JP2023154876A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device capable of accurately predicting a trajectory of a mobile object and accurately determining possibility of a collision.SOLUTION: A vehicle control device which is mounted on a vehicle, predicts and determines possibility that the vehicle collides with a mobile object comprises: a trajectory prediction section 60 which predicts a trajectory including a time change of the mobile object together with a feature such as a stop line actually existing on an actual road; and a prediction correction section 61 which corrects the predicted trajectory including the time change of the mobile object with the trajectory prediction section 60 on the basis of behavior of the mobile object such as indication displayed on a direction indicator light.SELECTED DRAWING: Figure 2

Description

The present invention relates to a vehicle control device that can predict the trajectory of a moving target with high accuracy and determine the possibility of a collision with high accuracy.

Conventional vehicle control devices detect the speed and direction of movement of the vehicle and the moving target, and predict the possibility of a collision between the vehicle and the moving target based on the speed and direction of movement. If there is a possibility of a collision between the vehicle and a moving target, there is a system that outputs a collision warning to alert the driver of the vehicle and operates an automatic brake (see Patent Document 1).

JP2020-8288A

By the way, conventional vehicle control devices control the movement of a moving target using the movement vector (moving speed and direction) of the moving target based on the speed, acceleration, relative position of the moving target, and the own vehicle. The trajectory of the vehicle was predicted, and the possibility of a collision with the own vehicle was determined based on the predicted results.

For this reason, conventional vehicle control devices do not allow the moving target to turn right, for example, even though the moving target is indicated by a turn signal or a right turn instruction is displayed in a lane on the road. As a result, it was determined that there was a possibility of a collision after the moving target had actually turned right, resulting in a delay in predicting the trajectory of the moving target, or a delay in predicting the moving target's trajectory. Since it was necessary to expand the collision prediction range to include predictions, the prediction accuracy had to be lowered.

Furthermore, even though a stop line is marked on the road, if the moving target is predicted to move at the same speed, the moving speed will be different, so the predicted trajectory of the moving target may not be appropriate. As a result, the prediction accuracy had to be lowered.

The present invention has been made in view of the above, and an object of the present invention is to provide a vehicle control device that can predict the trajectory of a moving target with high accuracy and determine the possibility of a collision with high accuracy. .

In order to solve the above-mentioned problems and achieve the objects, a vehicle control device according to the present invention is mounted on a vehicle, and includes a vehicle control device that predicts and determines the possibility of a collision between the vehicle and a moving target. A trajectory prediction unit that predicts a trajectory including temporal changes of the moving target including real features existing on an actual road, and a temporal change of the moving target predicted by the trajectory prediction unit. a prediction correction unit that corrects a trajectory including the moving target based on the behavior of the moving target.

Further, in the above invention, the vehicle control device according to the present invention has a collision prevention function that is installed in the vehicle and controls the operation of a collision prevention function that avoids a collision with the moving target or reduces damage caused by the collision. The vehicle includes a control section, and the collision prevention function control section changes the standard operation timing of the collision prevention function based on the prediction result corrected by the prediction correction section.

Further, in the vehicle control device according to the present invention, in the above invention, the trajectory prediction unit acquires the positions and contents of real features existing on the real road using data of a high-precision map to move the vehicle. Predict the trajectory of the target, including its temporal changes.

Further, in the vehicle control device according to the present invention, in the above invention, the trajectory prediction unit acquires the position and contents of an actual feature existing on an actual road using data of the captured image, and moves the Predict the trajectory of the target, including its temporal changes.

According to the present invention, the trajectory of a moving target can be predicted with high accuracy, and the possibility of collision can be determined with high accuracy.

