Path confirmation device and path confirmation method

Abstract

The path confirmation section (28) sets the attention region (45) in the region expanded to the position farther than the safety distance (42) and between the moving obstacle (46) and the host vehicle (40) by the attention region setting section (286) in the case where there is the moving obstacle (46) moving around the periphery of the host vehicle (40). Also, the path selection section (285) selects the travel plan in the generated travel plans that travels in such a manner that the moving obstacle (46) does not intrude into the set attention region (45). When the moving obstacle (46) intrudes into the set attention region (45), the travel control ECU (31) is controlled by the emergency control section (282) to implement at least either one of deceleration control and steering control of the host vehicle (40) to expand the distance from the moving obstacle (46).

Description

[0001] Cross Reference to Related Applications

[0002] This application claims priority to Japanese Patent Application No. 2020-128559 filed on July 29, 2020, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0003] The disclosure in this specification relates to a route confirmation device and a route confirmation method that perform travel control to ensure a safety distance. BACKGROUND

[0004] In Patent Literature 1, it is described that, in automated driving, a safety distance that becomes a criterion for evaluating safety is calculated, and the safety distance is maintained with a minimum limit between other vehicles and pedestrians.

[0005] Patent Literature 1: International Publication No. 2018 / 115963

[0006] In the navigation system described in Patent Literature 1, in automated driving, when the safety distance of the host vehicle is violated by other vehicles, the host vehicle implements an emergency stop mode in which an emergency stop is performed to ensure the safety of the host vehicle. Since the safety distance is calculated using the speed of the host vehicle, the safety distance becomes small in a situation where the host vehicle is traveling at a low speed in a parking lot or the like. If the safety distance is small, the actual inter-vehicle distance also becomes small. If the inter-vehicle distance is small, there is a possibility that a vehicle that has a need to back up cannot back up due to the influence of the safety distance from a following vehicle, and falls into a deadlock in which the vehicle cannot proceed or back up. SUMMARY

[0007] Therefore, the disclosed object is achieved in view of the above-described problems, and the object is to provide a route confirmation device and a route confirmation method that can suppress the occurrence of a deadlock.

[0008] The present disclosure employs the following technical units in order to achieve the above-described object.

[0009] The path confirmation device disclosed herein is a path confirmation device used for a vehicle provided with a path generation section that generates a travel plan for causing the vehicle to travel by automatic driving, and a travel control section that controls travel of the vehicle in accordance with the generated travel plan, and includes: a safety distance setting section that sets a safety distance that the vehicle, i.e., the host vehicle, should be spaced apart from an obstacle at a minimum in order to avoid approaching the obstacle; an emergency control section that determines whether the host vehicle is traveling while ensuring the set safety distance, and executes a control prescribed for an emergency time that is different from the control in accordance with the travel plan on the host vehicle when the distance between the host vehicle and the obstacle is shorter than the safety distance; an attention area setting section that sets an attention area in a region located farther from the host vehicle than the safety distance of the host vehicle and between a moving obstacle that is moving on the side of the travel direction of the host vehicle and the host vehicle; and a path selection section that selects a travel plan in which the moving obstacle does not intrude into the set attention area among the generated travel plans.

[0010] According to such a path confirmation device, in a case where there is a moving obstacle that is moving on the side of the travel direction of the host vehicle, the attention area setting section sets an attention area in a region located farther from the host vehicle than the safety distance of the host vehicle and between the moving obstacle and the host vehicle. Also, the path selection section selects a travel plan in which the moving obstacle does not intrude into the set attention area among the generated travel plans. By setting the attention area, it is possible to suppress the moving obstacle from approaching the host vehicle to below the safety distance, and it is possible to suppress the occurrence of a deadlock.

[0011] In addition, the other path confirmation device disclosed is a path confirmation device used for a vehicle provided with a path generation section that generates a travel plan for causing the vehicle to travel by automatic driving, and a travel control section that controls travel of the vehicle in accordance with the generated travel plan, and includes: a safety distance setting section that sets a safety distance that the vehicle, i.e., the host vehicle, should be spaced apart from an obstacle at a minimum in order to avoid approaching the obstacle; an emergency control section that determines whether the host vehicle is traveling while ensuring the set safety distance, and executes a control prescribed for an emergency time that is different from the control in accordance with the travel plan on the host vehicle when the distance between the host vehicle and the obstacle is shorter than the safety distance; an attention area setting section that sets a parking attention area including a moving path from a current position of the host vehicle to a parking area in a case where the host vehicle is parked in the parking area, and sets a moving obstacle attention area around a moving obstacle in a case where there is the moving obstacle on the side of the travel direction of the host vehicle; and a path selection section that selects a travel plan in which the host vehicle is parked in the parking area in a case where the parking attention area and the moving obstacle attention area do not overlap.

[0012] According to the path confirmation device, it is possible to make the travel plan of the host vehicle in the case where the host vehicle is parked in the parking area to be a more appropriate travel plan while suppressing a stalemate.

[0013] The path confirmation method disclosed herein is a path confirmation method executed by a processor used by a host vehicle that travels according to a travel plan for traveling by automatic driving, in which a safety distance that the host vehicle should at least secure between the host vehicle and an obstacle in order to avoid the approach of the host vehicle to the obstacle is set, it is determined whether or not the host vehicle is traveling while securing the set safety distance, in the case where the distance between the host vehicle and the obstacle is shorter than the safety distance, the host vehicle is executed with an emergency-time control that is defined differently from the control according to the travel plan, in the case where there is a moving obstacle that moves on the side of the travel direction of the host vehicle, a caution area is set between the moving obstacle and the host vehicle in an area that is located farther from the host vehicle than the safety distance of the host vehicle, and a travel plan in which the moving obstacle does not intrude into the set caution area is selected from among the generated travel plans.

[0014] In addition, the other path confirmation method disclosed is a path confirmation method executed by a processor used by a host vehicle that travels according to a travel plan for traveling by automatic driving, in which a safety distance that the host vehicle should at least secure between the host vehicle and an obstacle in order to avoid the approach of the host vehicle to the obstacle is set, it is determined whether or not the host vehicle is traveling while securing the set safety distance, in the case where the distance between the host vehicle and the obstacle is shorter than the safety distance, the host vehicle is executed with an emergency-time control that is defined differently from the control according to the travel plan, in the case where the host vehicle is parked in a parking area, a parking-caution area that includes a movement path from the current position of the host vehicle to the parking area is set, in the case where there is a moving obstacle on the side of the travel direction of the host vehicle, a moving-obstacle-caution area is set around the moving obstacle, and in the case where the parking-caution area and the moving-obstacle-caution area do not overlap, a travel plan in which the host vehicle is parked in the parking area is selected.

[0015] According to these path confirmation methods, it is possible to suppress the occurrence of a stalemate.

[0016] Furthermore, the reference numerals in parentheses of each unit described above are one example of the correspondence relationship with the specific units described in the embodiments described later. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 is a block diagram that shows the vehicle system 20 of the first embodiment.

[0018] Figure 2 is a block diagram that shows the path confirmation unit 28.

[0019] Figure 3 is a diagram that explains the caution distance 41 from the front vehicle.

[0020] Figure 4 is a graph showing the RSS model expressed by a formula.

[0021] Figure 5 is a graph explaining the derivation of the formula shown in Figure 4

[0022] Figure 6 is a graph explaining the attention distance 41 with respect to the left and right vehicles.

[0023] Figure 7 is a graph explaining the attention region 45a for the host vehicle and the attention region 45b for the moving obstacle.

[0024] Figure 8 is a graph explaining the attention region 45c for parking.

[0025] Figure 9 is a flowchart showing the setting process of the attention region mode.

[0026] Figure 10 is a flowchart showing the setting process of the attention region 45.

[0027] Figure 11 is a graph explaining the attention region 45.

[0028] Figure 12 is a flowchart showing the setting process of the attention region 45c for parking.

[0029] Figure 13 is a flowchart showing the setting process of the attention region 45c for parking of the surrounding vehicle.

[0030] Figure 14 is a graph explaining the attention region 45c for parking.

[0031] Figure 15 is a graph showing the process executed when the attention region mode is set in the second embodiment.

[0032] Figure 16 is a graph showing the process executed when the attention region mode is set in the third embodiment.

[0033] Figure 17 is a graph exemplifying the safety region 47. DETAILED DESCRIPTION

[0034] ​Hereinafter, various methods for implementing this disclosure will be described with reference to the accompanying drawings. Sometimes, the same reference numerals are added to portions of each embodiment corresponding to matters described in prior embodiments, or a character is added to prior reference numerals, and repeated descriptions are omitted. Furthermore, when only a portion of the configuration is described in each embodiment, the other portions of the configuration are the same as in the previously described embodiments. Not only combinations of portions specifically described in each embodiment are possible, but embodiments can also be partially combined with each other as long as the combination does not particularly hinder the implementation of the configuration.

[0035] (First Implementation)

[0036] use Figures 1-14 The first embodiment of this disclosure will be described. Figure 1 The vehicle system 20 shown is used in autonomous vehicles capable of autonomous driving. For example... Figure 1 As shown, the vehicle system 20 includes a vehicle control unit 21, an Electronic Control Unit (ECU) 31, a locator 33, a map database 34, a surrounding monitoring sensor 35, a communication module 37, a vehicle status sensor 38, a manual operation unit 32, and a driving switching unit 30. Vehicles using the vehicle system 20 are not necessarily limited to automobiles, but examples of its use in automobiles will be described below.

[0037] First, let's define autonomous vehicles. As mentioned above, any vehicle capable of autonomous driving is an autonomous vehicle. The degree of autonomous driving, or automation level, can have multiple levels, as defined by SAE. Automation levels are categorized in SAE as follows.

[0038] Level 0 is a level where the system does not intervene and the driver performs all driving tasks. Driving tasks include, for example, steering and acceleration / deceleration. Level 0 is equivalent to manual driving using the manual control unit 32. Level 1 is a level where the system supports either steering or acceleration / deceleration. Level 2 is a level where the system supports both steering and acceleration / deceleration. Levels 1 and 2 are equivalent to driving support.

[0039] Level 3 is a level in which the system can perform all driving tasks in a specific place such as a highway, and the driver performs driving operation in an emergency. In Level 3, the driver is required to be able to respond quickly in the case where there is a request for driving replacement from the system. Level 3 corresponds to so-called conditional automated driving. Level 4 is a level in which the system can perform all driving tasks except for specific situations such as roads that cannot be responded to, extreme environments, and the like. Level 4 corresponds to so-called high-level automated driving. Level 5 is a level in which the system can perform all driving tasks in all environments. Level 5 corresponds to so-called full automated driving. Levels 3 to 5 correspond to so-called automated driving. The driving task mentioned here can be a dynamic driving task (DDT).

[0040] The automated driving vehicle of the present embodiment can be, for example, an automated driving vehicle of Level 3 in terms of automation level, or an automated driving vehicle of Level 4 or higher in terms of automation level. In addition, it can be possible to switch the automation level. The present embodiment can be switched to automated driving of Level 3 or higher in terms of automation level, and manual driving of Level 0. It can also be possible to switch from Level 3 in terms of automation level to Level 2, and from Level 3 to Level 1. In the case where automated driving of Levels 2 and 1 is possible, it can also be possible to switch between Levels 2, 1, and 0.

[0041] Next, the configuration of each part will be described. The positioner 33 is provided with a GNSS (Global Navigation Satellite System) receiver and an inertial sensor. The GNSS receiver receives a positioning signal from a plurality of positioning satellites. The inertial sensor is provided with, for example, a gyro sensor and an acceleration sensor. The positioner 33 sequentially positions the vehicle position of the host vehicle by combining the positioning signal received by the GNSS receiver and the measurement result of the inertial sensor. The vehicle position is expressed in coordinates of latitude and longitude, for example. In addition, it can be configured such that the positioning of the vehicle position uses a travel distance calculated from signals sequentially output from a vehicle speed sensor mounted on the vehicle.

[0042] The map database 34 is a nonvolatile memory that stores map data such as link data, node data, road shapes, structures, and the like. The link data is constituted by various data such as a link ID that identifies a link, a link length that indicates the length of the link, a link orientation, a link travel time, a link shape, node coordinates of the start and end of the link, and a road attribute. As an example, the link shape can be constituted by a coordinate list of coordinate positions of both ends of the link and shape interpolation points that indicate the shape therebetween. As the road attribute, there are a road name, a road type, a road width, lane number information that indicates the number of lanes, a speed limit value, and the like. The node data is constituted by various data such as a node ID to which a number unique to each node on the map is added, node coordinates, a node name, a node type, and a connection link ID that describes link IDs connected to the node. The link data can also be subdivided by lane, that is, a travel lane, in addition to by road section.

[0043] It is sufficient that the road section, that is, the link, can be identified as one of a single-lane two-way road, a single-lane one-way road, a road without a center line for two-way traffic, and the like, based on the lane number information and / or the road type. The road without a center line for two-way traffic does not include a road with a single carriageway. In addition, the center line can be replaced with a center line. The road without a center line for two-way traffic described herein indicates a road without a center line for two-way traffic in a general road other than an expressway and a car-only road.

[0044] The map data can also include a three-dimensional map constituted by a point group of feature points of road shapes and structures. In the case where the three-dimensional map constituted by the point group of feature points of road shapes and structures is used as the map data, the positioner 33 can be configured not to use the GNSS receiver, but to determine the vehicle position using the three-dimensional map and a detection result of a LIDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging) or a surrounding monitoring sensor 35 such as a surrounding monitoring camera that detects the point group of feature points of road shapes and structures. In addition, the three-dimensional map can be a map generated based on a captured image by REM (Road Experience Management).

