Vehicle control device, vehicle control program, and vehicle control method

Abstract

An automatic driving ECU (50b), which is a vehicle control device, is configured so as to be able to execute automatic driving control of a host vehicle (Am). An automatic driving ECU (50b) is provided with: an environment recognition unit (62) that identifies the situation in which a host vehicle (Am) is located; and an action determination unit (63) that makes a determination relating to driving. An environment recognition unit (62) identifies a situation in which a host vehicle (Am) passes through a plurality of consecutive intersection points (IS1, IS2) when the host vehicle (Am) is caused to travel along a predetermined route (PT). The action determination unit (63) is configured so as to set different modes in the driving control in accordance with the difficulty of the driving control when passing through a plurality of consecutive intersections.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority from Japanese Patent Application No. 2023-22997 filed in Japan on February 17, 2023, and the entire contents of which are incorporated herein by reference. Technical Field

[0003] The disclosure based on this specification relates to a technology for autonomously controlling the driving of a vehicle. Background Art

[0004] A technology for autonomously controlling the driving of a vehicle is known. In the technology disclosed in Patent Document 1, it is determined whether the vehicle is traveling at an intersection, and a threshold for switching autonomous driving control to manual driving is calculated based on the determination.

[0005] Patent Document 1: U.S. Patent No. 9,914,463

[0006] Furthermore, on real roads, autonomous driving control sometimes requires the vehicle to pass through multiple intersections at short intervals. However, the technology in Patent Document 1 makes it difficult to optimize control when passing through consecutive intersections. Therefore, there is room for improvement in terms of passenger convenience. Summary of the Invention

[0007] One of the purposes of the disclosure of this specification is to provide a vehicle control device, a vehicle control program, and a vehicle control method that improve the convenience of passengers.

[0008] One embodiment disclosed herein is a vehicle control device configured to execute autonomous driving control of a host vehicle, comprising:

[0009] a condition determination unit that determines a condition of the vehicle; and

[0010] The judgment unit makes judgments related to driving.

[0011] The situation determination unit determines a situation in which the vehicle will pass through a plurality of consecutive intersections if the vehicle travels along a predetermined route.

[0012] The determination unit is configured to set a different mode for driving control according to the difficulty level of driving control when passing through a plurality of consecutive intersections.

[0013] Another disclosed embodiment is a vehicle control program that autonomously controls the driving of the vehicle.

[0014] The at least one processing unit is configured to execute:

[0015] Determine the condition of the vehicle; and,

[0016] Make driving-related judgments,

[0017] When determining the situation, it is determined that if the vehicle is driven along the predetermined path, it will pass through a plurality of consecutive intersections.

[0018] When making the determination, the mode set in the driving control is set differently according to the difficulty level of the driving control when passing through a plurality of consecutive intersections.

[0019] Another disclosed aspect is a vehicle control method for autonomously controlling driving of a host vehicle, executed by at least one processing unit, comprising:

[0020] Determine the condition of the vehicle; and

[0021] Make driving-related judgments,

[0022] When determining the situation, it is determined that if the vehicle is driven along the predetermined path, it will pass through a plurality of consecutive intersections.

[0023] When making the determination, the mode set in the driving control is set differently according to the difficulty level of the driving control when passing through a plurality of consecutive intersections.

[0024] According to these aspects, when the vehicle is navigating a series of intersections, the driving control mode is set to different settings according to the driving control difficulty level of the intersections. Therefore, the vehicle can navigate the series of intersections using a mode optimized for the driving control difficulty level. This provides greater convenience for passengers using autonomous driving control.

[0025] In addition, the reference numerals in parentheses included in the claims and the like illustrate the correspondence relationship with parts of the embodiments described later and do not limit the technical scope. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 This is a diagram showing an overall image of a vehicle system.

[0027] Figure 2 This is a diagram illustrating the details of the autonomous driving ECU.

[0028] Figure 3 This is a diagram showing an example of a plurality of consecutive intersections.

[0029] Figure 4 This is a flowchart showing the processing method of the autonomous driving ECU.

[0030] Figure 5 This is a flowchart showing the processing method of the autonomous driving ECU.

[0031] Figure 6 This is a flowchart showing the processing method of the autonomous driving ECU.

[0032] Figure 7 This is a flowchart showing the processing method of the autonomous driving ECU.

[0033] Figure 8 This is a flowchart showing the processing method of the autonomous driving ECU.

[0034] Figure 9 This is a flowchart showing the processing method of the autonomous driving ECU.

[0035] Figure 10 This is a flowchart showing the processing method of the autonomous driving ECU.

[0036] Figure 11 This is a flowchart showing the processing method of the autonomous driving ECU.

[0037] Figure 12 This is a flowchart showing the processing method of the autonomous driving ECU.

[0038] Figure 13 This is a diagram showing an example of a situation where a vehicle cannot enter a dedicated lane.

[0039] Figure 14 This is a flowchart showing the processing method of the autonomous driving ECU.

[0040] Figure 15 This is a diagram for explaining a position where driving is easily changed.

[0041] Figure 16 This is a flowchart showing the processing method of the autonomous driving ECU.

[0042] Figure 17 This is a diagram for explaining lane dividing lines.

[0043] Figure 18 This is a flowchart showing the processing method of the autonomous driving ECU.

[0044] Figure 19 This is a diagram showing an example of a plurality of consecutive intersections.

[0045] Figure 20 This is a flowchart showing the processing method of the autonomous driving ECU.

[0046] Figure 21 This is a flowchart showing the processing method of the autonomous driving ECU.

[0047] Figure 22 This is a flowchart showing the processing method of the autonomous driving ECU.

[0048] Figure 23 This is a diagram showing an example of a plurality of consecutive intersections.

[0049] Figure 24 This is a flowchart showing the processing method of the autonomous driving ECU.

[0050] Figure 25 This is a flowchart showing the processing method of the autonomous driving ECU.

[0051] Figure 26 This is a flowchart showing the processing method of the autonomous driving ECU.

[0052] Figure 27 This is a flowchart showing the processing method of the autonomous driving ECU.

[0053] Figure 28 This is a flowchart showing the processing method of the autonomous driving ECU.

[0054] Figure 29 This is a flowchart showing the processing method of the autonomous driving ECU.

[0055] Figure 30 This is a diagram showing an example of a plurality of consecutive intersections.

[0056] Figure 31 This is a flowchart showing the processing method of the autonomous driving ECU.

[0057] Figure 32 This is a flowchart showing the processing method of the autonomous driving ECU.

[0058] Figure 33 This is a flowchart showing the processing method of the autonomous driving ECU. DETAILED DESCRIPTION

[0059] Hereinafter, multiple embodiments will be described based on the accompanying drawings. In addition, sometimes, by adding the same reference numerals to corresponding components in each embodiment, repeated descriptions are omitted. In the case where only a portion of the configuration is described in each embodiment, the other portions of the configuration can apply the configuration of other embodiments previously described. In addition, not only the combinations of configurations explicitly described in the description of each embodiment, but also the configurations of multiple embodiments can be partially combined with each other even if not explicitly described, as long as the combination does not particularly hinder.

[0060] (First embodiment)

[0061] The vehicle system 1 can be used in vehicles capable of autonomous driving control (hereinafter referred to as autonomous driving control), for example, at automation levels 2 to 5. The vehicle system 1 is installed in a vehicle, Am. The automation level is an indicator indicating the stage of autonomous driving of an autonomous vehicle and can exist in multiple levels, as defined by the SAE, for example. The automation level is categorized into levels 0 to 5, as shown below.

[0062] Level 0 is a level where the system does not intervene and the driver performs all driving tasks. Driving tasks can also be called dynamic driving tasks. Driving tasks include steering, acceleration and deceleration, and surrounding monitoring. Level 0 is equivalent to so-called fully manual driving. Level 1 is a level where the system assists in either steering or acceleration and deceleration. Level 1 is equivalent to so-called driving assistance. Level 2 is a level where the system assists in steering and acceleration and deceleration. Level 2 is equivalent to partial driving automation. For example, for levels 1 to 2, the driver has the obligation to monitor safe driving (hereinafter referred to as monitoring obligation). In other words, levels 1 to 2 can also be classified as manual driving in a broad sense. As a monitoring obligation, there is surrounding monitoring based on visual observation.

[0063] Level 3 is a level where the system can perform all driving tasks under specific conditions, and the driver can perform driving operations in an emergency. In level 3 autonomous driving, the driver is required to respond quickly when there is a driving replacement request from the system. This driving replacement can also be said to be a transfer of the surrounding monitoring obligation from the vehicle-side system to the driver. Level 3 is equivalent to so-called conditional driving automation. As a level 3, there is an area-limited level 3 limited to a specific area. The specific area here can be a highway. The specific area can also be a specific lane, for example. As a level 3, there is also a congestion-limited level 3 limited to times of congestion. Congestion-limited level 3 autonomous driving is equivalent to congestion-limited autonomous driving. Congestion-limited level 3 can be configured to be limited to times of congestion on a highway, for example. Highways can include dedicated lanes for cars.

[0064] Level 4 is the system's ability to perform all driving tasks, except for specific situations such as unsuitable roads and extreme environments. This corresponds to highly automated driving. Level 5 autonomous driving is the system's ability to perform all driving tasks in all environments. This corresponds to fully automated driving. Levels 4 and 5 autonomous driving can be implemented, for example, within driving areas where high-precision map data is available. High-precision map data will be discussed later.

[0065] For example, levels 4 to 5 can be classified as autonomous driving. Autonomous driving based on levels 3 to 5 can be said to be autonomous driving in which the driver has no monitoring obligation. There are cases where a second task is permitted in autonomous driving at levels 3 to 5. The second task refers to a behavior other than driving that is permitted to the driver, and is a specific behavior specified in advance. The second task can be said to be an operation other than the driving task. The second task can also be replaced by a second activity, other activities, etc. The second task will not prevent the driver from responding to the handover request for driving operations from the system (hereinafter referred to as a driving replacement request). As an example, it is assumed that watching and listening to content such as videos, operating smartphones, etc., reading, eating, etc. are the second tasks.

[0066] Among the levels 3 to 5 of autonomous driving, autonomous driving of level 4 or higher is equivalent to autonomous driving that allows the driver to sleep. In other words, it is equivalent to sleep-permitted autonomous driving. Autonomous driving of level 4 or higher can also be said to be autonomous driving that does not require the driver to switch to driving even in an emergency. Among the levels 3 to 5 of autonomous driving, autonomous driving of level 3 is equivalent to autonomous driving that does not allow the driver to sleep (hereinafter referred to as sleep-permitted autonomous driving). The autonomous driving vehicle of this embodiment is capable of switching automation levels. The automation level can also be configured to be switchable only between a part of the levels 0 to 5. The autonomous driving vehicle of this embodiment is at least capable of switching between autonomous driving without monitoring obligations and manual driving.

[0067] like Figure 1 As shown, the vehicle system 1 is configured to include a perimeter monitoring sensor 30, a positioner 35, a navigation ECU 38, an onboard communication device 39, a driving control ECU 40, a body ECU 43, a driving assistance ECU 50a, an autonomous driving ECU 50b, and an HCU 100. The perimeter monitoring sensor 30, the positioner 35, the navigation ECU 38, the onboard communication device 39, the driving control ECU 40, the body ECU 43, the driving assistance ECU 50a, the autonomous driving ECU 50b, and the HCU 100 are communicatively connected to a communication bus 99 of an onboard network installed in the vehicle Am. These nodes connected to the communication bus 99 can communicate with each other. Specific nodes within these devices and ECUs, etc., can also be directly electrically connected to each other via a wiring harness, etc., to enable communication without going through the communication bus 99.

[0068] The surrounding monitoring sensor 30 is an autonomous sensor that monitors the surrounding environment of the vehicle Am. For example, the surrounding monitoring sensor 30 includes one or more of a camera unit 30a, a millimeter-wave radar 30b, a lidar 30c, and a sonar 30d. The surrounding monitoring sensor 30 can detect both moving and stationary objects within its detection range around the vehicle. The surrounding monitoring sensor 30 provides detection information about objects around the vehicle to the driving assistance ECU 50a and the autonomous driving ECU 50b.

[0069] The positioner 35 is composed of a GNSS (Global Navigation Satellite System) receiver and inertial sensors. The positioner 35 combines positioning signals received from multiple positioning satellites by the GNSS receiver, measurement results from the inertial sensors, and vehicle speed information output to the communication bus 99 to sequentially determine the vehicle's position and direction of travel. The positioner 35 sequentially outputs the position information and orientation information of the vehicle Am based on the positioning results to the communication bus 99 as positioner information.

[0070] Based on the operational information received from the HCU 100, the navigation ECU 38 obtains information about the destination specified by the driver and the passenger. The navigation ECU 38 obtains vehicle position and heading information from the locator 35 and sets a route from the current location to the destination. The navigation ECU 38 provides route information indicating the set route to the destination to the driving assistance ECU 50a, the automatic driving ECU 50b, and the HCU 100. The navigation ECU 38, in conjunction with the HMI system 10, combines screen displays and voice messages to inform the driver of the vehicle Am's travel direction at intersections IS1 and IS2, as well as at branch points, providing route guidance to the destination.

[0071] Here, a user terminal such as a smartphone can be connected to the in-vehicle network or the HCU 100. Such a user terminal can replace the locator 35 and provide the driving assistance ECU 50a and the autonomous driving ECU 50b with vehicle position information, direction information, map data, and the like. Furthermore, the user terminal can replace the navigation ECU 38 and provide the driving assistance ECU 50a, the autonomous driving ECU 50b, and the HCU 100 with route information to the destination.

[0072] The on-board communicator 39 is an off-board communication unit mounted on the vehicle Am, and functions as a V2X (Vehicle to Everything) communicator. The on-board communicator 39 sends and receives information to and from a roadside device installed on the roadside through wireless communication. As an example, the on-board communicator 39 receives congestion information and road construction information about the current position and direction of travel of the vehicle Am from the roadside device. The congestion information and road construction information are VICS (registered trademark) information, etc. The on-board communicator 39 can also further receive traffic signal information related to the display of traffic signals TS1 and TS2 at the intersection from the roadside device. The on-board communicator 39 provides the received congestion information, road construction information, and traffic signal information to the autonomous driving ECU 50b and HCU 100, etc.

[0073] The driving control ECU 40 is an electronic control unit that includes a microcontroller as its main body. The driving control ECU 40 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU. The driving control ECU 40 activates the driving actuator 41 according to any one of the operation instructions based on the driver's driving operation, the control instructions of the driving assistance ECU 50a, and the control instructions of the automatic driving ECU 50b. Figure 2 As shown, the steering actuator 41 includes a brake actuator 41 a for controlling the braking force of each wheel, a powertrain 41 b for controlling acceleration of the vehicle, and a steering actuator 41 c for controlling steering operation.

[0074] The body ECU 43 is an electronic control device including a microcontroller as a main body. The body ECU 43 has a function of controlling the operation of the lighting device installed in the vehicle Am. The lighting device is, for example, a direction indicator 44 and a hazard light. The body ECU 43 starts flashing either the left or right direction indicator 44 corresponding to the operation direction based on the inspection of the user operation input to the direction indicator switch (turn signal lever) provided on the steering column. In addition, in autonomous driving control, the body ECU 43 can flash the direction indicator 44 based on the control instructions from the automatic driving ECU 50b, as the vehicle restarts from the state of retreating to the roadside, changes lanes, turns left or right at an intersection, etc.

[0075] like Figure 1 As shown, the HCU 100 is electrically connected to a display device 21, a speaker 22, and other reporting devices, and an operating device 26. The HCU 100, the display device 21, the speaker 22, and the operating device 26 constitute the HMI system 10 of the vehicle Am. A plurality of display devices 21, speakers 22, and operating devices 26 may be provided.

[0076] The display device 21 reports information visually to the driver or other passengers through image display, etc. The display device 21 may include an instrument display, a central information display (hereinafter referred to as CID), and a head-up display (hereinafter referred to as HUD), etc. The CID has a touch panel function, which detects the touch operation of the driver or other passengers on the display screen. In other words, the CID is also equivalent to the operating device 26. The HUD can be visually confirmed from the cabin of the vehicle Am, and can display a virtual image floating outside the vehicle Am. The speaker 22 is set in the cabin, and plays a reporting sound or voice message in the cabin.

[0077] The operating device 26 is an input unit that receives user operations from the driver or other passengers. For example, user operations related to activating and deactivating the autonomous driving function and setting the route guidance destination are input to the operating device 26. The operating device 26 includes the aforementioned direction indicator switch and hazard light switch, as well as the CID. Furthermore, the operating device 26 includes a steering switch located on the spoke portion of the steering operation unit, and a voice input device that recognizes the voices of the driver or other passengers.

[0078] The HCU 100 is an information presentation device that comprehensively controls announcements using multiple display devices 21 and speakers 22. The HCU 100 controls the presentation of information related to autonomous driving by cooperating with the autonomous driving system 50. The HCU 100 is a computer primarily comprised of a control circuit including a processing unit 11, RAM 12, storage unit 13, input / output interface 14, and a bus connecting these. The processing unit 11 accesses the RAM 12 to execute various processes for announcement control. The RAM 12 can be configured to include video RAM for generating image data. The storage unit 13 stores various programs executed by the processing unit 11.

[0079] The processing unit 11 may include at least one processor. For example, the processor may include at least one of a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), and a RISC (Reduced Instruction Set Computer)-CPU as its core. The storage unit 13 may include at least one non-transitory physical storage medium, such as semiconductor memory, magnetic media, and optical media, that non-temporarily stores programs and data readable by the processor.

[0080] The driving assistance ECU 50a and the automatic driving ECU 50b constitute the automatic driving system 50 of the host vehicle Am. The driving assistance ECU 50a implements a driving assistance function that assists the driver's driving operation in the automatic driving system 50. The driving assistance ECU 50a can implement driving assistance of approximately level 2 or partial automatic driving.