FIG. 1 is a block diagram showing a control configuration of a vehicle according to this embodiment. FIG. 2 is a functional block diagram showing the configuration of the automatic driving ECU of the vehicle according to the present embodiment. FIG. 3 is an explanatory diagram illustrating prediction of the trajectory of a moving target based on the behavior of an actual terrestrial object and a moving target at an intersection. FIG. 4 is a time chart showing an example of the alarm and automatic brake activation timing. FIG. 5 is a flowchart showing the collision prevention function control processing procedure by the safety confirmation section. FIG. 6 is a functional block diagram showing the configuration of an automatic driving ECU of a vehicle according to a modification of the present embodiment.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a vehicle control device according to the present invention will be described in detail with reference to the drawings. In this embodiment, an example will be described in which a vehicle control device is mounted on a vehicle 1 equipped with an automatic driving function, but the present invention is not limited to this.

<Overall configuration of vehicle>
FIG. 1 is a block diagram showing a control configuration of a vehicle according to this embodiment. A vehicle 1 shown in FIG. 1 is a vehicle equipped with an automatic driving function that allows the vehicle to travel automatically without requiring a user's driving operation. As shown in FIG. 1, the vehicle 1 includes a plurality of ECUs (Electronic Control Units) for controlling various parts. Each ECU includes a microcomputer (microcontroller unit), and the microcomputer includes, for example, a CPU (Central Processing Unit), a nonvolatile memory such as a flash memory, and a volatile memory such as a DRAM (Dynamic Random Access Memory). It has a built-in.

Specifically, as shown in FIG. 1, the vehicle 1 includes a drive ECU 11, a steering ECU 12, a brake ECU 13, a meter ECU 14, a body ECU 15, a communication ECU 16, and an automatic driving ECU 31. The ECUs are connected to each other via a bus line 19 so as to be able to communicate with each other. The bus line 19 realizes communication based on a serial communication protocol such as CAN (Controller Area Network). Note that the present invention is not limited to CAN, and other serial communication protocols may be applied.

The vehicle 1 also includes a lidar (LiDAR: Light Detection and Ranging) ECU 32 and a monocular camera ECU 33, which are connected to the automatic driving ECU 31. Furthermore, the vehicle 1 includes a drive device 21, a steering device 22, a brake device 23, an emergency stop switch 24, a communication device 26, an omnidirectional lidar 34, a positioning signal receiving section 35, a vehicle speed sensor 36, It includes a display device 37, a speaker 38, a rider 42, and a monocular camera 43.

The drive ECU 11 is an ECU that controls the drive device 21 of the vehicle 1. The drive device 21 includes at least one of an engine and a motor as a drive source. Further, the drive device 21 includes a transmission that changes the speed of the driving force from the drive source and outputs it as necessary.

Steering ECU 12 is an ECU that controls steering device 22 of vehicle 1 . The steering device 22 is, for example, an electric power steering device that transmits the torque of an electric motor to a steering mechanism. The steering mechanism includes, for example, a rack and pinion type steering gear, and when the rack shaft moves in the vehicle width direction due to the torque of the electric motor, the left and right steering wheels are steered left and right as the rack shaft moves. It is configured as follows.

Brake ECU 13 is an ECU that controls braking device 23 of vehicle 1 . The braking device 23 may be hydraulic or electric. For example, when the braking device 23 is hydraulic, the braking device 23 includes a brake actuator, and the function of the brake actuator distributes hydraulic pressure to the wheel cylinders of the brakes provided on each wheel, and the hydraulic pressure is used to separate the brakes from each brake. Apply braking force to wheels including drive wheels.

The meter ECU 14 is an ECU that controls each part of the meter panel of the vehicle 1. The meter panel includes instruments that display vehicle speed and engine speed, and a display such as a liquid crystal display that displays various information. Further, the meter ECU 14 is connected to an emergency stop switch 24 that is operated to instruct an emergency stop of automatic operation.

The body ECU 15 is an ECU that controls left and right blinkers, door lock motors, etc. that need to operate even when the vehicle's ignition switch is off.

The communication ECU 16 is an ECU that controls communication inside the vehicle 1 and communication outside the vehicle 1. The communication ECU 16 controls internal communication via the bus line 19 and also controls a communication device 26 that performs communication processing with the outside.

The automatic driving ECU 31 is an ECU that serves as the center of automatic driving control, and is an example of a vehicle control device. Further, the automatic driving ECU 31 includes a memory 41. The memory 41 is a nonvolatile storage device such as a flash memory that stores high-precision map data, etc., which will be described later.