[0045] The periphery monitoring sensor 35 is an autonomous sensor that monitors the periphery of the host vehicle. As one example, the periphery monitoring sensor 35 detects objects in the periphery of the host vehicle, such as a pedestrian, an animal other than a human, a vehicle other than the host vehicle, and the like moving, and a guardrail, a curb, a tree, a fallen object on the road, and the like stationary. In addition to these, a road marking such as a travel division line in the periphery of the host vehicle is also detected. As the periphery monitoring sensor 35, for example, there are a periphery monitoring camera that photographs a prescribed range around the host vehicle, a millimeter wave radar, a sonar, a LIDAR, and the like distance measuring sensor that transmits a probe wave to a prescribed range around the host vehicle.

[0046] The vehicle state sensor 38 is a group of sensors for detecting various states of the host vehicle. As the vehicle state sensor 38, there are a vehicle speed sensor, a steering manipulation sensor, an acceleration sensor, a yaw rate sensor, and the like. The vehicle speed sensor detects the vehicle speed of the host vehicle. The steering manipulation sensor detects the steering manipulation angle of the host vehicle. The acceleration sensor detects the acceleration of the host vehicle, such as the front-rear acceleration, the lateral acceleration, and the like. The acceleration sensor can also detect the acceleration in the negative direction, that is, the deceleration. The yaw rate sensor detects the angular velocity of the host vehicle.

[0047] The communication module 37 performs transmission and reception of information, that is, inter-vehicle communication, via wireless communication between the communication module 37 of the vehicle system 20 mounted on the host vehicle and the communication module 37 of the vehicle system 20 mounted on the surrounding vehicle. In addition, the communication module 37 can also perform transmission and reception of information, that is, road-to-vehicle communication, via wireless communication between the communication module 37 and a roadside machine provided on the roadside. In this case, the communication module 37 can also receive information of the surrounding vehicle transmitted from the communication module 37 of the vehicle system 20 mounted on the surrounding vehicle via the roadside machine.

[0048] In addition, the communication module 37 can also perform transmission and reception of information, that is, wide area communication, via wireless communication between the communication module 37 and a center outside the host vehicle. In the case where vehicles transmit and receive information via the center through wide area communication, by transmitting and receiving information including the vehicle position, the center adjusts the vehicles to transmit and receive information of the vehicles within a constant range based on the vehicle position. Hereinafter, a case where the communication module 37 receives information of the surrounding vehicle of the host vehicle through at least any one of inter-vehicle communication, road-to-vehicle communication, and wide area communication will be described.

[0049] In addition, the communication module 37 can also receive map data distributed from an external server that distributes map data, for example, through wide area communication, and store it in the map database 34. In this case, the map database 34 can also be configured as a volatile memory, and the communication module 37 sequentially acquires map data of an area corresponding to the position of the host vehicle.

[0050] The manual operation section 32 is a section that the driver operates in order to drive the host vehicle, and includes a steering wheel, an accelerator pedal, and a brake pedal. The manual operation section 32 outputs an operation amount operated by the driver to the drive switching section 30. The operation amount is an accelerator operation amount, a brake operation amount, and a steering wheel operation amount. The vehicle control device 21 outputs an instruction value for performing automatic driving in the automatic driving mode.

[0051] The drive switching section 30 switches the drive mode between the automatic driving mode in which automatic driving is performed, and the manual driving mode in which manual driving is performed. In other words, the drive switching section 30 switches the right to perform a drive operation on the host vehicle to the vehicle control device 21 or the driver. The drive switching section 30, in a case where the right to perform a drive operation on the host vehicle is the vehicle control device 21, transmits the instruction value output from the vehicle control device 21 to the travel control ECU 31. The drive switching section 30, in a case where the right to perform a drive operation on the host vehicle is the driver, transmits the operation amount to the travel control ECU 31.

[0052] The drive switching section 30 switches the drive mode to the automatic driving mode or the manual driving mode according to a mode switching request. The mode switching request is either a manual driving mode switching request that causes the drive mode to become the manual driving mode from the automatic driving mode, or an automatic driving mode switching request that causes the drive mode to become the automatic driving mode from the manual driving mode. The mode switching request is generated, for example, by a switch operation of the driver, and is input to the drive switching section 30. The mode switching request is also generated, for example, by a judgment of the vehicle control device 21, and is input to the drive switching section 30. The drive switching section 30 switches the drive mode according to the mode switching request.

[0053] The travel control ECU 31 is a travel control section, and is an electronic control device that performs travel control of the host vehicle. As the travel control, acceleration / deceleration control and / or steering control can be cited. As the travel control ECU 31, a steering control ECU that performs steering control, a power unit control ECU that performs acceleration / deceleration control, a brake ECU, and the like are cited. The travel control ECU 31 performs travel control by outputting a control signal to each travel control device, such as an electronic control throttle valve, a brake actuator, an EPS (Electric Power Steering) motor, and the like, mounted on the host vehicle.

[0054] The vehicle control device 21 has, for example, a processor, a memory, an I / O, and a bus connecting them, and performs processing related to automated driving by executing a control program stored in the memory. The memory referred to here is a non-transitory tangible storage medium that non-transitorily stores programs and data that can be read by a computer. In addition, the non-transitory tangible storage medium can be realized by a semiconductor memory or a magnetic disk, or the like.

[0055] Next, the outline of the vehicle control device 21 will be described. As shown in Figure 1 Figure 1 The vehicle control device 21 has, as functional blocks, a host vehicle position acquisition section 19, a sensing information acquisition section 22, a map data acquisition section 23, a communication information acquisition section 24, a travel environment acquisition section 25, and an automated driving section 26. In addition, a part or all of the functions performed by the vehicle control device 21 can be configured in hardware by one or a plurality of ICs, or the like. In addition, a part or all of the functional blocks possessed by the vehicle control device 21 can be realized by a combination of the execution of software by a processor and hardware components. The vehicle control device 21 corresponds to an in-vehicle device.

[0056] The host vehicle position acquisition section 19 acquires the vehicle position of the host vehicle sequentially positioned by the positioner 33. The sensing information acquisition section 22 acquires the detection results, that is, sensing information, sequentially detected by the surrounding monitoring sensor 35. In addition, the sensing information acquisition section 22 acquires the detection results, that is, vehicle state information, sequentially detected by the vehicle state sensor 38.

[0057] The map data acquisition section 23 acquires the map data stored in the map database 34. The map data acquisition section 23 can also acquire the map data of the surroundings of the host vehicle in accordance with the vehicle position of the host vehicle acquired in the host vehicle position acquisition section 19. Preferably, the map data acquisition section 23 acquires map data of a wider range than the detection range of the surrounding monitoring sensor 35.

[0058] The communication information acquisition section 24 acquires information of surrounding vehicles of the host vehicle through the communication module 37. As the information of the surrounding vehicles, for example, identification information of the surrounding vehicles, information of speeds, information of accelerations, information of yaw rates, position information, and the like can be listed. The identification information is information for identifying each vehicle. In the identification information, for example, classification information indicating a prescribed division such as a vehicle type to which the host vehicle belongs, a vehicle class, or the like can be included.

[0059] ​The travel environment acquisition unit 25 acquires the travel environment of the host vehicle and generates a virtual space simulating the acquired travel environment for the automatic driving unit 26. Specifically, the travel environment acquisition unit 25 identifies the travel environment of the host vehicle based on the vehicle position of the host vehicle acquired by the host vehicle position acquisition unit 19, the sensing information and the vehicle state information acquired by the sensing information acquisition unit 22, the map data acquired by the map data acquisition unit 23, the information of the surrounding vehicles acquired by the communication information acquisition unit 24, and the like. As one example, the travel environment acquisition unit 25 identifies the position, shape, movement state, and the like of the surrounding objects of the host vehicle, or the position of the pavement marking in the vicinity of the host vehicle using these pieces of information, and generates a virtual space that reproduces the actual travel environment.

[0060] In the travel environment acquisition unit 25, it is also possible to identify the distance of the host vehicle from the surrounding objects, the relative speed of the surrounding objects with respect to the host vehicle, the shape and size of the surrounding objects, and the like as the travel environment based on the sensing information acquired by the sensing information acquisition unit 22. In addition, the travel environment acquisition unit 25 can also be configured to identify the travel environment using the information of the surrounding vehicles in a case where the information of the surrounding vehicles can be acquired by the communication information acquisition unit 24. For example, it is possible to identify the position, speed, acceleration, yaw rate, and the like of the surrounding vehicles based on the information of the position, speed, acceleration, yaw rate, and the like of the surrounding vehicles. In addition, it is also possible to identify the performance information such as the maximum deceleration, maximum acceleration, and the like of the surrounding vehicles based on the identification information of the surrounding vehicles. As one example, the travel environment acquisition unit 25 can be configured to identify the performance information based on the identification information by referring to a correspondence relationship between the identification information and the performance information stored in advance in the nonvolatile memory of the vehicle control device 21. Further, it is also possible to use the above-described classification information as the identification information.

[0061] It is preferable that the travel environment acquisition unit 25 distinguish and identify whether the surrounding object detected by the surrounding monitoring sensor 35 is a moving body or a stationary object. In addition, it is preferable that the travel environment acquisition unit 25 also distinguish and identify the kind of the surrounding object. For the kind of the surrounding object, it is possible to distinguish and identify the kind by performing pattern matching on the captured image of the surrounding monitoring camera, for example. For the kind, it is possible to distinguish and identify a structure such as a guardrail, a road drop, a pedestrian, a bicycle, a two-wheeled motorcycle, a car, and the like, for example. In a case where the surrounding object is a car, the kind of the surrounding object is a car type, a car model, and the like. For whether the surrounding object is a moving body or a stationary object, it is possible to identify based on the kind of the surrounding object. For example, it is possible to identify as a stationary object in a case where the kind of the surrounding object is a structure or a road drop. It is possible to identify as a moving body in a case where the kind of the surrounding object is a pedestrian, a bicycle, a two-wheeled motorcycle, or a car. Further, it is also possible to identify an object such as a parked vehicle that is less likely to move immediately as a stationary object. For the parked vehicle, it is possible to identify based on the fact that the vehicle is stopped and that it is possible to identify that the brake light is not lit by image recognition, for example.

[0062] The automatic driving section 26 performs processing related to the agent of the driving operation of the driver. As shown in Figure 1 Fig. 2, the automatic driving section 26 has a path generation section 27, a path confirmation section 28, and an automatic driving function section 29 as sub-function modules. In order to improve performance in automatic driving, the automatic driving section 26 is designed in consideration of avoidance of unreasonable risks and positive risk balance.

[0063] The path generation section 27 generates a travel plan for traveling the host vehicle by automatic driving using the travel environment acquired by the travel environment acquisition section 25. The travel environment here can be the traffic scenario (hereinafter, simply referred to as a scenario) itself, or the scenario can be selected in the process of using the travel environment at the time of generating the travel plan. For example, as a medium- to long-term travel plan, path search processing is performed to generate a recommended path for traveling from the host vehicle position to the destination. In addition, as a short-term travel plan for performing travel along the medium- to long-term travel plan, a travel plan for lane change, a travel plan for traveling in the center of the lane, a travel plan for following a preceding vehicle, and a travel plan for avoiding an obstacle, and the like are generated. These travel plans can be said to be plans for continuing travel of the host vehicle 40. The travel plan here can not include a plan for an extremely short-term travel for making the host vehicle 40 stop urgently. The generation of the travel plan here can correspond to at least one of route planning, tactical behavior planning, and trajectory planning.

[0064] In the path generation section 27, for example, a path at a constant distance or in the center from the recognized travel division line can be generated as a travel plan, or a path along the recognized behavior or travel trajectory of the preceding vehicle can be generated as a travel plan. In addition, the path generation section 27 can generate a path for the host vehicle to change lanes to an empty area of an adjacent lane in the same travel direction as a travel plan. The obstacle here can be another road user. The other road user can include another vulnerable road user (for example, a pedestrian), another non-vulnerable road user (for example, a surrounding vehicle). In addition, the obstacle can be positioned as a safety-related object. The path generation section 27 can generate a path that avoids the obstacle and maintains travel as a travel plan, or a deceleration to stop just in front of the obstacle as a travel plan. The path generation section 27 can be configured to generate a travel plan judged to be the best by machine learning or the like. The path generation section 27, for example, calculates one or more paths as a short-term travel plan. For example, the path generation section 27 can be configured to include information on acceleration and deceleration for adjusting the speed in the calculated path as a short-term travel plan.

[0065] As one example, the route generating portion 27 generates a travel plan corresponding to the situation, in a case where the front obstacle recognized by the travel environment acquiring portion 25 is a travel hindering obstacle that hinders the travel of the host vehicle, after the appropriateness is evaluated by the route confirming portion 28 described later. Hereinafter, the description will be continued on the assumption that the travel hindering obstacle is identified and determined. Further, the travel hindering obstacle can be an on-road fallen object or a parked vehicle in the travel lane of the host vehicle, or a preceding vehicle in the travel lane of the host vehicle. The preceding vehicle corresponding to the travel hindering obstacle can be a preceding vehicle whose average speed is significantly reduced compared to the speed limit value of the travel road, or the like, although it is not a traffic congestion road. Further, in the case of a narrow road, there are many cases where slow travel is required, and therefore it is preferable that the preceding vehicle is not determined as the travel hindering obstacle. Hereinafter, the description will be continued on the assumption that a moving body such as a preceding vehicle is not determined as the travel hindering obstacle, and a stationary object such as a parked vehicle is determined as the travel hindering obstacle, in a case where the travel road of the host vehicle corresponds to an opposing traffic road without a center line.