[0081] The automatic driving ECU 50b can substitute for the driver's driving operations and can implement automatic driving of level 3 or higher, where the system is the main controller. The automatic driving implemented by the automatic driving ECU 50b is an automatic driving without the need to monitor the surroundings of the vehicle, that is, the driver has no obligation to monitor the surroundings.

[0082] The driving assistance ECU 50a is a computer primarily comprised of a processing unit, RAM (Random Access Memory), a storage unit, input / output interfaces, and a bus connecting these components. The driving assistance ECU 50a implements driving assistance functions such as ACC (Adaptive Cruise Control), LTC (Lane Trace Control), and LCA (Lane Change Assist) by executing programs in the processing unit. ACC, LTC, and LCA are collectively referred to as driving assistance applications. The driving assistance ECU 50a provides control status information indicating the status of the driving assistance control functions to the autonomous driving ECU 50b.

[0083] The processing unit may include at least one processor. For example, the processor may include at least one of a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), and a RISC (Reduced Instruction Set Computer)-CPU as its core. The storage unit may include at least one non-transferable physical storage medium such as semiconductor memory, magnetic media, and optical media, which non-temporarily stores programs and data readable by the processor.

[0084] The autonomous driving ECU 50b has higher computing power than the driving assistance ECU 50a and can implement driving control equivalent to at least ACC and LTC. In situations where the driving assistance ECU 50a's control is temporarily interrupted, the autonomous driving ECU 50b can replace the driving assistance ECU 50a and implement driving assistance control, which requires the driver to monitor the surrounding area.

[0085] The autonomous driving ECU 50b is a computer primarily composed of a control circuit comprising a processing unit 51, RAM 52, a storage unit 53, an input / output interface 54, and a bus connecting these. The processing unit 51 accesses the RAM 52 to execute various processes for implementing the autonomous driving control method disclosed herein. The storage unit 53 stores various programs executed by the processing unit 51. These programs include a vehicle control program for autonomous driving control of the vehicle Am.

[0086] The processing unit 51 may include at least one processor. For example, the processor may include at least one of a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), and a RISC (Reduced Instruction Set Computer)-CPU as its core. The storage unit 53 may include at least one non-transitory physical storage medium such as semiconductor memory, magnetic media, and optical media, which non-temporarily stores programs and data readable by the processor.

[0087] By executing the program in the processing unit 51, the automatic driving ECU 50b is constructed with an information cooperation unit 61, an environment recognition unit 62, an action determination unit 63, and a control execution unit 64 as a plurality of functional units for realizing the automatic driving function (see Figure 2 ).

[0088] The information coordination unit 61 provides information to the HCU 10 and retrieves information from the HCU 100. Through this coordination, the autonomous driving ECU 50b and the HCU 100 share the information they have acquired. The information coordination unit 61 generates control state information indicating the operating status of the autonomous driving function and provides this control state information to the HCU 100.

[0089] The information coordination unit 61 outputs control status information to the HCU 100, enabling HCU 100 to report information synchronized with the operating status of the autonomous driving function. Furthermore, the information coordination unit 61 obtains operational information from the driver and other passengers from the HCU 100, thereby understanding the content of user operations input to the HMI system 10 and other systems.

[0090] The environment recognition unit 62 recognizes environmental information surrounding the vehicle Am. Environmental information can be obtained from the vehicle-mounted communication device 39, the positioner 35, the surrounding monitoring sensor 30, and the like. Alternatively, environmental information can be recognized by fusing (synthesizing) information obtained from the vehicle-mounted communication device 39, the positioner 35, the surrounding monitoring sensor 30, and the like.

[0091] The environment recognition unit 62 includes an other vehicle recognition unit 72 and a road information recognition unit 73 as sub-functional units for recognizing the driving environment. The other vehicle recognition unit 72 recognizes the relative positions and relative speeds of dynamic objects around the host vehicle Am, such as other vehicles traveling around the host vehicle Am. The other vehicle recognition unit 72 recognizes at least the preceding and following vehicles traveling in the same lane (hereinafter referred to as the host lane) as the host vehicle Am, and the lateral vehicles traveling in the adjacent lane adjacent to the host lane. When the host vehicle Am is traveling on a road with three or more lanes, the other vehicle recognition unit 72 recognizes the lateral vehicles traveling in the separated lane on the opposite side of the host lane across the adjacent lane.

[0092] The road information acquisition unit 73 acquires information related to the road on which the host vehicle Am is traveling. Upon acquiring route information from the navigation ECU 38, the road information acquisition unit 73 extracts information such as the road on which the host vehicle Am is traveling and specific locations on the road on which it is scheduled to travel, intersections IS1 and IS2, freeway branch points (intersections, etc.), merging points, and exit points. Furthermore, the road information acquisition unit 73 acquires information such as congested sections on the road on which the host vehicle Am is scheduled to travel, and restricted sections due to road construction, etc.

[0093] The environment recognition unit 62 gathers information from the other vehicle recognition unit 72 and the road information recognition unit 73 to determine the current situation of the host vehicle Am. Specifically, the environment recognition unit 62 determines a situation in which the host vehicle Am will pass through a plurality of consecutive intersections IS1 and IS2 if it travels along a predetermined path PT (hereinafter referred to as a predetermined continuous intersection situation). The predetermined path PT may be a path obtained from the navigation ECU 38 or a path obtained from the behavior determination unit 63.

[0094] For example, Figure 3 As shown, the plurality of consecutive intersections IS1 and IS2 may be a plurality of intersections with a spacing of approximately 150 to 300 meters between the intersections (e.g., the spacing between the centers of the intersections IS1 and IS2). In this embodiment, the automatic driving ECU 50b executes vehicle control corresponding to the two consecutive intersections IS1 and IS2.

[0095] Here, even if there are multiple consecutive intersections IS1 and IS2 on the road, the situation where the vehicle Am is scheduled to pass only the first intersection IS1 and not enter the second intersection IS2 does not meet the continuous intersection scheduled condition. Figure 3Even if a plurality of intersections IS1 and IS2 are arranged consecutively, a situation where the vehicle Am goes straight at the first intersection IS1 and then goes in a different direction from the second intersection IS2 does not meet the predetermined consecutive intersection condition. On the other hand, a situation where the vehicle Am is scheduled to pass through both of the two consecutive intersections IS1 and IS2 meets the predetermined consecutive intersection condition.

[0096] The action determination unit 63 cooperates with the driving assistance ECU 50a and the HCU 100 to control the transfer of driving between the automatic driving system 50 and the driver. If the automatic driving ECU 50b has control over driving operations, the action determination unit 63 generates a predetermined driving trajectory TAm for the host vehicle Am based on the driving environment recognition results obtained by the environment recognition unit 62, and outputs the generated driving trajectory Tam to the control execution unit 64. The action determination unit 63 includes a path planning unit 75, a mode setting unit 76, and an action determination unit 77 as sub-functional units for controlling the operating state of the automatic driving function.

[0097] The path planning unit 75 plans a path PT for the host vehicle Am to travel under autonomous driving control. This path PT may be the path itself obtained from the navigation ECU 38. Alternatively, the path planning unit 75 may correct or partially modify the path to the destination set by the navigation ECU 38 to a path PT suitable for autonomous driving control. Furthermore, the path planning unit 75 may feed back the corrected or partially modified path PT to the navigation ECU 38.

[0098] Alternatively, the route planning unit 75 may acquire the destination information set by the driver from the HCU 100 or the navigation ECU 38 and independently plan the route PT. Furthermore, the route planning unit 75 may provide the planned route PT to the navigation ECU 38 .

[0099] The mode setting unit 76 comprehensively determines the environmental information and conditions identified by the environment recognition unit 62, the route plan of the route planning unit 75, and other factors, and sets a mode related to driving control. The driving control-related modes may include modes related to the aforementioned switchable automation levels. For example, the mode setting unit 76 sets a mode that can switch between a mode for autonomous driving control (hereinafter referred to as the autonomous driving mode) and a mode for the driver to manually drive the vehicle (hereinafter referred to as the manual driving mode).

[0100] Furthermore, the driving control-related modes may include modes related to limiting the speed, acceleration, and deceleration of the host vehicle Am. For example, the mode setting unit 76 may be configured to switch between an unlimited mode, a mode that limits the speed of the host vehicle Am (hereinafter referred to as a speed limit mode), a mode that limits the acceleration of the host vehicle Am (hereinafter referred to as an acceleration limit mode), and a mode that limits the deceleration (hereinafter referred to as a deceleration limit mode).

[0101] The action decision unit 77 determines the specific action of the vehicle Am based on the path plan of the path planning unit 75 and the mode setting of the mode setting unit 76. For example, when the mode for executing autonomous driving control is set, the action decision unit 77 determines the specific action of the vehicle Am during autonomous driving control. Such actions include, for example, acceleration, deceleration, turning, temporary stopping, lane change, and the like. Furthermore, for example, when the mode switch from autonomous driving control to manual driving is set, the action decision unit 77 starts control toward driving switching. Control toward driving switching includes driving control of the vehicle Am until driving switching is executed, and determination of a request to the HCU 100 for a report related to driving switching to the driver. The report related to driving switching includes a report requesting the driver to start manual driving. Furthermore, when the speed limit mode for the vehicle Am is set, the action decision unit 77 determines the specific action of the vehicle Am within the restricted speed range.

[0102] When the automatic driving ECU 50b has control authority over driving operations, the control execution unit 64, in cooperation with the driving control ECU 40, executes acceleration and deceleration control, steering control, and other functions of the host vehicle Am according to the action plan generated by the action determination unit 63. Specifically, the control execution unit 64 generates control commands for each driving actuator 41 based on the predetermined action plan and sequentially outputs the generated control commands to the driving control ECU 40.

[0103] Here, vehicle control under the condition of consecutive intersections will be described in more detail. When the condition of consecutive intersections is determined, the mode setting unit 76 is configured to set different driving control modes based on the driving control difficulty level when passing through intersections IS1 and IS2. The driving control difficulty level can be associated with the travel direction of intersections IS1 and IS2, stored in a database, and stored in the storage unit 53. Alternatively, the driving control difficulty level can be calculated each time based on the route plan created by the route planning unit 75.

[0104] Alternatively, the driving control difficulty level may or may not be explicitly defined as a parameter in the program or algorithm. Specifically, the program or algorithm may be configured to set a conditional branch for setting the mode based on the direction of travel at intersections IS1 and IS2, thereby substantially different modes depending on the driving control difficulty level depending on the direction of travel.

[0105] The following describes the relationship between the travel direction and the driving control difficulty at intersections IS1 and IS2, based on an example of application to Japan's Road Traffic Act, where vehicles drive on the left. In this embodiment, the driving control difficulty is set for the travel direction pattern in which the vehicle Am performs a right or left turn at the first intersection IS1 and the second intersection IS2.

[0106] In the case of left-hand traffic, the right turn used in the following description is equivalent to a turn that creates a plane intersection with the oncoming straight-moving vehicle Tm. The left turn used in the following description is equivalent to a turn that does not create a plane intersection with the oncoming straight-moving vehicle Tm. The oncoming straight-moving vehicle Tm here is a hypothetical vehicle for the purpose of defining the direction of travel at the intersection, and it is not necessary for the oncoming straight-moving vehicle Tm to actually exist at the intersection. The oncoming straight-moving vehicle Tm in this definition is a vehicle that enters the intersection IS1, IS2 from a road in the opposite direction of the vehicle Am among the roads connected to the intersections IS1, IS2. It can be said that it is a vehicle that can pass through the intersection with priority compared to the vehicle Am (it can also be called a priority vehicle). In addition, under the application of road traffic laws for vehicles traveling on the right, the relationship between right turns and left turns and plane intersections is opposite.

[0107] For example, in terms of driving control difficulty, mode (1) is the lowest, and the difficulty increases in the order of mode (2), mode (3), and mode (4). Mode (1) is a mode in which you turn left at the first intersection IS1 and also turn left at the second intersection IS2 (left turn → left turn). Mode (2) is a mode in which you turn left at the first intersection IS1 and turn right at the second intersection IS2 (left turn → right turn). Mode (3) is a mode in which you turn right at the first intersection IS1 and turn left at the second intersection IS2 (right turn → left turn). Mode (4) is a mode in which you turn right at the first intersection IS1 and also turn right at the second intersection IS2 (right turn → right turn).

[0108] Here, the mode setting unit 76 sets the autonomous driving mode in the case of modes (1) and (2), and sets the manual driving mode in the case of modes (3) and (4).

[0109] Next, use Figure 4The flowchart of FIG5 illustrates an example of a processing method of the automatic driving ECU 50b. When the driving of the host vehicle Am is autonomously controlled, a series of processes shown in steps S101 to S107 are performed. This series of processes is performed by executing a program by at least one processor of the automatic driving ECU 50b.

[0110] In S101, the path planning unit 75 plans a path PT of the host vehicle Am. After the processing of S101, the process proceeds to S102.

[0111] In S102, the environment recognition unit 62 recognizes the environment on the planned path PT. The environment recognition here includes determining that the situation in which the vehicle Am is located is a predetermined situation of continuous intersections. After the processing of S102, the process proceeds to S103.

[0112] In S103, the mode setting unit 76 determines whether the situation in which the host vehicle Am is in is a predetermined continuous intersection situation. If yes, the process proceeds to S104. If not, the process proceeds to S105.

[0113] In S104, the mode setting unit 76 determines whether the traveling direction mode of the host vehicle Am at the intersection IS1 or IS2 is mode (1) or (2). If yes, the process proceeds to S105. If not, the process proceeds to S106.

[0114] In S105, the mode setting unit 76 sets the autonomous driving mode. Based on this, the autonomous driving control is continued by the action determination unit 77 and the control execution unit 64. The series of processing ends with S105.

[0115] In S106, the mode setting unit 76 sets the manual driving mode. Based on this, the action determination unit 77 and the control execution unit 64 execute the driving switch to the driver. The execution of the driving switch includes a notification regarding the driving switch. The series of processes ends with S106.

[0116] According to the first embodiment described above, when the host vehicle Am passes through a plurality of consecutive intersections IS1 and IS2, the driving control mode is set differently according to the driving control difficulty level for each of these intersections IS1 and IS2. Therefore, the host vehicle Am can pass through the plurality of consecutive intersections IS1 and IS2 using a mode optimized for the driving control difficulty level. This provides greater convenience for passengers utilizing autonomous driving control.

[0117] Furthermore, the modes associated with the automation level are set differently depending on the difficulty of the driving control. This prevents the autonomous driving control from being continued in a situation where the autonomous driving control capability is exceeded, thereby improving convenience.

[0118] Furthermore, when the mode associated with the automation level is switched to a mode that requires the driver to perform manual driving, a notification is issued to the driver to initiate manual driving. Based on this notification, the driver can prepare for manual driving, allowing for a smooth transition from the system to the driver. This improves convenience.

[0119] Furthermore, the host vehicle Am is not expected to make a turn that intersects the plane of the oncoming straight-moving vehicle Tm at the first intersection IS1, and is not expected to make a turn that intersects the plane of the oncoming straight-moving vehicle Tm at the second intersection IS2. Alternatively, the host vehicle Am is expected to make a turn that intersects the plane of the oncoming straight-moving vehicle Tm at the first intersection IS1, and is not expected to make a turn that intersects the plane of the oncoming straight-moving vehicle Tm at the second intersection IS2. A mode for executing autonomous driving control is set within these travel direction modes.

[0120] On the other hand, the host vehicle Am is not scheduled to turn at the first intersection IS1, but is scheduled to turn at the second intersection IS2, intersecting the plane of the oncoming straight-moving vehicle Tm. Alternatively, the host vehicle Am is scheduled to turn at the first intersection IS1, intersecting the plane of the oncoming straight-moving vehicle Tm, and is scheduled to turn at the second intersection IS2, intersecting the plane of the oncoming straight-moving vehicle Tm. In these travel direction modes, a mode is set to allow the driver to perform manual driving.

[0121] That is, the allocation of autonomous driving control or manual driving according to the direction of travel is based on the driving control difficulty. Therefore, it is suppressed to continue the autonomous driving control in a situation that exceeds the ability of the autonomous driving control, so the convenience can be improved.

[0122] In the first embodiment, the automatic driving ECU 50b corresponds to the "vehicle control device." The environment recognition unit 62 corresponds to the "condition identification unit." The behavior determination unit 63 corresponds to the "determination unit."

[0123] (Second embodiment)

[0124] like Figure 5 As shown, the second embodiment is a modified example of the first embodiment. The second embodiment will be described focusing on the differences from the first embodiment.

[0125] In the second embodiment, the mode setting unit 76 determines whether there is a possibility that a pedestrian or other vulnerable person will cross the path PT through the continuous intersections that the vehicle Am is scheduled to travel. If there is such a possibility, and in the case of mode (1), the mode setting unit 76 sets the autonomous driving mode. If there is such a possibility, and in the case of modes (2), (3), or (4), the mode setting unit 76 sets the manual driving mode.

[0126] Next, use Figure 5 The flowchart of FIG. 1 illustrates an example of a processing method of the automatic driving ECU 50b. S201 to S203 are the same as S101 to S103. If the answer is yes in S203, the process proceeds to S204. If not, the process proceeds to S206.

[0127] In S201, the route planning unit 75 plans the route of the host vehicle Am. After S201, in S202-S204, the mode setting unit 76 determines whether there is a possibility that a pedestrian will cross the planned route PT of the host vehicle Am at the intersections IS1 and IS2. If so, the process proceeds to S205. If not, the process proceeds to S206.

[0128] In S205, the mode setting unit 76 determines whether the traveling direction mode of the vehicle Am at the intersection IS1 or IS2 is mode (1). If yes, the process proceeds to S206. If no, the process proceeds to S207. S206 to S207 are the same as S105 to S106. The series of processing ends with S206 or S207.