As shown in FIG. 1, the automatic driving ECU 31 is connected to a lidar ECU 32, a monocular camera ECU 33, an omnidirectional lidar 34, a positioning signal receiving section 35, a vehicle speed sensor 36, a display device 37, and a speaker 38.

The rider ECU 32 is an ECU to which, for example, six riders 42 (FR, FM, FL, RR, RM, RL) are connected, and receives and processes detection signals detected by each rider 42. In addition, the lidar ECU 32 is communicably connected to the automatic driving ECU 31 via, for example, an Ethernet (registered trademark) standard communication cable, and transmits processed data regarding the detection signal received from the lidar 42 to the automatic driving ECU 31. Send to. The lidar 42 irradiates a search range with a laser beam, receives reflected light from an object existing within the search range, and outputs a detection signal according to the reflected light, thereby determining the distance and direction to the object. This is a device that measures The riders 42 are arranged, for example, at the left end, center, and right end of the front bumper of the vehicle 1, and at the left end, center, and right end of the rear bumper, respectively. Note that the number and placement locations of the riders 42 are not limited to those described above, and may be different numbers and placement locations.

The monocular camera ECU 33 is connected to the monocular camera 43, and is an ECU that generates image data by receiving and processing an image signal of a still image captured by the monocular camera 43. Furthermore, the monocular camera ECU 33 is communicably connected to the automatic driving ECU 31 via, for example, a USB (Universal Serial Bus) standard communication cable, and receives image data obtained by processing the image signal received from the monocular camera 43. is transmitted to the automatic driving ECU 31. The monocular camera 43 is a camera that can continuously capture still images of at least one of the search ranges in front and behind the vehicle 1 at a predetermined frame rate.

The omnidirectional lidar 34 is a device that irradiates laser light in all directions of 360°, receives reflected light from objects existing within the search range, and outputs a detection signal according to the reflected light. The omnidirectional lidar 34 is connected to be able to communicate with the automatic driving ECU 31 via, for example, an Ethernet standard communication cable, and outputs a detection signal to the automatic driving ECU 31. The detection signal detected by the omnidirectional lidar 34 is converted into point cloud data representing the object by the automatic driving ECU 31.

The positioning signal receiving unit 35 is a receiving device that receives positioning signals from positioning satellites based on GNSS (Global Navigation Satellite System). The positioning signal receiving unit 35 is communicably connected to the automatic driving ECU 31 via, for example, a USB standard communication cable, and outputs the received positioning signal to the automatic driving ECU 31. The automatic driving ECU 31 detects the location where the vehicle 1 is located based on the positioning signal received from the positioning signal receiving section 35. Note that an example of GNSS is, for example, GPS (Global Positioning System).

The vehicle speed sensor 36 is a sensor installed near a wheel of the vehicle 1, for example, and generates a vehicle speed pulse indicating the rotational speed or number of rotations of the wheel. The vehicle speed sensor 36 is communicably connected to the automatic driving ECU 31 and outputs the generated vehicle speed pulse to the automatic driving ECU 31. The automatic driving ECU 31 calculates the vehicle speed of the vehicle 1 by counting vehicle speed pulses received from the vehicle speed sensor 36.

The display device 37 is an LCD (Liquid Crystal Display) or an OELD (Organic Electro-Luminescent Display) that is installed on a dashboard or the like in the cabin of the vehicle 1 and displays map information, object recognition information, etc. This is a display device such as an EL display (EL display). The display device 37 is communicably connected to the automatic driving ECU 31.

The speaker 38 is an audio device installed in the cabin of the vehicle 1 that outputs sound and voice. The speaker 38 is communicably connected to the automatic driving ECU 31.

<Configuration of automatic driving ECU>
FIG. 2 is a functional block diagram showing the configuration of the automatic driving ECU of the vehicle according to the present embodiment. As shown in FIG. 2, the automatic driving ECU 31 includes a position estimation section 51, an object recognition section 53, a peripheral information integration section 54, a route planning section 55, a safety confirmation section 56, a vehicle control section 57, and an output It has a control section 58 and a storage section 59.

