Automatic driving control device, automatic driving control program, and automatic driving control method

Abstract

An automatic driving ECU is an automatic driving control device capable of driving a host vehicle (Am) by means of an automatic driving function. The automatic driving ECU acquires road information relating to a connection road (CL) when a predetermined travel path of the host vehicle (Am) is set on the connection road (CL) connecting two lanes separated in a direction by the median strip (MB). Furthermore, on the basis of the road information, when it is estimated that the host vehicle will be involved in the traffic jam caused by the connected road (CL), the automatic driving ECU avoids driving on the connected road (CL).

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of Japanese Patent Application No. 2023-023001 filed in Japan on February 17, 2023, the entire contents of which are hereby incorporated by reference. Technical Field

[0003] The disclosure based on this specification relates to technology for autonomous driving control that enables the driving of the vehicle based on the autonomous driving function. Background Art

[0004] Patent Document 1 describes a driving assistance device that performs driving assistance such as braking control to avoid other vehicles in the opposite lane when entering the opposite lane through a gap in a center median.

[0005] Patent Document 1: Japanese Patent Application Laid-Open No. 2022-120561

[0006] When driving on a connecting road connecting two lanes separated by direction, such as the gap in the central median described in Patent Document 1, and then entering the oncoming lane, a driver must wait for other vehicles in the oncoming lane to pass. This can easily lead to traffic congestion caused by the connecting road. However, the driving assistance device described in Patent Document 1 does not implement any driving assistance for avoiding traffic congestion on the route across the median. Summary of the Invention

[0007] The purpose of the present disclosure is to provide an automatic driving control device, an automatic driving control program, and an automatic driving control method that can avoid traffic congestion on a path crossing a median strip.

[0008] In order to achieve the above-mentioned purpose, one disclosed method is an automatic driving control device, which is an automatic driving control device capable of driving the vehicle through the automatic driving function, and comprises: an information acquisition unit, which acquires road information related to a connecting road when a predetermined driving path of the vehicle is set on the connecting road connecting lanes separated by directions by a dividing strip; and a traffic congestion avoidance unit, which avoids driving on the connecting road based on the road information when it is estimated that the vehicle will be involved in a traffic congestion caused by the connecting road.

[0009] Another disclosed method is an automatic driving control program that is capable of driving the vehicle through an automatic driving function, causing at least one processing unit to perform processing, the processing including: obtaining road information related to a connecting road where a predetermined driving path of the vehicle is set on the connecting road connecting two lanes separated in direction by a dividing strip; and avoiding driving on the connecting road based on the road information when it is estimated that the vehicle will be involved in a traffic jam caused by the connecting road.

[0010] Another disclosed method is an automatic driving control method, which is an automatic driving control method capable of driving the vehicle through an automatic driving function. The processing implemented by at least one processing unit includes: obtaining road information related to a connecting road when a predetermined driving path of the vehicle is set on a connecting road connecting two lanes separated in direction by a dividing strip; and avoiding driving on the connecting road when it is estimated that the vehicle will be involved in a traffic jam caused by the connecting road based on the road information.

[0011] In these methods, if the vehicle is expected to be caught in a traffic jam on a connecting road set as the planned travel route, the vehicle avoids traveling on the connecting road. As a result, traffic jams on the route crossing the median can be avoided.

[0012] In addition, the reference numbers in parentheses in the claims, etc. are merely examples of the corresponding relationship with the specific configurations in the embodiments described later, and do not limit the technical scope in any way. In addition, combinations of claims not explicitly stated in the claims are also possible as long as the combination does not particularly cause any obstacles. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 This is a diagram showing an overall view of the in-vehicle network including the autonomous driving ECU according to the first embodiment of the present disclosure.

[0014] Figure 2 This is a detailed block diagram showing the autonomous driving ECU.

[0015] Figure 3 This figure shows an example of a scene of traveling on a connecting road of a central median.

[0016] Figure 4 1 is a diagram showing an example of a scenario in which the vehicle avoids traveling on a connecting road.

[0017] Figure 5 This is a flowchart showing the details of the traffic congestion avoidance process according to the first embodiment.

[0018] Figure 6This is a diagram for explaining the details of the Michigan intersection on which travel is assumed in the second embodiment.

[0019] Figure 7 This is a diagram showing an example of a driving scenario in which the vehicle avoids a curve.

[0020] Figure 8 This is a diagram showing another example of a driving scenario in which the vehicle avoids a curve.

[0021] Figure 9 This is a diagram showing another example of a driving scenario in which the vehicle avoids a curve.

[0022] Figure 10 This is a flowchart showing details of the traffic congestion avoidance process according to the second embodiment.

[0023] Figure 11 This is a diagram showing an example of a scenario of traveling while avoiding a curve in the third embodiment.

[0024] Figure 12 This is a flowchart showing details of the traffic congestion avoidance process according to the third embodiment.

[0025] Figure 13 This is a diagram showing an example of a scenario in which a U-turn is performed on a connecting road in the fourth embodiment.

[0026] Figure 14 This is a diagram showing another example of a scenario in which a U-turn is performed on a connecting road.

[0027] Figure 15 This diagram shows an example of a scenario in which a U-turn or a left turn is performed on a connecting road.

[0028] Figure 16 This figure shows an example of a scenario in which a vehicle makes a U-turn from a lane in which the vehicle is traveling in a traffic jam.

[0029] Figure 17 1 is a diagram showing an example of a scenario for determining whether to avoid traveling on a connecting road. DETAILED DESCRIPTION

[0030] Hereinafter, a plurality of embodiments of the present disclosure will be described based on the accompanying drawings. In addition, repeated descriptions are sometimes omitted by attaching the same figure marks to the corresponding components in each embodiment. In the case where only a part of the configuration is described in each embodiment, the other parts of the configuration can apply the configuration of other embodiments previously described. In addition, not only the combinations of the 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 cause any hindrance. Moreover, the unexpressed combinations of the configurations described in multiple embodiments and modified examples are also disclosed through the following description.

[0031] (First embodiment)

[0032] The function of the automatic driving control device of the first embodiment of the present disclosure is as follows: Figure 1 as well as Figure 2 The automatic driving ECU (Electronic Control Unit) 50 shown is implemented. The automatic driving ECU 50 is installed in a vehicle (hereinafter referred to as the vehicle Am). With the automatic driving ECU 50 installed, the vehicle Am becomes an automatic driving vehicle or an autonomous driving vehicle equipped with an automatic driving function, and can travel using the automatic driving function.

[0033] The autonomous driving ECU 50 is an onboard ECU that enables autonomous driving functions that can substitute for the driver's driving operations. The autonomous driving ECU 50 is capable of implementing Level 2 advanced driving assistance or partial autonomous driving, as well as Level 3 and higher autonomous driving, where the system is the primary controller. The autonomous driving levels used in this disclosure are based on the standards established by the Society of Automotive Engineers (SAE).

[0034] Level 2 autonomous driving is a type of autonomous driving where the driver is required to visually monitor the vehicle's surroundings (eyes-on autonomous driving). Level 2 autonomous driving includes hands-on autonomous driving, where the driver is responsible for steering, and hands-off autonomous driving, where the driver is not responsible for steering.

[0035] Level 3 autonomous driving is eyes-off autonomous driving, requiring no monitoring of the vehicle's surroundings. The autonomous driving ECU 50 is capable of performing both Level 4 fully autonomous driving, where the system performs all driving tasks under certain conditions, and Level 5 fully autonomous driving, where the system performs all driving tasks under all conditions. Level 4 autonomous driving is brain-off autonomous driving, with virtually no driver intervention. Level 5 autonomous driving is driverless autonomous driving, requiring no driver on board.

[0036] The autonomous driving ECU 50 switches the control state of the autonomous driving function among multiple autonomous driving control modes, including at least Level 2 or lower autonomous driving control with a surrounding monitoring obligation and Level 3 or higher autonomous driving control without a surrounding monitoring obligation. In the following description, autonomous driving control at Level 2 or lower is referred to as "driving assistance control," and autonomous driving control at Level 3 or higher is referred to as "autonomous driving control."

[0037] During autonomous driving, the driver can be permitted to perform specific, predefined behaviors other than driving (hereinafter referred to as "secondary tasks") while the vehicle Am is operating under autonomous driving control. Legally, the driver is permitted to perform the secondary tasks until a driving shift request is issued in collaboration between the HCU (Human Machine Interface Control Unit) 100 and the autonomous driving ECU 50, described later. For example, activities such as viewing entertainment content such as videos, operating devices such as smartphones, and eating are considered secondary tasks.

[0038] [Configuration of the vehicle system]

[0039] The autonomous driving ECU 50 is communicatively connected to a communication bus 99 of the in-vehicle network 1 installed in the vehicle Am. The driver monitor 29, the surrounding monitoring sensor 30, the positioner 35, the navigation ECU 38, the in-vehicle communication device 39, the driving control ECU 40, the body ECU 43, and the HCU 100 are connected to the communication bus 99. These nodes connected to the communication bus 99 can communicate with each other. Certain nodes among these ECUs, etc., may also be directly electrically connected to each other, allowing communication without intermediary to the communication bus 99.

[0040] The driver monitor 29 is configured to include a near-infrared light source, a near-infrared camera, and a control unit for controlling them. The driver monitor 29 is positioned so that the near-infrared camera faces the headrest of the driver's seat, for example, on top of the steering column or on top of the instrument panel. The driver monitor 29 uses the near-infrared camera to capture the driver's head, which is irradiated with near-infrared light by the near-infrared light source. The image captured by the near-infrared camera is analyzed by the control unit. The control unit extracts information such as the position of the driver's eye point and the direction of his or her line of sight from the captured image. The driver monitor 29 provides the eye point position information and the line of sight direction information extracted by the control unit as driver status information to the HCU 100 and the automatic driving ECU 50, etc.