[0129] According to the second embodiment described above, the vehicle Am is not scheduled to make a turn that intersects with the oncoming straight-moving vehicle Tm at the first intersection IS1, nor is it scheduled to make a turn that intersects with the oncoming straight-moving vehicle Tm at the second intersection IS2. In this travel direction mode, if there is a possibility that a weak traffic vehicle will cross the planned travel path PT of the vehicle Am at two consecutive intersections IS1 and IS2, a mode is set to force the driver to perform manual driving. On the other hand, if this possibility is not present, a mode is set to perform autonomous driving control. If the traffic conditions at multiple consecutive intersections IS1 and IS2 are predicted to become more complex due to the possibility of weak traffic vehicles crossing, the driver is pre-determined to perform manual driving, thereby preventing the continued use of autonomous driving control in situations where the autonomous driving control capability is exceeded. This improves convenience.

[0130] (Third embodiment)

[0131] like Figure 6As shown, the third embodiment is a modified example of the first embodiment. The third embodiment will be described focusing on the differences from the first embodiment.

[0132] In the third embodiment, the mode setting unit 76 sets the autonomous driving mode in mode (3) when the vehicle Am passes through the first intersection IS1, i.e., when turning left. Furthermore, the mode setting unit 76 sets the manual driving mode when the vehicle Am passes through the second intersection IS2, i.e., when turning right. In this manner, the driving switch is executed while the vehicle Am is passing through two consecutive intersections IS1 and IS2.

[0133] Next, use Figure 6 The flowchart of FIG. 301 illustrates an example of a processing method of the automatic driving ECU 50b. S301 to S305 are the same as S101 to S105. If the answer in S304 is No, the process proceeds to S306.

[0134] In S306, the mode setting unit 76 determines whether the traveling direction mode of the host vehicle Am at the intersection IS1, IS2 is mode (3). If yes, the process proceeds to S307. If not, the process proceeds to S308.

[0135] In S307, mode setting unit 76 determines to execute autonomous driving control at the first intersection IS1 and manual driving at the second intersection IS2. Based on this, action determination unit 77 and control execution unit 64 determine to execute autonomous driving control and drive switching. The series of processes ends with S307. S308 is the same as S106.

[0136] According to the third embodiment described above, the vehicle Am is not scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle Tm at the first intersection IS1, but is scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle Tm at the second intersection IS2. In this travel direction pattern, the mode associated with the automation level is set to an autonomous driving control mode when passing the first intersection IS1. Furthermore, the mode associated with the automation level is set to a manual driving mode for the driver when passing the second intersection IS2. Based on the difference in driving control difficulty between the first intersection IS1 and the second intersection IS2, a more appropriate mode is set for each intersection IS1 and IS2. This improves convenience.

[0137] (Fourth embodiment)

[0138] like Figure 7 As shown in FIG, the fourth embodiment is a modified example of the first embodiment. The fourth embodiment will be described focusing on the differences from the first embodiment.

[0139] In the fourth embodiment, the mode setting unit 76 sets a speed limit mode based on the driving control difficulty level for each direction of travel. Specifically, under the predetermined continuous intersection condition, when the host vehicle Am makes a right or left turn (hereinafter referred to as a left or right turn) at the first intersection IS1, a speed limit is set so that the speed at the second and subsequent intersections IS2 is lower than the speed at the first intersection IS1. The speed limit can be initiated when the host vehicle Am begins traveling on the connecting road CR connecting the first intersection IS1 and the second intersection IS2 after making a left or right turn at the first intersection IS1.

[0140] The mode setting unit 76 or the action determination unit 77 may further determine to temporarily stop the vehicle Am after the vehicle Am has made a left or right turn at the first intersection IS1, under the speed limit, for example, before entering the second intersection IS2. The temporary stop may be released if the mode setting unit 76 or the action determination unit 77 confirms that the environment recognition unit 62 has recognized the environment of the next intersection IS2 using, for example, the surrounding monitoring sensor 30.

[0141] On the other hand, if the environment of the next intersection IS2 cannot be confirmed and recognized within a preset threshold time from the start of the temporary stop, the mode setting unit 76 sets the manual driving mode. Therefore, the driver is handed over to the driver during the temporary stop. The threshold time can be, for example, three seconds or five seconds.

[0142] Next, use Figure 7 The flowchart of FIG. 4 illustrates an example of a processing method of the automatic driving ECU 50b. S401 to S403 are the same as S101 to S103. If the answer is yes in S403, the process proceeds to S404. If the answer is no, the process proceeds to S411.

[0143] In S405, the mode setting unit 76 determines to apply the aforementioned speed limit to the vehicle Am after the vehicle Am makes a left or right turn at the first intersection IS1. Based on this, the action determination unit 77 and the control execution unit 64 control the vehicle Am to travel at the second and subsequent intersections IS2 at a lower speed than the vehicle Am traveled at the first intersection IS1. After S405, the process proceeds to S406.

[0144] In S406, the mode setting unit 76 or the action determination unit 77 further determines to temporarily stop the vehicle Am before entering the second intersection IS2. Based on this, the action determination unit 77 and the control execution unit 64 temporarily stop the vehicle Am. After the processing of S406, the process proceeds to S407.

[0145] In S407, the mode setting unit 76 or the action determination unit 77 determines whether the environment of the next intersection IS2 has been recognized. If it can be confirmed that it has been recognized within the preset threshold time (if yes), the process proceeds to S408. Otherwise (if no), the process proceeds to S409.

[0146] In S408, the mode setting unit 76 or the action determination unit 77 determines to release the temporary stop of the host vehicle Am. The host vehicle Am starts again and enters the second intersection IS2. The series of processing ends with S408.

[0147] In addition, S409 is the same as S106. In S410, the mode setting unit 76 determines the response (mode) according to each situation. The series of processing ends with S409 or S410.

[0148] According to the fourth embodiment described above, the vehicle Am is scheduled to turn at the first intersection IS1 among a plurality of consecutive intersections IS1 and IS2. If the vehicle Am is scheduled to turn at the first intersection IS1, it would be difficult to use the surrounding monitoring sensor 30 to identify the environment of the second intersection IS2 before turning. Therefore, in this travel direction mode, a speed limit is set so that the speed at the second and subsequent intersections IS2 is lower than the speed at the first intersection IS1. Furthermore, a speed limit can be set for the road before the vehicle Am enters the second intersection IS2. This speed limit can extend the time from passing the first intersection IS1 to entering the second intersection IS2, making it easier to identify the environment of the second intersection IS2.

[0149] In addition, after the vehicle Am turns at the first intersection IS1, it may be decided to temporarily stop the vehicle Am under the speed limit. Since the vehicle Am can recognize the environment of the second intersection IS2 in the temporarily stopped state, the recognition accuracy can be further improved.

[0150] In addition, the temporary stop can be canceled when it is confirmed that the host vehicle Am recognizes the environment of the next intersection IS1. Since it is possible to suppress unnecessary continuation of the temporary stop, it is possible to suppress obstruction of traffic flow and improve convenience.

[0151] In addition, during a temporary stop, if the host vehicle Am cannot recognize the environment of the next intersection IS2 within a preset threshold time, a mode is set to cause the driver to perform manual driving. By having the driver recognize the environment and perform manual driving, it is possible to avoid continuing the temporary stop that hinders traffic flow, thereby improving convenience.

[0152] (Fifth embodiment)

[0153] like Figure 8 As shown in FIG, the fifth embodiment is a modified example of the fourth embodiment. The fifth embodiment will be described focusing on the differences from the fourth embodiment.

[0154] In the fifth embodiment, the mode setting unit 76 or the action determination unit 77 determines whether to temporarily stop before entering the intersection IS2 based on whether the host vehicle Am approaches the second intersection IS2 while remaining unable to confirm and recognize the environment of the second intersection IS2. If the host vehicle Am approaches the intersection IS2 while remaining unable to confirm and recognize the environment of the second intersection IS2, the host vehicle Am temporarily stops. If the host vehicle Am can recognize the environment of the second intersection IS2 before approaching the second intersection IS2, the host vehicle Am enters the intersection IS2 without temporarily stopping.

[0155] Furthermore, after the vehicle Am has made a left or right turn at the first intersection IS1 and has confirmed the presence of a following vehicle, the mode setting unit 76 prohibits the vehicle Am from temporarily stopping before entering the next intersection IS2. In other words, the mode setting unit 76 sets the temporary stop prohibition mode. Specifically, the vehicle Am enters the next intersection IS2 without making a temporary stop.

[0156] Next, use Figure 8 The flowchart of FIG5 illustrates an example of the processing method of the automatic driving ECU 50b. S501 to S505 are the same as S401 to S405. If the answer is no in S503 or S504, the process proceeds to S511. S511 is the same as S410. If the answer is yes in S503 and S504, the process proceeds to S505 and then to S506.

[0157] In S506, the mode setting unit 76 or the action determination unit 77 determines whether there is a following vehicle following the host vehicle Am. If yes, the process proceeds to S507. If not, the process proceeds to S508.

[0158] In S507, the mode setting unit 76 prohibits the host vehicle Am from temporarily stopping. The host vehicle Am enters the second intersection IS2 without temporarily stopping. The series of processing ends with S507.

[0159] In S508, the mode setting unit 76 or the action determination unit 77 determines whether the vehicle Am is approaching the second intersection IS2 while maintaining an environment in which the vehicle cannot confirm or recognize the second intersection IS2. If yes, the process proceeds to S509. If not, the process proceeds to S510.

[0160] In S509, the mode setting unit 76 or the action determination unit 77 determines to temporarily stop the vehicle Am. The temporary stop can be canceled based on the same conditions as those in the fourth embodiment or other conditions. The series of processing ends with S509.

[0161] According to the fifth embodiment described above, after the vehicle Am turns at the first intersection IS1, while approaching the next intersection IS2 under the speed limit and still unable to confirm and recognize the environment of the next intersection IS2, the vehicle Am is temporarily stopped. The determination of whether to temporarily stop based on environmental recognition is delayed until the vehicle approaches the intersection IS2, when the accuracy of the determination is improved. This prevents unnecessary temporary stops, thereby improving convenience.

[0162] After turning at the first intersection IS1, if the vehicle Am detects the presence of a following vehicle, the vehicle Am is prohibited from temporarily stopping. This can prevent traffic flow disruption and rear-end collisions caused by the temporary stop of the vehicle Am, thereby improving convenience.

[0163] (Sixth embodiment)

[0164] like Figure 9 As shown, the sixth embodiment is a modification of the first embodiment. The sixth embodiment will be described focusing on the differences from the first embodiment.

[0165] In the sixth embodiment, the mode setting unit 76 sets the deceleration limit mode according to the traveling direction at the second intersection IS2. The mode setting unit 76 sets the deceleration limit mode after passing the first intersection IS1 until entering the second intersection IS2.

[0166] Specifically, the mode setting unit 76 imposes the strictest deceleration limit on the vehicle Am when the vehicle Am turns right at the second intersection IS2. The mode setting unit 76 imposes a looser deceleration limit on the vehicle Am when the vehicle Am turns left at the second intersection IS2 than when the vehicle Am turns right. For example, the lower limit value of the deceleration represented by -dv / dt is set to -Da in the case of a right turn, and the lower limit value is set to -Db (>-Da) in the case of a left turn. That is, in the case of a right turn, the vehicle Am can travel with a weaker deceleration, and in the case of a left turn, the vehicle Am can travel with a stronger deceleration. In addition, in the case of the vehicle Am going straight at the second intersection IS2, the mode setting unit 76 may not set the deceleration limit mode.

[0167] Next, use Figure 9The flowchart of FIG. 5 illustrates an example of the processing method of the automatic driving ECU 50b. S601 to S603 are the same as S101 to S103. If the answer in S603 is No, the process proceeds to S609. S609 is the same as S410. If the answer in S603 is Yes, the process proceeds to S604.

[0168] In S604, the mode setting unit 76 determines whether the vehicle Am is scheduled to turn right at the second intersection IS2. If yes, the process proceeds to S605. If not, the process proceeds to S606.

[0169] In S605, the mode setting unit 76 restricts deceleration to a greater degree than in the case of a left turn. Consequently, the vehicle Am begins decelerating at an earlier stage, for example, immediately after passing the first intersection IS1, in order to sufficiently reduce its speed upon entering the second intersection IS2. In other words, the vehicle Am spends a longer time traveling on the connecting road CR connecting the first intersection IS1 and the second intersection IS2 than in the case of a left turn. The series of processes ends with S605.

[0170] In S606, the mode setting unit 76 determines whether the vehicle Am is scheduled to turn left at the second intersection IS2. If yes, the process proceeds to S607. If not, the process proceeds to S608.

[0171] In S607, the mode setting unit 76 restricts only extremely strong deceleration, allowing stronger deceleration for right turns. To sufficiently reduce the speed of the vehicle Am entering the second intersection IS2, the vehicle Am performs stronger deceleration immediately before entering. This allows the vehicle Am to pass the connecting road CR in a shorter time than when turning right. The series of processes ends with S607.

[0172] In S608 when the vehicle goes straight at the second intersection IS2, the mode setting unit 76 does not impose any particular restrictions on deceleration, and the series of processing ends at S608.

[0173] According to the sixth embodiment described above, different deceleration limit patterns are set depending on the direction of travel at the second intersection IS2. For example, when the host vehicle Am is scheduled to make a turn that intersects with the oncoming straight-moving vehicle Tm, a stronger deceleration limit can be applied compared to a turn that does not intersect with the oncoming straight-moving vehicle Tm. By allowing a stronger deceleration in turns with a higher degree of control difficulty, the host vehicle Am's travel speed is reduced as soon as possible, thus increasing the time required to recognize the environment at the second intersection IS2. This improves the accuracy of autonomous driving control when passing the second intersection IS2.

[0174] (Seventh embodiment)

[0175] like Figure 10 As shown, the seventh embodiment is a modified example of the first embodiment. The seventh embodiment will be described focusing on the differences from the first embodiment.

[0176] In the seventh embodiment, the mode setting unit 76 predicts whether the host vehicle Am will stop before entering the second intersection IS2. The reason for the host vehicle Am to stop may be either the traffic signal TS2 indicating a stop sign at the second intersection IS2 or traffic congestion. This prediction can be made, for example, by the environment recognition unit 62 acquiring traffic signal information and congestion information via the onboard communication device 39. Furthermore, if the mode setting unit 76 predicts that the host vehicle Am will stop, the autonomous driving mode is set regardless of the driving control difficulty level according to the travel direction.

[0177] Next, use Figure 10 The flowchart of FIG. 5 illustrates an example of a processing method of the automatic driving ECU 50b. S701 to S703 are the same as S101 to S103. If the answer is yes in S703, the process proceeds to S704. If not, the process proceeds to S705.

[0178] In S704, the mode setting unit 76 performs prediction and determines whether the vehicle Am is predicted to stop before entering the second intersection IS2. If yes, the process proceeds to S705. If not, the process proceeds to S706.

[0179] S705 is the same as S105. In S706, the mode setting unit 76 sets the mode according to the driving control difficulty level in each direction of travel. For example, the mode setting method of the first embodiment can be adopted. The series of processing ends with S705 or S706.

[0180] According to the seventh embodiment described above, when the traffic signal TS2 at the second intersection IS2 indicates a stop signal or traffic is congested, and the vehicle Am is predicted to stop before entering the second intersection IS2, a mode for executing autonomous driving control is set. Since the vehicle Am temporarily stops before entering the second intersection IS2, the movement of the vehicle Am can be divided between the intersections IS1 and IS2. Because the actions at the first intersection IS1 and the second intersection IS2 can be planned separately, the difficulty of driving control is reduced. As a result, even when autonomous driving control is executed, situations in which the vehicle Am exceeds its capabilities can be avoided.

[0181] (Eighth Embodiment)

[0182] like Figure 11As shown, the eighth embodiment is a modified example of the seventh embodiment. The seventh embodiment will be described focusing on the differences from the first embodiment.

[0183] In the eighth embodiment, when the mode setting unit 76 predicts that the vehicle Am stops at the second intersection IS2, the manual driving mode is set regardless of the driving control difficulty level in the traveling direction. Figure 11 As shown in the flowchart of FIG, S801 to 804 and 806 are the same as S701 to 704 and 706. S805 is the same as S106.

[0184] Thus, when the traffic signal TS2 at the second intersection IS2 indicates a stop signal or traffic is congested, and it is predicted that the host vehicle Am will stop before entering the second intersection IS2, a mode is set to cause the driver to perform manual driving. If autonomous driving control is used, the host vehicle Am is likely to travel slowly. Therefore, by not performing autonomous driving control and allowing the driver to perform smooth manual driving, convenience is improved.

[0185] (Ninth embodiment)

[0186] like Figure 12 As shown, the ninth embodiment is a modified example of the first embodiment. The ninth embodiment will be described focusing on the differences from the first embodiment.

[0187] In the ninth embodiment, the mode setting unit 76 sets the manual driving mode to mode (4) when the vehicle Am stops before entering the second intersection IS2 after passing the first intersection IS1. The reason for the vehicle Am stopping may be that the traffic signal TS2 at the second intersection IS2 indicates a stop signal or that traffic congestion occurs at the second intersection IS2.

[0188] Next, use Figure 12 The flowchart of FIG. 5 illustrates an example of the processing method of the automatic driving ECU 50b. S901 to S903 are the same as S101 to S103. If the answer is yes in S903, the process proceeds to S904. If the answer is no, the process proceeds to S908. S908 is the same as S410.

[0189] In S904, the mode setting unit 76 determines whether the traveling direction mode of the host vehicle Am at the intersection IS1, IS2 is mode (4). If yes, the process proceeds to S905. If not, the process proceeds to S908.

[0190] In S905, the mode setting unit 76 determines whether the vehicle Am stops before entering the second intersection IS2. If so, the process proceeds to S906. If not, the process proceeds to S907. S906 is the same as S106. S907 is the same as S105. The series of processes ends with S906 or S907.