The position estimating unit 51 matches the positioning signal received from the positioning signal receiving unit 35 with high-precision map data, which is the data of the high-precision map D stored in the storage unit 59, and determines the position of the vehicle 1 (self-control). This is a functional unit that estimates the position. High-precision map data is information on high-precision three-dimensional maps, such as road width, partition lines, road shoulder lines, stop lines at intersections (signals), right turn indications on right turn lanes, and left turn signs on left turn lanes. Includes information on signs, crosswalks, signs, guardrails, curbs, sidewalks, traffic lights, etc. The position estimation unit 51 outputs the estimated self-position information to the surrounding information integration unit 54. Note that the position estimating unit 51 may use the detection signal received from the omnidirectional lidar 34 to improve the accuracy of estimating the self position. The high-precision map data is also referred to by the safety confirmation section 56. Further, the high-precision map D is updated almost in real time by the communication device 26 via the communication ECU 16.

The object recognition unit 53 determines the distance to a moving target (vehicle, motorcycle, pedestrian, building, obstacle such as a curb) determined from the image data generated by the monocular camera ECU 33 and the detection signal received from the omnidirectional lidar 34. This is a functional unit that recognizes moving targets based on the information. The object recognition unit 53 outputs information on the recognized moving target to the surrounding information integration unit 54 and to the safety confirmation unit 56.

The peripheral information integration unit 54 calculates the altitude stored in the storage unit 59 based on the moving target recognition result of the object recognition unit 53, the self-position estimation result of the position estimation unit 51, and the data received from the rider ECU 32. This is a functional unit that creates peripheral information integrated map data in which target objects such as the vehicle 1, two-wheeled vehicles other than the vehicle 1, and pedestrians are arranged (integrated) on the map indicated by the precision map data. This peripheral information integrated map data includes the position and contents of real features on the real road indicated by the high-precision map data. The surrounding information integration section 54 outputs the created surrounding information integrated map data to the route planning section 55 and the safety confirmation section 56.

The route planning unit 55 includes a planned route for moving the vehicle 1 to the target point and a target speed at each point on the planned route, based on the surrounding information integrated map data created by the surrounding information integrating unit 54. This is the functional department that plans. The route planning section 55 creates planned route data including the planned route and target speed, and outputs it to the safety confirmation section 56, vehicle control section 57, and output control section 58.

The safety confirmation unit 56 has a function of confirming the safety of the vehicle 1 on the planned route based on the surrounding information integrated map data created by the surrounding information integration unit 54 and the planned route data created by the route planning unit 55. Department. The safety confirmation unit 56 determines the possibility of a collision between the vehicle 1 and the moving target based on a predicted trajectory (planned route) that includes time changes of the vehicle 1 and a predicted trajectory that includes time changes of the moving target. The system then generates the activation timing for collision prevention functions (warning and automatic braking) that avoid collisions with moving targets or reduce damage caused by collisions. The alarm timing is output to the output control section 58, and the automatic brake activation timing is output to the vehicle control section 57. The behavior of the direction indicator or the like recognized by the object recognition unit 53 is also input to the safety confirmation unit 56 . Further, the vehicle speed of the vehicle 1 is inputted to the safety confirmation unit 56 from the vehicle speed sensor 36 . Note that, as described above, the position and content of the actual feature may be acquired directly from the high-precision map data instead of from the surrounding information integrated map data.

The safety confirmation section 56 includes a trajectory prediction section 60, a prediction correction section 61, a collision prediction section 62, and an operation timing generation section 63. The trajectory prediction unit 60 predicts trajectories that include time changes of moving targets, including real terrestrial objects that exist on real roads.