[0041] 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 31, a millimeter-wave radar 32, a lidar 33, and a sonar 34. 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 on objects around the vehicle to the autonomous driving ECU 50 and other devices.

[0042] 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.

[0043] The locator 35 also has a map database (hereinafter referred to as map DB) 36 that stores map data. The map DB 36 is mainly composed of a large-capacity storage medium that stores a large amount of three-dimensional map data and two-dimensional map data. The three-dimensional map data is a so-called HD (High Definition) map, which contains road information required for autonomous driving. Specifically, the three-dimensional map data contains three-dimensional shape information of the road and detailed information of each lane. The locator 35 can update the three-dimensional map data and two-dimensional map data to the latest information through off-vehicle communication based on the on-board communication device 39. The locator 35 reads the map data around the current position from the map DB 36 and provides it to the autonomous driving ECU 50 and HCU 100 together with the locator information.

[0044] The navigation ECU 38 obtains information about the destination designated by the driver or other passengers based on operational information received from the HCU 100. 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 autonomous driving ECU 50 and the HCU 100. The navigation ECU 38 collaborates with the HMI system 10 to combine screen displays and voice messages to inform the driver of the vehicle Am's travel direction at intersections and junctions, providing route guidance to the destination.

[0045] Here, a user terminal such as a smartphone may be connected to the in-vehicle network 1 or the HCU 100. Such a user terminal may replace the locator 35 and provide the autonomous driving ECU 50 and other devices with vehicle position information, direction information, map data, and the like. Furthermore, the user terminal may replace the navigation ECU 38 and provide the autonomous driving ECU 50 and other devices with route information to the destination.

[0046] The onboard communication device 39 is an off-board communication unit installed in the vehicle Am, functioning as a V2X (Vehicle to Everything) communication device. The onboard communication device 39 transmits and receives information via wireless communication with roadside equipment installed along the road and other vehicles surrounding the vehicle. For example, the onboard communication device 39 receives traffic congestion information and traffic restriction information about the current location and travel direction of the vehicle Am from the roadside equipment. Examples of traffic congestion and traffic restriction information include VICS (registered trademark) information.

[0047] The on-board communication device 39 can receive signal information indicating the lighting pattern of traffic lights installed at intersections, as well as detection information of objects around the intersection, such as stopped and parked vehicles, pedestrians, and cyclists, from roadside equipment and other vehicles. The on-board communication device 39 provides the received traffic congestion information, traffic control information, signal information, and detection information to the autonomous driving ECU 50 and HCU 100.

[0048] The driving control ECU 40 is an electronic control unit primarily comprised of a microcontroller. Based on detection signals from wheel speed sensors installed in the hubs of each wheel, the driving control ECU 40 generates vehicle speed information representing the current driving speed of the vehicle Am and sequentially outputs this speed information to the communication bus 99. The driving control ECU 40 functions as at least a braking control ECU, a drive control ECU, and a steering control ECU. Based on operational commands from the driver or control commands from the automatic driving ECU 50, the driving control ECU 40 continuously controls the braking force of each wheel, the output of the onboard power source, and the steering angle.

[0049] The body ECU 43 is an electronic control unit that includes a microcontroller as its main body. The body ECU 43 has at least the function of controlling the operation of the lighting device (for example, the direction indicator 44, etc.) installed in the vehicle Am. The body ECU 43 starts flashing the left or right direction indicator 44 (turn signal lamp) corresponding to the operation direction based on the detection of the user operation of the direction indicator switch input set on the steering column part, etc. In addition, based on the control instructions received from the automatic driving ECU 50, the body ECU 43 starts flashing the left or right direction indicator 44 corresponding to the moving direction of the vehicle Am when changing lanes automatically based on driving assistance control or autonomous driving control.

[0050] The HCU 100, together with multiple display devices, an audio device 24, ambient lighting 25, and an operating device 26, constitutes an HMI (Human Machine Interface) system 10. The HMI system 10 includes an input interface function for accepting operations from the driver or other passengers of the vehicle Am, and an output interface function for presenting information to the driver.

[0051] The display device presents information to the driver visually through image display and other means. The display device includes an instrument display 21, a center information display (CID) 22, and a head-up display (HUD) 23. The CID 22 functions as a touch panel and detects touch operations on the display screen by the driver or the like.

[0052] The audio system 24 includes multiple speakers arranged in a configuration surrounding the driver's seat within the vehicle cabin. These speakers play announcement sounds and voice messages within the vehicle cabin. Ambient lighting 25 is provided on the instrument panel, steering wheel, and other components. By changing the color of its light, the ambient lighting 25 displays information that utilizes the driver's peripheral vision.

[0053] The operating device 26 is an input unit that receives user operations from the driver and others. For example, user operations related to activating and deactivating the autonomous driving function and setting a route guidance destination are input to the operating device 26. The operating device 26 includes steering switches located on the spokes of the steering wheel, a joystick located on the steering column, and a voice input device that recognizes the driver's voice.

[0054] The HCU 100 is a computer that primarily includes a processing unit 11, RAM 12, storage unit 13, input / output interface 14, and a control circuit that connects these. The HCU 100 functions as a presentation control device, comprehensively controlling information presentations using multiple display devices, an audio device 24, and ambient lighting 25.

[0055] The HCU 100 collaborates with the autonomous driving ECU 50 to present information related to autonomous driving. The HCU 100 receives control status information indicating the operational status of the autonomous driving function, as well as a request to present information related to the autonomous driving function, from the autonomous driving ECU 50. Based on the control status information and the request, the HCU 100 provides content and presents information tailored to the operational status of the autonomous driving function. For example, if the autonomous driving ECU 50 schedules the termination of autonomous driving control, the HCU 100 issues a notification requesting the execution of a driving operation, in other words, a request for a driving shift.

[0056] The HCU 100 acquires operation information indicating the content of user operations from the CID 22 and the operating device 26. The HCU 100 provides the operation information of user operations related to the automatic driving function to the automatic driving ECU 50. The HCU 100 provides the operation information of user operations for setting the destination of the host vehicle Am to the navigation ECU 38.

[0057] [Autonomous Driving ECU Configuration]

[0058] The automatic driving ECU 50 is a computer that includes a control circuit having a processing unit 51, a RAM 52, a storage unit 53, an input / output interface 54, and a bus connecting them as its main body. The processing unit 51 executes various processes (instructions) for realizing the automatic driving control method disclosed in the present invention by accessing the RAM 52. Various programs (automatic driving control programs, etc.) executed by the processing unit 51 are stored in the storage unit 53. Through the execution of the program by the processing unit 51, an information cooperation unit 61, an environment recognition unit 62, an action judgment unit 63, a control execution unit 64, and a device control unit 65 are constructed in the automatic driving ECU 50 as multiple functional units for realizing the automatic driving function (refer to Figure 2 ).

[0059] The information coordination unit 61 provides information to the HCU 100 and acquires information from the HCU 100 and the driver monitor 29. The information coordination unit 61 acquires control status information indicating the operating status of the autonomous driving function from the action determination unit 63 and provides the acquired control status information to the HCU 100. This control status information includes information indicating the autonomous driving level of the active autonomous driving function. The information coordination unit 61 includes an HMI information acquisition unit 71 and a report request unit 72 as sub-functional units for information coordination with the HCU 100 and the driver monitor 29.

[0060] The HMI information acquisition unit 71 understands the content of user operations input by the driver, etc., to the CID 22 and the operating device 26, etc., based on the operation information acquired from the HCU 100. For example, the HMI information acquisition unit 71 understands a Level 2 transition operation instructing a transition from manual driving to driving assistance control, and a Level 3 transition operation instructing a transition from driving assistance control to autonomous driving control. Furthermore, the HMI information acquisition unit 71 understands the driver's actions based on driver status information acquired from the driver monitor 29. While driving under driving assistance control or autonomous driving control, the HMI information acquisition unit 71 continuously understands the driver's driving posture, gaze direction, whether perimeter monitoring is being performed, whether the second task is being performed, and the driver's level of alertness.

[0061] By outputting a report execution request to the HCU 100, the report request unit 72 can generate reports from the HCU 100 in synchronization with the operating status of the autonomous driving function. For example, when autonomous driving control is scheduled to terminate, the report request unit 72 outputs a report execution request to the HCU 100 requesting a driving shift. The report request unit 72 also outputs a report execution request related to traffic congestion avoidance control, described later, to the HCU 100. Based on the report request received from the report request unit 72, the HCU 100 executes a report that appropriately combines virtual image display or screen display on the display device, audio or message playback on the audio device 24, and ambient display on the ambient lighting 25.

[0062] The environment recognition unit 62 combines locator information and map data obtained from the locator 35 with detection information obtained from the surrounding monitoring sensor 30 to identify the driving environment of the host vehicle Am. The environment recognition unit 62 can use the detection information received via the on-board communication device 39 to identify the driving environment. The environment recognition unit 62 obtains route information from the navigation ECU 38 and provides the obtained route information to the action determination unit 63. The environment recognition unit 62 obtains vehicle speed information indicating the current driving speed from the communication bus 99 as information indicating the status of the host vehicle Am. The environment recognition unit 62 includes a vehicle recognition unit 73 and a road recognition unit 74 as sub-functional units for identifying the driving environment.