[0066] For example, the route generating portion 27 performs a process corresponding to the travel road of the host vehicle, in a case where the travel hindering obstacle is identified and determined by the travel environment acquiring portion 25. For example, the route generating portion 27 determines whether or not it is possible to travel in the travel lane of the host vehicle while securing a distance in the left-right direction between the travel hindering obstacle, in a case where the travel road of the host vehicle corresponds to an opposing traffic road without a center line. The threshold value mentioned here can be a lower limit value of the safety distance 42 described later. The lower limit value can be, for example, a value of the safety distance 42 set when the speed of the host vehicle is suppressed to the minimum limit for traveling, or the like. In other words, the route generating portion 27 determines whether or not it is possible to travel in the travel lane of the host vehicle while securing the safety distance 42 in the left-right direction between the travel hindering obstacle. Further, the threshold value can be a fixed value set in advance, or a value that varies depending on the behavior of the travel hindering obstacle, in a case where the travel hindering obstacle is a moving body.

[0067] As one example, the route generating portion 27 determines that it is possible to travel in the travel lane of the host vehicle while securing the safety distance 42 in the left-right direction between the travel hindering obstacle, in a case where the width of the portion of the lane width of the travel lane of the host vehicle that is not blocked by the travel hindering obstacle is larger than the value obtained by adding the above-mentioned threshold value to the vehicle width of the host vehicle. In a case where it is determined that it is possible to travel in the travel lane of the host vehicle while securing the safety distance 42 in the left-right direction between the travel hindering obstacle, it is possible to generate a travel plan that maintains the travel lane of the host vehicle and passes through the side of the travel hindering obstacle while avoiding the oncoming vehicle.

[0068] On the other hand, in a case where the width of the portion of the lane width of the travel lane of the host vehicle that is not blocked by the travel obstruction is equal to or less than the value obtained by adding the threshold value to the vehicle width of the host vehicle, it is determined that it is not possible to travel in the travel lane of the host vehicle while securing the lateral-direction safety distance 42 from the travel obstruction. The value of the vehicle width of the host vehicle can be used as it is, which is stored in advance in the nonvolatile memory of the vehicle control device 21. The lane width of the travel lane can be determined based on the map data acquired by the map data acquisition section 23. In a case where it is determined that it is not possible to travel in the travel lane of the host vehicle while securing the lateral-direction safety distance 42 from the travel obstruction, a travel plan to stop the vehicle can be generated. This is because, in a case where the travel road of the host vehicle corresponds to an oncoming road without a center line, in a case where it is determined that it is not possible to travel in the travel lane of the host vehicle while securing the lateral-direction safety distance 42 from the travel obstruction, it is not possible to travel on the oncoming road. In this case, for example, the vehicle control device 21 can be configured to perform a driving change from autonomous driving to manual driving. Further, in a case where the driving mode is switched from autonomous driving to manual driving, the vehicle control device 21 can be configured to move to manual driving after giving a notification to request the driving change in advance.

[0069] The route generation section 27 can generate a travel plan to change lanes to an adjacent lane in the same direction as the travel lane of the host vehicle in a case where the travel road of the host vehicle corresponds to a one-way multi-lane road. The route generation section 27 can determine whether it is possible to travel in the travel lane of the host vehicle while securing a lateral-direction distance of equal to or more than the threshold value from the travel obstruction in a case where the travel road of the host vehicle corresponds to a one-way single-lane road, as described above. In a case where it is determined that it is possible to travel in the travel lane of the host vehicle while securing the lateral-direction safety distance 42 from the travel obstruction, a travel plan to pass by the side of the travel obstruction while maintaining the travel lane of the host vehicle can be generated. On the other hand, in a case where the travel road of the host vehicle corresponds to a one-way single-lane road and it is determined that it is not possible to travel in the travel lane of the host vehicle while securing the lateral-direction safety distance 42 from the travel obstruction, a travel plan to pass by the side of the travel obstruction while deviating from the travel lane of the host vehicle and avoiding an oncoming vehicle can be generated.

[0070] The path confirmation unit 28 evaluates the travel plan generated by the path generation unit 27. The travel plan can also be said to be a travel path. Evaluating the travel plan means executing a path confirmation method that confirms the propriety of the travel path. The path confirmation unit 28 can evaluate the travel plan using a mathematical formula model that formalizes the concept of safe driving in order to more easily perform evaluation of the travel plan. The path confirmation unit 28 can evaluate the travel plan based on whether or not the distance between the host vehicle and the object of the surrounding object, that is, the inter-object distance, is equal to or greater than a safe distance 42 that is calculated by a pre-set mathematical formula model and that becomes a criterion for evaluating the relationship between the objects. As one example, the inter-object distance can be the distance in the front-rear direction and the left-right direction of the host vehicle.

[0071] Furthermore, the mathematical formula model is not a model that guarantees that no accidents will occur, but is a model for taking appropriate action for collision avoidance in the case of less than the safe distance 42. The appropriate action can also be a proper response. The proper response can also be a series of adjustment actions that the driving policy can need in order to maintain the safety of the intended function (SOTIF). The proper response can be an action that resolves a crisis situation in which other road users act based on assumptions that can be reasonably anticipated. As one example of the proper response, a transition to a minimum risk state can also be performed. As one example of the appropriate action for collision avoidance as described here, a reasonable force braking can be cited. The reasonable force braking can cite, for example, braking at the maximum deceleration that can be achieved for the host vehicle or the like. The safe distance 42 calculated by the mathematical formula model can be said to be the distance that the host vehicle should clear away from the obstacle at a minimum in order to avoid the approach of the host vehicle to the obstacle.

[0072] The automatic driving function unit 29 can perform the driving operation of the driver by causing the travel control ECU 31 to automatically perform acceleration and deceleration and / or steering control of the host vehicle in accordance with the travel plan output from the path confirmation unit 28, that is, automatic driving. The automatic driving function unit 29 performs automatic driving along the travel plan evaluated in the path confirmation unit 28 as being suitable for automatic driving. In the case of travel in which the travel plan is a path, automatic driving is performed along the path. In the case of travel in which the travel plan is parking or deceleration, parking or deceleration is automatically performed. The automatic driving function unit 29 performs automatic driving while avoiding the approach of the host vehicle to the surrounding object by performing automatic driving in accordance with the travel plan output from the path confirmation unit 28.

[0073] Next, the path confirmation unit 28 will be described in more detail. As Figure 2As shown, the path confirmation section 28 has a safety distance setting section 281, an attention distance setting section 284, an attention distance judgment section 283, an emergency stop section 282, a path selection section 285, and an attention area setting section 286 as sub-function modules. The safety distance setting section 281 calculates the safety distance 42 using the above-mentioned mathematical formula model, and sets the calculated safety distance 42 as the safety distance 42. The safety distance setting section 281 calculates and sets the safety distance 42 using at least information on the behavior of the vehicle. The safety distance setting section 281 can use, for example, an RSS (Responsibility Sensitive Safety) model as the mathematical formula model. Here, the mathematical formula model can be the safety-related model itself, or can correspond to a part of the safety-related model.

[0074] The safety distance setting section 281 sets the safety distance 42 that the host vehicle 40 should leave at a minimum between the host vehicle 40 and an obstacle in order to avoid the approach of the host vehicle 40 to the obstacle. The safety distance setting section 281 sets, for example, the safety distance 42 in the front direction and the left and right directions of the host vehicle 40. As shown in FIG. 2, the safety distance setting section 281 sets, for example, the safety distance 42 in the front direction of the host vehicle 40. Figure 3 As a reference, the safety distance setting section 281 can calculate, for example, the distance at which the host vehicle 40 can stop at a minimum as the safety distance 42 in the front direction of the host vehicle 40 based on information on the behavior of the host vehicle 40. As a specific example, the safety distance setting section 281 can calculate, for example, the distance at which the host vehicle 40 can stop after traveling forward at a maximum acceleration for a response time and decelerating at a maximum deceleration from the current vehicle speed as the safety distance 42 in the front direction of the host vehicle 40 based on the speed, the maximum acceleration, the maximum deceleration, and the response time of the host vehicle 40. The speed, the maximum acceleration, and the maximum deceleration of the host vehicle 40 here are the speed in the front and rear directions of the host vehicle 40. The response time here can be the time from the instruction to the operation of the brake device to the start of the operation when the host vehicle 40 is stopped by automatic driving. As one example, the maximum acceleration, the maximum deceleration, and the response time of the host vehicle 40 can be determined by being stored in advance in a nonvolatile memory of the vehicle control device 21. The safety distance setting section 281 can set the safety distance 42 in the front direction of the host vehicle 40 as a reference even in a case where no moving body is recognized in the front direction of the host vehicle 40 but a stationary object is recognized.

[0075] The safety distance setting section 281 calculates, in the case where a moving body is recognized in front of the host vehicle 40, a distance at which the host vehicle 40 can stop without contacting the moving body in front as the safety distance 42 in front, based on information on the behavior of the host vehicle 40 and the moving body in front. Here, the case where the moving body is a car is exemplified. As the moving body in front, a preceding vehicle, an oncoming vehicle, and the like can be exemplified. As a specific example, in the case where the moving direction of the host vehicle 40 and the moving body in front is opposite, a distance at which the host vehicle 40 and the moving body in front can stop without contacting each other when the host vehicle 40 and the moving body in front respectively travel in the respective front directions from the current speed at the maximum acceleration for the response time and then decelerate at the maximum deceleration is calculated as the safety distance 42 in front, based on the speed, the maximum acceleration, the maximum deceleration, and the response time of the host vehicle 40 and the moving body in front. On the other hand, in the case where the moving direction of the host vehicle 40 and the moving body in front is the same, a distance at which the host vehicle 40 and the moving body in front can stop without contacting each other when the moving body in front decelerates from the current speed at the maximum deceleration and the host vehicle 40 travels in the front direction from the current speed at the maximum acceleration for the response time and then decelerates at the maximum deceleration is calculated as the safety distance 42 in front.

[0076] The safety distance setting section 281 uses the information acquired by the communication information acquisition section 24 in the case where the speed, the maximum acceleration, the maximum deceleration, and the response time of the moving body can be acquired by the communication information acquisition section 24. In addition, the information recognized by the travel environment acquisition section 25 is used for the information that can be recognized by the travel environment acquisition section 25. In addition to this, the maximum acceleration, the maximum deceleration, and the response time of the moving body can be configured such that the safety distance setting section 281 uses the values of a general vehicle by previously storing the values of the general vehicle in the nonvolatile memory of the vehicle control device 21. That is, the minimum set of assumptions that can be reasonably anticipated in defining the behavior of the moving body can be determined in accordance with the kinematic characteristics of the moving body and the scenario.

[0077] In addition, the safety distance setting section 281 can calculate, in the case where a moving body is recognized behind the host vehicle 40, a distance at which the host vehicle 40 can stop without contacting the moving body behind as the safety distance 42 behind, based on information on the behavior of the host vehicle 40 and the moving body behind. As the moving body behind, a following vehicle, a rear side vehicle of an adjacent lane behind the host vehicle 40 can be exemplified. The safety distance setting section 281 can set the safety distance 42 behind the host vehicle 40 by calculating the safety distance 42 for the moving body behind, for example, in the same manner as when the safety distance 42 in front is calculated.

[0078] As Figure 6As shown, as a reference, the safety distance setting section 281 calculates, for the left-right direction of the host vehicle 40, a distance to be moved in the left-right direction until the speed in the left-right direction of the host vehicle 40 can be made 0 as the safety distance 42, based on the behavior information of the host vehicle 40. For example, based on the speed in the left-right direction of the host vehicle 40, the maximum acceleration, the maximum deceleration, and the response time, a distance to be moved in the left-right direction of the host vehicle 40 until the host vehicle 40, after moving in the left-right direction with the maximum acceleration for the response time from the current speed in the left-right direction, is decelerated with the maximum deceleration and the speed in the left-right direction can be made 0, is calculated as the safety distance 42 in the left-right direction. The response time here can be a time from an instruction to the action of the steering control device until the action starts when the host vehicle 40 is made to perform the steering control by the automatic driving. The safety distance setting section 281 can also set the safety distance 42 in the left-right direction as a reference in a case where no moving body is recognized in the left-right direction of the host vehicle 40 but a stationary body is recognized.

[0079] The safety distance setting section 281, in a case where a moving body is recognized in the left-right direction of the host vehicle 40, can calculate, for the direction in which the moving body exists, a distance to be moved in the left-right direction until the speed in the left-right direction of the host vehicle 40 and the moving body can be made 0 without contacting each other as the safety distance 42 in the direction, based on the behavior information of the host vehicle 40 and the moving body. As a specific example, based on the speed of the host vehicle 40 and the moving body, the maximum acceleration, the maximum deceleration, and the response time, a distance until the host vehicle 40 and the moving body, after respectively moving in the left-right direction with the maximum acceleration for the response time from the current speed, can be stopped without contacting each other when decelerated with the maximum deceleration, can be calculated as the safety distance 42 in the left-right direction. The values of the maximum acceleration, the maximum speed, and the response time of the obstacle used for calculating the safety distance 42 can be set based on an upper limit or a lower limit defined according to a minimum concentration of a hypothetical assumption that can be reasonably expected in the scenario.