[0191] According to the ninth embodiment described above, the host vehicle Am is scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle Tm at the first intersection IS1, and is scheduled to make another turn that intersects the plane of the oncoming straight-moving vehicle Tm at the second intersection IS2. In this travel direction mode, if the traffic signal TS2 at the second intersection IS2 indicates a stop signal or traffic is congested, and the host vehicle Am is predicted to stop before entering the second intersection IS2, a mode is set to force the driver to perform manual driving after the vehicle Am actually stops. This improves convenience because the driver can confirm that manual driving is safe while passing the second intersection IS2.

[0192] (Tenth embodiment)

[0193] like Figure 13 、 14 As shown, the tenth embodiment is a modification of the first embodiment. The tenth embodiment will be described focusing on the differences from the first embodiment.

[0194] In the tenth embodiment, the mode setting unit 76 determines whether the vehicle Am can enter the dedicated lane DL for entering the predetermined travel direction at the second intersection IS2 on the connecting road CR connecting the first intersection IS1 and the second intersection IS2. Figure 13 As shown, consider a case where the host vehicle Am attempts to turn left at the second intersection IS2, but the left-turn lane, serving as the dedicated lane DL on the connecting road CR, is occupied by other vehicles Om due to traffic congestion. In this case, the host vehicle Am cannot enter the dedicated lane DL. Furthermore, if it is determined that entry into the dedicated lane DL is not possible, the mode setting unit 76 sets the manual driving mode.

[0195] Next, use Figure 14 The flowchart of FIG. 1 illustrates an example of a processing method of the automatic driving ECU 50b. S1001 to S1003 are the same as S101 to S103. If the answer is yes in S1003, the process proceeds to S1004. If not, the process proceeds to S1005.

[0196] In S1004, the mode setting unit 76 determines whether the vehicle Am can enter the dedicated lane DL. If yes, the process proceeds to S1005. If no, the process proceeds to S1006. S1005 to 1006 are the same as S105 to 106. The series of processing ends with S1005 or S1006.

[0197] According to the tenth embodiment described above, it is determined that the host vehicle Am cannot enter the dedicated lane DL for entering the intended travel direction at the second intersection IS2 on the connecting road CR. In this case, a mode is set to allow the driver to perform manual driving. This prevents the autonomous driving control from being continued in situations where the autonomous driving control capability is exceeded, thereby improving convenience.

[0198] (Eleventh embodiment)

[0199] like Figure 15 、 16 As shown, the eleventh embodiment is a modification of the first embodiment. The eleventh embodiment will be described focusing on the differences from the first embodiment.

[0200] In the eleventh embodiment, the environment recognition unit 62 detects that the host vehicle Am is stuck at the first intersection IS1 and cannot pass through it. In this situation, after the mode setting unit 76 has set the autonomous driving mode, the action determination unit 77 determines to retreat the host vehicle Am to a position EP where it can easily perform a drive switch. After retreating, the mode setting unit 76 sets the manual driving mode and executes the drive switch.

[0201] For example, Figure 15 As shown, on the connecting road CR connecting the first intersection IS1 and the second intersection IS2, the host vehicle Am cannot enter the dedicated lane DL for entering the intended travel direction at the second intersection IS2, and the host vehicle Am is stopped at the first intersection IS1 and performs a retreat. Alternatively, the host vehicle Am can also perform a retreat if an oncoming vehicle Omt at the first intersection IS1 blocks the travel direction of the host vehicle Am and the host vehicle Am is stopped at the first intersection IS1.

[0202] For example, Figure 15 As shown, the position EP where driving switching can be easily performed can be a lane OL outside the dedicated lane DL on the connecting road CR, where space is available for the host vehicle Am. Alternatively, the position EP where driving switching can be easily performed can be the road IR that the host vehicle Am is traveling on before entering the first intersection IS1. In this case, the host vehicle Am avoids the situation by backing up.

[0203] Next, use Figure 16 The flowchart of FIG. 1 illustrates an example of a processing method of the automatic driving ECU 50b. S1101 to S1103 are the same as S101 to S103. If the answer is yes in S1103, the process proceeds to S1104. If not, the process proceeds to S1107.

[0204] In S1104, the mode setting unit 76 determines whether the vehicle Am is stuck in the first intersection IS1 and cannot pass through the first intersection IS1. If yes, the process proceeds to S1105. If not, the process proceeds to S1107.

[0205] In S1105, the action decision unit 77 decides to retreat the host vehicle Am to the position EP where the driving switch can be easily performed. After the processing of S1105, the process proceeds to S1106.

[0206] S1106 is the same as S106. In addition, S1107 is the same as S706. The series of processing ends with S1106 or S1107.

[0207] According to the eleventh embodiment described above, when the host vehicle Am is stuck at the first intersection IS1 and cannot pass through the first intersection IS1, it is decided to retreat the host vehicle Am to a position DR where the driver can easily take over the driving position by using autonomous driving control. Since the driver can smoothly take over the driving position at this retreated position DR, convenience is improved.

[0208] (Twelfth embodiment)

[0209] like Figure 17 、 18 As shown, the twelfth embodiment is a modification of the first embodiment. The twelfth embodiment will be described focusing on the differences from the first embodiment.

[0210] In the twelfth embodiment, in the case of mode (4), the mode setting unit 76 sets the mode related to automation according to whether there is a lane dividing line WCL dividing the opposite lanes on the connecting road CR connecting the first intersection IS1 and the second intersection IS2.

[0211] For example, when lane lines WCL are present on a wide main road, the surrounding monitoring sensor 30 can recognize the lane lines WCL and autonomous driving control can be performed based on the lane lines WCL, so the driving control difficulty is relatively low. Therefore, the mode setting unit 76 sets the autonomous driving mode.

[0212] On the other hand, in the absence of lane markings WCL, such as on narrow roads in residential areas, there are no landmarks used as a reference for autonomous driving control, making driving control more difficult. Therefore, the mode setting unit 76 sets the manual driving mode.

[0213] Next, use Figure 18 The flowchart of FIG. 1 illustrates an example of the processing method of the automatic driving ECU 50b. S1201 to S1203 are the same as S101 to S103. If the answer is yes in S1203, the process proceeds to S1204. If the answer is no, the process proceeds to S1208. S1208 is the same as S410.

[0214] In S1204, the mode setting unit 76 determines whether the traveling direction mode of the vehicle Am at the intersection IS1 or IS2 is mode (4). Mode (4) can actually be a U-turn. If yes, the process proceeds to S1205. If no, the process proceeds to S1208.

[0215] In S1205, the mode setting unit 76 determines whether a lane dividing line WCL is present on the connecting road CR, dividing the opposing lane. If yes, the process proceeds to S1206. If no, the process proceeds to S1207. S1206 to S1207 are the same as S105 to S106. The series of processes ends with S1206 or S1207.

[0216] According to the twelfth embodiment described above, when a lane dividing line WCL is present on the connecting road CR, dividing the opposing lanes, a mode is set for autonomous driving control. Alternatively, when a lane dividing line WCL is absent, a mode is set for the driver to perform manual driving. By setting a more appropriate mode based on the difference in driving control difficulty caused by the presence or absence of lane dividing lines WCL, convenience is improved.

[0217] (Thirteenth embodiment)

[0218] like Figure 19 、 20 As shown, the thirteenth embodiment is a modification of the first embodiment. The thirteenth embodiment will be described focusing on the differences from the first embodiment.

[0219] In the thirteenth embodiment, the driving control difficulty level is set for a traveling direction pattern in which the host vehicle Am goes straight at one of the first intersection IS1 and the second intersection IS2 and turns right or left at the other.

[0220] For example, in terms of driving control difficulty, mode (5) is the lowest, and the difficulty increases in the order of mode (6), mode (7), and mode (8). Mode (5) is a mode in which the driver goes straight at the first intersection IS1 and turns left at the second intersection IS2 (go straight → turn left). Mode (6) is a mode in which the driver goes straight at the first intersection IS1 and turns right at the second intersection IS2 (go straight → turn right). Mode (7) is a mode in which the driver turns left at the first intersection IS1 and goes straight at the second intersection IS2 (turn left → go straight). Mode (8) is a mode in which the driver turns right at the first intersection IS1 and goes straight at the second intersection IS2 (turn right → go straight).

[0221] Modes (5) to (8) defined here have lower driving control difficulty compared to modes (1) to (4), so the mode setting unit 76 sets the autonomous driving mode regardless of the mode.

[0222] Modes (5) and (6) only perform a single left or right turn after going straight, so the difficulty level of driving control at a single intersection does not significantly change. On the other hand, modes (7) and (8) require driving that takes into account the environment after performing a left or right turn at the first intersection IS1 and then the second intersection IS2. Therefore, in the case of modes (7) and (8), the mode setting unit 76 sets a mode that performs a more complex judgment process than modes (5) and (6).

[0223] Specifically, when traffic congestion occurs at the second intersection IS2, the mode setting unit 76 sets a stop mode in which the vehicle Am stops at the stop line SL before entering the second intersection IS2. Based on this, the action decision unit 77 decides to stop the vehicle Am at the stop line SL.

[0224] Here, if the stop line SL is actually set before entering the second intersection IS2, the vehicle Am is stopped in line with the stop line SL. On the other hand, if the stop line SL is not set, the mode setting unit 76 or the action decision unit 77 sets a virtual stop line VSL (refer to Figure 19 ). The vehicle Am is brought to a stop in line with the virtual stop line VSL. The virtual stop line VSL can be set based on the shape of the intersection detected by the surrounding monitoring sensor 30. Alternatively, the high-precision map data may be pre-configured to include data on the virtual stop line VSL. In this case, the mode setting unit 76 or the action determination unit 77 obtains the position of the virtual stop line VSL from the map DB 36.

[0225] In addition, when the vehicle Am goes straight ahead at the second intersection IS2 and a traffic signal TS3 is set in front of the vehicle Am, the mode setting unit 76 considers the traffic signal TS3 (see FIG. Figure 19Traffic signal TS3 may be a traffic signal at a third intersection adjacent to second intersection IS2, or may be a traffic signal installed at a different intersection for some reason. Traffic signal TS3 is set at a distance where interaction with second intersection IS2 is possible, for example, at a distance from second intersection IS2 that is below a threshold value set within a range of 150 to 300 meters.

[0226] When traffic signal TS3 indicates a stop signal, the mode setting unit 76 determines, based on road information, whether the vehicle Am needs to stop before entering the second intersection IS2. Road information includes, for example, the road shape obtained from high-precision map data, the presence or absence of a stop line SL relative to the preceding traffic signal TS3, and congestion information near the preceding traffic signal TS3. If a stop is determined to be necessary, the mode setting unit 76 sets the stop mode.

[0227] Next, use Figure 20 The flowchart of FIG. 1 illustrates an example of the processing method of the automatic driving ECU 50b. S1301 to S1303 are the same as S101 to S103. If the answer is yes in S1303, the process proceeds to S1304. If the answer is no, the process proceeds to S1309. S1309 is the same as S410.

[0228] In S1304, the mode setting unit 76 determines whether the traveling direction mode of the host vehicle Am at the intersection IS1 or IS2 is mode (7) or (8). If yes, the process proceeds to S1305. If not, the process proceeds to S1309.

[0229] In S1305, the mode setting unit 76 determines whether traffic congestion occurs at the second intersection IS2. If yes, the process proceeds to S1307. If not, the process proceeds to S1306.

[0230] In S1306, the mode setting unit 76 determines whether the traffic signal TS3 ahead of the vehicle Am after it proceeds straight through the second intersection IS2 indicates a stop signal, and accordingly, the vehicle Am is required to stop before entering the second intersection IS2. If so, the process proceeds to S1307. If not, the process proceeds to S1308.

[0231] In S1307, the mode setting unit 76 or the action determination unit 77 determines to stop the host vehicle Am at the stop line SL or the virtually set virtual stop line VSL. Based on this, the control execution unit 64 uses autonomous driving control to stop the host vehicle Am before entering the second intersection IS2. The series of processing ends with S1307.

[0232] In S1308, the mode setting unit 76 sets no restriction on stopping the host vehicle Am at the second intersection IS2. Based on this, the action determination unit 77 and the control execution unit 64 use autonomous driving control to cause the host vehicle Am to pass through the second intersection IS2. The series of processing ends with S1308.

[0233] According to the thirteenth embodiment described above, there is no stop line SL on the path PT of the vehicle Am at the second intersection IS2 among a plurality of consecutive intersections IS1 and IS2. For such intersections IS1 and IS2, the vehicle Am is scheduled to turn at the first intersection IS1 and to go straight at the second intersection IS2. In this travel direction mode, if traffic congestion occurs at the second intersection IS2, a virtual stop line VSL is set on the road CR before entering the second intersection IS2, so that the vehicle Am stops at the virtual stop line VSL. By setting the virtual stop line VSL and controlling the vehicle Am with this virtual stop line VSL as the target, the difficulty of driving control can be reduced and autonomous driving control can be continued even in the absence of an actual stop line SL. The occurrence of a situation that exceeds the capabilities of autonomous driving control can be suppressed, thereby improving convenience.

[0234] Furthermore, if the traffic signal TS3 ahead after going straight through the second intersection IS2 indicates a stop signal, a determination is made based on the road information whether the vehicle Am needs to stop before entering the second intersection IS2. Since the necessity of stopping is determined based on individual, specific road information, the accuracy of autonomous driving control can be improved.

[0235] (Fourteenth embodiment)

[0236] like Figure 19 、 21 As shown, the fourteenth embodiment is a modified example of the thirteenth embodiment. The thirteenth embodiment will be described focusing on the differences from the first embodiment.

[0237] In the fourteenth embodiment, the mode setting unit 76 sets the acceleration limit mode instead of the stop mode. The mode setting unit 76 sets the acceleration limit mode based on the length Lr (see Figure 19 ), set different acceleration limit modes.

[0238] The acceleration limit mode includes, for example, the acceleration limit mode (A) and the acceleration limit mode (B), which are multiple modes with different upper limits on acceleration. The acceleration limit mode (A) is a mode that imposes a relatively strict acceleration limit. The upper limit value Aa of the acceleration represented by dv / dt is a positive value but is set to a value close to 0. The acceleration limit mode (B) is a mode that imposes a relatively loose acceleration limit. The upper limit Ab of the acceleration is set to a value larger than Aa. Although the acceleration limit mode (B) is a mode with loose acceleration limits, in a situation where, for example, the vehicle Am is traveling on a simple straight road without intersections, the acceleration limit itself is not imposed, so it can be said that the acceleration is more strictly restricted than in such a situation.

[0239] Furthermore, when the length Lr of the connecting road CR is greater than or equal to a predetermined threshold length, the mode setting unit 76 sets the acceleration limiting mode (B). When the length Lr of the connecting road CR is less than or equal to the threshold length, the mode setting unit 76 sets the acceleration limiting mode (A). The threshold length may be, for example, 75 meters.

[0240] Even when the length Lr of the connecting road CR is greater than or equal to the threshold length, the mode setting unit 76 may set the acceleration limit mode (A) if obstacles are detected in front of or behind the host vehicle Am. The obstacles here include a vehicle following the host vehicle Am or a pedestrian that may suddenly appear in front of the host vehicle Am.

[0241] Next, use Figure 21 The flowchart of FIG. 1 illustrates an example of the processing method of the automatic driving ECU 50b. S1401 to S1404 are the same as S1301 to S1304. If the answer in S1403 and S1404 is no, the process proceeds to S1409. S1409 is the same as S410. If the answer in S1404 is yes, the process proceeds to S1405.

[0242] In S1405, the mode setting unit 76 determines whether the length Lr of the connecting road CR is equal to or greater than a threshold length. If so, the process proceeds to S1406. If not, the process proceeds to S1408.

[0243] In S1406, the mode setting unit 76 determines whether an obstacle is detected in front of or behind the vehicle Am. If so, the process proceeds to S1408. If not, the process proceeds to S1407.

[0244] In S1407, the mode setting unit 76 sets the acceleration restriction mode (B), which is a relatively loose acceleration restriction. Based on this, the action determination unit 77 and the control execution unit 64 cause the vehicle Am to travel on the connecting road CR while slightly accelerating after passing the first intersection IS1. The series of processes ends with S1407.

[0245] In S1408, the mode setting unit 76 sets the acceleration restriction mode (A), which is a relatively strict acceleration restriction. Based on this, the action determination unit 77 and the control execution unit 64 cause the vehicle Am to maintain a constant speed on the connecting road CR after passing the first intersection IS1, without substantially accelerating. The series of processes ends with S1408.

[0246] According to the fourteenth embodiment described above, when the vehicle Am is scheduled to turn at the first intersection IS1 and to go straight at the second and subsequent intersections IS2, different acceleration limit patterns are set according to the length Lr of the connecting road CR. For example, when the length Lr of the connecting road CR is greater than a predetermined threshold length, stronger acceleration is permitted compared to when it is less than the threshold length. If stronger acceleration is permitted when the length Lr of the connecting road CR is shorter, deceleration will be required when entering the second intersection IS2, and acceleration and deceleration will be switched between in a short time. In other words, the behavior of the vehicle Am will become unstable. On the other hand, when the length Lr of the connecting road CR is longer, even if stronger acceleration is permitted, the possibility of switching between acceleration and deceleration in a short time is lower, and there is less concern about unstable behavior. Since the acceleration limits are set according to these differences, a comfortable ride can be achieved, and passenger convenience is improved.

[0247] On the other hand, even when the length is greater than the threshold length Lr, the acceleration of the host vehicle Am can be restricted to a greater extent than when the host vehicle Am is traveling on a simple straight road without an intersection. Compared to a simple straight road without an intersection, the possibility of deceleration is higher when there is an intersection IS2, so the behavior of the host vehicle Am can be stabilized by restricting the acceleration.

[0248] Furthermore, if the length Lr of the connecting road CR is greater than a preset threshold length and obstacles are detected in front of or behind the vehicle Am, acceleration can be restricted to a greater extent than when no obstacles are detected. By suppressing sudden acceleration that could not be predicted due to obstacles in front or behind, traffic flow disruption can be suppressed.