[0063] The other vehicle detection unit 73 detects the relative positions and relative speeds of dynamic objects around the host vehicle Am, such as other vehicles traveling around the host vehicle Am. For example, when performing a lane change based on driving assistance control or autonomous driving control, the other vehicle detection unit 73 detects the relative positions and relative speeds of other vehicles traveling in adjacent lanes and determines whether there is space in the adjacent lane for the host vehicle Am to move.

[0064] The road detection unit 74 obtains information related to the road on which the host vehicle Am is traveling or the road on which it is scheduled to travel. Specifically, when the host vehicle Am is traveling on a road containing multiple lanes, the road detection unit 74 determines the position of the lane in which the host vehicle Am is traveling. Furthermore, the road detection unit 74 obtains route information from the navigation ECU 38 and determines the lane in which the host vehicle Am is to travel among the multiple lanes.

[0065] The road grasping unit 74 grasps whether the road on which the vehicle Am is traveling or the road on which it is scheduled to travel is within a pre-set permission area. In the permission area, the implementation of autonomous driving control of level 3 or above is permitted. The conditions for whether it is a permission area are equivalent to the road conditions in the operational design area (Operational Design Domain). The operational design area is a unique condition related to the designed driving environment that becomes the premise for the automatic driving ECU 50 to work normally, and is set according to the capabilities of the automatic driving ECU 50. The information indicating whether it is a permission area can be recorded in the map data stored in the map DB 36, and can also be included in the received information received by the on-board communicator 39. For example, highways, dedicated roads for automobiles, and specific general roads built to enable automatic driving are set as permission areas.

[0066] When the automatic driving ECU 50 has control authority over the driving operation, the action determination unit 63 generates a planned driving line for the host vehicle Am based on the driving environment recognition results of the environment recognition unit 62 and the route information generated by the navigation ECU 38. The action determination unit 63 outputs the generated planned driving line to the control execution unit 64. The action determination unit 63 includes a control switching unit 75 as a sub-functional unit for controlling the operating state of the automatic driving function.

[0067] The control switching unit 75 cooperates with the HCU 100 to control the driving alternation between the automatic driving ECU 50 and the driver. The control switching unit 75 switches between the driving assistance control of level 2, in which the driver has the obligation to monitor the surroundings, and the autonomous driving control of level 3 or above, in which the driver has no obligation to monitor the surroundings. The control switching unit 75 permits the implementation of autonomous driving of level 3 or above on roads within the permitted area, and only permits the implementation of autonomous driving of level 2 on roads outside the permitted area. In addition, the control switching unit 75 implements the switching between level 3 autonomous driving and level 4 or level 5 autonomous driving in the autonomous driving control without the obligation to monitor the surroundings. The control switching unit 75 generates control state information indicating the current operating state of the autonomous driving function, and provides the generated control state information to the information coordination unit 61, etc.

[0068] When the automatic driving ECU 50 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 operations of the host vehicle Am according to the predetermined driving line generated by the behavior determination unit 63. Specifically, the control execution unit 64 generates control commands based on the predetermined driving line and sequentially outputs the generated control commands to the driving control ECU 40.

[0069] The device control unit 65 controls the start and end of the blinking operation of the direction indicator 44 by outputting a control command to the body ECU 43. During driving based on driving assistance control or autonomous driving control, the device control unit 65 performs the blinking operation of the direction indicator 44 on the moving side in conjunction with lane changes, U-turns, left turns, etc. of the host vehicle Am (see Figure 3 wait).

[0070] [Traffic congestion avoidance control on paths crossing the central median strip]

[0071] Next, based on Figure 3 as well as Figure 4 , and refer to Figure 1 as well as Figure 2, a detailed description is given of the traffic congestion avoidance control implemented by the automatic driving ECU 50 in a scenario where the vehicle Am is traveling on the connecting road CL of the central median MB while maintaining continuous driving assist control or autonomous driving control.

[0072] A central median MB is provided in the form of a strip between two lanes (or lane groups) facing each other in the direction of travel. The central median MB separates the lanes in both directions. The central median MB may separate the two lanes solely through structures such as fences, resin poles, curbstones, and steel cables, or it may include areas with planted vegetation. Structures such as pillars supporting elevated roads may also be provided in the central median MB.

[0073] The connecting road CL is a driving area that connects two lanes separated by a central median MB. As an example, the opening provided in the central median MB (hereinafter referred to as the median opening MO), in other words, the gap in the central median MB, is the connecting road CL. The connecting road CL can also be part of the intersection IS. At the intersection IS, a main road with a central median MB and a side road (intersection road R3) connected to the main road intersect. Traffic lights can also be installed at the intersection IS. The intersection IS can be either a T-junction or a crossroads.

[0074] When the planned travel route of the host vehicle Am generated by the navigation ECU 38 is set as the connecting road CL, the automatic driving ECU 50 causes the host vehicle Am to travel along the connecting road CL (see Figure 3 ). The automatic driving ECU 50 drives the vehicle Am along the connecting road CL while maintaining the driving assistance control of level 2 (hands-off) in which the driver has the obligation to monitor the surroundings, or the autonomous driving control of level 3 or above in which the driver has no obligation to monitor the surroundings. By passing through the connecting road CL, the vehicle Am can make a U-turn from the lane of the road being traveled (hereinafter referred to as the traveling lane R1) to the lane of the opposite road (hereinafter referred to as the merging lane R2), or turn left (or right) from the intersecting road R3 to the merging lane R2. In the case where the road being traveled includes multiple lanes, the lane facing the inner side of the central median MB usually becomes the traveling lane R1 immediately before the U-turn is made. Similarly, in the case where the opposite road includes multiple lanes, the lane facing the inner side of the central median MB usually becomes the merging lane R2 merged into immediately after the U-turn is made.

[0075] When the driver makes a U-turn from the driving lane R1 to the merging lane R2 across the center median MB, or when the driver enters the merging lane R2 from the intersecting road R3 across the center median MB, the automatic driving ECU 50 implements traffic congestion avoidance control to avoid traffic congestion and the occurrence of traffic congestion. The traffic congestion avoidance control is implemented through the cooperation of the environment recognition unit 62 and the action determination unit 63.

[0076] The environment recognition unit 62 refers to the route information obtained from the navigation ECU 38 and determines whether the planned driving route of the host vehicle Am is set to the connecting road CL. If the planned driving route of the host vehicle Am is set to the connecting road CL, the environment recognition unit 62 obtains road information related to the connecting road CL. The environment recognition unit 62 determines whether the connecting road CL set as the planned driving route is an intersection IS. If the connecting road CL is an intersection IS, the environment recognition unit 62 determines whether a traffic light is installed at the intersection IS.

[0077] When the planned driving route of the connecting road CL is set to an intersection IS without traffic lights, the environment recognition unit 62 obtains road information of the merging lane R2 located in front of the connecting road CL. Specifically, the environment recognition unit 62 obtains traffic congestion information indicating whether the merging lane R2 is congested (traffic congestion), namely the above-mentioned VICS information and V2X information received by the on-board communication device 39. The environment recognition unit 62 can also use the image data of the merging lane R2 captured by the camera unit 31 while traveling in the driving lane R1 toward the connecting road CL to determine whether the merging lane R2 is congested. The environment recognition unit 62 can also use point cloud data generated by detection by the radar (Lidar) 33 instead of or in addition to the image data to determine whether the merging lane R2 is congested.

[0078] The environment recognition unit 62 further requests the navigation ECU 38 to retrieve information about the detour DL, the next connecting road CL after the connecting road CL for which the planned driving route is set. The environment recognition unit 62 determines whether the detour DL is within a specified distance (e.g., approximately 1 km) from the initial connecting road CL or the current position of the host vehicle Am. The specified distance can be changed by the user of the host vehicle Am or appropriately adjusted based on the level of congestion in the merging lane R2. If the host vehicle Am is unable to travel on the connecting road CL for which the planned driving route was initially set, it travels on the detour DL, moving from the current lane R1 to the merging lane R2.

[0079] The action determination unit 63 includes a driving control unit 77 and a traffic congestion avoidance unit 76 as sub-functional units. The driving control unit 77 controls the U-turn of the host vehicle Am from the current lane R1 to the merging lane R2 via the connecting road CL. The traffic congestion avoidance unit 76 estimates whether the host vehicle Am will be caught up in traffic congestion caused by the connecting road CL based on the road information obtained by the environment recognition unit 62. If the traffic congestion avoidance unit 76 estimates that the host vehicle Am will be caught up in traffic congestion caused by the connecting road CL, it avoids traveling on the nearest connecting road CL.

[0080] Specifically, the traffic congestion avoidance unit 76 avoids driving on the connecting road CL (intersection IS) when there is no traffic light at the intersection IS serving as the connecting road CL. As a result, the vehicle Am does not make a U-turn or turn left or right across the central median MB at the intersection IS without a traffic light. When entering from the intersection road R3, the traffic congestion avoidance unit 76 causes the vehicle Am to turn right temporarily. The traffic congestion avoidance unit 76 uses the intersection IS with a traffic light or the next median opening MO as the detour DL, and causes the driving control unit 77 to make a U-turn of the vehicle Am (refer to Figure 4 ).

[0081] The traffic congestion avoidance unit 76 avoids driving on the connecting road CL when estimating the congestion of the merging lane R2 based on the road information of the merging lane R2. Therefore, when the host vehicle Am has to stop at the front part of the central median MB due to the road conditions of the merging lane R2, it does not perform a U-turn or a left turn there. The traffic congestion avoidance unit 76 uses the uncongested intersection IS or the next median opening MO as the detour DL and causes the driving control unit 77 to perform a U-turn or a left turn of the host vehicle Am (see Figure 4 ).