For example, as shown in FIG. 3, when the vehicle 1 approaches an intersection and recognizes a moving target vehicle 101 on the oncoming lane, the moving speed and direction of the vehicle 101 are acquired, and the actual For example, if there is a right turn sign on the right turn lane and the vehicle 101 is present on the right turn lane, it is predicted that the vehicle 101 will turn right. That is, the trajectory R1 is selected from among the predicted trajectory of the vehicle 101, which are a straight-travel trajectory R1, a right-turn trajectory R2, and a left-turn trajectory R3. Note that the moving direction of the vehicle 101 at this point is in the direction of the trajectory R1, resulting in an incorrect trajectory being predicted.

In addition, when it is recognized that the vehicle 102, which is a moving target, is entering an intersection, the vehicle 102's moving speed and moving direction are acquired, and based on the position and contents of an actual feature such as the stop line LS, , the vehicle 102 is predicted to stop temporarily. That is, the vehicle 102 is predicted to decelerate and temporarily stop. In this case, the vehicle 1 will drive on the priority road and will not slow down significantly. On the other hand, the vehicle 102 temporarily stops, and the temporal change of the trajectory R11 becomes slower than when the stop line LS does not exist. Note that if the stop line LS is not recognized, the time change of the trajectory R11 will be incorrect.

The prediction correction unit 61 corrects the trajectory of the moving target, including temporal changes, predicted by the trajectory prediction unit 60, based on the behavior of the moving target. For example, when the direction indicator indicates a right turn as the behavior of the vehicle 101 shown in FIG. 3, the trajectory of the vehicle 101 is predicted to be trajectory R2. In this case, even if there is no right turn sign on the right turn lane, it can be predicted that the vehicle 101 will turn right and take the trajectory R2. This behavior may include, for example, the vehicle 101 being closer to the center line, and it is predicted that the vehicle 101 will turn right on the trajectory R2.

The collision prediction unit 62 predicts the trajectory of the vehicle 1 including temporal changes based on the planned route during automatic driving of the vehicle 1 and the vehicle speed and acceleration, and also predicts the trajectory including temporal changes of the moving target from the trajectory prediction unit 60. The prediction result of the trajectory is obtained, and the possibility of collision between the vehicle 1 and the moving target is determined. Specifically, if the difference between the arrival time of the moving target and the arrival time of the vehicle 1 until reaching the intersection of the planned route and the trajectory of the moving target is less than or equal to a predetermined value, the collision prediction unit 62 It is determined that there is a possibility of a collision. Here, the trajectory prediction section 60 and the prediction correction section 61 predict the trajectory of the moving target, including time changes, early and with high accuracy by knowing the behavior of the real terrestrial object and the moving target. , the possibility of collision can be determined early and with high accuracy.

The actuation timing generating section 63 generates actuation timings for warning and automatic braking when the collision predicting section 62 determines that there is a possibility of a collision. Specifically, the actuation timing generating section 63 first generates the actuation timing shown in FIG. 4 . The actuation timing is formed in the following order: warning timing at time t1, primary brake timing at time t2, and secondary brake timing at time t3. If it is predicted that there is a possibility of a collision at the current time t0, a warning is issued at a time t1, which is a time T1 that corresponds to the time to collision (TTC) from the time t10 when the vehicle stops. Further, the primary brake is activated from time t2, which is a time (T2+T3) back in time corresponding to the brake margin time (TTB), and the secondary brake, which is stronger than the primary brake, is activated from time t3. The primary brake and the secondary brake are applied at an integrated time, and the automatic brake is activated from time t2. Note that the secondary brake can be further changed to the maximum brake as time passes in relation to the stop position.

Here, the conventionally generated actuation timing was a standard actuation timing generated based on the moving speed and moving direction of the moving target, the moving speed and moving direction of the vehicle 1, and the relative distance. The timing generation section 63 generates an operation timing by changing the reference operation timing based on the prediction result corrected by the prediction correction section 61.

For example, the warning timing is changed depending on whether the vehicle 1 is on a priority road or not. Furthermore, the alarm timing is changed depending on the direction and lateral position error from the center of the high-precision map D. Alternatively, the alarm timing is changed depending on the presence or absence of a signal or the presence or absence of a stop line. These alarm timings are changed to be later than normal timings when it is safe to do so. This generates proper actuation timing.