[0249] (Fifteenth embodiment)

[0250] like Figure 22 As shown in FIG. 14 , the fifteenth embodiment is a modified example of the fourteenth embodiment. The fifteenth embodiment will be described focusing on the differences from the fourteenth embodiment.

[0251] In the fifteenth embodiment, the mode setting unit 76 determines whether to set the acceleration limit mode based on the environment at the second intersection IS2. The mode setting unit 76 sets the acceleration limit mode if traffic congestion occurs at the second intersection IS2. Furthermore, the mode setting unit 76 sets the acceleration limit mode if, before the vehicle Am enters the first intersection IS1, it confirms that the traffic signal TS2 at the second intersection IS2 is a stop signal. The acceleration limit mode referred to herein may be either the acceleration limit mode (A) or the acceleration limit mode (B).

[0252] Furthermore, when the acceleration limit mode is set, the mode setting unit 76 determines to issue a notification to the driver indicating the reason for the acceleration limit, and outputs a control command to the HMI system 10 to issue the notification.

[0253] The reasons for the acceleration limitation include traffic congestion at the second intersection IS2, traffic signal TS2 at the second intersection IS2 indicating a stop signal, etc. These reasons may be announced by voice through the speaker 22, by display on the display device 21, or by using both the speaker 22 and the display device 21.

[0254] Furthermore, when an object causing the problem can be displayed, the object may be highlighted on the display device 21. Examples of the object include another vehicle causing the traffic jam and a traffic signal indicating a stop sign.

[0255] Next, use Figure 22 The flowchart in FIG. 1 illustrates an example of the processing method of the automatic driving ECU 50b. The processing here is executed before the vehicle Am enters the first intersection IS1. S1501 to S1503 are the same as S1401 to S1403. If the answer in S1503 is yes, the process proceeds to S1504. If the answer is no, the process proceeds to S1510. S1510 is the same as S410.

[0256] In S1504, the mode setting unit 76 determines whether traffic congestion occurs at the second intersection IS2. If yes, the process proceeds to S1507. If no, the process proceeds to S1505.

[0257] In S1505, the mode setting unit 76 determines whether the traveling direction mode of the host vehicle Am at the intersection IS1 or IS2 is mode (7) or (8). If yes, the process proceeds to S1506. If not, the process proceeds to S1508.

[0258] In S1506, the mode setting unit 76 determines whether the traffic signal TS2 at the second intersection IS2 indicates a stop signal. If so, the process proceeds to S1507. If not, the process proceeds to S1508.

[0259] In S1507, the mode setting unit 76 limits acceleration. Based on this, the action determination unit 77 and the control execution unit 64, through autonomous driving control, cause the vehicle Am to travel with limited acceleration after passing the first intersection IS1. A report regarding the aforementioned cause is also issued. The series of processes ends with S1507.

[0260] In S1508, the mode setting unit 76 allows acceleration without restriction. Based on this, the action determination unit 77 and the control execution unit 64 use autonomous driving control to accelerate the vehicle Am after passing the first intersection IS1. The series of processing ends with S1508.

[0261] According to the fifteenth embodiment described above, the vehicle Am is scheduled to turn at the first intersection IS1 and to proceed straight at the second intersection IS2. In this travel direction mode, if the traffic signal TS2 at the second intersection IS2 indicates a stop signal before the vehicle Am enters the first intersection IS1, a mode in which acceleration is limited is set. Under conditions where there is a high probability of deceleration in response to the stop signal, even if strong acceleration is permitted, the acceleration and deceleration are switched in a short period of time. This results in unstable behavior of the vehicle Am. Therefore, limiting acceleration stabilizes the behavior of the vehicle Am.

[0262] Furthermore, in this travel direction mode, if traffic congestion occurs at the second intersection IS2, an acceleration restriction mode is set. Under conditions where deceleration is likely due to traffic congestion, even if strong acceleration is permitted, acceleration and deceleration are switched between in a short period of time. This results in unstable behavior of the host vehicle Am. Therefore, limiting acceleration stabilizes the behavior of the host vehicle Am.

[0263] A control command for notifying the driver of the reason for the acceleration limitation is output to the HMI system 10. This allows the driver to understand the reason for the acceleration, reduces the driver's anxiety about autonomous driving control, and improves acceptance.

[0264] (Sixteenth embodiment)

[0265] like Figures 23-25 As shown, the sixteenth embodiment is a modification of the first embodiment. The sixteenth embodiment will be described focusing on the differences from the first embodiment.

[0266] In the sixteenth embodiment, the mode setting unit 76 determines whether the second and subsequent intersections in the continuous intersections include a roundabout, and sets the mode based on the determination result. Figure 23 In this way, when the first of two consecutive intersections is a normal intersection IS1 where a plane crosses at one point, and the second intersection is a roundabout IS2R, vehicle control for the roundabout is set.

[0267] The roundabout IS2R has a shape in which a plurality of straight roads are radially connected on a circular road. The roundabout IS2R may have one lane or multiple lanes on the circular road. Figure 23 When multiple lanes are arranged in this manner, the roundabout IS2R has an outer lane OSL and an inner lane ISL arranged parallel to each other. The outer lane OSL is a circular lane connected to other roads via the entrance ENT and the exits PEX and OEX. The inner lane ISL is a circular lane located radially inward of the outer lane OSL. Typically, the outer lane OSL and the inner lane ISL can change lanes with each other throughout the entire circumference. The roundabout IS2R is more complex than a typical intersection and is more difficult to control autonomously. Since two left and right turns are required at the roundabout IS2R, the difficulty of actually passing two intersections can be required. Therefore, the mode setting unit 76 sets a strict speed limit when the second and subsequent intersections include the roundabout IS2R. This speed limit can be stricter than the speed limit when two typical intersections are connected in succession. Alternatively, this speed limit can be as strict as the speed limit when the traffic signal at an intersection with a stop signal is on.

[0268] Furthermore, the mode setting unit 76 may also change the acceleration allowed during entry into the roundabout IS2R according to the size of the roundabout IS2R. The mode setting unit 76 may also allow for greater acceleration as the size increases. This is because the path from entering the roundabout ENT to exiting the roundabout at the exits PEX and OEX tends to be longer in large roundabouts IS2R, and the vehicle Am can travel at a certain speed along this path.

[0269] The entry action here may, for example, include accelerating to merge into the outer lane OSL or the inner lane ISL after stopping at a stop line near the entrance ENT. For example, the size of the roundabout IS2R can be defined based on the number of lanes within the roundabout IS2R, the radius of the roundabout IS2R, or a combination thereof. For example, the size threshold may be set to two lanes, with roundabouts IS2Rs with more than two lanes classified as large-scale roundabouts and those with one lane classified as small-scale roundabouts.

[0270] Furthermore, while the host vehicle Am is traveling within the roundabout IS2R, the mode setting unit 76 or the action determination unit 77 determines whether the inability to exit to the exit PEX specified as the planned route continues for a predetermined time or longer. Furthermore, the mode setting unit 76 or the action determination unit 77 determines whether it is difficult to continue the autonomous driving control for exiting to the exit PEX specified as the planned route.

[0271] If these conditions are met, the mode setting unit 76 or the action decision unit 77 switches the current autonomous driving control to emergency control. For example, emergency control involves abandoning exit PEX and exiting through another available exit OEX (e.g., the nearest available exit). Emergency control can be a control that continues the ego vehicle Am in a circular motion within the roundabout IS2R. While continuing the circular motion, the ego vehicle Am is caused to circle in the outer lane OSL or the inner lane ISL, with a wait for a driving switch until the driver voluntarily initiates the driving switch.

[0272] Next, use Figure 24 、 25 The flowchart of the automatic driving ECU 50b is used to illustrate an example of the processing method. Figure 24 S1601 to S1603 are the same as S101 to S103. If the answer is yes in S1603, the process proceeds to S1604. If the answer is no, the process proceeds to S1606.

[0273] In S1604, the mode setting unit 76 determines whether the first intersection is a normal intersection and the second and subsequent intersections include roundabouts. If so, the process proceeds to S1605. If not, the process proceeds to S1606.

[0274] In S1605 when a roundabout IS2R is included, the mode setting unit 76 tightens the speed limit of the vehicle Am when passing through consecutive intersections. That is, a maximum speed lower than that in S1606 is set (for example, 20 km / h). After the processing of S1605, the process proceeds to S1607.

[0275] In S1606 when the roundabout IS2R is not included, the mode setting unit 76 relaxes the speed limit of the vehicle Am when passing through consecutive intersections. That is, a maximum speed greater than that in S1605 (for example, 30 km / h) is set. The series of processing ends with S1606.

[0276] In S1607, the mode setting unit 76 determines whether the size of the roundabout IS2R is larger than a preset size threshold. If yes, the process proceeds to S1608. If not, the process proceeds to S1609.

[0277] In S1608, the mode setting unit 76 allows a larger acceleration at the time of entry. For example, a larger maximum acceleration is set than in S1609. The series of processing ends with S1608.

[0278] In S1609, the mode setting unit 76 limits the acceleration during entry. For example, a maximum acceleration smaller than that in S1608 is set. The series of processing ends with S1608.

[0279] Next, after the vehicle Am enters the roundabout IS2R, it executes the following operation while traveling in the outer lane OSL or the inner lane ISL: Figure 25 In the first step S1621, the mode setting unit 76 or the action decision unit 77 determines whether the situation of being unable to exit from the predetermined exit PEX has continued for more than a predetermined time. If so, the process proceeds to S1623. If not, the process proceeds to S1622.

[0280] In S1622, the mode setting unit 76 or the action determination unit 77 determines whether it is difficult to continue the autonomous driving control of exiting from the predetermined exit PEX. If yes, the process proceeds to S1623. If not, the process proceeds to S1624.

[0281] If the answer is yes in S1621 or S1622, in S1623, the mode setting unit 76 or the action determination unit 77 switches the control of the host vehicle Am to the above-mentioned emergency control. The series of processing ends in S1623.

[0282] If the answer to either S1621 or S1622 is "No," in S1624, the mode setting unit 76 or the action decision unit 77 continues the autonomous driving control for exiting from the predetermined exit PEX.

[0283] According to the sixteenth embodiment described above, when the second and subsequent intersections among a plurality of consecutive intersections include a roundabout IS2R, a stricter speed limit is set than when the roundabout IS2R is not included. Therefore, even when the host vehicle Am passes through the roundabout IS2R having a complex structure, it is easy to continue the autonomous driving control.

[0284] Furthermore, according to the sixteenth embodiment, when the second and subsequent intersections among a series of multiple intersections include a roundabout IS2R, the permissible acceleration for entering the roundabout IS2R is changed according to the size of the roundabout IS2R. This allows for smooth automatic driving control on the roundabout IS2R.

[0285] Furthermore, according to the sixteenth embodiment, when a plurality of consecutive intersections include a roundabout IS2R, and if the vehicle cannot exit to the predetermined exit PEX of the roundabout IS2R for a predetermined period of time or longer, the vehicle Am is caused to exit from another exit OEX where it can exit. This eliminates a deadlock condition in the autonomous driving control.

[0286] Furthermore, according to the sixteenth embodiment, when a plurality of consecutive intersections include a roundabout IS2R and it is difficult to continue autonomous driving control for exiting the roundabout IS2R to a predetermined exit PEX, the host vehicle Am continues to drive in a circular manner within the roundabout IS2R. By giving up exiting the predetermined exit PEX, the problem of an accident caused by a forced exit can be avoided.

[0287] Furthermore, according to the sixteenth embodiment, when a plurality of consecutive intersections include a roundabout IS2R and it becomes difficult to continue the autonomous driving control for exiting the roundabout to the predetermined exit PEX, the host vehicle Am is caused to exit from another exit OEX where exit is possible. This eliminates a deadlock in the autonomous driving control.

[0288] Furthermore, according to the sixteenth embodiment, when a plurality of consecutive intersections include a roundabout IS2R, and if the vehicle cannot exit to the predetermined exit PEX of the roundabout IS2R for a predetermined period of time or longer, the vehicle Am continues to travel in a circular pattern within the roundabout IS2R. By forgoing the predetermined exit PEX, accidents caused by forced exits can be avoided.

[0289] (Seventeenth embodiment)

[0290] like Figure 26 As shown in FIG. 17 , the seventeenth embodiment is a modified example of the sixteenth embodiment. The seventeenth embodiment will be described focusing on the differences from the sixteenth embodiment.

[0291] In the seventeenth embodiment, the mode setting unit 76 is combined with the autonomous driving control of the sixteenth embodiment to output a control command to the HMI system 10 to execute a roundabout display on the display device 21. The mode setting unit 76 also changes the content of the roundabout display according to the size of the roundabout IS2R.

[0292] Specifically, when the second intersection is a large-scale roundabout, the mode setting unit 76 causes the display device 21 to display, for example, a bird's-eye view map of the route from the current position of the host vehicle Am to the entrance ENT of the roundabout IS2R. In other words, only a portion of the roundabout IS2R, including the entrance ENT, is displayed, and the entire roundabout IS2R is not displayed. The route within the roundabout IS2R is not displayed.

[0293] On the other hand, when the second intersection is a small-scale roundabout, the mode setting unit 76 causes the display device 21 to display the route from the current position of the host vehicle Am to the exit PEX of the roundabout IS2R in the form of a bird's-eye view map, for example. In other words, the entire roundabout IS2R is displayed.

[0294] Next, use Figure 26 The flowchart of FIG. 5 illustrates an example of a processing method of the automatic driving ECU 50b. The processing here is executed before the vehicle Am enters the first intersection IS1.

[0295] S1701-1704 are the same as S1601-1604. Furthermore, if the processing of S1601-1609 and the processing of S1701-1707 are executed in parallel, the processing of S1701-1704 does not need to be executed separately from the processing of S1601-1604; it can simply be used in conjunction with the processing of S1701-1604. If the answer is yes in S1704, the process proceeds to S1705. If the answer is no in S1703 and no in S1704, the process proceeds to S1708.

[0296] The processing of S1705 is also the same as that of S1607. Therefore, it can be used in conjunction with it. If the answer is yes in S1705, the process proceeds to S1706. If not, the process proceeds to S1707.

[0297] In S1706 , the mode setting unit 76 outputs a control command to the HMI system 10 so that the display device 21 displays the route from the current position of the host vehicle Am to the entrance ENT of the roundabout IS2R. The series of processing ends in S1706 .

[0298] In S1707 , the mode setting unit 76 outputs a control command to the HMI system 10 so that the display device 21 displays the route from the current position of the host vehicle Am to the exit PEX of the roundabout IS2R.

[0299] According to the seventeenth embodiment described above, when the plurality of consecutive intersections are two consecutive intersections and the second intersection is a roundabout IS2R, the content displayed on the display device 21 is changed according to the scale of the roundabout IS2R. Therefore, a display that is easy for passengers to recognize can be achieved.

[0300] Furthermore, according to the seventeenth embodiment, when the size of the roundabout IS2R exceeds a threshold size, the display device 21 displays the route to the entrance ENT of the roundabout IS2R before the vehicle Am enters the first intersection IS1. By reducing the complexity of the displayed route, a display that is easily recognized by passengers can be achieved.

[0301] Furthermore, according to the seventeenth embodiment, when the size of the roundabout IS2R is smaller than the threshold size, the display device 21 displays the entire route of the plurality of consecutive intersections before the vehicle Am enters the first intersection IS1. When the complexity is relatively low, the entire roundabout IS2R is displayed so that passengers can easily understand the destination of the vehicle Am.

[0302] (Eighteenth embodiment)

[0303] like Figure 27 As shown in FIG1 , the eighteenth embodiment is a modified example of the seventeenth embodiment. The eighteenth embodiment will be described focusing on the differences from the seventeenth embodiment.

[0304] In the eighteenth embodiment, the mode setting unit 76 is combined with the autonomous driving control of the sixteenth embodiment to output a control command to the HMI system 10 for executing a roundabout display on the display device 21. Furthermore, the mode setting unit 76 changes the content of the roundabout display based on the presence or absence of a stationary stop factor SFF at the entrance ENT of the roundabout IS2R.

[0305] The static stop factor SFF is a factor that may require the vehicle Am to stop, such as a static road sign, etc. The static stop factor SFF may be a stop line or a crosswalk immediately before the outer lane OSL.

[0306] When such a static stop factor SFF is present, the mode setting unit 76 changes the displayed content to facilitate identification of the static stop factor SFF. If the route display is in the form of a bird's-eye view map, the angle and scale are adjusted. Displaying static stop factors SFF, such as crosswalks, at a small depression angle makes it difficult to identify their positions. Therefore, a larger depression angle, such as substantially vertical, is selected. Furthermore, to facilitate identification of the static stop factor SFF and its surroundings, the static stop factor SFF is prevented from being displayed at the edge of the screen of the display device 21.

[0307] Next, use Figure 27The flowchart in FIG. 1 illustrates an example of the processing method of the automatic driving ECU 50b. The processing here is executed before the vehicle Am enters the first intersection IS1. S1801 to 1804 are the same as S1801 to 1804. If the answer in S1804 is yes, the process proceeds to S1805. If the answer in S1803 is no and if the answer in S1804 is no, the process proceeds to S1808.

[0308] In S1805, the mode setting unit 76 determines whether a stationary stop factor SFF exists at the entrance ENT of the roundabout IS2R. If yes, the process proceeds to S1806. If not, the process proceeds to S1807.

[0309] In S1806, the mode setting unit 76 outputs a control command to the HMI system 10 so that the display device 21 displays the above-mentioned display that makes the stationary stop factor SFF easily recognizable. The series of processing ends in S1806.

[0310] In S1807, the mode setting unit 76 outputs a control command to the HMI system 10 so that the display device 21 displays the normal roundabout display. The normal roundabout display may be the display set in S1705 to S1707. The series of processing ends with S1807. S1808 is the same as S1708.