[0082] Traffic congestion avoidance unit 76 determines whether there is a detour DL, the next link CL after the nearest link CL. If there is no intersection IS or median opening MO that would lead to the detour DL if the nearest link CL is passed, or if the detour DL is far from the nearest link CL or the current position exceeds a predetermined distance, traffic congestion avoidance unit 76 decides to travel along the nearest link CL. In this case, traffic congestion avoidance unit 76 decides to perform a U-turn or a left / right turn based on driving along the nearest link CL, even if there is no traffic light at intersection IS or if the merging lane R2 is congested.

[0083] [Details of the avoidance judgment process]

[0084] Next, based on the following Figure 5, and refer to Figures 1 to 4 The following describes in detail the avoidance judgment process performed by the automatic driving ECU 50 to implement the traffic congestion avoidance control described so far. The automatic driving ECU 50 initiates the avoidance judgment process when the planned driving route of the host vehicle Am is set to the connecting road CL and the host vehicle Am approaches the connecting road CL to a predetermined distance (e.g., approximately 1 km).

[0085] In S11 of the avoidance determination process, the environment recognition unit 62 cooperates with the navigation ECU 38 to obtain detour information related to the detour DL. Based on the detour information obtained in S11, the environment recognition unit 62 determines in S12 whether the detour DL exists within a predetermined distance. If it is determined that the detour DL does not exist within the predetermined distance (S12: No), the traffic congestion avoidance unit 76 determines in S17 that the vehicle will travel along the nearest connecting road CL.

[0086] If it is determined that a detour DL exists within the predetermined distance (S12: YES), the environment recognition unit 62 acquires road information related to the connecting road CL in S13. Based on the road information acquired in S13, the environment recognition unit 62 determines in S14 whether a connecting road CL is defined at the intersection IS. If a connecting road CL is defined at the intersection IS (S14: YES), the environment recognition unit 62 determines in S15 based on the road information whether a traffic light is installed at the intersection IS. If a traffic light is installed at the intersection IS (S15: YES), the traffic congestion avoidance unit 76 determines in S17 that the vehicle will travel through the intersection IS as the connecting road CL.

[0087] If the connecting road CL is not the intersection IS (S14: No), or if there is no traffic light at the intersection IS (S15: No), the environment recognition unit 62 estimates the road condition of the merging lane R2 based on the road information in S16. Specifically, the environment recognition unit 62 estimates whether the merging lane R2 is congested. If it is estimated that the merging lane R2 is not congested (S16: No), the traffic congestion avoidance unit 76 determines the driving direction of the nearest connecting road CL in S17 (refer to Figure 3 On the other hand, when it is estimated that the merging lane R2 is congested (S16: Yes), the traffic congestion avoidance unit 76 decides to avoid driving on the nearest connecting road CL in S18. In this case, the traffic congestion avoidance unit 76 does not allow the host vehicle Am to go to the connecting road CL, but continues driving in the driving lane R1. The host vehicle Am drives on the detour DL and makes a U-turn from the driving lane R1 to the merging lane R2 (refer to Figure 4 ).

[0088] (Summary of the First Embodiment)

[0089] In the first embodiment described so far, when the vehicle Am is estimated to be caught in a traffic jam caused by the connecting road CL set as the planned travel route, the vehicle avoids traveling on the connecting road CL. As a result, the vehicle can avoid traffic jams on the route crossing the median strip MB.

[0090] Furthermore, in the first embodiment, when the planned travel route for the connecting road CL is set to an intersection IS without a traffic light, road information for the merging lane R2 located ahead of the connecting road CL is obtained. Furthermore, based on the road information of the merging lane R2, the traffic congestion avoidance unit 76 avoids traveling along the connecting road CL if it estimates congestion in the merging lane R2. This control prevents the host vehicle Am from being caught in traffic jams at the intersection IS without a traffic light. As a result, the convenience of automated driving is less likely to be compromised in scenarios requiring crossing a median MB.

[0091] Furthermore, in the first embodiment, when a planned driving route is set with an intersection IS as a connecting road CL, the presence or absence of a traffic light at the intersection IS is acquired as road information. Furthermore, if no traffic light is installed at the intersection IS, the traffic congestion avoidance unit 76 avoids driving through the intersection IS, which serves as the connecting road CL. This control prevents the host vehicle Am from being stranded at an intersection IS without a traffic light. As a result, the convenience of automated driving is minimized in scenarios requiring crossing a median MB.

[0092] Furthermore, in the first embodiment, information on the detour DL, the next connecting road CL after the connecting road CL for which the planned driving route is set, is obtained. Furthermore, if no detour DL is available within the specified distance, the traffic congestion avoidance unit 76 decides to travel along the nearest connecting road CL. This reduces the likelihood of a significant delay in arrival time due to omitting travel along the nearest connecting road CL. As a result, the convenience of autonomous driving can be further ensured.

[0093] In the first embodiment, the center median MB corresponds to the "median zone", the environment recognition unit 62 corresponds to the "information acquisition unit", and the automatic driving ECU 50 corresponds to the "automatic driving control device".

[0094] (Second embodiment)

[0095] Figures 6 to 10The second embodiment of the present disclosure shown is a modification of the first embodiment. The automatic driving ECU 50 of the second embodiment causes the host vehicle Am to travel along the Michigan intersection ML while maintaining Level 2 driving assistance control, where the driver is obligated to monitor the surrounding area, or Level 3 or higher autonomous driving control, where the driver is not obligated to monitor the surrounding area.

[0096] Michigan Crossing ML is a level intersection that handles left-turning vehicles by combining right turns and U-turns under the principle of right-hand traffic. Left turns are prohibited at Michigan Crossing ML (refer to Figure 6 Dashed line). At the Michigan intersection ML, a central median MB is provided on at least one of the two intersecting roads (hereinafter referred to as the main road RM). In addition to the flat intersection area IA, which is the same as a normal flat intersection, the Michigan intersection ML also includes a turning road UL for making a U-turn across the central median MB. The turning road UL is equivalent to the connecting road CL of the first embodiment, connecting the driving lane R1 and the merging lane R2, which are separated by the central median MB. A vehicle that wants to turn left can turn back via the turning road UL and then make a right turn at the flat intersection area IA that it enters again.

[0097] Specifically, when the automatic driving ECU 50 intends to turn the host vehicle Am from the main road RM to the intersecting road R3, the host vehicle Am is moved to the entry section AL (see FIG. Figure 6 While traveling in the entry section AL, the vehicle Am travels straight through the intersection area IA of the Michigan intersection ML. After entering the curve UL, the vehicle Am reverses its direction of travel by merging into the merging lane R2. By changing lanes in the merging lane R2 and moving to the right-turn lane Lrt, the vehicle Am can turn right in the intersection area IA and enter the intersection road R3 on the left-turn side as viewed from the initial vehicle position.

[0098] Furthermore, when the autonomous driving ECU 50 attempts to turn left from the intersection road R3 onto the main road RM, it turns right at the intersection area IA and causes the vehicle Am to enter the entry zone AL. After entering the curve UL, the vehicle Am merges into the merging lane R2, reversing its direction of travel and continuing straight through the intersection area IA. This allows the vehicle Am to enter the main road RM on the left-turning side as viewed from the initial vehicle position.

[0099] [Traffic Jam Avoidance Control at Michigan Intersection]

[0100] The automatic driving ECU 50, while maintaining the driving assist control or the autonomous driving control, implements the traffic congestion avoidance control for avoiding traffic congestion and the traffic congestion caused by the vehicle Am traveling on the curve UL of the Michigan intersection ML. The traffic congestion avoidance control of the second embodiment is also the same as that of the first embodiment, and is implemented through the cooperation of the environment recognition unit 62 and the traffic congestion avoidance unit 76. Figures 7 to 9 , and refer to Figure 1 as well as Figure 2 The traffic congestion avoidance control executed by the automatic driving ECU 50 will be described in detail.

[0101] The environment recognition unit 62 refers to the route information obtained from the navigation ECU 38 and determines whether the planned driving route of the host vehicle Am is set to the curve road UL. If the planned driving route is set to include the curve road UL as the connecting road CL, the environment recognition unit 62 obtains road information related to the Michigan intersection ML that includes the curve road UL.

[0102] Specifically, the environment recognition unit 62 obtains traffic congestion information indicating whether the curve road UL, the entry section AL for entering the curve road UL, and the merging lane R2 located in front of the curve road UL as their road information. In addition, the environment recognition unit 62 obtains the number of lanes in the merging lane R2 as road information, and grasps the right turn lane Lrt (refer to Figure 9 ) is the number of lane changes required to move.

[0103] The environment recognition unit 62 obtains information about the next connecting road CL of the curve road UL for which the planned driving route is set, that is, the detour road DL, by requesting the navigation ECU 38 for a search. The environment recognition unit 62 determines whether the detour road DL is within a predetermined distance from the nearest curve road UL or the current position of the vehicle Am. The detour road DL may be the curve road UL of the next Michigan intersection ML, or may be the median opening MO provided in the median MB (see FIG. Figure 3 ) etc. When the host vehicle Am cannot travel on the UL for which the planned travel route is initially set, it can return from the current lane R1 to the merging lane R2 by traveling on the detour DL.

[0104] The traffic congestion avoidance unit 76 determines whether the host vehicle Am will be caught in a traffic congestion caused by the Michigan intersection ML based on the road information obtained by the environment recognition unit 62. If the traffic congestion avoidance unit 76 estimates that the host vehicle Am will be caught in a traffic congestion caused by the Michigan intersection ML, it plans a travel route that avoids traveling on the connecting road CL.