[0080] Note that the attention distance setting section 284 sets the attention distance 41, which is larger than the safety distance 42, as a distance that should be left between the host vehicle 40 and the surrounding vehicle 43 when the obstacle is the surrounding vehicle 43 traveling around the host vehicle 40. The attention distance 41 includes the safety distance 42 and is a distance for preventing the emergency avoidance mode. The emergency avoidance mode is a control mode in which a stop plan for making the vehicle decelerate and stop urgently for safety is executed. The surrounding vehicle 43 is another vehicle traveling around the host vehicle 40, such as a front vehicle traveling in front of the host vehicle 40, a rear vehicle traveling behind the host vehicle 40, and left and right vehicles traveling on lanes adjacent to the lane in which the host vehicle 40 travels.

[0081] The safety distance 42 is also calculated using the speed and acceleration of the preceding vehicle as described above, but in the case where the acceleration and deceleration of the preceding vehicle is irregular, the calculation result of the safety distance 42 is unstable. Therefore, the attention distance 41 is provided, and the travel plan in which the inter-vehicle distance 44 is above the attention distance 41 is preferably adopted. Thus, if the attention distance 41 is larger than the inter-vehicle distance 44 due to emergency deceleration of the preceding vehicle, the travel plan in which the inter-vehicle distance 44 is expanded to be above the attention distance 41 is selected. Therefore, the attention distance 41 is set to be longer than the safety distance 42 as described above. Figure 3 The safety distance 42 is also calculated using the speed and acceleration of the preceding vehicle as described above, but in the case where the acceleration and deceleration of the preceding vehicle is irregular, the calculation result of the safety distance 42 is unstable. Therefore, the attention distance 41 is provided, and the travel plan in which the inter-vehicle distance 44 is above the attention distance 41 is preferably adopted. Thus, if the attention distance 41 is larger than the inter-vehicle distance 44 due to emergency deceleration of the preceding vehicle, the travel plan in which the inter-vehicle distance 44 is expanded to be above the attention distance 41 is selected. Therefore, the attention distance 41 is set to be longer than the safety distance 42 as described above.

[0082] The attention distance setting section 284 sets the attention distance 41 in the front, rear, and left and right directions of the host vehicle 40, for example. As shown in FIG. 4, the attention distance setting section 284 calculates the distance in which the host vehicle 40 can ensure the inter-vehicle distance 44 with slow deceleration as the attention distance 41 with respect to the surrounding vehicle 43 in the front of the host vehicle 40, based on the information on the behavior of the preceding vehicle, for example. The slow deceleration is deceleration that does not give a passenger a sense of discomfort, and the deceleration is set in advance through experiments or the like. In addition, the slow deceleration can also be deceleration in which the seat belt is not locked. The distance in which the inter-vehicle distance 44 can be ensured means a distance in which the inter-vehicle distance 44 in the emergency stop mode caused by a change in the predicted safety distance 42 can be ensured even with the slow deceleration. Figure 3

[0083] As a specific example, in the case where the speed of the preceding vehicle is unstable and has an unnatural speed difference Δv, the change distance based on the speed difference Δv is calculated as the offset distance Δd, and the distance in which the safety distance 42 is added to the offset distance Δd is calculated as the attention distance 41. The speed difference Δv is the difference between the maximum speed and the minimum speed of the preceding vehicle in a unit observation time set in advance. The unit observation time is a time for determining that the speed of the preceding vehicle is unstable, that is, the speed of the preceding vehicle is swinging. Therefore, the unit observation time is preferably less than one minute at the longest, and can be less than 10 seconds. The distance obtained by multiplying the above-described speed difference Δv by the offset time is the offset distance Δd. The attention distance 41 is, as described above, a distance in which the safety distance 42 has a cushioning effect. Since it is a distance in which the cushioning effect is exerted, the offset distance Δd added to the safety distance 42 is preferably shorter than the safety distance 42. The above-described offset time is set in such a manner that the offset distance Δd is shorter than the safety distance 42.

[0084] In addition, the term related to the braking distance of the preceding vehicle can be deleted from the RSS model that calculates the safety distance 42, and the safety distance 42 can be calculated as the attention distance 41. In this case, the RSS model is as shown in FIG. 6. Figure 4 The RSS model in which the distance of the preceding vehicle is not deleted is shown. Figure 4 is a formula for calculating the safety distance 42 in the situation in which rear-end collision is determined. In this case, the safety distance 42 is shown as d Figure 4 min ​​. Reference Figure 5 right Figure 4 The meaning of the middle part is explained. The safe distance d in determining a rear-end collision situation. min Vehicle c, acting as the lead vehicle f Stopping distance d brake，front Vehicle c, as a follow-up vehicle r empty travel distance d reaction，rear and vehicle c r Braking distance d brake，rear There is Figure 5 The relationship shown is expressed as a formula. Figure 4 The relationship between the left and the middle.

[0085] If vehicle c f The initial velocity of the deceleration is v. f And the deceleration a is constant until it stops. max，break Then the third term in the middle can be converted into the fourth term on the right. If vehicle c r From the velocity v r The vehicle is in a state of motion, during the reaction time ρ, with maximum acceleration a. max，accel If acceleration is applied, the first item in the middle can be converted into the first and second items on the right. In vehicle c... r After deceleration begins, it continues at a constant deceleration rate a until it comes to a stop. min，break When deceleration occurs, the second term in the middle can be converted into the third term on the right. Based on the above, the right side can be obtained. The term related to the braking distance of the vehicle in front is the fourth term on the right.

[0086] like Figure 6 As shown, the attention distance setting unit 284, for the vehicles 43 surrounding the vehicle 40 in the left and right directions, calculates, for example, the distance at which the vehicle 40 can maintain a safe distance 44 with slow steering maneuvers, based on information about the actions of the surrounding vehicles 43 in the left and right directions, as the attention distance 41. Slow steering maneuvers are steering maneuvers with a lateral acceleration equivalent to the lateral acceleration generated by a passenger normally operating the steering wheel. This lateral deceleration is preset through experiments, etc. Furthermore, slow steering maneuvers can also be steering maneuvers where the seatbelt is not locked. The distance at which the safe distance 44 can be maintained means that even with this slow steering maneuver, an emergency stop mode cannot be implemented due to changes in the predicted safe distance 42.

[0087] Further, note distance setting section 284 sets note distance 41 when own vehicle 40 is running in a place where running is unstable, such as a parking lot. Each vehicle running in the parking lot runs with note distance 41 set. Further, each vehicle selects a running plan in which note distance 41 does not overlap with each other. When running in the parking lot, note distance 41 corresponding to the parking space is set in comparison with the vehicle speed. Further, in a case where note distance 41 overlaps, a running plan is selected in which inter-vehicle distance 44 becomes note distance 41 or more in a direction in which the overlap is eliminated. In the parking lot, for example, in a case where note distance 41 of a peripheral vehicle 43 in the opposite direction of the running direction overlaps with note distance 41 of own vehicle 40, in a case where the overlap can be eliminated by advancing, advancing is prioritized in comparison with retreating to eliminate the overlap of note distance 41.

[0088] When running in the parking lot, note distance setting section 284 sets note distance 41 based on the parking space of own vehicle 40. Further, note distance 41 of peripheral vehicle 43 can be calculated by own vehicle 40 based on the parking space of peripheral vehicle 43, or can be acquired by vehicle-to-vehicle communication.

[0089] Whether or not such setting of note distance 41 is performed is judged by note distance judging section 283. Therefore, note distance 41 is calculated by note distance setting section 284 at all times regardless of whether or not it is set. Note distance judging section 283 judges whether or not to set note distance 41 for peripheral vehicle 43 in a case where safety distance 42 temporarily increases, or in a case where safety distance 42 is to increase. Although note distance 41 can be set for peripheral vehicle 43 at all times, in the present embodiment, note distance 41 is set when a prescribed setting condition is satisfied. For example, in a case where safety distance 42 from peripheral vehicle 43 temporarily increases, specifically, when the running state of peripheral vehicle 43 is unstable, when there is a large curve ahead, or the like, note distance judging section 283 judges to set note distance 41. Further, for example, in a case where safety distance 42 from peripheral vehicle 43 is to increase, specifically, when the road surface condition ahead changes in a direction in which it deteriorates, or the like, note distance judging section 283 judges to set note distance 41. Therefore, in a case where a condition in which the temporal change of calculated safety distance 42 increases is highly likely to occur, and in a case where there is a possibility that safety distance 42 generates a maximum value in which it increases by a constant value or a constant ratio in comparison with the average value of the prescribed elapsed time, note distance judging section 283 judges to set note distance 41.

[0090] Further, in a case where the attention distance 41 is set with respect to the surrounding vehicle 43, the setting can be continued as long as the surrounding vehicle 43 is present around the host vehicle 40, but the setting of the attention distance 41 with respect to the surrounding vehicle 43 can be ended when a predetermined ending condition is satisfied. In the present embodiment, the attention distance judging section 283 judges that the setting of the attention distance 41 with respect to the surrounding vehicle 43 is ended in a case where, with respect to the surrounding vehicle 43 with respect to which the attention distance 41 has been set, it is judged thereafter that the driving propriety of the host vehicle 40 is ensured.

[0091] The attention region setting section 286 sets the attention region 45 outside the safety distance 42 and between the moving obstacle 46 and the host vehicle 40 in a case where the moving obstacle 46 is moving around the host vehicle 40. The attention region 45 is a region located at a position farther from the host vehicle 40 than the safety distance 42 of the host vehicle 40 and exists between the moving obstacle 46 and the host vehicle 40. The moving obstacle 46 includes a pedestrian, a bicycle, a vehicle, and the like that are moving around the host vehicle 40. The attention region 45 is not a distance but a region that extends two-dimensionally in parallel with the road surface and has an area. As shown in FIG. 6, for example, in a case where a bicycle is present as the moving obstacle 46 in front of the host vehicle 40, the attention region 45 is formed in front of the host vehicle 40 as a region that continuously extends from the attention distance 41. Therefore, the attention region setting section 286 sets the attention region 45 outside the attention distance 41 and between the moving obstacle 46 and the traveling direction of the host vehicle 40 in a case where the moving obstacle 46 is present. Figure 7

[0092] The attention region setting section 286 calculates, for example, a distance at which the host vehicle 40 can ensure the inter-vehicle distance 44 with the moving obstacle 46 at a slow deceleration as the length of the attention region 45 in accordance with the speed of the host vehicle 40 and the speed and the traveling direction of the moving obstacle 46 and the like. Therefore, the width of the attention region 45 is set to be the same as or larger than the width of the attention distance 41, for example. The length of the attention region 45 on the traveling direction side, i.e., the length in the left-right direction of FIG. 6, is set to be the same as or longer than the length of the attention distance 41, for example. Figure 7

[0093] The attention region setting section 286 sets the attention region 45 for the moving obstacle 46 around the moving obstacle 46 differently from the attention region 45 for the host vehicle. The attention region 45 for the host vehicle is hereinafter referred to as "host vehicle attention region 45a". The attention region 45 for the moving obstacle is hereinafter referred to as "moving obstacle attention region 45b". In a case where the attention regions 45 are used as a collective term, the reference numeral 45 is added. As shown in FIG. 6, for example, in a case where the bicycle is present as the moving obstacle 46 in front of the host vehicle 40, the host vehicle attention region 45a and the moving obstacle attention region 45b are set in front of the host vehicle 40. Figure 7 ​​As shown, for example, in the case where a bicycle is present as the moving obstacle 46 in front of the host vehicle 40, the moving obstacle attention region 45b is, for example, an area that includes the bicycle and has a constant expansion on the outer side. The moving obstacle attention region 45b having a constant expansion is set in accordance with the size of the moving obstacle 46, for example, in the case of a vehicle in accordance with the car length. If the moving obstacle 46 moves, the moving obstacle attention region 45b moves together with the moving obstacle 46.

[0094] The attention region setting section 286 can also set the size of the moving obstacle attention region 45b in accordance with the speed of the host vehicle 40 and the speed and direction of travel of the moving obstacle 46 and the like. For example, the distance that the host vehicle 40 is able to ensure a vehicle-to-vehicle distance 44 with the moving obstacle 46 at a slow deceleration can be calculated as the length of the moving obstacle attention region 45b. The width of the moving obstacle attention region 45b is thus set to be the same width as the attention distance 41 or larger than the attention distance 41, for example. The length of the moving obstacle attention region 45b on the direction-of-travel side is set to be the same length as the attention distance 41 or longer than the attention distance 41, for example.

[0095] The attention region setting section 286 sets a parking attention region 45 that includes a movement path 52 from the current position of the host vehicle 40 to the parking frame 51 in the case where the host vehicle 40 parks in the parking frame 51, unlike the host vehicle attention region 45a. The host vehicle 40 parks in the parking frame 51 in accordance with the parking destination set by user operation or the like. The movement path 52 at the time of parking is a path that includes backing up and U-turns and the like for parking. The movement path 52 is set on the basis of a path for ideal parking from the current position of the host vehicle 40 to the specified parking frame 51. The parking attention region 45, which is hereinafter referred to as a "parking attention region 45c", is sometimes set. The width of the parking attention region 45c is set in accordance with the safety distance 42 and is set to be larger than the safety distance 42. As shown, for example, in the case where the host vehicle 40 is traveling within a parking lot, the parking attention region 45c is set for a specific parking frame 51. Figure 8 Figure 8 is a simplified diagram. The parking attention region 45c is an area that includes the safety distance 42 that changes longitudinally and laterally in accordance with the movement of the host vehicle 40 in accordance with the movement path 52. Alternatively, instead of the safety distance 42 described above, the attention distance 41 can be used, and the parking attention region 45c can be an area that includes the attention distance 41 that changes longitudinally and laterally in accordance with the movement of the host vehicle 40 in accordance with the movement path 52.