[0311] According to the eighteenth embodiment described above, when the plurality of consecutive intersections are two consecutive intersections, and the second intersection is a roundabout IS2R, the content displayed on the display device 21 is changed depending on the presence or absence of the static stop factor SFF at the entrance ENT of the roundabout IS2R. This makes it easier for passengers to recognize the static stop factor SFF.

[0312] (Nineteenth embodiment)

[0313] like Figure 28 As shown, the nineteenth embodiment is a modified example of the sixteenth embodiment. The nineteenth embodiment will be described focusing on the differences from the sixteenth embodiment.

[0314] In the nineteenth embodiment, it is assumed that a plurality of lanes are provided in the roundabout IS2R. In the control of the roundabout IS2R, the mode setting unit 76 or the action determination unit 77 determines which lane of the plurality of lanes the host vehicle Am is to travel in based on the turning angle, for example.

[0315] As an example, if the circling angle is greater than 180 degrees (more than half a circle), the inner lane ISL may be selected, and if the circling angle is less than 180 degrees, the outer lane OSL may be selected. As another example, if the circling angle is less than the angle from the entrance ENT to the first exit of the circling, that is, if the first exit is the planned exit PEX, the outer lane OSL may be selected, and if the angle is greater than the angle to the first exit, that is, if the second and subsequent exits are the planned exits PEX, the inner lane ISL may be selected.

[0316] Next, use Figure 28 The flowchart in FIG. 1 illustrates an example of the processing method of the automatic driving ECU 50b. This process is executed before the vehicle Am enters the roundabout IS2R. In S1901, the mode setting unit 76 or the action determination unit 77 determines whether the vehicle Am is scheduled to make at least half a circle within the roundabout IS2R. If so, the process proceeds to S1902. If not, the process proceeds to S1903.

[0317] In S1902, the mode setting unit 76 or the action determination unit 77 determines that the host vehicle Am travels in the inner lane ISL. In S1903, the mode setting unit 76 or the action determination unit 77 determines that the host vehicle Am travels in the outer lane OSL. The series of processes ends with S1902 and S1903.

[0318] According to the nineteenth embodiment described above, when a plurality of consecutive intersections include a roundabout IS2R having multiple lanes, which lane of the multiple lanes to use for the roundabout is determined based on the roundabout angle from the entrance ENT to the predetermined exit PEX of the roundabout IS2R. Therefore, autonomous driving control of the host vehicle Am can be appropriately performed within the roundabout IS2R.

[0319] (Twentieth embodiment)

[0320] like Figure 29 As shown, the 20th embodiment is a modified example of the 17th embodiment. The 20th embodiment will be described focusing on the differences from the 17th embodiment.

[0321] In the twentieth embodiment, the mode setting unit 76 outputs a control command to the HMI system 10 to control the display device 21 so as to change the route display method according to the type of consecutive intersections. For example, the route display may include arrows showing the planned travel route of the vehicle Am. The mode setting unit 76 varies the emphasis level and display start time of the route display in the form of a bird's-eye view map according to the type of consecutive intersections.

[0322] For example, when the first intersection is the normal intersection IS1 and the second intersection is the roundabout IS2R, the route display is emphasized and the display start time is earlier than when both intersections are the normal intersections IS1 and IS2.

[0323] For example, the route display can be emphasized by making the arrow representing the route thicker or flashing it more intensely. If the first intersection is a normal intersection IS1 and the second intersection is a roundabout IS2R, the display start time can be set to when the vehicle Am reaches approximately 500 meters before intersection IS1. If both intersections are normal intersections IS1 and IS2, the display start time can be set to when the vehicle Am reaches approximately 300 meters before intersection IS1. These values ​​can be changed as appropriate.

[0324] Next, use Figure 29 The flowchart in FIG. 1 illustrates an example of the processing method of the automatic driving ECU 50b. The processing here is executed before the vehicle Am enters the first intersection IS1. S2001 to 2004 are the same as S1701 to 1704. If the answer in S2003 is no, the process proceeds to S2008. If the answer in S2004 is yes, the process proceeds to S2006. If the answer in S2004 is no, the process proceeds to S2005.

[0325] In S2005, the mode setting unit 76 determines whether both the first intersection and the second intersection are normal intersections. If yes, the process proceeds to S2007. If not, the process proceeds to S2008.

[0326] In S2006 , the mode setting unit 76 outputs a control command to the HMI system 10 to execute display on the display device 21 so as to start displaying the emphasized path earlier than in S2007 . A series of processes ends in S2006 .

[0327] In S2007 , the mode setting unit 76 outputs a control command to the HMI system 10 to execute display on the display device 21 so as to start displaying the route without emphasizing it later than in S2006 . A series of processes ends in S2007 .

[0328] In S2008 , the mode setting unit 76 outputs a control command for executing display on the display device 21 to the HMI system 10 so as to realize a display corresponding to each situation. The series of processing ends at S2008 .

[0329] According to the twentieth embodiment described above, when a plurality of consecutive intersections are two consecutive intersections, the first intersection being a normal intersection IS1 and the second intersection being a roundabout IS2R, a route announcement is performed that emphasizes the route compared to when both intersections are normal intersections. Therefore, even when the consecutive intersections have complex structures, passengers can more easily identify their routes.

[0330] Furthermore, according to the twentieth embodiment, when a plurality of consecutive intersections are two consecutive intersections, the first intersection being a normal intersection IS1 and the second intersection being a roundabout IS2R, the route announcement is performed at an earlier time than when both intersections are normal intersections. Therefore, even when the consecutive intersections have a complex structure, passengers can more easily identify the route.

[0331] (Twenty-first embodiment)

[0332] like Figure 30 、 31 As shown, the 21st embodiment is a modified example of the 16th embodiment. The 21st embodiment will be described focusing on the differences from the 16th embodiment.

[0333] In the sixteenth embodiment, the mode setting unit 76 sets different speed limit modes depending on the order of passing through roundabouts in a plurality of consecutive intersections. For example, when two consecutive intersections are present, a different speed limit mode is set depending on whether the roundabout is the first or second intersection.

[0334] Specifically, if Figure 30 As shown, when the first intersection is the roundabout IS1R, the setting is as follows Figure 23 The second intersection shown is a roundabout, and the speed limit is stricter. For example, if the first intersection is a roundabout IS1R, the maximum speed can be 15 km / h, if the second intersection is a roundabout IS2R, the maximum speed can be 20 km / h, and if both intersections do not contain roundabouts, the maximum speed can be 25 km / h.

[0335] Furthermore, when the first intersection is a roundabout IS1R and the second intersection is a normal intersection IS2, the action decision unit 77 may decelerate the host vehicle Am immediately before exiting the predetermined exit PEX of the roundabout IS1R. Conversely, if the vehicle maintains a low speed within the roundabout IS2R, traffic flow may be disrupted. Therefore, when the vehicle is traveling in a circular pattern on lanes OSL and ISL within the roundabout IS2R, the speed limit may be relaxed as an exception or may be disabled.

[0336] Next, use Figure 31The flowchart of FIG. 1 illustrates an example of the processing method of the automatic driving ECU 50b. The processing here is performed before the vehicle Am enters the first intersection IS1. S2101 to 2104 are the same as S1601 to 1604. If the answer in S2103 is no, the process proceeds to S2108. If the answer in S2104 is yes, the process proceeds to S2106. If the answer in S2104 is no, the process proceeds to S2105.

[0337] In S2105, the mode setting unit 76 determines whether the first intersection is the roundabout IS1R. If so, the process proceeds to S2107. If not, the process proceeds to S2108.

[0338] In S2106, the mode setting unit 76 sets a looser speed limit than that in S2107. In S2107, the mode setting unit 76 sets a stricter speed limit than that in S2106. The series of processing ends with S2106 and S2107.

[0339] In S2108, the mode setting unit 76 may set speed limits corresponding to other conditions. A series of processing ends at S2108.

[0340] According to the twenty-first embodiment described above, when a plurality of consecutive intersections include roundabouts IS1R and IS2R, different speed limit patterns are set depending on the order in which the roundabouts are passed through the plurality of consecutive intersections. Using the pattern optimized for the driving control difficulty, the vehicle Am can pass through the plurality of consecutive intersections. Consequently, passengers utilizing autonomous driving control can enjoy greater convenience.

[0341] According to the twenty-first embodiment, when the plurality of consecutive intersections are two consecutive intersections and the first intersection is a roundabout IS1R, a stricter speed limit is set than when the second intersection is a roundabout IS2R.

[0342] Furthermore, according to the twenty-first embodiment, when the host vehicle Am is scheduled to pass through the normal intersection IS2 after passing through the roundabout IS1R, the host vehicle Am is decelerated immediately before exiting the roundabout IS1R from the exit PEX scheduled therefor. Therefore, it is possible to enter the second intersection with reduced risk while minimizing disruption to the traffic flow within the roundabout IS1R.

[0343] (Twenty-second embodiment)

[0344] like Figure 32As shown, the 22nd embodiment is a modified example of the 21st embodiment. The 21st embodiment will be described focusing on the differences from the 21st embodiment.

[0345] In the twenty-second embodiment, the mode setting unit 76 is combined with the autonomous driving control of the twenty-first embodiment to output a control command for executing the roundabout display on the display device 21 to the HMI system 10 .

[0346] Specifically, the mode setting unit 76 determines whether two consecutive intersections are roundabouts or a combination of a complex intersection other than a roundabout and a roundabout. A complex intersection in this context may be an intersection with five or more forks, excluding three-way or four-way intersections. A complex intersection may also be a large-scale intersection connecting four or more lanes, or an intersection containing extremely rare special lanes.

[0347] When the first intersection is a complex intersection and the second intersection is a roundabout IS2R, the mode setting unit 76 determines to perform route notification at an earlier time than when the first intersection is a simple intersection. The route notification can be displayed on the display device 21 or audibly announced through the speaker 22. The notification start time can be set to when the vehicle Am reaches approximately 500 meters before the intersection IS1 if the first intersection is a standard intersection IS1, or to when the vehicle Am reaches approximately 600 meters before the first intersection if the first intersection is a complex intersection. These values ​​can be modified as appropriate.

[0348] Furthermore, the mode setting unit 76 normally prohibits route changes during autonomous driving control via input operations by the driver using the operating device 26. However, if two consecutive intersections are roundabouts or a combination of complex intersections other than roundabouts and roundabouts, the time it takes for the host vehicle Am to pass through the consecutive multiple intersections increases. Therefore, the mode setting unit 76 may exceptionally permit route changes while the host vehicle Am is passing through the consecutive multiple intersections, if the first intersection is a complex intersection and the second intersection is a roundabout IS2R.

[0349] Instead of determining the time required for the vehicle Am to pass through a plurality of consecutive intersections, the mode setting unit 76 may predict the time required for the vehicle Am to pass through the intersections, and grant exceptional permission for the route change when the predicted time exceeds a threshold time. The threshold time may be appropriately set to, for example, one minute or more, three minutes or more, or the like.

[0350] Next, use Figure 32The flowchart of FIG. 1 illustrates an example of the processing method of the automatic driving ECU 50b. The processing here is performed before the vehicle Am enters the first intersection IS1. S2201 to 2203 are the same as S2101 to 2103. If the answer is yes in S2103, the process proceeds to S2204. If not, the process proceeds to S2208.

[0351] In S2204, the mode setting unit 76 determines whether, of two consecutive intersections, the first intersection is a complex intersection and the second intersection is a roundabout IS2R. If so, the process proceeds to S2206. If not, the process proceeds to S2205.

[0352] In S2205, the mode setting unit 76 determines whether, of the two consecutive intersections, the first intersection is a normal intersection IS1 and the second intersection is a roundabout IS2R. If so, the process proceeds to S2207. If not, the process proceeds to S2208.

[0353] In S2206, when the first intersection is a complex one, mode setting unit 76 sets the route display time earlier than in S2207 and permits route changes. In S2207, when the first intersection is a normal one, mode setting unit 76 sets the route display time later than in S2206 and prohibits route changes. The series of processes ends with S2206 and S2207.

[0354] In S2208, the mode setting unit 76 may perform mode setting corresponding to other situations. A series of processing ends with S2208.

[0355] According to the twenty-second embodiment described above, when the plurality of consecutive intersections are two consecutive intersections, the second intersection is a roundabout IS2R, and the first intersection is a complex intersection other than a roundabout, the route is reported earlier than when the first intersection is a simple intersection. This allows the driver to recognize at an earlier stage that autonomous driving is difficult to control, making it easier for the driver to prepare for the possibility of a driving switch.

[0356] Furthermore, according to the twenty-second embodiment, when the plurality of consecutive intersections are two consecutive intersections, the second intersection is a roundabout IS2R, and the first intersection is an intersection with a complex structure other than a roundabout, route changes in autonomous driving control are permitted by the driver's input operation using the operating device 26 while the host vehicle Am passes through the plurality of consecutive intersections. This avoids situations where route changes are disabled for a long period of time, thereby improving convenience.

[0357] Furthermore, according to the twenty-second embodiment, when the predicted time for the host vehicle Am to pass through a plurality of consecutive intersections is equal to or longer than a threshold time, route changes in autonomous driving control are permitted by the driver's input operation using the operating device 26. This avoids situations where route changes are disabled for extended periods of time, thereby improving convenience.

[0358] (Twenty-third embodiment)

[0359] like Figure 33 As shown, the 23rd embodiment is a modified example of the 16th embodiment. The 23rd embodiment will be described focusing on the differences from the 16th embodiment.

[0360] In the twenty-third embodiment, the environment recognition unit 62 determines that the intersection includes roundabouts IS2R and IS2R, and that the vehicle can reach the destination regardless of which of two or more of the multiple exits PEX and OEX at the roundabout is used. Furthermore, the route planning unit 75 selects the exit PEX and OEX that can reach the destination with the least number of lane changes.

[0361] In the case where a roundabout has multiple lanes OSL, ISL, the number of lane changes here may specifically be the number of lane changes within the roundabout.

[0362] Next, use Figure 33 The flowchart in FIG. 1 illustrates an example of the processing method of the automatic driving ECU 50b. This processing is specifically for selecting an exit at a roundabout, executed before the vehicle Am enters the roundabouts IS1R and IS2R. S2301 to S2302 are the same as S1601 to S1602. After S2302, the process proceeds to S2303.

[0363] In S2303, the environment recognition unit 62 determines whether the intersection includes the roundabout IS2R. If yes, the process proceeds to S2303. If not, the series of processes ends.

[0364] In S2304, the environment recognition unit 62 determines whether there are multiple exits PEX and OEX that can reach the destination. If yes, the process proceeds to S2305. If not, the process proceeds to S2307.

[0365] In S2305, the route planning unit 75 compares the number of lane changes on each route that passes through each exit PEX and OEX leading to the destination. Following S2305, in S2306, the route planning unit 75 selects the exit PEX with the smallest number of lane changes. The series of processes ends with S2306.

[0366] On the other hand, in S2307, the route planning unit 75 selects a single exit PEX that can reach the destination. A series of processing ends with S2307.

[0367] According to the twenty-third embodiment described above, a situation is determined in which a plurality of consecutive intersections include roundabouts IS1R and IS2R, and a vehicle can reach its destination regardless of which of two or more of the multiple exits PEX and OEX at the roundabouts IS1R and IS2R it is. Furthermore, among the exits that can lead to the destination, the exit PEX that allows the vehicle to reach the destination with the least number of lane changes is selected. This reduces the risk of lane changes.

[0368] Furthermore, according to the twenty-third embodiment, when roundabouts IS1R and IS2R have multiple lanes, an exit PEX is selected from among the exits that can lead to the destination, minimizing the number of lane changes within roundabouts IS1R and IS2R. This reduces the risk of lane changes within roundabouts IS1R and IS2R.

[0369] (Other Embodiments)

[0370] Although a plurality of embodiments have been described above, the present disclosure should not be construed as being limited to these embodiments, and can be applied to various embodiments and combinations within a scope not departing from the gist of the present disclosure.

[0371] For example, regarding the thirteenth embodiment, when the traveling direction mode is mode (4) or (5), the vehicle Am can easily recognize the environment of the second intersection IS2 before entering the first intersection IS1. Therefore, the action judgment unit 63 can change lanes in advance to a lane that is easy to turn in the second intersection IS2 before entering the first intersection IS1. At this time, the action judgment unit 63 can also determine whether to change lanes in advance based on the length Lr of the connecting road CR connecting the first intersection IS1 and the second intersection IS2. The action judgment unit 63 can also change lanes in advance when the traffic signal TS1 at the first intersection IS1 indicates a stop signal. The action judgment unit 63 can also determine whether to change lanes in advance based on the congestion information of the connecting road CR and the second intersection IS2.

[0372] In another embodiment, the plurality of consecutive intersections may be three or more consecutive intersections. The processing of the mode setting unit 76 can be extended to apply the first to fifteenth embodiments to three or more intersections without departing from the scope of the mode setting.

[0373] As another embodiment, the vehicle control of the automatic driving ECU 50b can be appropriately optimized based on the road traffic laws and customs of various countries and regions. For example, while the first to fifteenth embodiments assume left-hand traffic, vehicle control can be optimized based on right-hand traffic. Furthermore, if road traffic laws or other regulations restrict how to respond to traffic signals or how to switch drivers, vehicle control can be optimized based on these restrictions.

[0374] In other embodiments, the intersections IS1 and IS2 referenced in the mode setting may be various intersections. For example, different mode settings may be made based on the difficulty of driving control in the direction of travel for complex intersections including T-junctions, five-way and six-way intersections, including multi-way intersections, and roundabouts.

[0375] As another embodiment, the vehicle having the above-described vehicle system 1 is not limited to a general passenger car for personal use, but may be a rental vehicle, a taxi, a carpooling vehicle, or the like.

[0376] In other embodiments, the processes of S1621 to 1624, S1805 to 1807, and S2301 to S2307 are not limited to the situation where a plurality of consecutive intersections include roundabouts IS1R and IS2R, but may also be applied to the situation where a single roundabout is passed.