[0105] Specifically, the traffic congestion avoidance unit 76 avoids traveling along the curve UL when it is estimated that the curve UL or the incoming section AL is congested (traffic congestion) based on the road information of the curve UL and the incoming section AL (see FIG. Figure 7 If the vehicle Am is traveling on the main road RM, the traffic congestion avoidance unit 76 suspends the lane change to the entry section AL and instructs the driving control unit 77 to continue traveling in the lane R1. Furthermore, if the vehicle Am is traveling on the intersecting road R3, the traffic congestion avoidance unit 76 cooperates with the driving control unit 77 to cause the vehicle Am to turn right into a lane on the main road RM other than the entry section AL. In this manner, the vehicle Am avoids stopping on the curve UL or stopping to wait for a right turn to enter the entry section AL, and travels to the next curve UL (detour DL).

[0106] The traffic congestion avoidance unit 76 avoids traveling along the curve UL when estimating congestion (traffic congestion) in the merging lane R2 based on the road information of the merging lane R2 (see Figure 8 The traffic congestion avoidance unit 76 does not change lanes from the traveling lane R1 to the entry section AL, and instructs the driving control unit 77 to continue traveling in the traveling lane R1. As described above, if traffic congestion occurs in the planned merging lane R2 after passing the curve UL and the vehicle cannot immediately merge into the merging lane R2, the vehicle Am stops at the nearest curve UL, turns back, and travels to the next curve UL (detour DL).

[0107] The traffic congestion avoidance unit 76 refers to the planned driving route grasped by the environment recognition unit 62, and when a planned driving route is set for turning right within a predetermined distance (for example, about 300 meters) after merging from the curve road UL to the merging lane R2, the traffic congestion avoidance unit 76 avoids driving on the curve road UL (refer to Figure 9 Specifically, if there is a junction R4 where the vehicle intends to turn right immediately after merging, the vehicle decides to avoid the curve UL. In this case, the vehicle Am travels straight in the current lane R1 and then travels to the next curve UL (detour DL). The vehicle Am returns from the current lane R1 to the merging lane R2 on the detour DL, and after traveling a predetermined distance or more in the merging lane R2, it makes a right turn toward the junction R4.

[0108] The traffic congestion avoidance unit 76 avoids traveling on the curve UL when a planned driving route is set for turning right in the first intersection area (level intersection area IA) on the merging lane R2 and movement to the right turn lane Lrt requires a predetermined number of lane changes or more (see Figure 9). That is, when the number of merging lanes R2 is greater than the prescribed number, the decision is made to avoid driving on the turning road UL. The traffic congestion avoidance unit 76 may also avoid turning back on the nearest turning road UL when two or more lane changes are required to cross two merging lanes R2, or may avoid turning back on the nearest turning road UL when three or more lane changes are required to cross three merging lanes R2. In this case, the vehicle Am also goes straight in the driving lane R1 and then drives to the next turning road UL (detour DL). The vehicle Am turns back from the driving lane R1 to the merging lane R2 via the detour DL, performs multiple lane changes calmly, and turns right from the right turn lane Lrt to the intersecting road R3.

[0109] The traffic congestion avoidance unit 76 determines whether there is a detour DL, the next connecting road CL, following the nearest curve UL. If there is no detour DL within a specified distance, the traffic congestion avoidance unit 76 decides to travel along the nearest curve UL. For example, if the nearest curve UL is the last connecting road CL on the main road RM, or if the detour DL is more than a specified distance away from the nearest curve UL or the current position, the traffic congestion avoidance unit 76 decides to travel along the nearest connecting road CL. The traffic congestion avoidance unit 76 decides to perform a U-turn based on driving along the nearest curve UL even if there is traffic congestion on any of the curve UL, the entry section AL, or the merging lane R2, or if the driver makes a right turn immediately after merging or has changed lanes more than a specified number of times.

[0110] [Details of the avoidance judgment process]

[0111] Next, based on Figure 10 , and refer to Figure 1 、 Figure 2 、 Figures 6 to 9 The following describes in detail the avoidance decision process performed by the automatic driving ECU 50 to implement the traffic congestion avoidance control described so far. The automatic driving ECU 50 initiates the avoidance decision process of the second embodiment when the planned driving route of the host vehicle Am is set to the curve UL of the Michigan intersection ML and the host vehicle Am approaches the Michigan intersection ML to a predetermined distance (e.g., approximately 1 km).

[0112] In S21 of the avoidance determination process, the environment recognition unit 62 cooperates with the navigation ECU 38 to obtain detour information related to the detour DL. Based on the detour information obtained in S21, the environment recognition unit 62 determines in S22 whether the detour DL exists within a predetermined distance. If the detour DL does not exist within the predetermined distance (S22: No), the traffic congestion avoidance unit 76 determines in S29 to travel along the nearest curve UL.

[0113] On the other hand, if there is a detour DL within the predetermined distance (S22: Yes), the environment recognition unit 62 obtains road information related to the Michigan intersection ML in S23. Then, the environment recognition unit 62 determines in S24 whether a planned driving path is set to turn right immediately after merging from the turning road UL to the merging lane R2. If a right turn to the fork road R4 is planned immediately after merging (S24: Yes), the traffic congestion avoidance unit 76 determines in S28 to avoid driving on the nearest connecting road CL (refer to Figure 9 ).

[0114] If a right turn to the junction R4 is not planned immediately after the merge (S24: No), the environment recognition unit 62 determines in S25 whether a right turn is planned in the intersection area IA. In addition, if a right turn is planned in the intersection area IA, the environment recognition unit 62 determines whether the movement to the right turn lane Lrt requires a predetermined number (a plurality of times) or more of lane changes (in Figure 10 In the case where a planned driving route for turning right in the intersection area IA is set and movement to the right turn lane Lrt requires a predetermined number (a plurality of times) or more of lane changes (S25: Yes), the traffic congestion avoidance unit 76 determines in S28 to avoid driving on the nearest connecting road CL (refer to Figure 9 ).

[0115] On the other hand, when a planned driving route for going straight in the intersection area IA is set, or when the movement to the right turn lane Lrt does not require more than a predetermined number of lane changes (S25: No), the environment recognition unit 62 in S26 determines the congestion status of the curve road UL and the like based on the road information. When it is estimated that the curve road UL or the entry section AL is congested (S26: Yes), the traffic congestion avoidance unit 76 in S28 determines the driving avoidance of the nearest connecting road CL (refer to Figure 7 ).

[0116] On the other hand, if the congestion of the curve road UL and the entry section AL is not estimated (S26: No), the environment recognition unit 62 further estimates whether the merging lane R2 is congested based on the road information in S27. If the merging lane R2 is not congested (S27: No), the traffic congestion avoidance unit 76 decides to drive along the nearest curve road UL in S29. On the other hand, if the merging lane R2 is congested (S27: Yes), the traffic congestion avoidance unit 76 decides to avoid driving along the nearest connecting road CL in S28 (refer to Figure 8 ).

[0117] (Summary of the Second Embodiment)

[0118] The second embodiment described so far also achieves the same effect as the first embodiment. When the vehicle Am is estimated to be caught in a traffic jam caused by the connecting road CL set as the planned travel route, the vehicle avoids traveling on the connecting road CL. As a result, traffic jams on the route crossing the central median MB can be avoided.

[0119] In addition, in the second embodiment, when a planned driving route is set that includes a curve UL included in the Michigan intersection ML as a connecting road CL, road information related to the Michigan intersection ML is acquired. Furthermore, if the traffic congestion avoidance unit 76 estimates that the ego vehicle Am will be caught in a traffic jam caused by the Michigan intersection ML, it avoids driving along the curve UL. As described above, even at the Michigan intersection ML, where passing the curve UL is necessary, traffic congestion can be avoided on a route that crosses the median MB.

[0120] Furthermore, in the second embodiment, road information regarding the curve UL or the entry section AL for entering the curve UL is acquired. Furthermore, based on this road information, the traffic congestion avoidance unit 76 avoids traveling along the curve UL if it estimates congestion on the curve UL or the entry section AL. This control makes it less likely that the host vehicle Am will be caught in traffic congestion on the curve UL or the entry section AL. As a result, even when crossing the median MB at the Michigan intersection ML is necessary, the convenience of automated driving can be maintained.

[0121] Furthermore, in the second embodiment, road information for the merging lane R2 located ahead of the curve UL is acquired. Furthermore, if the traffic congestion avoidance unit 76 estimates congestion in the merging lane R2 based on the road information, it avoids traveling along the curve UL. This control makes it less likely that the host vehicle Am will be stranded on the curve UL. Consequently, traffic congestion on the route crossing the median MB can be avoided.

[0122] Furthermore, in the second embodiment, when a predetermined driving route is set for a right turn toward the junction R4 within a predetermined distance after merging from the curve road UL into the merging lane R2, the traffic congestion avoidance unit 76 avoids driving along the curve road UL. This control makes it less likely that the right turn immediately after the merge will be blocked, resulting in traffic in the merging lane R2 or a long detour. Consequently, a decrease in the convenience of autonomous driving can be more reliably avoided.

[0123] In the second embodiment, the lane number of the merging lane R2 is acquired as road information. Furthermore, if a planned driving route is set for a right turn in the initial intersection area IA in the merging lane R2, and movement to the right-turn lane Lrt requires a predetermined number of lane changes or more, the traffic congestion avoidance unit 76 avoids driving on the curve UL. This control makes it less likely that a smooth lane change immediately after the merge will obstruct traffic in the merging lane R2 or that the right turn will be impossible. As a result, a decrease in the convenience of autonomous driving can be more reliably avoided.