[0096] ​The attention region setting section 286 predicts that the surrounding vehicle 43 parks in the parking frame 51 when the host vehicle 40 is driving in the parking lot and the moving obstacle 46 is the surrounding vehicle 43 driving in the periphery of the host vehicle 40. Also, the attention region setting section 286 sets the parking attention region 45c including the moving path 52 from the current position of the surrounding vehicle 43 to the parking frame 51 differently from the host vehicle attention region 45a. The parking frame 51 in which parking is predicted is the parking frame 51 in the periphery of the surrounding vehicle 43, and it is preferable to consider not only the parking frame 51 divided by the white line but also the space in which parking is possible. It is preferable to set the parking frame 51 in which parking is predicted based on the parking frame 51 existing in a prescribed range in front of the surrounding vehicle 43, and not to set the parking frame 51 after the passage as the parking frame 51 in which parking is predicted. Therefore, in the case of the surrounding vehicle 43 shown in FIG. 6, the host vehicle 40 sets the parking attention region 45c shown in FIG. 6 as the parking attention region 45c of the surrounding vehicle 43. Figure 8 The attention region setting section 286 predicts that the surrounding vehicle 43 parks in the parking frame 51 when the host vehicle 40 is driving in the parking lot and the moving obstacle 46 is the surrounding vehicle 43 driving in the periphery of the host vehicle 40. Also, the attention region setting section 286 sets the parking attention region 45c including the moving path 52 from the current position of the surrounding vehicle 43 to the parking frame 51 differently from the host vehicle attention region 45a. The parking frame 51 in which parking is predicted is the parking frame 51 in the periphery of the surrounding vehicle 43, and it is preferable to consider not only the parking frame 51 divided by the white line but also the space in which parking is possible. It is preferable to set the parking frame 51 in which parking is predicted based on the parking frame 51 existing in a prescribed range in front of the surrounding vehicle 43, and not to set the parking frame 51 after the passage as the parking frame 51 in which parking is predicted. Therefore, in the case of the surrounding vehicle 43 shown in FIG. 6, the host vehicle 40 sets the parking attention region 45c shown in FIG. 6 as the parking attention region 45c of the surrounding vehicle 43. Figure 8 The attention region setting section 286 predicts that the surrounding vehicle 43 parks in the parking frame 51 when the host vehicle 40 is driving in the parking lot and the moving obstacle 46 is the surrounding vehicle 43 driving in the periphery of the host vehicle 40. Also, the attention region setting section 286 sets the parking attention region 45c including the moving path 52 from the current position of the surrounding vehicle 43 to the parking frame 51 differently from the host vehicle attention region 45a. The parking frame 51 in which parking is predicted is the parking frame 51 in the periphery of the surrounding vehicle 43, and it is preferable to consider not only the parking frame 51 divided by the white line but also the space in which parking is possible. It is preferable to set the parking frame 51 in which parking is predicted based on the parking frame 51 existing in a prescribed range in front of the surrounding vehicle 43, and not to set the parking frame 51 after the passage as the parking frame 51 in which parking is predicted. Therefore, in the case of the surrounding vehicle 43 shown in FIG. 6, the host vehicle 40 sets the parking attention region 45c shown in FIG. 6 as the parking attention region 45c of the surrounding vehicle 43.

[0097] The path selection section 285 selects the travel plan indicated to the automatic driving function section 29 from the travel plans generated by the path generation section 27. The path selection section 285 verifies the appropriateness of the travel plans generated by the path generation section 27 using the safety distance 42. The verification here can also mean judgment. The condition is that the travel plan selected by the path selection section 285 is the careful plan or the quasi-careful plan. The careful plan is the travel plan that ensures the safety distance 42 to the subject vehicle. The quasi-careful plan is the travel plan that ensures the attention distance 41 to the subject vehicle. Also, the quasi-careful plan is the travel plan in which the moving obstacle 46 does not intrude into the attention region 45 when the attention region 45 is set.

[0098] Also, the path selection section 285 selects the parking plan from the travel plans generated by the path generation section 27 when driving in the non-stable travel site such as the parking lot. The parking plan is the travel plan in which the attention region 45 is set to the host vehicle 40 and the surrounding vehicle 43. The parking plan is the travel plan in which the attention regions 45 of the host vehicle 40 and the surrounding vehicle 43 do not overlap, and the travel plan in which the overlap is eliminated slowly even in the case of overlap.

[0099] Therefore, the path selection section 285 selects the travel plan based on the attention region 45 when the attention region 45 is set. Specifically, the path selection section 285 selects the travel plan in which the moving obstacle 46 does not intrude into the host vehicle attention region 45a. Also, it is preferable that the path selection section 285 selects the travel plan in which the host vehicle attention region 45a and the moving obstacle attention region 45b do not overlap. It is the travel plan in which the overlap is eliminated slowly even in the case of overlap of the attention regions 45.

[0100] The emergency stop section 282 is an example of the emergency control section. The emergency stop section 282 provides the automatic driving function section 29 with an emergency stop plan that is set in advance. The emergency stop plan is a travel plan that is selected without careful planning. The emergency stop plan is, for example, a path in which the host vehicle 40 is decelerated at a maximum deceleration without changing the steering angle until the host vehicle 40 stops.

[0101] The emergency stop section 282 determines at all times whether the host vehicle 40 is traveling while ensuring the safety distance 42 set by the safety distance setting section 281. Also, the emergency stop section 282 controls the host vehicle 40 to be stopped in an emergency when the host vehicle 40 cannot travel while ensuring the safety distance 42.

[0102] The emergency stop section 282 provides the automatic driving function section 29 with an emergency stop plan that is set in advance when the host vehicle 40 is stopped in an emergency. Thus, the emergency stop plan is a travel plan that is selected without careful planning. The emergency stop plan is, for example, a travel plan in which the host vehicle 40 is decelerated at a maximum deceleration without changing the steering angle until the host vehicle 40 stops.

[0103] When the host vehicle 40 is stopped in an emergency, it is also preferable that the path generation section 27 generate a travel plan in which the host vehicle 40 is stopped in an emergency while not being decelerated in an emergency. An example of the emergency stop plan is a travel plan in which the host vehicle 40 is decelerated at a maximum deceleration that can be achieved until the host vehicle 40 stops. However, the emergency stop does not necessarily need to maintain the maximum deceleration that can be achieved as long as the host vehicle 40 is immediately started to be decelerated in order to stop.

[0104] In addition, the emergency stop section 282 determines at all times whether the host vehicle 40 is traveling while ensuring the attention distance 41 when the attention distance 41 is set. Also, the emergency stop section 282 controls the travel control ECU 31 so that the host vehicle 40 is decelerated when the inter-vehicle distance 44 becomes less than the attention distance 41, to make the inter-vehicle distance 44 of the host vehicle 40 and the surrounding vehicle 43 the attention distance 41 or more. Here, the control of the travel control section corresponds to generation of an appropriate vehicle motion control request, or can include the generation of the request.

[0105] Further, when the moving obstacle 46 intrudes into the set attention area 45, the emergency stop section 282 controls the travel control ECU 31 to implement at least either one of deceleration control and steering control to expand the distance from the moving obstacle 46. The deceleration control when the moving obstacle 46 intrudes into the attention area 45 is preferably slow deceleration that does not give a passenger an uncomfortable feeling, and the deceleration is set in advance through experiments or the like. The deceleration control when the moving obstacle 46 intrudes into the attention area 45 is the same control as the deceleration control at the time of the attention distance 41. Further, the steering control when the moving obstacle 46 intrudes into the attention area 45 is preferably slow steering that becomes a lateral acceleration of the same degree as a lateral acceleration that a passenger generates by operating a steering wheel at ordinary times, and the lateral deceleration is set in advance through experiments or the like. The steering control when the moving obstacle 46 intrudes into the attention area 45 is the same control as the steering control at the time of the attention distance 41.

[0106] Next, the processing of such a vehicle control device 21 is described using flowcharts of Figure 9 , Figure 10 , Figure 12 , Figure 13 Each flowchart is processing that is repeatedly executed in a short time in a state in which the vehicle control device 21 is powered on. For example, these processes are repeatedly executed in the same period as a safety judgment period of the route confirmation section 28 or a shorter period.

[0107] First, the flowchart of Figure 9 is described. The flowchart shown in Figure 9 is executed at ordinary travel before the attention area 45 is set. If the flowchart shown in Figure 9 is started, in step Sll, the attention area setting section 286 judges whether or not it is an environment in which setting of the attention area 45 is required, and in the case of an environment in which setting of the attention area 45 is required, moves to step S13, and in the case of an environment in which setting is not required, moves to step S12. The environment in which setting of the attention area 45 is required is, for example, a case in which there is a moving obstacle 46 in the vicinity of the host vehicle 40 or a case in which the host vehicle 40 is traveling in a parking lot. In step S12, since it is not an environment in which setting of the attention area 45 is required, the route selection section 285 is controlled to select a careful plan or a quasi-careful plan, and the present flow is ended.

[0108] In step S13, since it is an environment in which setting of the attention area 45 is required, the attention area mode is switched, and the present flow is ended. The attention area mode is a mode in which the attention area 45 is set by the attention area setting section 286, and the travel plan is evaluated by the route selection section 285.

[0109] Next, the flowchart ofFigure 10 The flowchart is used for explanation. Execution is performed when set to attention area mode. Figure 10 The flowchart shown. If starting... Figure 10 The flowchart shown indicates that in step S21, the vehicle's attention area 45a is calculated, and the process moves to step S22. In step S22, the calculated vehicle's attention area 45a is set, and the process moves to step S23. In step S23, the moving obstacle attention area 45b is calculated, and the process moves to step S24. In step S24, the calculated moving obstacle attention area 45 is set, and the process ends.

[0110] By setting a attention area 45, the path selection unit 285 selects a driving plan generated by the path generation unit 27 that allows the vehicle to travel in a manner where the moving obstacle 46 does not intrude into the set attention area 45a for the vehicle. In this embodiment, a attention area 45 is also set for the moving obstacle 46, so the path selection unit 285 selects a driving plan generated that allows the vehicle to travel in a manner where the set attention area 45a for the vehicle and the attention area 45b for the moving obstacle do not overlap.

[0111] When the route selection unit 285 is in motion, if the set attention area 45a for the vehicle overlaps with the attention area 45b for the moving obstacle, it selects a driving plan in which the distance to the moving obstacle 46 will not be less than the safe distance 42, and also selects a driving plan to eliminate the overlap of attention areas 45.

[0112] Next, use Figure 11 This section illustrates an example of driving control in attention zone mode. Figure 11 For illustrative purposes, the reference numeral "C1" indicates the vehicle that is driving on the vehicle 40, the reference numeral "C2" indicates the vehicle in front of the vehicle C1, and the reference numerals "C3" and "C4" indicate the vehicles following the vehicle C1.

[0113] For example, Figure 11 As shown, when driving in a parking lot, a vehicle-specific attention zone 45a is set for vehicle C1, and a moving obstacle attention zone 45b is set for the vehicle C2 and the bicycle in front of it. This way, if the bicycle attempts to cross the road, a driving plan is selected where the bicycle's moving obstacle attention zone 45b does not overlap with the vehicle-specific attention zone 45a. According to... Figure 11 As shown in the image, if the bicycle moves towards... Figure 11If the vehicle moves diagonally upwards and to the left as indicated by the arrow, the vehicle's attention area 45a overlaps with the bicycle's moving obstacle attention area 45b, causing the vehicle C1 to stop. After stopping, the vehicle's attention area 45a is permitted to overlap with the bicycle's moving obstacle attention area 45b. Therefore, it is possible to maintain a safe distance from the bicycle and prevent obstruction of its movement.

[0114] [Regarding the designation of parking caution zone 45c for this vehicle 40]

[0115] Next, for Figure 12 The flowchart is used for explanation. Execution is performed when set to attention area mode. Figure 12 The flowchart shown. If starting... Figure 12 The flowchart shown illustrates that in step S31, it is determined whether the vehicle 40 is in a parking mode where the parking frame 51 has been confirmed for parking and parking is being performed. If it is in a parking mode, the process proceeds to step S32; otherwise, the process ends. The parking mode can be set either by the driver specifying the parking frame 51 or by the driver instructing the driver to park, which is then set by the attention area setting unit 286. In step S32, since it is in a parking mode, the parking attention area 45c for the vehicle is set, and the process ends.

[0116] [Regarding the designation of a parking caution zone 45c for surrounding vehicles 43]

[0117] Next, for Figure 13 The flowchart is used for explanation. When driving in a parking lot, the following is executed when the attention zone mode is set: Figure 13 The flowchart shown. If starting... Figure 13 The flowchart shown indicates that in step S41, it is determined whether there is a parking space near the surrounding vehicle 43. If a parking space is available, the process proceeds to step S42; otherwise, the process ends. A parking space is an area where parking is permitted. A parking space is an unoccupied parking frame 51, a permitted parking space, etc. The surrounding vehicle 43 is a vehicle traveling in front of the vehicle 40 or a vehicle temporarily stopped for parking. In step S42, if there is a surrounding vehicle 43, prediction can continue, or the vehicle can be detected through vehicle-to-vehicle communication and enter parking mode. In step S42, since there is a parking space near the surrounding vehicle 43, a parking attention zone 45c is set for the surrounding vehicle 43, and the process ends.