The actuation timing generation section 63 outputs the generated alarm timing of the actuation timing to the collision prevention control section 65 of the output control section 58 and outputs the brake timing to the collision prevention control section 64 of the vehicle control section 57.

The output control unit 58 is a functional unit that controls the display of the display device 37 and the audio output of the speaker 38. For example, the output control unit 58 causes the display device 37 to display peripheral information integrated map data created by the peripheral information integration unit 54, planned route data created by the route planning unit 55, and the like. In addition, when an alarm timing is input by the safety confirmation unit 56, the output control unit 58 causes the collision prevention control unit 65 to send, for example, the speaker 38 to avoid a collision between the vehicle 1 and a moving target. A warning sound or a warning display on the display device 37, or both warnings are issued. Note that when only one of the output of the alarm sound from the speaker 38 and the alarm display on the display device 37 is performed, the user operates the emergency stop switch 24 accordingly and performs the preparations (not shown). It may also be possible to manually avoid a collision between the vehicle 1 and a moving target by operating an operating section such as a brake operating section (brake pedal) and an accelerator operating section (accelerator pedal).

The vehicle control unit 57 causes the vehicle 1 to travel along the planned route based on the planned route data created by the route planning unit 55 and the safety confirmation result of the vehicle 1 on the planned route by the safety confirmation unit 56. At the same time, a command is output to the drive ECU 11, the steering ECU 12, the brake ECU 13, etc. to avoid a collision between the vehicle 1 and the moving target, or to reduce damage caused by a collision between the vehicle 1 and the moving target. The running of the vehicle 1 is controlled by. The collision prevention control section 64 receives the brake timing generated by the operation timing generation section 63 and operates the primary brake and the secondary brake.

Note that the safety confirmation section 56 and the collision prevention control sections 64 and 65 function as a collision prevention function control section that controls the operation of a collision prevention function that avoids a collision between the vehicle 1 and a moving target or reduces damage caused by the collision. .

<Collision prevention function control processing>
FIG. 5 is a flowchart showing the collision prevention function control processing procedure by the safety confirmation section 56. As shown in FIG. 5, first, the safety confirmation unit 56 acquires the position of the moving target based on the recognition result from the object recognition unit 53 (step S101). After that, the safety confirmation unit 56 acquires information on real features from the high-precision map data of the high-precision map (step S102).

Thereafter, the trajectory prediction unit 60 predicts a trajectory that includes time changes of the moving target, including the position and content of the actual feature (step S103). Furthermore, the prediction correction unit 61 acquires the behavior of the moving target, and corrects the trajectory including the temporal change of the moving target predicted by the trajectory prediction unit 60 based on the behavior of the moving target (step S104). On the other hand, the safety confirmation unit 56 predicts the trajectory of the vehicle 1 based on the route plan from the route planning unit 55 and the vehicle speed from the vehicle speed sensor 36 (step S105).

After that, the collision prediction unit 62 predicts and determines whether there is a possibility of a collision between the vehicle 1 and the moving target (step S106). If there is no possibility of a collision (step S106: No), this process ends.

On the other hand, if there is a possibility of a collision (step S106: Yes), the activation timing generation unit 63 generates a standard activation timing for warning and automatic braking (step S107), and also uses the prediction result by the prediction correction unit 61. Then, an actuation timing is generated by changing the reference actuation timing (step S108). Then, the actuation timing generation unit 63 outputs the generated alarm timing of the actuation timing to the collision prevention control unit 65 as an activation request, outputs the generated brake timing as an activation request to the collision prevention control unit 64 (step S109), and performs the main processing. end. Note that this process is repeatedly performed at predetermined time intervals.

<Modified example>
FIG. 6 is a functional block diagram showing the configuration of an automatic driving ECU of a vehicle according to a modification of the present embodiment. The safety confirmation unit 56 of this modification does not use the high-precision map data of the high-precision map D, but uses the object recognition unit 53 to acquire information on real features existing on the real road. Note that instead of the monocular camera 43, it is preferable to obtain three-dimensional information using a stereo camera or the like, and to perform object recognition based on the obtained image. Note that the lidar 42 may also be used, or the image information obtained by the lidar 42 may be used to perform object recognition.