[0124] In addition, in the second embodiment, information on the detour DL, the next connecting road CL to the curve UL for which the planned driving route is set, is obtained. Furthermore, if no detour DL is available within a predetermined distance, the traffic congestion avoidance unit 76 determines to travel along the nearest curve UL. This reduces the likelihood of a significant delay in arrival time due to the delay in traveling along the nearest curve UL. As a result, a decrease in the convenience of autonomous driving can be more reliably avoided. Furthermore, in the second embodiment, the plane intersection area IA corresponds to the "intersection area."

[0125] (Third embodiment)

[0126] The third embodiment of the present disclosure is a modified example of the second embodiment. In the third embodiment, the traffic congestion avoidance process (see Figure 12 ) is different from the second embodiment. Figure 11 as well as Figure 12 , and refer to Figure 1 as well as Figure 2 The traffic congestion avoidance process of the third embodiment will be described in detail. Note that S42 to S44, S47, and S50 of the traffic congestion avoidance process of the third embodiment are substantially the same as S24 to S26, S28, and S29 of the second embodiment.

[0127] The environment recognition unit 62 further obtains a traffic signal TL indicating the intersection area IA provided at the Michigan intersection ML (see Figure 11 ) as road information related to the Michigan intersection ML (S41). The environment recognition unit 62 obtains at least the signal information of the traffic light TL encountered first after merging into the merging lane R2. The signal information can be information recognized by the front camera unit 31 when passing through the initial flat intersection area IA, or information received by the on-board communication device 39 from a roadside device or other vehicle.

[0128] The traffic congestion avoidance unit 76 avoids traveling along the curve UL when it is estimated that the merging lane R2 is congested (traffic congestion) based on the signal information of the traffic light TL and the road information of the merging lane R2 (see Figure 11 Specifically, the traffic congestion avoidance unit 76 determines whether the traffic light TL is in a lighting mode indicating a stop (red light) (S45). If the traffic light TL is red (S45: Yes), the traffic congestion avoidance unit 76 determines whether the merging lane R2 is congested (S46).

[0129] When the traffic light TL is red and the merging lane R2 is congested (S46: YES), the traffic congestion avoidance unit 76 determines to avoid traveling along the curve UL (S47). In this case, the traffic congestion avoidance unit 76 does not change lanes from the current lane R1 to the entry zone AL, but instead causes the host vehicle Am (travel control unit 77) to continue traveling in the current lane R1.

[0130] On the other hand, even if the traffic light TL is in the stop-instructing lighting mode, if the merging lane R2 is not congested (S46: No), the traffic congestion avoidance unit 76 determines to travel along the nearest curve UL (S50). Furthermore, if the traffic light TL is in the proceeding-permitting lighting mode (blue light) (S45: No), the traffic congestion avoidance unit 76 determines to travel along the nearest curve UL (S50), regardless of whether the merging lane R2 is congested. In these cases, the traffic congestion avoidance unit 76 causes the host vehicle Am to change lanes from the current lane R1 to enter the section AL.

[0131] When the traffic congestion avoidance unit 76 determines to avoid the curve UL, the environment recognition unit 62 requests the navigation ECU 38 to retrieve information about the next connecting road CL, namely, the detour DL (S48). The traffic congestion avoidance unit 76 determines whether the detour DL exists within a predetermined distance (S49). If the traffic congestion avoidance unit 76 determines that the detour DL does not exist within the predetermined distance (S49: No), the decision to avoid the curve UL is canceled and the decision to avoid the nearest curve UL is made (S50). On the other hand, if the detour DL exists within the predetermined distance (S49: Yes), the traffic congestion avoidance unit 76 maintains the decision to avoid the curve UL.

[0132] (Summary of the Third Embodiment)

[0133] The third embodiment described so far also achieves the same effects as the second embodiment. When it is estimated that the host vehicle Am will be caught in a traffic jam caused by the Michigan intersection ML, a decision is made to avoid driving on the curve road UL. As described above, even at the Michigan intersection ML, which requires passing the curve road UL, it is possible to avoid traffic jams on a route that crosses the median MB.

[0134] In addition, in the third embodiment, traffic congestion information indicating whether the merging lane R2 is congested and signal information indicating the initial lighting pattern of the traffic light TL after merging into the merging lane R2 are obtained as road information. Furthermore, the traffic congestion avoidance unit 76 avoids traveling on the curve UL when the traffic light TL is in the lighting pattern indicating a stop and the merging lane R2 is congested. Due to such control, it is less likely that the vehicle Am will be stuck on the curve UL. On the other hand, even if the traffic light TL is in the lighting pattern indicating a stop, if the merging lane R2 is not congested, the traffic congestion avoidance unit 76 decides to travel on the curve UL. This allows for a quick turn-around from the driving lane R1 to the merging lane R2, making it easier to ensure the convenience of autonomous driving.

[0135] Furthermore, in the third embodiment, when the traffic congestion avoidance unit 76 determines to avoid traveling on the curve UL, it further obtains information on the next connecting road CL, namely, the detour DL. Furthermore, if no detour DL is within a predetermined distance, the traffic congestion avoidance unit 76 cancels the decision to avoid traveling on the curve UL. This control method reduces the likelihood of a significant delay in arrival time caused by suspending travel on the nearest curve UL. Consequently, a reduction in the convenience of autonomous driving can be avoided.

[0136] (Fourth embodiment)

[0137] The second embodiment of the present disclosure is a modified example of the first embodiment. The fourth embodiment of the automatic driving ECU 50 performs a U-turn through the connecting road CL of the median opening MO in the following scenarios 1 to 5 while maintaining the state of continuing the driving assistance control or the autonomous driving control. Figures 13 to 17 , and refer to Figure 1 as well as Figure 2 The U-turn driving control performed in Scenarios 1 to 5 will be described in detail.

[0138] [Scenario 1: U-turn control considering left and right turns after a U-turn]

[0139] exist Figure 13In the illustrated scenario 1, the vehicle Am makes a U-turn from the current lane R1 of the road being traveled to the merging lane R2 of the oncoming road by passing through the connecting road CL. The navigation ECU 38 is programmed with a planned driving route that specifies that after moving to the merging lane R2, the vehicle Am will make a left or right turn within a predetermined distance (e.g., several hundred meters to approximately 1 km).

[0140] If, after moving into the merging lane R2, the vehicle is scheduled to make a left or right turn within a specified distance, and if there are multiple (or two) merging lanes R2 on the opposite road, the environment recognition unit 62 obtains information indicating the right or left turn-compatible lanes Lng in the multiple merging lanes R2 that correspond to the scheduled left or right turns. Specifically, if, after moving into the merging lane R2, the vehicle is scheduled to make a right turn within a specified distance, the environment recognition unit 62 identifies the opposite outer lane Lco in the multiple merging lanes R2 as the right or left turn-compatible lane Lng. Conversely, if, after moving into the merging lane R2, the vehicle is scheduled to make a left turn within a specified distance, the environment recognition unit 62 identifies the opposite inner lane Lci in the multiple merging lanes R2 as the right or left turn-compatible lane Lng.

[0141] The driving control unit 77 changes the method of making a U-turn from the connecting road CL into the left-turn lane Lng based on the position of the left-turn lane Lng in the multiple merging lanes R2. If the opposite inner lane Lci is the left-turn lane Lng, the driving control unit 77 generates an inner loop driving line PLi that curves slightly from the driving lane R1, which both lanes are connected to the center median MB, to the opposite inner lane Lci. Conversely, if the opposite outer lane Lco is the left-turn lane Lng, the driving control unit 77 generates an outer loop driving line PLo that curves sharply from the driving lane R1 facing the center median MB to the opposite outer lane Lco. The host vehicle Am performs a U-turn on the connecting road CL at the median opening MO according to either the inner loop driving line PLi or the outer loop driving line PLo. The outer loop driving line PLo can also be generated as the host vehicle Am approaches the outer road end RE.

[0142] The driving control unit 77 changes the temporary stop on the connecting road CL (refer to the position of the merging lane R2 (left / right turn corresponding lane Lng) into which the host vehicle Am enters after making a U-turn among the multiple merging lanes R2. Figure 13The steering angle (tire angle) of the host vehicle Am is shown as a dashed line. When entering the oncoming inner lane Lci through a U-turn, the driving control unit 77 increases the steering angle during a temporary stop associated with the U-turn, compared to when entering the oncoming outer lane Lco. In other words, when entering the oncoming outer lane Lco through a wide U-turn, the steering wheel of the host vehicle Am is in a nearly straight position during the temporary stop, compared to when entering the oncoming inner lane Lci through a smaller turn.

[0143] When a U-turn and a subsequent left or right turn are performed consecutively on the connecting road CL, the notification request unit 72 cooperates with the HMI system 10 to notify the driver of the scheduled U-turn and the subsequent left or right turn. Before the U-turn begins, while the vehicle Am is traveling in the driving lane R1, the notification request unit 72 collectively reports to the driver the scheduled U-turns and left or right turns that will form the consecutive branches. Information indicating the U-turn and information indicating the left or right turns are presented to the driver simultaneously via a screen display on the instrument display 21 and CID 22, or a virtual image display on the HUD 23. Before the U-turn begins, the notification of the scheduled U-turn is emphasized over the notification of the subsequent left or right turn. For example, an image indicating the scheduled U-turn is displayed larger than an image indicating the scheduled left or right turn.

