furthermore, if the calculated distance exceeds a predetermined value, the collision determination unit 17 selects a correction route generated by the map route generation unit 16 or a correction route regenerated by the vehicle estimation route regeneration unit 15b. As a result, the collision determination device 10 according to Embodiment 2 can determine the possibility of collision for objects that are far from the vehicle 100 (exceeding a predetermined value) based on the map route MAR or vehicle estimation route ESRb, which do not require the same level of immediate response as objects that are closer to the vehicle 100.

[0157] Although preferred embodiments have been described in detail above, the embodiments are not limited to those described above. Without departing from the scope described in the claims, the above-described embodiments Various modifications and substitutions can be applied to these.

[0158] The various aspects of this disclosure are summarized below as an appendix.

[0159] (Note 1) A vehicle-estimated route generation unit generates a vehicle-estimated route, which is a route that follows the road shape and is assumed to be the route the vehicle will travel to reach a predetermined destination. A collision determination unit determines the possibility of an object in the vicinity of the vehicle traveling along the self-vehicle estimated path generation unit colliding with the vehicle, using the self-vehicle estimated path generated by the self-vehicle estimated path generation unit as the path to be determined, When the vehicle turns in a direction different from the direction of travel in the estimated path of the vehicle, a correction path generation unit generates a correction path, which is the path the vehicle will travel to reach the provisional destination after the turn, based on the vehicle's driving state at the time of the turn, or a provisional destination predetermined as a destination different from the original destination at the time of the turn. Equipped with, The collision determination unit, If the vehicle performs the aforementioned turn, the path to be judged is corrected to the corrected path generated by the correction path generation unit, and then the judgment is performed. A collision detection device characterized by the following features. (Note 2) The correction path generation unit is: When the vehicle performs the aforementioned turn, the system is configured with a vehicle movement path generation unit that generates a vehicle movement path, which is the path the vehicle is expected to travel if the driving state at the time of the turn continues, as the correction path. The collision determination device according to Appendix 1, characterized by the features described above. (Note 3) The correction path generation unit is: When the vehicle makes the aforementioned turn, the system is configured with a map path generation unit that generates a map path, which is a map path connecting the vehicle's position to the provisional destination predetermined at the time of the turn, as the correction path. The collision determination device according to Appendix 1, characterized by the features described above. (Note 4) The correction path generation unit is: When the vehicle makes the aforementioned turn, the system is configured to regenerate the vehicle's estimated path, which is a path along the road shape that the vehicle is expected to travel until it reaches the provisional destination, as the correction path. The collision determination device according to Appendix 1, characterized by the features described above. (Note 5) The correction path generation unit is: When the vehicle performs the aforementioned turn, the vehicle movement path generation unit generates a vehicle movement path, which is the path the vehicle is expected to travel if the driving state at the time of the turn is continued, as the correction path. When the vehicle makes the aforementioned turn, a map route generation unit generates a map route, which is a map route connecting the temporary destination predetermined at the time of the turn and the position of the vehicle, as the correction route. The system includes a vehicle-estimated path regeneration unit that generates a vehicle-estimated path, which is a path along the road shape that the vehicle is expected to travel to reach the provisional destination when the vehicle makes the aforementioned turn, as the correction path. The collision determination unit, When the vehicle makes the aforementioned turn, one of the correction paths generated by the vehicle movement path generation unit, the map path generation unit, and the vehicle estimated path regeneration unit is selected, and the path to be judged is corrected to the selected correction path before the judgment is performed. The collision determination device according to Appendix 1, characterized by the features described above. (Note 6) The collision determination unit, When the vehicle performs the aforementioned turn, the system calculates the distance between the vehicle's position at the time of the turn and surrounding objects, or the distance between the vehicle's position after the turn and surrounding objects, and selects the correction path according to the calculated distance. The collision determination device described in Appendix 5, characterized by the features described herein. (Note 7) The collision determination unit, If the calculated distance is less than or equal to a predetermined value, the correction route generated by the vehicle movement path generation unit is selected. The collision determination device according to Appendix 6, characterized by the features described therein. (Note 8) The collision determination unit, If the calculated distance exceeds a predetermined value, the correction route generated by the map route generation unit or the vehicle route estimation regeneration unit is selected. A collision determination device as described in Appendix 6 or Appendix 7, characterized by the above. (Note 9) The aforementioned provisional destination is, It is set at a predetermined position within the shoulder area of ​​the main road on which the vehicle is traveling. A collision determination device as described in any one of the appendices 1 to 8, characterized by the above. (Note 10) The aforementioned provisional destination is, This is set as the merging point when the vehicle merges onto the main road from a predetermined position within the shoulder area of ​​the main road on which it is traveling. A collision determination device according to any one of the appendices 1 to 9, characterized in that it is a collision determination device. (Note 11) A collision detection device described in any one of the items from Appendix 1 to Appendix 10, A vehicle control unit controls the vehicle using at least the judgment result from the collision determination unit, A vehicle control device characterized by being equipped with (Note 12) A collision determination method using a collision determination device, The process involves a self-vehicle route generation unit generating a self-vehicle route, which is a route that follows the road shape and is assumed to be the route the vehicle will take to reach a predetermined destination, and The collision determination unit determines, using the estimated self-vehicle path generated by the self-vehicle path generation unit as the path to be determined, the possibility that an object in the vicinity of the self-vehicle traveling along the path to be determined will collide with the self-vehicle, The correction route generation unit generates a correction route, which is the route the vehicle will travel to reach the provisional destination after turning, based on the vehicle's driving state at the time of the turn, or a provisional destination predetermined as a destination different from the original destination at the time of the turn. It has, The collision determination unit, If the vehicle performs the aforementioned turn, the path to be judged is corrected to the corrected path generated by the correction path generation unit, and then the judgment is performed. A collision detection method characterized by the following: [Industrial applicability]