Although the high-precision map D requires map updating, in this modification example, since information on actual physical features is directly acquired, it is possible to perform early and highly accurate trajectory prediction in real time.

By the way, since intersections generally have no white lines and are free spaces, it is difficult to predict the trajectory of moving targets. In order to reduce erroneous detection of collisions and non-operation of warnings and automatic brakes (delays in activation timing), the range for determining the possibility of collision is narrowed and the relative distance between vehicle 1 and the moving target is reduced. Since it is necessary to determine the possibility of a collision in close proximity, it becomes impossible to issue an appropriate warning and automatic brake operation.

In contrast, in this embodiment and the modified example, the trajectory of the moving target, including time changes, is predicted early and with high accuracy, so the appropriate warning and automatic brake activation timing are generated early. can do. In addition, it is possible to reduce the occurrence of erroneous collision detection and failure of warnings and automatic brakes.

Note that the above-mentioned position estimation section 51, object recognition section 53, surrounding information integration section 54, route planning section 55, safety confirmation section 56, vehicle control section 57, and output control section 58 are, for example, the automatic driving ECU 31 shown in FIG. This is realized by executing the program by the CPU. Note that some or all of these functional units may be realized by hardware such as a logic circuit.

Furthermore, the storage unit 59 is a functional unit that stores information such as the high-precision map D. The storage unit 59 is realized by the memory 41 shown in FIG. Note that the storage unit 59 may be realized by an external storage device such as an external HDD (Hard Disk Drive) or an SSD (Solid State Drive).

Furthermore, the functions of each functional unit of the automatic driving ECU 31 shown in FIG. 2 are conceptually shown, and the structure is not limited to this. For example, a plurality of functional units illustrated as independent functional units in FIG. 2 may be configured as one functional unit. On the other hand, the function of one functional section in FIG. 2 may be divided into a plurality of parts and configured as a plurality of functional parts.

Furthermore, although the vehicle 1 equipped with an automatic driving function has been discussed, the present invention is also applicable to vehicles that are not equipped with an automatic driving function but are equipped with a collision avoidance function using collision avoidance control.

The configurations illustrated in the embodiments and modifications described above are functionally schematic, and do not necessarily need to physically have the configurations shown in the figures. In other words, the form of dispersion/integration of each device and component is not limited to the one shown in the diagram, but all or part of it may be functionally or physically dispersed/integrated in arbitrary units depending on various usage conditions. It can be configured as follows.

1 Vehicle 31 Autonomous driving ECU
51 Position estimation section 53 Object recognition section 54 Surrounding information integration section 55 Route planning section 56 Safety confirmation section 57 Vehicle control section 58 Output control section 59 Storage section 60 Trajectory prediction section 61 Prediction correction section 62 Collision prediction section 63 Actuation timing generation section 64 , 65 Collision prevention control unit D High-precision map

Claims (4)

A vehicle control device mounted on a vehicle that predicts and determines the possibility of a collision between the vehicle and a moving target,
a trajectory prediction unit that predicts a trajectory that includes temporal changes of the moving target including real features existing on an actual road;
a prediction correction unit that corrects a trajectory including temporal changes of the moving target predicted by the trajectory prediction unit based on the behavior of the moving target;
A vehicle control device comprising: a collision prevention function control unit that is mounted on the vehicle and controls the operation of a collision prevention function that avoids a collision with the moving target or reduces damage caused by the collision;
The vehicle control device according to claim 1, wherein the collision prevention function control section changes the standard activation timing of the collision prevention function based on the prediction result corrected by the prediction correction section. 2. The trajectory prediction unit predicts the trajectory of the moving target including temporal changes by acquiring the positions and contents of real features existing on an actual road using data of a high-precision map. The vehicle control device described in . 2. The trajectory prediction unit predicts the trajectory of the moving target including temporal changes by acquiring the position and content of an actual feature existing on an actual road using captured image data. The vehicle control device described in .

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