[0377] In other embodiments, a roundabout may be considered as a plurality of consecutive intersections by the environment recognition unit 62 or the like as a situation determination unit. This is because when passing through a roundabout, a total of two turns are generated, namely, a left turn at the entrance ENT and a left turn at the exit PEX.

[0378] The control unit and method described in the present disclosure may also be implemented by a dedicated computer comprising a processor programmed to execute one or more functions embodied by a computer program. Alternatively, the apparatus and method described in the present disclosure may be implemented by a dedicated hardware logic circuit. Alternatively, the apparatus and method described in the present disclosure may be implemented by one or more dedicated computers comprising a combination of a processor that executes a computer program and one or more hardware logic circuits. In addition, the computer program may be stored as instructions executed by the computer on a non-migratable tangible recording medium that can be read by the computer.

[0379] (Disclosure of technical ideas)

[0380] This specification discloses multiple technical concepts described in the following multiple items. Some items are described in a multiple dependent form by selectively citing the previous item in the subsequent item. These items described in a multiple dependent form define multiple technical concepts.

[0381] Technical Concept 1

[0382] A vehicle control device is configured to be capable of executing autonomous driving control of a host vehicle (Am), and includes:

[0383] A condition determination unit (62) for determining the condition of the vehicle; and

[0384] A judgment unit (63) performs a judgment related to driving,

[0385] The situation determination unit determines a situation in which the host vehicle will pass through a plurality of consecutive intersections (IS1, IS2) if the host vehicle travels along a predetermined path (PT).

[0386] The determination unit is configured to set a different mode for driving control according to a degree of difficulty of driving control when the vehicle passes through the plurality of consecutive intersections.

[0387] Technical Thought 2

[0388] According to the vehicle control device described in technical idea 1,

[0389] The above-mentioned driving control difficulty level is the driving control difficulty level according to the traveling direction.

[0390] Technical Thought 3

[0391] According to the vehicle control device described in technical idea 1 or 2,

[0392] The determination unit is configured to set a mode related to an automation level differently according to the driving control difficulty level.

[0393] Technical Concept 4

[0394] According to the vehicle control device described in Technical Idea 3,

[0395] The determination unit decides to issue a notification to the driver to start the manual driving when the mode associated with the automation level is switched to a mode for causing the driver to perform manual driving.

[0396] Technical Thought 5

[0397] According to the vehicle control device described in technical idea 3 or 4,

[0398] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0399] In a case where the host vehicle is not scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle (Tm) at the first intersection (IS1) and is not scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle at the second intersection (IS2), or in a case where the host vehicle is scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle at the first intersection and is not scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle at the second intersection, the determination unit is set to a mode for executing autonomous driving control,

[0400] In a case where the vehicle is not scheduled to make a turn that intersects the plane of an oncoming straight-moving vehicle at the first intersection, but is scheduled to make a turn that intersects the plane of an oncoming straight-moving vehicle at the second intersection, or in a case where the vehicle is scheduled to make a turn that intersects the plane of an oncoming straight-moving vehicle at the first intersection, but is scheduled to make a turn that intersects the plane of an oncoming straight-moving vehicle at the second intersection, the judgment unit is set to a mode in which the driver performs manual driving.

[0401] Technical Thought 6

[0402] According to the vehicle control device described in technical idea 3 or 4,

[0403] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0404] In the case where the vehicle is not expected to make a turn that intersects the plane of the oncoming straight-moving vehicle at the first intersection and is not expected to make a turn that intersects the plane of the oncoming straight-moving vehicle at the second intersection,

[0405] The judgment unit sets the mode for the driver to perform manual driving when there is a possibility that a traffic weaker person will cross the route of the vehicle planned to travel between the two consecutive intersections, and sets the mode for performing autonomous driving control when there is no such possibility.

[0406] Technical Thought 7

[0407] According to the vehicle control device described in technical idea 3 or 4,

[0408] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0409] In the case where the vehicle is not expected to make a turn that intersects the plane of the oncoming straight-moving vehicle at the first intersection, but is expected to make a turn that intersects the plane of the oncoming straight-moving vehicle at the second intersection,

[0410] The determination unit sets the mode associated with the automation level to a mode for executing autonomous driving control when the vehicle passes the first intersection, and sets the mode associated with the automation level to a mode for causing the driver to execute manual driving when the vehicle passes the second intersection.

[0411] Technical Thought 8

[0412] According to the vehicle control device described in Technical Idea 2,

[0413] When the vehicle is scheduled to turn at the first intersection among the plurality of consecutive intersections,

[0414] The determination unit sets the speed limit so that the speed at the second and subsequent intersections is lower than the speed at the first intersection.

[0415] Technical Thought 9

[0416] According to the vehicle control device described in Technical Idea 8,

[0417] The determination unit sets a speed limit for the road before the host vehicle enters the second intersection, which is lower than the speed at which the host vehicle travels at the first intersection.

[0418] Technical Thought 10

[0419] According to the vehicle control device described in technical idea 8 or 9,

[0420] The determination unit may further determine to temporarily stop the host vehicle under the speed limit after the host vehicle turns at the first intersection.

[0421] Technical Thought 11

[0422] According to the vehicle control device described in technical idea 10,

[0423] The temporary stop is released when it is confirmed that the host vehicle has recognized the environment of the next intersection.

[0424] Technical Thought 12

[0425] According to the vehicle control device described in technical idea 10 or 11,

[0426] The determination unit sets the mode for causing the driver to perform manual driving if the determination unit cannot confirm that the host vehicle recognizes the environment of the next intersection within a preset threshold time during the temporary stop.

[0427] Technical Thought 13

[0428] According to the vehicle control device described in Technical Idea 9,

[0429] The determination unit further determines to temporarily stop the vehicle when the vehicle approaches the next intersection under the speed limit after turning at the first intersection while the vehicle is unable to recognize the environment of the next intersection.

[0430] Technical Thought 14

[0431] According to the vehicle control device described in technical idea 9 or 10,

[0432] The determination unit prohibits temporarily stopping the host vehicle when the presence of a subsequent vehicle following the host vehicle is confirmed after the host vehicle has turned at the first intersection.

[0433] Technical Thought 15

[0434] According to the vehicle control device described in Technical Idea 2,

[0435] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0436] The determination unit sets a different deceleration limit pattern according to the traveling direction at the second intersection.

[0437] Technical Thought 16

[0438] According to the vehicle control device described in technical idea 15,

[0439] The determination unit is configured to restrict the deceleration more strongly when the vehicle is expected to turn in such a way that the vehicle intersects the plane of the oncoming straight-moving vehicle than when the vehicle is expected to turn in such a way that the vehicle intersects the plane of the oncoming straight-moving vehicle.

[0440] Technical Thought 17

[0441] According to the vehicle control device described in Technical Idea 3,

[0442] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0443] The determination unit sets the mode for executing autonomous driving control when predicting that the host vehicle will stop before entering the second intersection due to a traffic signal (TS2) indicating a stop sign or traffic congestion at the second intersection.

[0444] Technical Thought 18

[0445] According to the vehicle control device described in technical idea 3 or 4,

[0446] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0447] The determination unit sets the mode for causing the driver to perform manual driving when predicting that the host vehicle will stop before entering the second intersection due to a traffic signal indicating a stop sign or traffic congestion at the second intersection.

[0448] Technical Thought 19

[0449] According to the vehicle control device described in technical idea 3 or 4,

[0450] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0451] In the case where the vehicle is scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle at the first intersection and is scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle at the second intersection,

[0452] When the determination unit predicts that the host vehicle will stop before entering the second intersection due to a traffic signal indicating a stop sign or traffic congestion at the second intersection, the determination unit sets the mode for the driver to perform manual driving after the host vehicle actually stops.

[0453] Technical Thought 20

[0454] According to the vehicle control device described in technical idea 3 or 4,

[0455] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0456] The judgment unit sets a mode for causing the driver to perform manual driving when it is determined that the vehicle cannot enter a dedicated lane for entering a predetermined direction of travel at the second intersection on the road (CR) connecting the first intersection and the second intersection.

[0457] Technical Thought 21

[0458] The vehicle control device according to any one of technical ideas 3, 4 and 20, wherein:

[0459] The determination unit determines to retreat the host vehicle to a position (EP) where the driver can easily take over the driving function by autonomous driving control when the host vehicle is stopped in a first intersection and cannot pass through the first intersection.

[0460] Technical Thought 22

[0461] According to the vehicle control device described in technical idea 3 or 4,

[0462] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0463] The above-mentioned judgment unit is set to a mode for executing autonomous driving control when there is a lane dividing line (WCL) dividing the opposite lanes on the road connecting the first intersection and the second intersection, and is set to a mode for the driver to execute manual driving when there is no such lane dividing line.

[0464] Technical Thought 23

[0465] According to the vehicle control device described in Technical Idea 2,

[0466] There is no stop line on the path of the vehicle at the second intersection among the plurality of consecutive intersections.

[0467] In the case where the vehicle is scheduled to turn at the first intersection and to go straight at the second intersection,

[0468] When traffic congestion occurs at the second intersection, the determination unit sets a virtual stop line (VSL) on the road before entering the second intersection and determines to stop the host vehicle at the virtual stop line through autonomous driving control.

[0469] Technical Thought 24

[0470] According to the vehicle control device described in technical idea 2 or 23,

[0471] There is no stop line on the path of the vehicle at the second intersection among the plurality of consecutive intersections.

[0472] In the case where the vehicle is scheduled to turn at the first intersection and to go straight at the second intersection,

[0473] The determination unit determines whether the host vehicle needs to stop before entering the second intersection based on road information when a traffic signal ahead indicates a stop signal after the host vehicle has gone straight through the second intersection.

[0474] Technical Thought 25

[0475] The vehicle control device according to any one of technical ideas 2, 23 and 24, wherein:

[0476] In the case where the vehicle is scheduled to turn at the first intersection and to go straight at the second and subsequent intersections,

[0477] The determination unit sets a different acceleration restriction pattern according to a length (Lr) of a road connecting the plurality of consecutive intersections.

[0478] Technical Thought 26

[0479] According to the vehicle control device described in technical idea 25,

[0480] The determination unit is configured to permit stronger acceleration when the length of the road connecting the first intersection and the second intersection is equal to or longer than a predetermined threshold length, compared to when the length is less than the threshold length.

[0481] Technical Thought 27

[0482] According to the vehicle control device described in technical idea 25 or 26,

[0483] The determination unit is configured to restrict acceleration more strongly than when the host vehicle is traveling on a simple straight road without the intersection, even when the length is equal to or greater than the threshold length.

[0484] Technical Thought 28

[0485] The vehicle control device according to any one of technical ideas 25 to 27, wherein:

[0486] The judgment unit is configured to restrict acceleration more strongly than when the obstacle is not confirmed when the length of the road connecting the first intersection and the second intersection is greater than a preset threshold length and when obstacles are confirmed in front of and behind the vehicle.

[0487] Technical Thought 29

[0488] According to the vehicle control device described in Technical Idea 2,

[0489] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0490] In the case where the vehicle is scheduled to turn at the first intersection and to go straight at the second intersection,

[0491] The determination unit sets the acceleration restriction mode when confirming that the traffic signal at the second intersection indicates a stop signal before the host vehicle enters the first intersection.

[0492] Technical Thought 30

[0493] According to the vehicle control device described in technical idea 2 or 29,

[0494] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0495] In the case where the vehicle is scheduled to turn at the first intersection and to go straight at the second intersection,

[0496] The determination unit sets the acceleration restriction mode when traffic congestion occurs at the second intersection.

[0497] Technical Thought 31

[0498] According to the vehicle control device described in technical idea 29 or 30,

[0499] The determination unit decides to issue a notification indicating a reason for limiting the acceleration to the driver.

[0500] Technical Thought 32

[0501] The vehicle control device according to any one of technical ideas 1 to 31, wherein:

[0502] If the second and subsequent intersections in the above-mentioned continuous multiple intersections include a roundabout (IS2R),

[0503] The determination unit sets a stricter speed limit than when the roundabout is not included.

[0504] Technical Thought 33

[0505] The vehicle control device according to any one of technical ideas 1 to 32, wherein:

[0506] If the second and subsequent intersections in the above-mentioned continuous multiple intersections include a roundabout (IS2R),

[0507] The determination unit changes the acceleration allowed for entering the roundabout according to the size of the roundabout.

[0508] Technical Thought 34

[0509] The vehicle control device according to any one of technical ideas 1 to 33, wherein:

[0510] In the case where the above-mentioned consecutive multiple intersections include a roundabout (IS2R),

[0511] The determination unit causes the host vehicle to exit through another exit (OEX) where exit to the predetermined exit (PEX) of the roundabout is impossible, if the situation continues for a predetermined time or longer.

[0512] Technical Thought 35

[0513] The vehicle control device according to any one of technical ideas 1 to 33, wherein:

[0514] In the case where the above-mentioned consecutive multiple intersections include a roundabout (IS2R),

[0515] The determination unit continues the state in which the host vehicle travels in a circular manner in the roundabout when a situation in which the host vehicle cannot exit to a predetermined exit (PEX) in the roundabout continues for a predetermined time or longer.

[0516] Technical Thought 36

[0517] The vehicle control device according to any one of technical ideas 1 to 35, wherein:

[0518] In the case where the above-mentioned consecutive multiple intersections include a roundabout (IS2R),

[0519] The determination unit causes the host vehicle to exit from another exit (OEX) where exit is possible when it is difficult to continue the autonomous driving control for exiting from the roundabout at the predetermined exit (PEX).

[0520] Technical Thought 37

[0521] The vehicle control device according to any one of technical ideas 1 to 35, wherein:

[0522] In the case where the above-mentioned consecutive multiple intersections include a roundabout (IS2R),

[0523] The determination unit continues the state in which the host vehicle travels in a circular manner within the roundabout when it is difficult to continue the autonomous driving control for exiting the roundabout to a predetermined exit (PEX).

[0524] Technical Thought 38

[0525] The vehicle control device according to any one of technical ideas 1 to 37, wherein:

[0526] In the case where the plurality of consecutive intersections are two consecutive intersections, and the second intersection is a roundabout (IS2R),

[0527] The judgment unit changes the content displayed on the display device (21) according to the scale of the roundabout.

[0528] Technical Thought 39

[0529] According to the vehicle control device described in technical idea 38,

[0530] The determination unit causes the display device to display a route to an entrance (ENT) of the roundabout before the host vehicle enters the first intersection when the size of the roundabout is equal to or larger than a threshold size.

[0531] Technical Thought 40

[0532] According to the vehicle control device described in technical idea 38 or 39,

[0533] The determination unit causes the display device to display a route of the entire plurality of consecutive intersections before the host vehicle enters the first intersection when the size of the roundabout is smaller than a threshold size.

[0534] Technical Thought 41

[0535] The vehicle control device according to any one of technical ideas 1 to 37, wherein:

[0536] In the case where the plurality of consecutive intersections are two consecutive intersections, and the second intersection is a roundabout (IS2R),

[0537] The determination unit changes the content displayed on the display device (21) according to the presence or absence of a static stop factor (SFF) at the entrance (ENT) of the roundabout.

[0538] Technical Thought 42

[0539] The vehicle control device according to any one of technical ideas 1 to 41, wherein:

[0540] In the case where the above-mentioned consecutive multiple intersections include a roundabout with multiple lanes (IS2R),

[0541] The determination unit determines which lane of the plurality of lanes to use for the roundabout based on a roundabout angle from an entrance (ENT) to a predetermined exit (PEX) of the roundabout.

[0542] Technical Thought 43

[0543] The vehicle control device according to any one of technical ideas 1 to 42, wherein:

[0544] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0545] In the case where the first intersection is a normal intersection (IS1) and the second intersection is a roundabout (IS2R),

[0546] The determination unit determines to perform the notification with a higher emphasis on the route than in the case where the two intersections are normal intersections.

[0547] Technical Thought 44

[0548] The vehicle control device according to any one of technical ideas 1 to 43, wherein:

[0549] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0550] In the case where the first intersection is a normal intersection (IS1) and the second intersection is a roundabout (IS2R),

[0551] The determination unit determines to perform the route report at an earlier timing than when the two intersections are normal intersections.

[0552] Technical Thought 45

[0553] The vehicle control device according to any one of technical ideas 1 to 31, wherein:

[0554] When the above-mentioned multiple consecutive intersections include a roundabout (IS1R, IS2R),

[0555] The determination unit sets different speed limit patterns according to the order of passing the roundabouts among the plurality of consecutive intersections.

[0556] Technical Thought 46

[0557] According to the vehicle control device described in technical idea 45,

[0558] In the case where the plurality of consecutive intersections are two consecutive intersections,

[0559] The determination unit sets a stricter speed limit when the first intersection is a roundabout than when the second intersection is a roundabout.

[0560] Technical Thought 47

[0561] According to the vehicle control device described in technical idea 45 or 46,

[0562] The determination unit decelerates the host vehicle immediately before exiting from a predetermined exit (PEX) of the roundabout when the host vehicle is scheduled to pass through a normal intersection after passing through the roundabout.

[0563] Technical Thought 48

[0564] The vehicle control device according to any one of technical ideas 1 to 31, wherein:

[0565] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0566] When the second intersection is a roundabout (IS2R) and the first intersection is a complex intersection other than a roundabout,

[0567] The determination unit determines to perform the route report at an earlier timing than when the first intersection is an intersection with a simple structure.

[0568] Technical Thought 49

[0569] The vehicle control device according to any one of technical ideas 1 to 31 and 48, wherein:

[0570] The above-mentioned multiple consecutive intersections are two consecutive intersections.

[0571] When the second intersection is a roundabout (IS2R) and the first intersection is a complex intersection other than a roundabout,

[0572] The judgment unit allows the route change in the autonomous driving control to be performed by the driver's input operation using the operating device (26) while the host vehicle passes through the plurality of consecutive intersections.