[0160] This disclosure makes it possible to accurately determine collisions with objects along the path from the point where the turn began, even when the vehicle turns in a direction different from the direction of travel of the estimated path, and is therefore suitable for use in collision detection devices. [Explanation of symbols]

[0161] 1 Vehicle control device, 10 Collision detection device, 11 Vehicle environment recognition unit, 12 Surrounding environment recognition unit, 13 Map information acquisition unit, 14 Vehicle movement path generation unit, 15a Vehicle estimated path generation unit, 15b Vehicle estimated path regeneration unit, 16 Map path generation unit, 17 Collision detection unit, 18 Vehicle control unit, 19 Correction path generation unit, 31 Processing circuit, 32 CPU, 33 Memory, 100 Own vehicle, 200 Other vehicles, ABCD Layoff area, B Object (bicycle), C1, C2 Object (car), ESR Estimated Own path, ESRb Estimated Own path, F Object (fence), K1 Boundary line between shoulder area and structure outside area, K2 Line indicating shoulder area, K3 Line passing through the center point in the length and width direction of the Own vehicle, K4 Separation line between lane 1 and lane 2, K5 Boundary line between lane 2 and opposing lane, L Section, MAR Map route, MOR Vehicle movement route, P Route switching point, P1~P4 Object (person), Q Point where the vehicle starts turning, R Temporary destination, S Point where the vehicle ends turning, S1 Electromagnetic induction line sensor, S2 Electromagnetic induction line sensor, T Route switching point.

Claims

1. A vehicle-estimated route generation unit generates a vehicle-estimated route, which is a route that follows the road shape and is assumed to be the route the vehicle will travel to reach a predetermined destination. A collision determination unit determines the possibility of an object in the vicinity of the vehicle traveling along the self-vehicle estimated path generation unit colliding with the vehicle, using the self-vehicle estimated path generated by the self-vehicle estimated path generation unit as the path to be determined, If it is determined that the vehicle is performing an action to turn in a direction different from the direction of travel in the estimated vehicle path, or if it is determined that the vehicle needs to make such a turn, a correction route generation unit generates a map route, which is the route the vehicle will travel on a map until it reaches the provisional destination after the turn, based on the provisional destination set at a predetermined location on the shoulder of the road where the vehicle can stop, and the position of the vehicle, as a correction route. Equipped with, The collision determination unit, when its own vehicle travels along the correction path and turns in a direction different from the direction of travel on the estimated path of the own vehicle, corrects the path to be determined to the correction path generated by the correction path generation unit and then performs the determination. A collision detection device characterized by the following features.

2. The collision determination device according to claim 1, A vehicle control unit controls the vehicle using at least the judgment result from the collision determination unit, A vehicle control device characterized by being equipped with

3. A collision determination method using a collision determination device, The process involves a self-vehicle route generation unit generating a self-vehicle route, which is a route that follows the road shape and is assumed to be the route the vehicle will take to reach a predetermined destination, and The collision determination unit determines, using the estimated self-vehicle path generated by the self-vehicle path generation unit as the path to be determined, the possibility that an object in the vicinity of the self-vehicle traveling along the path to be determined will collide with the self-vehicle, If it is determined that the vehicle is performing an action to turn in a direction different from the direction of travel in the estimated vehicle path, or if it is determined that the vehicle needs to perform such a turn, the correction path generation unit generates a map path as a correction path, which is the route the vehicle will travel on the map until it reaches the provisional destination after the turn, based on the provisional destination set at a predetermined location on the shoulder of the road where the vehicle can stop, and the position of the vehicle. It has, The collision determination unit, when its own vehicle travels along the correction path and turns in a direction different from the direction of travel on the estimated path of the own vehicle, corrects the path to be determined to the correction path generated by the correction path generation unit and then performs the determination. A collision detection method characterized by the following:

Images