[0118] By setting a parking caution zone 45c, the path selection unit 285 selects a driving plan from the generated driving plans that travels in a manner that does not overlap with the set parking caution zone 45c and the moving obstacle caution zone 45b. Additionally, the path selection unit 285 selects a driving plan from the generated driving plans that travels in a manner that does not overlap with the set vehicle caution zone 45a and the parking caution zone 45c of the surrounding vehicles 43. Furthermore, if no driving plan exists that does not overlap with the parking caution zone 45c, the path selection unit 285 controls the driving control ECU 31 to bring the vehicle to a stop. Therefore, the path selection unit 285 selects a driving plan that prioritizes the parking of the surrounding vehicles 43.

[0119] [Attention Zone Mode in Parking Lots]

[0120] Next, use Figure 14 This section illustrates an example of driving control in a parking lot using the attention zone mode. Figure 14 For illustrative purposes, the reference numeral "D1" indicates the parking vehicle, the reference numeral "D2" indicates the vehicle in front of parking vehicle D1, and the reference numerals "D3" and "D4" indicate the vehicles following parking vehicle D1.

[0121] [This vehicle 40 is the parking vehicle D1 situation]

[0122] First, let's explain the situation of vehicle D1, which is one of the 40 vehicles in this case. For example... Figure 12 As illustrated in the flowchart, when driving in a parking lot, if vehicle 40 is parked vehicle D1, as Figure 14 As shown, a parking caution zone 45c is set for vehicle 40. At this time, a vehicle ahead, D2, also sets a parking caution zone 45c for the same parking space 51. In this case, the parking caution zone 45c of the vehicle that set it first takes priority. Therefore, if parking vehicle D1 sets a parking caution zone 45c first, even if the vehicle ahead, D2, sets a parking caution zone 45c for the same parking space 51 or for a different, opposite parking space 51, the parking caution zone 45c of parking vehicle D1 takes priority. Therefore, vehicle D2 waits in line. At this time, at least the safe distance 42 of vehicle D2 and the parking caution zone 45c of parking vehicle D1 are not overlapped.

[0123] Furthermore, if the parking attention zone 45c overlaps with the attention zone 45 of surrounding vehicles 43, the parked vehicle D1 waits until the surrounding vehicles 43 move and leave the parking attention zone 45c. For example, if the vehicle D2 in front moves slightly forward, i.e., is located towards... Figure 14In the case where the position of the right side of the preceding vehicle D2 moves to a position where the attention area 45 of the preceding vehicle D2 overlaps with the parking attention area 45c of the parked vehicle Dl, the parked vehicle Dl waits for the preceding vehicle D2 to pass. Thus, the parked vehicle Dl can prevent the host vehicle 40 from approaching the surrounding vehicle 43 through the parking attention area 45c even if switching or the like is performed.

[0124] (Case where the host vehicle 40 is the preceding vehicle D2 or the following vehicle D3)

[0125] Next, a case where the host vehicle 40 is the preceding vehicle D2 or the following vehicle D3 will be described. The preceding vehicle D2 or the following vehicle D3 sets the parking attention area 45c for the surrounding vehicle 43 if a parking space is found in the vicinity of the surrounding vehicle 43 within the observation range. Thus, as shown in FIG. 6, since there is a parking space in the vicinity of the parked vehicle Dl, the preceding vehicle D2 or the following vehicle D3 sets the parking attention area 45c for the parked vehicle Dl. Figure 14

[0126] Then, the route selection section 285 adopts a travel plan in which the parking attention area 45c of the other vehicle does not overlap with the host attention area 45a. In the case where the parking attention area 45c of the other vehicle overlaps with the host attention area 45a, a travel plan in which the overlap is removed is selected, or the host vehicle 40 is parked in a state where the safety distance 42 does not overlap with the parking attention area 45c of the other vehicle.

[0127] As described above, the route confirmation section 28 of the present embodiment sets the attention area 45 in the area that is expanded to a position farther than the safety distance 42 and between the moving obstacle 46 and the host vehicle 40 by the attention area setting section 286 in the case where there is the moving obstacle 46 that moves in the vicinity of the host vehicle 40. Then, the route selection section 285 selects a travel plan in which the moving obstacle 46 does not intrude into the set attention area 45 among the generated travel plans. By setting the attention area 45, it is possible to suppress the approach of the host vehicle 40 to the moving obstacle 46 to the safety distance 42 or less, and it is possible to suppress the occurrence of a deadlock.

[0128] Further, when the moving obstacle 46 intrudes into the set attention area 45, the travel control ECU 31 is controlled by the emergency stop section 282 to perform at least either one of deceleration control and steering control of the host vehicle 40, to increase the distance from the moving obstacle 46. Although the host vehicle 40 is brought to an emergency stop when the distance from the obstacle is shorter than the safety distance 42, at least either one of deceleration control and steering control is performed to increase the distance when the moving obstacle 46 intrudes into the attention area 45, without performing an emergency stop. Thus, it is possible to increase the distance from the moving obstacle 46 without bringing the host vehicle to an emergency stop, and it is possible to continue traveling.

[0129] ​For example, a comparative example in which the attention area 45 is not used, and the existing safety distance 42 and exclusive area are used, is described. The exclusive area is a fixed area that is set in advance in a parking lot or the like, and is an area in which only one vehicle can enter. For example, a plurality of exclusive areas are set in a travel road in a parking lot. Since a plurality of exclusive areas are set, and only one vehicle can enter each exclusive area, a state in which the inter-vehicle distance 44 is secured with each other is achieved. In travel on the travel road in the parking lot in which such exclusive areas are set, there is a case in which, when the host vehicle 40 travels on the movement path 52 in order to park in the exclusive area, a surrounding vehicle 43 stops in the vicinity of the exclusive area in order to wait. In other words, since only one vehicle can enter in the exclusive area, when the host vehicle 40 performs a parking action, the surrounding vehicle 43 stops outside the exclusive area. In this case, there is a possibility that the host vehicle 40 intrudes into the safety distance 42 of the surrounding vehicle 43 that is close to the exclusive area due to travel. This is because the surrounding vehicle 43 that is close to the exclusive area is within the safety distance 42 from the exclusive area. In this way, the host vehicle 40 or the surrounding vehicle 43 needs to back up, and in a case in which there is a following vehicle of the surrounding vehicle 43, there is a possibility that the vehicles cannot back up and get into a deadlock. Therefore, in the comparative example in which the exclusive area is used, it is not possible to suppress the generation of a deadlock.

[0130] In addition, for example, a comparative example in which the attention area 45 is not used, and the existing safety distance 42 is expanded, is described. In a case in which the safety distance 42 is expanded to the range of the host vehicle attention area 45a or the range of the parking attention area 45c, for example, if the inter-vehicle distance 44 with the surrounding vehicle 43 becomes equal to or less than the safety distance 42, the host vehicle 40 performs emergency avoidance. If the safety distance 42 is expanded, the possibility of becoming equal to or less than the safety distance 42 due to the stop of a preceding vehicle or the like increases, and there is a possibility that emergency avoidance frequently occurs. In addition, in a case in which the safety distance 42 is set for parking in the host vehicle 40, there is a possibility that the inter-vehicle distance 44 with the surrounding vehicle 43 becomes equal to or less than the safety distance 42, and the possibility of getting into a deadlock increases.

[0131] In this way, whether the exclusive area is used or the safety distance 42 is expanded, compared to the present embodiment, there is a concern that a deadlock and emergency avoidance frequently occur. In contrast to this, by setting the attention area 45 as in the present embodiment, it is possible to stop and park the host vehicle 40 or the like while flexibly securing the distance from the moving obstacle 46. In particular, since the attention area 45 is set in the travel direction, it is possible to suppress the approach to the surrounding vehicle 43 or the like that is the moving obstacle 46 in the travel direction. Therefore, in a case in which the travel direction is the front, when the host vehicle 40 parks and moves to a parking action in travel in the front direction, even when the host vehicle 40 cannot back up due to the approach of a following vehicle, it is possible to secure the front by the attention area 45. Therefore, it is possible to suppress a deadlock in which neither advancing nor backing up is possible.

[0132] Further, in the present embodiment, the attention area setting section 286 sets the moving obstacle attention area 45b around the moving obstacle 46 differently from the host vehicle attention area 45a. Further, the route selection section 285 selects the travel plan in which the host vehicle 40 travels in such a manner that the host vehicle attention area 45a and the moving obstacle attention area 45b do not overlap in the generated travel plans. Thus, the distance from the moving obstacle 46 can be further increased.

[0133] Further, in the present embodiment, the route selection section 285 selects the travel plan in which the distance from the moving obstacle 46 is not smaller than the safety distance 42 and in which the overlap of the host vehicle attention area 45a and the moving obstacle attention area 45b is eliminated in the case where the host vehicle attention area 45a and the moving obstacle attention area 45b overlap in the travel. Even if the host vehicle 40 intends to ensure the distance from the moving obstacle 46, for example, there are cases where the moving obstacle 46 stops, backs up, and turns around for parking. In this case, although the host vehicle attention area 45a and the moving obstacle attention area 45b overlap, the travel plan in which the overlap is eliminated is selected because the attention areas 45 are set assuming such behavior in advance, and thus, the host vehicle 40 does not take an emergency avoidance or the like. Thus, the distance from the moving obstacle 46 can be ensured.

[0134] Further, in the present embodiment, the attention area setting section 286 sets the parking attention area 45c including the movement path 52 from the current position of the host vehicle 40 to the parking frame 51 differently from the host vehicle attention area 45a in the case where the host vehicle 40 parks in the parking frame 51. Further, the route selection section 285 selects the travel plan in which the host vehicle 40 travels in such a manner that the parking attention area 45c and the moving obstacle attention area 45b do not overlap in the generated travel plans. Thus, in the case where the host vehicle 40 parks, the approach to the moving obstacle 46 can be suppressed, and the deadlock can be suppressed.

[0135] Further, in the present embodiment, the attention area setting section 286 sets the parking attention area 45c including the movement path 52 from the current position of the host vehicle 40 to the parking frame 51 differently from the host vehicle attention area 45a in the case where the host vehicle 40 parks in the parking frame 51. Further, the route selection section 285 selects the travel plan in which the host vehicle 40 travels in such a manner that the parking attention area 45c and the moving obstacle attention area 45b do not overlap in the generated travel plans. Thus, in the case where the host vehicle 40 parks, the approach to the moving obstacle 46 can be suppressed, and the deadlock can be suppressed. Further, in the present embodiment, the attention area setting section 286 sets the parking attention area 45c including the movement path 52 from the current position of the host vehicle 40 to the parking frame 51 differently from the host vehicle attention area 45a in the case where the host vehicle 40 parks in the parking frame 51. Further, the route selection section 285 selects the travel plan in which the host vehicle 40 travels in such a manner that the parking attention area 45c and the moving obstacle attention area 45b do not overlap in the generated travel plans. Thus, in the case where the host vehicle 40 parks, the approach to the moving obstacle 46 can be suppressed, and the deadlock can be suppressed.

[0136] And in the present embodiment, the attention distance 41 is set as the distance that should be left between the host vehicle 40 and the surrounding vehicle 43 by the attention distance setting section 284. The attention distance 41 is a larger interval than the safety distance 42. Also the emergency stop section 282 controls the travel control ECU 31 so as to decelerate the host vehicle 40 when it is not possible to ensure the attention distance 41 while traveling, so that the inter-vehicle distance 44 between the host vehicle 40 and the surrounding vehicle 43 becomes the attention distance 41 or more. Thus in the case where the inter-vehicle distance 44 with the surrounding vehicle 43 becomes less than the attention distance 41, instead of performing emergency stop, deceleration is performed to expand the inter-vehicle distance 44. Therefore, for example, even in the case where the traveling state of the surrounding vehicle 43 is unstable and deceleration and acceleration are repeated, if the attention distance 41 is set, even if the attention distance 41 is momentarily violated, it is possible to not perform emergency stop, but to extend the inter-vehicle distance 44 to the attention distance 41 or more by deceleration. Therefore it is possible to suppress unnecessary emergency stop.

[0137] Also in the present embodiment, the attention region setting section 286 sets the attention region 45 in a region located farther than the attention distance 41 from the host vehicle 40 and between the moving obstacle 46 and the traveling direction of the host vehicle 40 in the case where there is a moving obstacle 46. Thus in the case where there is a moving obstacle 46, it is possible to further expand the distance from the moving obstacle 46.

[0138] In other words, in the safety distance 42 that uses only geometric information as in Patent Literature 1, in a parking lot where complicated situation judgment is required, it becomes a cause of deadlock. Therefore by adding a limited rule that is used in a situation such as a parking lot, it is possible to not only reduce the possibility of getting into deadlock, but also prevent accidents due to sudden actions of the surrounding vehicle 43.

[0139] Therefore in the present embodiment, as described above, in a place such as a parking lot where the traveling state of the host vehicle and other vehicles easily changes, the attention region 45 that contains the safety distance 42 is set, and the traveling plan is evaluated considering the attention region 45 of the host vehicle and other vehicles. In a situation where the vehicle in front or the oncoming vehicle performs emergency stop or reversal as in a parking lot, the safety distance 42 that considers only the traveling state is not sufficient. That is, in a parking lot or the like, the safety distance 42 is small due to low-speed travel, the vehicle is too close to the vehicle in front, and the possibility of getting into deadlock is high. Also the safety distance 42 is small due to low-speed travel, the possibility of getting into deadlock due to intrusion into the parking target track of other vehicles is high. The possibility that the travel of the host vehicle 40 becomes an obstacle to parking of the oncoming vehicle is high.