[0573] Technical Thought 50

[0574] The vehicle control device according to any one of technical ideas 1 to 31, wherein:

[0575] The judgment unit permits the path change in the autonomous driving control by the driver's input operation using the operating device (26) when it is predicted that the time for the vehicle to pass through the plurality of consecutive intersections is greater than a threshold time.

[0576] Technical Thought 51

[0577] The vehicle control device according to any one of technical ideas 1 to 50, wherein:

[0578] The situation determination unit determines that the plurality of consecutive intersections include the roundabout (IS1R, IS2R), and that the vehicle can reach the destination regardless of which of two or more of the plurality of exits (PEX, OEX) of the roundabout is driven.

[0579] The determination unit selects an exit that allows the vehicle to reach the destination with a minimum number of lane changes among the exits that allow the vehicle to reach the destination.

[0580] Technical Thought 52

[0581] According to the vehicle control device described in technical idea 51,

[0582] In the case of the roundabout with multiple lanes (OSL, ISR),

[0583] The determination unit selects an exit that can lead to the destination with a minimum number of lane changes within the roundabout, among the exits that can lead to the destination.

[0584] Technical Thought 53

[0585] The vehicle control device according to any one of technical ideas 1 to 52, wherein:

[0586] The situation specifying unit regards one roundabout (IS1R, IS2R) as the plurality of consecutive intersections.

[0587] Technical Thought 54

[0588] The vehicle control device according to any one of technical ideas 1 to 31, wherein:

[0589] The invention is configured to be applied to road traffic laws for vehicles traveling on the left, and is configured to correspond to a right turn when a turn intersects with an oncoming straight-moving vehicle, and not to correspond to a left turn when a turn intersects with an oncoming straight-moving vehicle.

[0590] Technical Thought 55

[0591] The vehicle control device according to any one of technical ideas 1 to 31, wherein:

[0592] The invention is configured to be applied to road traffic laws for right-hand traffic, and is configured to correspond to left turns when a turn intersects with an oncoming straight-moving vehicle, but not to correspond to right turns when a turn intersects with an oncoming straight-moving vehicle.

[0593] Technical Thought 56

[0594] A vehicle control method is a vehicle control method for autonomously controlling the driving of a host vehicle (Am) executed by at least one processor, comprising:

[0595] Determine the condition of the vehicle described above; and

[0596] Make driving-related judgments,

[0597] When determining the above-mentioned situation, it is determined that if the above-mentioned vehicle is driven along the predetermined path (PT), it will pass through a plurality of consecutive intersections (IS1, IS2).

[0598] When the above determination is made, the mode set in the driving control is set differently according to the difficulty level of the driving control in each traveling direction when the vehicle passes through the plurality of consecutive intersections.

Claims

1. A vehicle control device configured to execute autonomous driving control of a vehicle (Am), wherein: have: A condition determination unit (62) for determining the condition of the vehicle; and A judgment unit (63) performs a judgment related to driving, The situation determination unit determines a situation in which the host vehicle will pass through a plurality of consecutive intersections (IS1, IS2) if the host vehicle travels along a predetermined path (PT). The determination unit is configured to set a different mode for driving control according to a degree of difficulty of driving control when the vehicle passes through the plurality of consecutive intersections.

2. The vehicle control device according to claim 1, wherein: The above-mentioned driving control difficulty level is the driving control difficulty level according to the traveling direction.

3. The vehicle control device according to claim 2, wherein: The determination unit is configured to set a mode related to an automation level differently according to the driving control difficulty level.

4. The vehicle control device according to claim 3, wherein: The determination unit decides to issue a notification to the driver to start the manual driving when the mode associated with the automation level is switched to a mode for causing the driver to perform manual driving.

5. The vehicle control device according to claim 3, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. In a case where the host vehicle is not scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle (Tm) at the first intersection (IS1) and is not scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle at the second intersection (IS2), or in a case where the host vehicle is scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle at the first intersection and is not scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle at the second intersection, the determination unit is set to a mode for executing autonomous driving control, In a case where the vehicle is not scheduled to make a turn that intersects the plane of an oncoming straight-moving vehicle at the first intersection, but is scheduled to make a turn that intersects the plane of an oncoming straight-moving vehicle at the second intersection, or in a case where the vehicle is scheduled to make a turn that intersects the plane of an oncoming straight-moving vehicle at the first intersection, but is scheduled to make a turn that intersects the plane of an oncoming straight-moving vehicle at the second intersection, the judgment unit is set to a mode in which the driver performs manual driving.

6. The vehicle control device according to claim 3, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. In the case where the vehicle is not expected to make a turn that intersects the plane of the oncoming straight-moving vehicle at the first intersection and is not expected to make a turn that intersects the plane of the oncoming straight-moving vehicle at the second intersection, The judgment unit sets the mode for the driver to perform manual driving when there is a possibility that a traffic weaker person will cross the route of the vehicle planned to travel between the two consecutive intersections, and sets the mode for performing autonomous driving control when there is no such possibility.

7. The vehicle control device according to claim 3, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. In the case where the vehicle is not expected to make a turn that intersects the plane of the oncoming straight-moving vehicle at the first intersection, but is expected to make a turn that intersects the plane of the oncoming straight-moving vehicle at the second intersection, The determination unit sets the mode associated with the automation level to a mode for executing autonomous driving control when the vehicle passes the first intersection, and sets the mode associated with the automation level to a mode for causing the driver to execute manual driving when the vehicle passes the second intersection.

8. The vehicle control device according to claim 2, wherein: When the vehicle is scheduled to turn at the first intersection among the plurality of consecutive intersections, The determination unit sets the speed limit so that the speed at the second and subsequent intersections is lower than the speed at the first intersection.

9. The vehicle control device according to claim 8, wherein: The determination unit sets a speed limit for the road before the host vehicle enters the second intersection, which is lower than the speed at which the host vehicle travels at the first intersection.

10. The vehicle control device according to claim 8 or 9, wherein: The determination unit may further determine to temporarily stop the host vehicle under the speed limit after the host vehicle turns at the first intersection.

11. The vehicle control device according to claim 10, wherein: The temporary stop is released when it is confirmed that the host vehicle has recognized the environment of the next intersection.

12. The vehicle control device according to claim 10, wherein: The determination unit sets a mode for causing the driver to perform manual driving if the determination unit cannot confirm that the host vehicle recognizes the environment of the next intersection within a preset threshold time during the temporary stop.

13. The vehicle control device according to claim 9, wherein: The determination unit further determines to temporarily stop the vehicle when the vehicle approaches the next intersection under the speed limit after turning at the first intersection while the vehicle cannot recognize the environment of the next intersection.

14. The vehicle control device according to claim 9, wherein: The determination unit prohibits temporarily stopping the host vehicle when the presence of a subsequent vehicle following the host vehicle is confirmed after the host vehicle has turned at the first intersection.

15. The vehicle control device according to claim 2, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. The determination unit sets a different deceleration limit pattern according to the traveling direction at the second intersection.

16. The vehicle control device according to claim 15, wherein: The determination unit is configured to restrict the deceleration more strongly when the vehicle is expected to turn in such a way that the vehicle intersects the plane of the oncoming straight-moving vehicle than when the vehicle is expected to turn in such a way that the vehicle intersects the plane of the oncoming straight-moving vehicle.

17. The vehicle control device according to claim 3, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. The determination unit sets the mode for executing autonomous driving control when it is predicted that the host vehicle will stop before entering the second intersection because the traffic signal (TS2) at the second intersection indicates a stop signal or traffic is congested.

18. The vehicle control device according to claim 3, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. The determination unit sets the mode for causing the driver to perform manual driving when it is predicted that the host vehicle will stop before entering the second intersection due to a traffic signal indicating a stop sign or traffic congestion at the second intersection.

19. The vehicle control device according to claim 3, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. In the case where the vehicle is scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle at the first intersection and is scheduled to make a turn that intersects the plane of the oncoming straight-moving vehicle at the second intersection, When the determination unit predicts that the host vehicle will stop before entering the second intersection due to a traffic signal indicating a stop sign or traffic congestion at the second intersection, the determination unit sets the mode for the driver to perform manual driving after the host vehicle actually stops.

20. The vehicle control device according to claim 3, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. The judgment unit sets a mode for causing the driver to perform manual driving when it is determined that the vehicle cannot enter a dedicated lane for entering a predetermined direction of travel at the second intersection on the road (CR) connecting the first intersection and the second intersection.

21. The vehicle control device according to claim 3 or 20, wherein: The determination unit determines to retreat the host vehicle to a position (EP) where the driver can easily take over the driving function by autonomous driving control when the host vehicle is stopped in a first intersection and cannot pass through the first intersection.

22. The vehicle control device according to claim 3, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. The above-mentioned judgment unit is set to a mode for executing autonomous driving control when there is a lane dividing line (WCL) dividing the opposite lanes on the road connecting the first intersection and the second intersection, and is set to a mode for the driver to execute manual driving when there is no such lane dividing line.

23. The vehicle control device according to claim 2, wherein: There is no stop line on the path of the vehicle at the second intersection among the plurality of consecutive intersections. In the case where the vehicle is scheduled to turn at the first intersection and to go straight at the second intersection, When traffic congestion occurs at the second intersection, the determination unit sets a virtual stop line (VSL) on the road before entering the second intersection and determines to stop the host vehicle at the virtual stop line through autonomous driving control.

24. The vehicle control device according to claim 2, wherein: There is no stop line on the path of the vehicle at the second intersection among the plurality of consecutive intersections. In the case where the vehicle is scheduled to turn at the first intersection and to go straight at the second intersection, The determination unit determines whether the host vehicle needs to stop before entering the second intersection based on road information when a traffic signal ahead indicates a stop signal after the host vehicle has gone straight through the second intersection.

25. The vehicle control device according to claim 2, wherein: In the case where the vehicle is scheduled to turn at the first intersection and to go straight at the second and subsequent intersections, The determination unit sets a different acceleration restriction pattern according to a length (Lr) of a road connecting the plurality of consecutive intersections.

26. The vehicle control device according to claim 25, wherein: The judgment unit is configured to allow stronger acceleration when the length of the road connecting the first intersection and the second intersection is greater than a predetermined threshold length, compared to when the length of the road connecting the first intersection and the second intersection is less than the threshold length.

27. The vehicle control device according to claim 26, wherein: The determination unit is configured to restrict acceleration more strongly than when the host vehicle is traveling on a simple straight road without the intersection, even when the length is equal to or longer than the threshold length.

28. The vehicle control device according to claim 25, wherein: The judgment unit is configured to restrict acceleration more strongly than when no obstacle is detected when the length of the road connecting the first intersection and the second intersection is greater than a preset threshold length and when obstacles are detected in front of or behind the vehicle.

29. The vehicle control device according to claim 2, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. In the case where the vehicle is scheduled to turn at the first intersection and to go straight at the second intersection, The determination unit sets the acceleration restriction mode when confirming that the traffic signal at the second intersection indicates a stop signal before the host vehicle enters the first intersection.

30. The vehicle control device according to claim 2, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. In the case where the vehicle is scheduled to turn at the first intersection and to go straight at the second intersection, The determination unit sets the acceleration restriction mode when traffic congestion occurs at the second intersection.

31. The vehicle control device according to claim 29 or 30, wherein: The determination unit decides to issue a notification indicating a reason for limiting the acceleration to the driver.

32. The vehicle control device according to claim 1, wherein: If the second and subsequent intersections in the above-mentioned continuous multiple intersections include a roundabout (IS2R), The determination unit sets a stricter speed limit than when the roundabout is not included.

33. The vehicle control device according to claim 1, wherein: If the second and subsequent intersections in the above-mentioned continuous multiple intersections include a roundabout (IS2R), The determination unit changes the acceleration allowed for entering the roundabout according to the size of the roundabout.

34. The vehicle control device according to claim 1, wherein: In the case where the above-mentioned consecutive multiple intersections include a roundabout (IS2R), The determination unit causes the host vehicle to exit through another exit (OEX) where exit to the predetermined exit (PEX) of the roundabout is impossible, if the situation continues for a predetermined time or longer.

35. The vehicle control device according to claim 1, wherein: In the case where the above-mentioned consecutive multiple intersections include a roundabout (IS2R), The determination unit continues the state in which the host vehicle travels in a circular manner in the roundabout when a situation in which the host vehicle cannot exit to a predetermined exit (PEX) in the roundabout continues for a predetermined time or longer.

36. The vehicle control device according to claim 1, wherein: In the case where the above-mentioned consecutive multiple intersections include a roundabout (IS2R), The determination unit causes the host vehicle to exit from another exit (OEX) where exit is possible when it is difficult to continue the autonomous driving control for exiting from the roundabout at the predetermined exit (PEX).

37. The vehicle control device according to claim 1, wherein: In the case where the above-mentioned consecutive multiple intersections include a roundabout (IS2R), The determination unit continues the state in which the host vehicle travels in a circular manner within the roundabout when it is difficult to continue the autonomous driving control for exiting the roundabout to a predetermined exit (PEX).

38. The vehicle control device according to claim 1, wherein: In the case where the plurality of consecutive intersections are two consecutive intersections, and the second intersection is a roundabout (IS2R), The judgment unit changes the content displayed on the display device (21) according to the scale of the roundabout.

39. The vehicle control device according to claim 38, wherein: The determination unit causes the display device to display a route to an entrance (ENT) of the roundabout before the host vehicle enters the first intersection when the size of the roundabout is equal to or larger than a threshold size.

40. The vehicle control device according to claim 38 or 39, wherein: The determination unit causes the display device to display a route of the entire plurality of consecutive intersections before the host vehicle enters the first intersection when the size of the roundabout is smaller than a threshold size.

41. The vehicle control device according to claim 1, wherein: In the case where the plurality of consecutive intersections are two consecutive intersections, and the second intersection is a roundabout (IS2R), The determination unit changes the content displayed on the display device (21) according to the presence or absence of a static stop factor (SFF) at the entrance (ENT) of the roundabout.

42. The vehicle control device according to claim 1, wherein: In the case where the above-mentioned consecutive multiple intersections include a roundabout with multiple lanes (IS2R), The determination unit determines which lane of the plurality of lanes to use for the roundabout based on a roundabout angle from an entrance (ENT) to a predetermined exit (PEX) of the roundabout.

43. The vehicle control device according to claim 1, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. In the case where the first intersection is a normal intersection (IS1) and the second intersection is a roundabout (IS2R), The determination unit determines to perform the notification with a higher emphasis on the route than in the case where the two intersections are normal intersections.

44. The vehicle control device according to claim 1 or 43, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. In the case where the first intersection is a normal intersection (IS1) and the second intersection is a roundabout (IS2R), The determination unit determines to execute the route report at an earlier timing than when the two intersections are normal intersections.

45. The vehicle control device according to claim 1, wherein: When the above-mentioned multiple consecutive intersections include a roundabout (IS1R, IS2R), The determination unit sets different speed limit patterns according to the order of passing the roundabouts among the plurality of consecutive intersections.

46. ​​The vehicle control device according to claim 45, wherein: In the case where the plurality of consecutive intersections are two consecutive intersections, The determination unit sets a stricter speed limit when the first intersection is a roundabout than when the second intersection is a roundabout.

47. The vehicle control device according to claim 45 or 46, wherein: The determination unit decelerates the host vehicle immediately before exiting from a predetermined exit (PEX) of the roundabout when the host vehicle is scheduled to pass through a normal intersection after passing through the roundabout.

48. The vehicle control device according to claim 1, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. When the second intersection is a roundabout (IS2R) and the first intersection is a complex intersection other than a roundabout, The determination unit determines to execute the route report at an earlier timing than when the first intersection is an intersection with a simple structure.

49. The vehicle control device according to claim 1, wherein: The above-mentioned multiple consecutive intersections are two consecutive intersections. When the second intersection is a roundabout (IS2R) and the first intersection is a complex intersection other than a roundabout, The judgment unit allows the route change in the autonomous driving control to be performed by the driver's input operation using the operating device (26) while the host vehicle passes through the plurality of consecutive intersections.

50. The vehicle control device according to claim 1, wherein: The judgment unit permits the path change in the autonomous driving control by the driver's input operation using the operating device (26) when it is predicted that the time for the vehicle to pass through the plurality of consecutive intersections is greater than a threshold time.

51. The vehicle control device according to claim 1, wherein: The situation determination unit determines that the plurality of consecutive intersections include the roundabout (IS1R, IS2R), and that the vehicle can reach the destination regardless of which of two or more of the plurality of exits (PEX, OEX) of the roundabout is driven. The determination unit selects an exit that allows the vehicle to reach the destination with a minimum number of lane changes among the exits that allow the vehicle to reach the destination.

52. The vehicle control device according to claim 51, wherein: In the case of the roundabout with multiple lanes (OSL, ISR), The determination unit selects an exit that can lead to the destination with a minimum number of lane changes within the roundabout, among the exits that can lead to the destination.

53. The vehicle control device according to claim 1, wherein: The situation specifying unit regards one roundabout (IS1R, IS2R) as the plurality of consecutive intersections.

54. A vehicle control program for autonomously controlling the driving of a vehicle (Am), wherein: The device is configured to cause at least one processing unit (51) to execute: Determine the condition of the vehicle described above; and Make driving-related judgments, When determining the above situation, it is determined that if the above vehicle is driven according to the predetermined path (PT), it will pass through a plurality of consecutive intersections (IS1, IS2). When the above determination is made, the mode set in the driving control is set to a different setting according to the difficulty level of the driving control when passing through the plurality of consecutive intersections.

55. A vehicle control method, executed by at least one processing unit (51), for autonomously controlling the driving of a host vehicle (Am), wherein: Include: Determine the condition of the vehicle described above; and Make driving-related judgments, When determining the above situation, it is determined that if the above vehicle is driven according to the predetermined path (PT), it will pass through a plurality of consecutive intersections (IS1, IS2). When the above determination is made, the mode set in the driving control is set to a different setting according to the difficulty level of the driving control when passing through the plurality of consecutive intersections.

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