[0144] Here, when the driving lane R1 in which the host vehicle Am is traveling connects to the connecting road CL, there is a possibility that the preceding vehicle traveling ahead of the host vehicle Am will slow down or stop to make a U-turn on the connecting road CL. Therefore, the driving control unit 77 drives the host vehicle Am in the driving lane R1 facing the center median MB without a planned U-turn on the connecting road CL. Furthermore, if there is a preceding vehicle ahead of the host vehicle Am, the driving control unit 77 suppresses the acceleration of the host vehicle Am compared to when there is no preceding vehicle. By performing acceleration suppression control near the connecting road CL, the driving control unit 77 can prevent the host vehicle Am from getting too close to the preceding vehicle that suddenly slows down to make a U-turn when passing through the connecting road CL where a U-turn is possible.

[0145] [Scenario 2: U-turn control considering pedestrians on the sidewalk]

[0146] exist Figure 14In the illustrated scenario 2, the vehicle Am makes a wide U-turn from the current lane R1 to the oncoming outer lane Lco by passing through the connecting road CL. The oncoming outer lane Lco is a lane adjacent to the sidewalk SW among the multiple merging lanes R2. A pedestrian Pd is located near the connecting road CL on the sidewalk SW of the merging lane R2. When the vehicle is scheduled to make a wide U-turn into the oncoming outer lane Lco, the environment recognition unit 62 obtains information indicating whether the pedestrian Pd is located on the sidewalk SW facing the outside of the oncoming outer lane Lco.

[0147] If there are no pedestrians Pd on the sidewalk SW, the driving control unit 77 generates a normal outer loop driving line PLo for making a wide U-turn to enter the oncoming outer lane Lco. In contrast, if there are pedestrians Pd on the sidewalk SW, the driving control unit 77 generates a corrected driving line PLm for making a U-turn closer to the inside than would be the case if there were no pedestrians Pd. Following the corrected driving line PLm, the host vehicle Am makes a wide U-turn closer to the oncoming inner lane Lci to enter the oncoming outer lane Lco while maintaining distance from the sidewalk SW and the pedestrians Pd.

[0148] [Scene 3: U-turn and left and right turns]

[0149] exist Figure 15 In Scenario 3, the host vehicle Am is traveling on a connecting road CL, part of an intersection IS. At the intersection IS, a main road with a central median MB intersects an intersecting road R3 connected to the main road. Intersecting road R3 connects to a merging lane R2. While the host vehicle Am is traveling in the active lane R1, it can make a U-turn (merging into the merging lane R2) or a left turn (crossing the merging lane R2) on the connecting road CL of the intersection IS.

[0150] When making a U-turn on the connecting road CL, the driving control unit 77 generates an inner loop driving line PLi, which turns from the currently traveling lane R1 across the center median MB to the opposite inner lane Lci. Conversely, when making a left turn on the connecting road CL, the driving control unit 77 generates a left-turn driving line PLt, which runs from the currently traveling lane R1 toward the intersecting road R3. The driving control unit 77 generates the inner loop driving line PLi and the left-turn driving line PLt so that the following vehicle (its passengers or the system) can predict whether the vehicle is making a U-turn or a left turn. Specifically, when traveling along the inner loop driving line PLi during a U-turn, the steering angle of the vehicle Am traveling on the connecting road CL is increased compared to when traveling along the left-turn driving line PLt during a left turn. Furthermore, when making a U-turn, the vehicle Am temporarily stops on the connecting road CL, facing the inside of the turn, compared to when making a left turn.

[0151] Here, whether the vehicle Am is making a U-turn toward the merging lane R2 or turning left toward the intersecting road R3, the left direction indicator 44 begins flashing before entering the intersection IS. Therefore, it is difficult for vehicles behind and parallel vehicles to predict whether the vehicle Am will make a U-turn or a left turn. Therefore, when the vehicle Am is making a U-turn toward the merging lane R2 on the connecting road CL, which allows both U-turns and left and right turns, the notification request unit 72 uses the exterior display 27 to notify the vehicle outside of the vehicle of the planned U-turn.

[0152] The exterior display 27 is an exterior notification device provided in the vehicle Am. The vehicle Am may also be provided with an exterior speaker as an exterior notification device. The exterior display 27 is provided, for example, on the exterior side of the vehicle Am, such as the rear and side surfaces. The exterior display 27 is a display capable of displaying characters and displays information facing outside the vehicle. The notification request unit 72 can directly control the exterior display 27 or control the exterior display 27 in cooperation with the HCU 100. When performing a U-turn at an intersection IS, before entering the intersection IS, the notification request unit 72 uses the exterior display 27 on the rear and side surfaces to notify the following vehicles and parallel vehicles of the U-turn in advance. As an example, the notification request unit 72 causes the exterior display 27 to display a character message such as "Perform a U-turn" as information indicating that the U-turn is scheduled to be implemented.

[0153] [Scenario 4: U-turn control on a moving road in a traffic jam]

[0154] exist Figure 16In the illustrated scenario 4, the vehicle Am performs a U-turn from the driving lane R1 in traffic congestion toward the merging lane R2 (opposite inner lane Lci) that is not in traffic congestion. The environment recognition unit 62 obtains information indicating whether traffic congestion has occurred in the exit preparation section AS. The exit preparation section AS is a section in the driving lane R1 in which the vehicle Am is traveling that is near the connecting road CL where the U-turn is scheduled. As an example, the section of about 100 meters in front of the connecting road CL is the exit preparation section AS. The environment recognition unit 62 determines that the area around the vehicle Am is in traffic congestion when the driving speed of the vehicle Am is below a predetermined traffic congestion determination threshold (for example, 10 km / h) and when there is a preceding vehicle in front of the vehicle Am.

[0155] If the travel control unit 77 generates traffic congestion in the exit preparation zone AS (see Figure 16 The left connecting road CL), and when there is no traffic congestion in the exit preparation section AS (refer to Figure 16 The driving control unit 77 changes the control content of the U-turn driving when exiting the preparation section AS (connecting road CL on the right). The driving control unit 77 changes the temporary stop position SP accompanying the U-turn driving when traffic congestion occurs and when traffic congestion does not occur in the preparation section AS. Specifically, the driving control unit 77 sets the temporary stop position SP when traffic congestion occurs in the preparation section AS to the inner side of the connecting road CL compared to the temporary stop position SP when traffic congestion does not occur in the preparation section AS. The temporary stop position SP when traffic congestion occurs is set, for example, at the middle of the connecting road CL. On the other hand, the temporary stop position SP when traffic congestion does not occur is set at a position adjacent to the driving lane R1. In addition, by setting the temporary stop position SP in traffic congestion to the inner side of the temporary stop position SP when traffic congestion does not occur, the temporary stop positions SP in traffic congestion and in traffic non-congestion can be appropriately changed.

[0156] When traffic congestion occurs in the exit preparation section AS, the driving control unit 77 increases the acceleration value during the U-turn compared to when traffic congestion does not occur in the exit preparation section AS. This allows the host vehicle Am to quickly exit the traffic congestion in the lane R1 so as not to hinder the movement of vehicles behind it, and accelerate to a speed that matches the cruising speed of other vehicles traveling in the merging lane R2.

[0157] The device control unit 65, in coordination with the body ECU 43, adjusts the start timing of the flashing operation of the direction indicator 44 based on the presence or absence of traffic congestion in the exit preparation section AS. When traffic congestion is not occurring in the exit preparation section AS, the device control unit 65 causes the flashing operation of the direction indicator 44 to begin sooner than when traffic congestion is occurring. Specifically, the start position of the direction indicator 44 when traffic is not congested is set farther from the connecting road CL than the start position when traffic is congested. Furthermore, the flashing duration of the direction indicator 44 in the exit preparation section AS when traffic is not congested is set longer than the flashing duration in the exit preparation section AS when traffic is congested.

[0158] [Scenario 5: U-turn avoidance based on speed exceeding the limit]

[0159] exist Figure 17 In the illustrated scenario 5, the host vehicle Am, approaching the connecting road CL, suddenly changes its planned driving route, generating a planned driving route for a U-turn on the nearest connecting road CL. In this case, the traffic congestion avoidance unit 76 determines whether the U-turn through the connecting road CL can be performed based on the driving speed of the host vehicle Am entering the exit preparation section AS facing the connecting road CL. The length of the exit preparation section AS can be varied as appropriate; as an example, it is set to approximately several dozen to one hundred meters.

[0160] The environment recognition unit 62 refers to map data, etc., and obtains information indicating the steering angle of the vehicle Am required for the U-turn through the connecting road CL. In the case where the opposite road is a single-lane road on one side, and in the case where the lane width of the merging lane R2 is narrow, the steering angle required for the U-turn is large. The traffic congestion avoidance unit 76 sets an avoidance threshold for determining whether the U-turn can be implemented based on the steering angle required for the U-turn through the connecting road CL. The larger the steering angle required for the U-turn, the smaller the avoidance threshold is set (low speed). The traffic congestion avoidance unit 76 terminates the U-turn on the connecting road CL when the driving speed entering the exit preparation section AS is greater than the avoidance threshold. On the other hand, when the driving speed entering the exit preparation section AS is below the avoidance threshold, the traffic congestion avoidance unit 76 permits the U-turn on the connecting road CL.

[0161] When the traffic congestion avoidance unit 76 determines to perform a U-turn, the driving control unit 77 performs a more roundabout U-turn as the speed at which the vehicle enters the exit preparation section AS increases and the driving speed in the exit preparation section AS increases (faster). The driving control unit 77 generates a roundabout driving line PLu that allows the vehicle Am to approach the outer road end RE of the merging lane R2. Based on the roundabout driving line PLu, the vehicle Am performs a roundabout U-turn to a degree that prevents the vehicle from approaching the outer road end RE.