[0140] Therefore, in the present embodiment, it is assumed that the preceding vehicle is performing reverse parking, and the attention region 45a for the host vehicle is additionally set with respect to the safety distance 42. Further, if a parking space for the host vehicle 40 is found, the switching region + parking space is set as the parking attention region 45c, and if another vehicle enters therein, it is stopped. Further, in a case where a parking space and an oncoming vehicle are found, the parking attention region 45c for the oncoming vehicle is calculated, and a travel plan that does not intrude into the parking attention region thereof is selected. Thus, it is possible to reduce the possibility of getting into a deadlock.

[0141] (Second Embodiment)

[0142] As explained in the case of the first embodiment where the host vehicle 40 is the parking vehicle Dl, there is a case where the parking attention region 45c is set with respect to the parking vehicle Dl as the host vehicle 40. Further, as explained in the case of the first embodiment where the host vehicle 40 is the preceding vehicle D2 or the following vehicle D3, there is a case where the parking attention region 45c is set with respect to the parking vehicle Dl as the preceding vehicle D2. The preceding vehicle D2 does not overlap the parking attention region 45c set with respect to the parking vehicle Dl with the moving obstacle attention region 45b of the preceding vehicle D2.

[0143] If the parking attention region 45c and the moving obstacle attention region 45b are in a relationship of Figure 14 , as explained in the first embodiment, the preceding vehicle D2 waits in line. If the parking vehicle Dl ends parking, the setting of the parking attention region 45c is released, so the preceding vehicle D2 waits until then.

[0144] The preceding vehicle D2, as explained in the case of the first embodiment where the host vehicle 40 is the preceding vehicle D2 or the following vehicle D3, can set the parking attention region 45c with respect to the parking vehicle Dl in a case where there is a parking space in the vicinity of the parking vehicle Dl. In other words, the parking vehicle Dl and the preceding vehicle D2 can each set the parking attention region 45c with respect to the parking vehicle Dl. Therefore, in order for the preceding vehicle D2 to wait in line and to suppress a deadlock, it is not necessary for the parking vehicle Dl to recognize that the preceding vehicle D2 sets the parking attention region 45c with respect to the parking vehicle Dl.

[0145] However, it is not preferable for the parking vehicle Dl to travel in a state where it is not clear whether the preceding vehicle D2 sets the parking attention region 45c with respect to the parking vehicle Dl. In order to further suppress a deadlock, it is preferable for the parking vehicle Dl to recognize that the preceding vehicle D2 sets the parking attention region 45c with respect to the parking vehicle Dl.

[0146] Therefore, in the second embodiment, the parking vehicle Dl, in a case where the parking attention region 45c is set, judges whether the preceding vehicle D2 sets the parking attention region 45c with respect to the parking vehicle Dl.

[0147] To enable parked vehicle D1 to recognize vehicle D2 ahead and set a parking attention zone 45c for parked vehicle D1, wireless communication between parked vehicle D1 and vehicle D2 is considered. Furthermore, wireless communication includes vehicle-to-vehicle communication and multiple road-to-road communications. However, there are also cases where parked vehicle D1 and vehicle D2 cannot communicate wirelessly.

[0148] Therefore, when the parked vehicle D1 is unable to communicate wirelessly with the vehicle in front D2, it determines whether the vehicle in front D2 has set a parking attention zone 45c for the parked vehicle D1 based on the actions of the vehicle in front D2.

[0149] exist Figure 15 The process shown in the second embodiment is the one performed when the system is set to attention region mode. Figure 15 In the middle, S31, S32 and in Figure 12 The content described in the text is the same.

[0150] In the second embodiment, after executing S32, the path selection unit 285 executes S33. In S33, it is determined whether communication with the vehicle D2 ahead is possible. If the determination result of S33 is yes, then proceed to S34.

[0151] In step S34, via wireless communication, the parking vehicle D1 (which is the main vehicle 40) notifies the preceding vehicle D2 to set a parking caution zone 45c for its own vehicle. If the preceding vehicle D2, upon receiving the notification, has not yet set a parking caution zone 45c for the parking vehicle D1, then it sets a parking caution zone 45c for the parking vehicle D1. Subsequently, it notifies the parking vehicle D1 that a parking caution zone 45c has been set for the parking vehicle D1. If the preceding vehicle D2, having received the aforementioned notification from the parking vehicle D1, has already set a parking caution zone 45c for the parking vehicle D1, then it notifies the parking vehicle D1 that a parking caution zone 45c has been set.

[0152] In S35, the path selection unit 285 of the vehicle 40 adopts a driving plan to travel on the movement path 52 included in the parking attention area 45c, and outputs an instruction to the automatic driving function unit 29 to drive the vehicle 40 toward the parking frame 51.

[0153] Next, the case where the judgment result of S33 is negative will be explained. If the judgment result of S33 is negative, proceed to S36. In S36, it is determined whether the attention areas 45 overlap. Furthermore, "attention areas 45 overlap" includes not only cases where they have already overlapped, but also cases where they are close to overlapping. Cases of close overlap include, for example, the case where two attention areas 45 overlap after a few seconds, and the case where two attention areas 45 overlap while the vehicle 40 is traveling on the movement path 52. Figure 14The parking attention region 45c and the moving obstacle attention region 45b shown are an example in which the two attention regions 45 are judged to overlap.

[0154] If the result of the judgment of S36 is No, S35 described above is executed. On the other hand, if the result of the judgment of S36 is Yes, S37 is executed. S37 is a confirmation process. The confirmation process is a process in which the preceding vehicle D2 is confirmed as to whether or not the preceding vehicle D2 sets the parking attention region 45c for the parked vehicle Dl. If the preceding vehicle D2 sets the parking attention region 45c for the parked vehicle Dl, the preceding vehicle D2 should perform movement without intruding into the parking attention region 45c. Therefore, the confirmation process can also be said to be a process of confirming whether or not the preceding vehicle D2 performs movement without intruding into the parking attention region 45c.

[0155] In Figure 15 The confirmation process shown is specifically executed by S372, S373, and S374. In S372, the host vehicle 40 is moved forward by a small distance. The distance by which the host vehicle 40 is moved forward is a distance as short as possible within a range in which the preceding vehicle D2 can definitely recognize that the host vehicle 40 has been moved. The distance by which the host vehicle 40 is moved forward can also be calculated within a range in which the host vehicle attention region 45a does not overlap the moving obstacle attention region 45b. In addition, the distance by which the host vehicle 40 is moved forward can also be set in advance to several meters or the like, for example.

[0156] In S373, it is judged whether or not the preceding vehicle D2 is queuing up and waiting. When the host vehicle 40 has been moved slightly, the preceding vehicle D2 stops, or in the case in which the speed is reduced and stopped in order to make the attention regions 45 not overlap, it can be judged that the preceding vehicle D2 is queuing up and waiting. If the result of the judgment of S373 is Yes, S35 described above is executed.

[0157] If the result of the judgment of S373 is No, S374 is entered. In the case in which S374 is entered, it can be judged that the preceding vehicle D2 does not set the parking attention region 45c for the parked vehicle Dl. Therefore, in S374, a travel plan in which the host vehicle 40 waits (i.e., a travel plan in which the host vehicle 40 stops) is adopted until the overlap of the attention regions 45 is eliminated. Then, after the overlap of the attention regions 45 is eliminated, S35 is executed.

[0158] In this way, it is possible to make the travel plan of the host vehicle 40 in the case in which the host vehicle 40 parks in the parking stall 51 a more appropriate travel plan.

[0159] (Third Embodiment)

[0160] In the third embodiment, instead of the confirmation process of Figure 15 , the confirmation process shown in Figure 16 is executed. Figure 16 The confirmation process shown in Figure 15The confirmation process shown adds S371, S375.

[0161] In S371, it is determined whether the host vehicle can move with priority. It is determined whether the host vehicle 40 can move with priority based on a predetermined determination condition. One example of the determination condition is distance. It is also possible to set a determination condition that the host vehicle 40 is determined to be able to move with priority in a case where the host vehicle 40 is closer to the parking frame 51. Another example of the determination condition is the time required to park into the parking frame 51 (hereinafter, referred to as parking estimated time). This is because if the host vehicle 40 is able to park into the parking frame 51 in a relatively short time, it is determined that the host vehicle 40 moves with priority. Specifically, in a case where the parking estimated time is shorter than a predetermined upper limit time for priority, it is determined that the host vehicle 40 can move with priority.

[0162] Another example of the determination condition is the complexity of the movement path 52. If there are many turns in a case where the host vehicle 40 travels along the movement path 52, the time until the host vehicle 40 parks into the parking frame 51 is long. Therefore, the complexity of the movement path 52 has a correlation with the parking estimated time. The complexity of the movement path 52 is quantified according to the number of turns and the like, and if the quantified value is below a threshold value, it is determined that the host vehicle 40 moves with priority.

[0163] Another example of the determination condition is the speed, acceleration, and jerk of the preceding vehicle D2. This is because in a case where they are higher than respective threshold values set in advance, it can be considered that the preceding vehicle D2 has a high possibility of not performing platooning.

[0164] If the determination result of S371 is YES, S372 to S374 explained in the second embodiment are executed. If the determination result of S371 is NO, S375 is entered. In a case where S375 is entered, the preceding vehicle D2 has priority, and the preceding vehicle D2 has a high possibility of not stopping. Therefore, in S375, the host vehicle 40 is caused to stop. Alternatively, if the host vehicle 40 is already in a stopped state, the stopped state is maintained. Thereafter, S374 is entered, and the stopped state is continued until the overlap of the attention area 45 is eliminated.

[0165] According to the third embodiment, in a case where the attention area 45 overlaps (S36: YES), in a case where the preceding vehicle D2 has a high possibility of not stopping (S371: NO), the host vehicle D1 is quickly stopped. Therefore, the overlap of the attention area 45 can be eliminated early.

[0166] (Fourth Embodiment)

[0167] In the second embodiment, in a case where the determination result of S36 is YES, the host vehicle 40 is caused to slightly move forward. However, in a case where the determination result of S36 is YES, the host vehicle 40 can be caused to stop.

[0168] (Fifth Embodiment)

[0169] In the first embodiment, the emergency stop section 282 is shown as one example of the emergency control section. The emergency stop section 282 makes the host vehicle 40 stop in emergency when it is not possible to travel while securing the safety distance 42.

[0170] When it is not possible to travel while securing the safety distance 42, it is not possible to adopt the travel plan to continue the travel of the host vehicle 40. Therefore, since it is when it is not possible to travel while securing the safety distance 42, a control in emergency prescribed differently from the control according to the travel plan is possible, and the control can be other than the control to make the host vehicle 40 stop in emergency. For example, as long as not according to the travel plan, if it is possible to secure the safety distance 42 by the lane change, it is possible to adopt the control of the lane change as the control in emergency. In addition, it is also possible to make the control in emergency the control to sound the horn. This is because the behavior of the surrounding vehicle 43 changes first by sounding the horn, and there is a possibility that it is possible to secure the safety distance 42 according to the change in the behavior of the surrounding vehicle 43.

[0171] (Sixth Embodiment)

[0172] In the above-described embodiments, the parking attention region 45c is set in a case where the host vehicle 40 or the surrounding vehicle 43 parks in the parking stall 51 of the parking lot. However, it is also possible to set the parking attention region 45c in a case where it is possible to predict that the host vehicle 40 or the surrounding vehicle 43 parks in the parking stall 51 set at a place other than the parking lot, such as a road end.

[0173] In addition, it is also possible to set the parking attention region 45c in a case where it is possible to predict that the host vehicle 40 or the surrounding vehicle 43 parks in a region where it is possible to park even if there is no stall. As the parking region where there is no stall, there are a free region of a parking lot where a stall is not shown, a region where it is predicted to park when a set destination (for example, a station) is reached, and the like.

[0174] (Seventh Embodiment)

[0175] In Figure 7 In the example shown, the attention region 45 is set at a position away from the host vehicle 40 by an attention distance 41 that is larger than the safety distance 42. However, the attention region 45 can also be set at a position away from the host vehicle 40 by the safety distance 42 that is shorter than the attention distance 41.

[0176] (Eighth Embodiment)

[0177] It is also possible to set a safety region 47 that contains the safety distance 42 and the attention region 45 in the travel direction of the host vehicle 40. The safety region 47 can also use the attention distance 41 instead of the safety distance 42, and become a region that contains the attention distance 41 and the attention region 45.Figure 17 The safety area 47 shown is an area including the attention distance 41 and the attention area 45. In addition, a safety envelope can also be defined as a concept corresponding to at least one of the safety distance 42, the attention distance 41, the attention area 45, and the safety area 47 described above, or a concept that collectively refers to at least two of the safety distance 42, the attention distance 41, the attention area 45, and the safety area 47. The definition of the safety envelope can be a common concept that can be used in order to cope with all the principles on which the driving strategy is based. According to this concept, the automated vehicle has one or more boundaries in the vicinity of the host vehicle, and one or more violations of these boundaries cause different responses of the automated vehicle. The safety envelope can also be a series of restrictions and conditions designed to be adjusted by the system, which becomes the object of control for maintaining the level of risk that can be allowed.

[0178] (Other Embodiments)

[0179] The above describes a preferred embodiment of the present disclosure, but the present disclosure is not limited to the above-described embodiment and can be implemented in various modifications without departing from the spirit of the present disclosure.

[0180] The above-described embodiments are merely examples, and the scope of the present disclosure is not limited to the ranges described. The scope of the present disclosure is indicated by the description of the claims, and includes all modifications within the meaning and range equivalent to the description of the claims.

[0181] In the above-described embodiment, the path confirmation device is implemented as one of the functional modules of the automated driving section 26, i.e., the path confirmation section 28, but is not limited to such a configuration. The path confirmation device can also be implemented by a control device different from the automated driving section 26.

[0182] In the above-described embodiment, a configuration in which the default safety distance 42 is calculated by a mathematical formula model is shown, but is not necessarily limited thereto. For example, the configuration can be such that the default safety distance 42 is calculated by other than a mathematical formula model. For example, the configuration can be such that the safety distance setting section 281 calculates the safety distance 42 using information on the behavior of the host vehicle 40 and the moving bodies in the vicinity of the host vehicle 40 according to other indexes such as TTC (Time To Collision).

[0183] In the above-described embodiment, a parking lot is exemplified as the place where unstable running occurs, but the place where unstable running occurs is not limited to a parking lot. For example, it can also be a place where slow or low-speed running is obligated. It can also be handled in the same way as a parking lot, for example, at a place where moving obstacles 46 are more numerous, at a place where people are more numerous, such as a market or a shopping street, in an amusement park, in an airport, and the like. Further, although the attention distance 41 is set in the first embodiment, the attention distance 41 can not be set.

[0184] In the above-described embodiment, the functions implemented by the vehicle control device 21 can also be implemented by hardware and software different from those described above, or a combination thereof. The vehicle control device 21 can also communicate with other control devices, for example, and perform some or all of the processing by the other control devices. In the case where the vehicle control device 21 is implemented by an electronic circuit, the device can be implemented by a digital circuit including a number of logic circuits, or an analog circuit.

Claims

1. A route confirmation device, used in a vehicle, wherein the vehicle includes a route generation unit for generating a driving plan for driving the vehicle via automatic driving, and a driving control unit for controlling the driving of the vehicle according to the generated driving plan. The aforementioned path confirmation device includes: The safety distance setting unit sets a safety distance as the minimum distance that the vehicle using the path confirmation device should maintain between itself and an obstacle to avoid the vehicle approaching the obstacle. This safety distance is calculated based on the vehicle's speed, maximum acceleration, maximum deceleration, and response time, and the obstacle's speed, maximum acceleration, maximum deceleration, and response time. When the vehicle's direction of movement is opposite to the obstacle's direction of movement, it is calculated as the distance at which the vehicle and the obstacle, after traveling at maximum acceleration during the response time from their current speeds, can decelerate at maximum deceleration and stop without contacting each other. When the vehicle's direction of movement is the same as the obstacle's direction of movement, it is calculated as the distance at which the obstacle decelerates at maximum deceleration, and the vehicle, after traveling at maximum acceleration during the response time from its current speed, can decelerate at maximum deceleration and stop without contacting each other. The emergency control unit determines whether the vehicle is traveling at the set safe distance, and if the distance between the vehicle and the obstacle is smaller than the safe distance, it performs emergency control on the vehicle that is different from the control according to the driving plan. The attention zone setting unit, when there is a moving obstacle on the side of the vehicle's travel direction, sets an attention zone in an area located further away from the vehicle than the aforementioned safe distance from the vehicle, and between the moving obstacle and the vehicle; and The route selection unit selects the driving plan generated above that drives in a manner in which the moving obstacle does not intrude into the set attention area.

2. The path confirmation device according to claim 1, wherein, When the aforementioned moving obstacle intrudes into the designated attention area, the emergency control unit controls the driving control unit to increase the distance to the moving obstacle by implementing at least one of deceleration control and steering control.

3. The path confirmation device according to claim 1, wherein, The aforementioned attention zone setting unit, unlike the attention zone used in this vehicle, sets a attention zone for moving obstacles around the aforementioned moving obstacle. The above-mentioned route selection unit selects the above-mentioned driving plan generated in a manner in which the above-mentioned attention area for the vehicle and the attention area for the moving obstacle are not overlapping.

4. The path confirmation device according to claim 3, wherein, When the aforementioned route selection unit is in motion, if the aforementioned attention area for the vehicle overlaps with the aforementioned attention area for moving obstacles, it selects a driving plan whose distance from the moving obstacle will not be less than the aforementioned safe distance, and eliminates the aforementioned overlapping driving plans.

5. The path confirmation device according to claim 3, wherein, When the vehicle is parked in the parking area, the aforementioned attention area setting unit sets a parking attention area that includes the movement path from the vehicle's current parking position to the parking area, unlike the attention area used for the vehicle itself. The route selection unit selects the driving plan generated above, which is the driving plan in which the set parking attention area and the moving obstacle attention area do not overlap.

6. The path confirmation device according to any one of claims 1 to 5, wherein, When the moving obstacle is a surrounding vehicle traveling around the vehicle, and it is possible to predict that the surrounding vehicle will stop in the parking area, the attention area setting unit sets a parking attention area that includes the movement path from the current position of the surrounding vehicle to the parking area, unlike the attention area for the vehicle itself. The route selection unit selects a driving plan generated in the above-mentioned manner that the driving plan is such that the attention area for the vehicle is not repeated with the parking attention area for the surrounding vehicles.

7. The path confirmation device according to claim 6, wherein, If the aforementioned driving plan does not involve driving in a manner that does not overlap with the parking attention areas of the surrounding vehicles, the route selection unit controls the driving control unit to stop the vehicle.

8. The path confirmation device according to any one of claims 1 to 5, wherein, It also includes a attention distance setting unit, which sets an attention distance greater than the aforementioned safe distance as the distance that should be left between the object and the moving obstacle. The aforementioned emergency control unit determines whether the vehicle is traveling at the set caution distance, and if the distance between the vehicle and the moving obstacle is less than the caution distance, it controls the driving control unit to make the vehicle-to-obstacle distance greater than or equal to the caution distance. In the presence of the aforementioned moving obstacle, the aforementioned attention area setting unit sets the attention area in a region located further away from the vehicle than the aforementioned attention distance of the vehicle, and between the aforementioned moving obstacle and the vehicle.

9. A route confirmation device for use in a vehicle, the route confirmation device comprising a route generation unit for generating a driving plan for driving the vehicle via automatic driving, and a driving control unit for controlling the driving of the vehicle according to the generated driving plan. The aforementioned path confirmation device includes: The safety distance setting unit sets a safety distance as the minimum distance that the vehicle using the path confirmation device should maintain between itself and an obstacle to avoid the vehicle approaching the obstacle. This safety distance is calculated based on the vehicle's speed, maximum acceleration, maximum deceleration, and response time, and the obstacle's speed, maximum acceleration, maximum deceleration, and response time. When the vehicle's direction of movement is opposite to the obstacle's direction of movement, it is calculated as the distance at which the vehicle and the obstacle, after traveling at maximum acceleration during the response time from their current speeds, can decelerate at maximum deceleration and stop without contacting each other. When the vehicle's direction of movement is the same as the obstacle's direction of movement, it is calculated as the distance at which the obstacle decelerates at maximum deceleration, and the vehicle, after traveling at maximum acceleration during the response time from its current speed, can decelerate at maximum deceleration and stop without contacting each other. The emergency control unit determines whether the vehicle is traveling at the set safe distance, and if the distance between the vehicle and the obstacle is smaller than the safe distance, it performs emergency control on the vehicle that is different from the control according to the driving plan. The attention area setting unit sets a parking attention area that includes the movement path from the current parking position of the vehicle to the parking area when the vehicle is parked in the parking area. When there is a moving obstacle on the side of the vehicle's direction of travel, a moving obstacle attention area is set around the moving obstacle. as well as The route selection unit selects a driving plan to park the vehicle in the parking area if the parking attention area does not overlap with the moving obstacle attention area.

10. The path confirmation device according to claim 9, wherein, When the aforementioned parking caution area overlaps with the aforementioned moving obstacle caution area, the aforementioned path selection unit selects a driving plan to park the vehicle in the aforementioned parking area after performing a confirmation process. The aforementioned confirmation process is a process of confirming whether the aforementioned moving obstacle is moving without intruding into the aforementioned parking caution area set by the vehicle.

11. The path confirmation device according to claim 10, wherein, The above confirmation process includes the following process: based on the action of the moving obstacle when the vehicle stops or the vehicle travels a short distance, it is determined whether the moving obstacle is in a state of waiting until the vehicle stops and travels a short distance. The short distance is a distance that the moving obstacle can clearly identify as the distance that the vehicle has moved.

12. The path confirmation device according to claim 11, wherein, The above confirmation process includes the following steps: if it is determined that the vehicle can move first, the vehicle is driven a short distance; if it is determined that the moving obstacle has priority, the vehicle is stopped; and it is determined whether the moving obstacle is in a state of waiting until the vehicle stops and travels.

13. A route confirmation device for use in a vehicle, the route confirmation device comprising a route generation unit for generating a driving plan for driving the vehicle via automatic driving, and a driving control unit for controlling the driving of the vehicle according to the generated driving plan. The aforementioned path confirmation device includes: The safety distance setting unit is configured to maintain a minimum safe distance between the vehicle and the obstacle in order to avoid the vehicle using the path confirmation device from getting too close to the obstacle. The emergency control unit determines whether the vehicle is traveling at the set safe distance, and if the distance between the vehicle and the obstacle is smaller than the safe distance, it performs emergency control on the vehicle that is different from the control according to the driving plan. The attention area setting unit sets a parking attention area that includes the movement path from the current parking position of the vehicle to the parking area when the vehicle is parked in the parking area. When there is a moving obstacle on the side of the vehicle's direction of travel, a moving obstacle attention area is set around the moving obstacle. as well as The route selection unit selects a driving plan to park the vehicle in the parking area if the parking caution area and the moving obstacle caution area do not overlap. When the aforementioned parking caution area overlaps with the aforementioned moving obstacle caution area, the route selection unit, after performing a confirmation process, selects a driving plan to park the vehicle in the parking area. The confirmation process verifies whether the moving obstacle is moving without encroaching on the vehicle's designated parking caution area. The aforementioned confirmation process includes the following steps: based on the movement of the moving obstacle when the vehicle stops or travels a short distance, it is determined whether the moving obstacle is in a state of waiting until the vehicle's stopping and traveling ends. The short distance is a distance that the moving obstacle can clearly identify as a movement of the vehicle. The above confirmation process includes the following steps: if it is determined that the vehicle can move first, the vehicle is driven a short distance; if it is determined that the moving obstacle has priority, the vehicle is stopped; and it is determined whether the moving obstacle is in a state of waiting until the vehicle stops and travels.

14. A path confirmation method, which is executed by a processor, is used in the vehicle (i.e., the vehicle itself) traveling according to a driving plan for driving the vehicle via autonomous driving, wherein... The safety distance is set as the minimum distance that the vehicle should maintain between itself and an obstacle to avoid approaching it. This safety distance is calculated based on the vehicle's speed, maximum acceleration, maximum deceleration, and response time, and the obstacle's speed, maximum acceleration, maximum deceleration, and response time. When the vehicle's direction of movement is opposite to the obstacle's direction of movement, it is calculated as the distance at which both the vehicle and the obstacle, after traveling at maximum acceleration during the response time from their current speeds, decelerate at maximum deceleration and come to a stop without contact. When the vehicle's direction of movement is the same as the obstacle's direction of movement, it is calculated as the distance at which the obstacle decelerates at maximum deceleration, while the vehicle, after traveling at maximum acceleration during the response time from its current speed, decelerates at maximum deceleration and comes to a stop without contact. Determine whether the vehicle is traveling at the set safe distance, and if the distance between the vehicle and the obstacle is less than the safe distance, implement emergency control measures for the vehicle that differ from the control measures prescribed according to the driving plan. In the event that there is a moving obstacle on the side of the vehicle's direction of travel, a warning zone is established between the moving obstacle and the vehicle in an area located further away from the vehicle than the aforementioned safe distance. Select the driving plan generated above, which is the driving plan that proceeds in a manner in which the moving obstacles do not intrude into the designated attention area.

15. A path confirmation method, which is executed by a processor, is used in the vehicle (i.e., the vehicle itself) traveling according to a driving plan for driving the vehicle via autonomous driving, wherein... The safety distance is set as the minimum distance that the vehicle should maintain between itself and an obstacle to avoid approaching it. This safety distance is calculated based on the vehicle's speed, maximum acceleration, maximum deceleration, and response time, and the obstacle's speed, maximum acceleration, maximum deceleration, and response time. When the vehicle's direction of movement is opposite to the obstacle's direction of movement, it is calculated as the distance at which both the vehicle and the obstacle, after traveling at maximum acceleration during the response time from their current speeds, decelerate at maximum deceleration and come to a stop without contact. When the vehicle's direction of movement is the same as the obstacle's direction of movement, it is calculated as the distance at which the obstacle decelerates at maximum deceleration, while the vehicle, after traveling at maximum acceleration during the response time from its current speed, decelerates at maximum deceleration and comes to a stop without contact. Determine whether the vehicle is traveling at the set safe distance, and if the distance between the vehicle and the obstacle is less than the safe distance, implement emergency control measures for the vehicle that differ from the control measures prescribed according to the driving plan. When the vehicle is parked in the parking area, a parking caution area is set up, which includes the movement path from the vehicle's current parking position to the parking area. If there is a moving obstacle on the side of the vehicle's direction of travel, a moving obstacle caution area is set up around the moving obstacle. If the aforementioned parking caution area does not overlap with the aforementioned moving obstacle caution area, a driving plan is selected to park the vehicle in the aforementioned parking area.

Images