[0162] (Summary of the Fourth Embodiment)

[0163] The fourth embodiment described so far also has the same effect as the first embodiment, and can avoid traffic congestion on the path across the central median MB. In addition, in the fourth embodiment, after moving to the merging lane R2, when there is a plan to make a left or right turn within a specified distance, information indicating the left and right turn corresponding lanes Lng in the multiple merging lanes R2 corresponding to the left and right turns is obtained. Moreover, according to the position of the left and right turn corresponding lanes Lng in the multiple merging lanes R2, the method of U-turn driving from the connecting road CL to the left and right turn corresponding lanes Lng is changed. Based on the above, the automatic driving ECU 50 can smoothly implement U-turns and left and right turns that become continuous branches in a short period of time.

[0164] Furthermore, in the fourth embodiment, the driver is informed of the planned U-turn on the connecting road CL and the subsequent left and right turns before the U-turn begins. This allows the driver to understand in advance that the U-turn and the subsequent left and right turns will be performed consecutively in a short period of time. As a result, the driver is less likely to feel uneasy about switching to a U-turn driving method that takes into account left and right turns.

[0165] Furthermore, in the fourth embodiment, the notification of the scheduled U-turn is emphasized before the start of the U-turn, rather than the notification of the scheduled left or right turns. As described above, by giving priority to the notification of the scheduled U-turn, the driver can correctly understand the order of vehicle control planned for the host vehicle Am even when both pieces of information are reported together.

[0166] In addition, in the fourth embodiment, information indicating whether a pedestrian Pd is present on the sidewalk SW on the outside of the merging lane R2 is obtained. Furthermore, if a pedestrian Pd is present on the sidewalk CW, the vehicle performs a U-turn closer to the inside than if no pedestrian Pd is present. This reduces the likelihood of the vehicle Am, which is operating in an automated manner, startling a pedestrian Pd by making a U-turn.

[0167] Furthermore, in the fourth embodiment, the steering angle of the host vehicle Am during a temporary stop on the connecting road CL accompanying the U-turn is changed based on the position of the merging lane R2 that the host vehicle Am enters by making a U-turn through the connecting road CL. As described above, by setting the steering angle corresponding to the position of the merging lane R2 entered at an early point in the U-turn, the host vehicle Am can smoothly travel toward the merging lane R2 that is the destination of the U-turn.

[0168] Furthermore, in the fourth embodiment, when lane R1 connects to connecting road CL during travel and there is a preceding vehicle ahead of host vehicle Am, acceleration of host vehicle Am is suppressed compared to a case where there is no preceding vehicle. As described above, even if the preceding vehicle suddenly decelerates to make a U-turn on connecting road CL, host vehicle Am can smoothly decelerate or stop behind the preceding vehicle.

[0169] In addition, in the fourth embodiment, when a U-turn toward the merging lane R2 is performed on a connecting road CL that allows both a U-turn to merge into the merging lane R2 and a left or right turn that crosses the merging lane R2, an exterior notification is provided using the exterior display 27. This exterior notification notifies the exterior of the planned U-turn. Therefore, passengers in other vehicles surrounding the vehicle Am can understand in advance that the vehicle Am plans to perform a U-turn instead of a left or right turn.

[0170] Furthermore, in the fourth embodiment, when performing a U-turn on the connecting road CL, the steering angle of the host vehicle Am traveling on the connecting road CL is increased compared to when performing a left or right turn on the connecting road CL. As described above, passengers in a following vehicle or the like can also predict whether the host vehicle Am is planning to perform a U-turn based on whether the vehicle Am is entering the connecting road CL in an inward direction.

[0171] Furthermore, in the fourth embodiment, information indicating whether traffic congestion is occurring in the exit preparation section AS facing the connecting road CL in the driving lane R1 is obtained. Furthermore, the control details for the U-turn are modified depending on whether traffic congestion is occurring in the exit preparation section AS or not. As described above, the vehicle Am can smoothly perform a U-turn from the congested driving lane R1.

[0172] In addition, in the fourth embodiment, the temporary stopping position SP associated with the U-turn is changed depending on whether traffic congestion occurs in the exit preparation section AS or not. Specifically, the temporary stopping position SP in the event of traffic congestion in the exit preparation section AS is set to the inner side of the connecting road CL. Therefore, even if the host vehicle Am traveling in the exit preparation section AS during traffic congestion stops at the temporary stopping position SP, the following vehicle can still avoid the host vehicle Am. As a result, the host vehicle Am can perform a U-turn without exacerbating traffic congestion in the exit preparation section AS.

[0173] Furthermore, in the fourth embodiment, when there is no traffic congestion in the exit preparation section AS, the flashing operation of the direction indicator 44 of the host vehicle Am is started earlier than when there is traffic congestion in the exit preparation section AS. As described above, by continuing the flashing operation of the direction indicator 44 for a longer period of time in the exit preparation section AS during traffic congestion, it is possible to avoid causing inconvenience to passengers in other vehicles.

[0174] Furthermore, in the fourth embodiment, when traffic congestion occurs in the exit preparation section AS, the acceleration value during the U-turn is increased compared to when traffic congestion does not occur in the exit preparation section AS. Therefore, the host vehicle Am can quickly exit the congested lane R1 and smoothly merge into the merging lane R2.

[0175] In addition, in the fourth embodiment, the possibility of performing a U-turn through the connecting road CL is determined based on the driving speed at the time of entering the exit preparation zone AS. As described above, even if an irregularity suddenly creates a planned driving path for a U-turn through the connecting road CL, it is still possible to appropriately determine whether to perform a U-turn through the connecting road CL.

[0176] Furthermore, in the fourth embodiment, when a U-turn is decided, a larger U-turn is made as the travel speed increases in the exit preparation section AS. As described above, even when a U-turn is suddenly decided, the acceleration acting on the host vehicle Am in the deceleration direction and the left-right acceleration can be appropriately suppressed.

[0177] Furthermore, in the fourth embodiment, when the driving speed upon entering the exit preparation zone AS exceeds the avoidance threshold, the U-turn on the connecting road CL is canceled. Therefore, a U-turn accompanied by sudden deceleration and a sudden turn can be appropriately avoided.

[0178] Furthermore, in the fourth embodiment, the avoidance threshold is set to a smaller value as the steering angle required for a U-turn through the connecting road CL increases. Therefore, on connecting roads CL, where a U-turn around a tight curve is necessary, a U-turn cannot be performed unless the vehicle enters the exit preparation zone AS at a high speed. This allows for a determination of whether a U-turn can be made that takes into account the road shape near the connecting road CL. Furthermore, in the fourth embodiment, the exterior display 27 corresponds to an "exterior notification device," and the notification request unit 72 corresponds to a "notification implementation unit."

[0179] (Other Embodiments)

[0180] Although a plurality of embodiments of the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments and can be applied to various embodiments and combinations within the scope not departing from the gist of the present disclosure.

[0181] In the first modification of the first embodiment, when no traffic light is provided at the intersection IS serving as the connecting road CL ( Figure 5 S15: No), the traffic congestion avoidance unit 76 determines to avoid traveling on the nearest connecting road CL regardless of whether the merging lane R2 is congested (S18).

[0182] In the second variation of the first embodiment, similar to the third embodiment, after deciding to avoid the connecting road CL, detour information is acquired. If no detour DL exists within the predetermined distance, the traffic congestion avoidance unit 76 cancels the decision to avoid the connecting road CL and decides to travel along the nearest connecting road CL. As a result, even if there is no traffic light at the intersection IS or if the merging lane R2 is congested, the traffic congestion avoidance unit 76 causes the host vehicle Am to perform a U-turn or a left / right turn based on the nearest connecting road CL.

[0183] In the third modification of the second embodiment, even if the traffic light TL (see Figure 11 ) is the lighting mode that allows travel ( Figure 12 S15: No), if the merging lane R2 is congested, the traffic congestion avoidance unit 76 also determines to avoid driving on the nearest connecting road CL (S47). According to this modification 3, it is possible to more reliably avoid being forced to stop on the curve road UL.

[0184] In the fourth modification of the above embodiment, a driving assistance ECU for performing level 2 driving assistance control is provided separately from the automatic driving ECU 50. As in the fourth modification, an automatic driving system including a plurality of vehicle-mounted ECUs corresponds to an "automatic driving control device."

[0185] In the fifth modification of the above embodiment, a single integrated ECU provides the functions of the automatic driving ECU 50 and the HCU 100. In this fifth modification, the integrated ECU corresponds to an "automatic driving control device."

[0186] In the above embodiment, the driving control related to the connecting road CL is described based on the premise that the vehicle is traveling on the right side of the traffic environment. Such driving control disclosed in the present invention can also be applied to the traffic environment where the vehicle is traveling on the left side. In other words, the vehicle equipped with the automatic driving ECU and HMI system can be a right-hand steering wheel vehicle or a left-hand steering wheel vehicle. For example, in a traffic environment where the vehicle is traveling on the right side, turning left becomes traveling across the merging lane R2, and in a traffic environment where the vehicle is traveling on the left side, turning right becomes traveling across the merging lane R2. In this way, matters related to left and right turns can be switched and applied to any traffic environment.

[0187] The functions provided by the autonomous driving ECU and HCU can also be provided by software and hardware that executes the software, by software alone, by hardware alone, or by a combination of these. Furthermore, when such functions are provided by electronic circuits as hardware, they can also be provided by digital circuits including numerous logic circuits or analog circuits. Furthermore, the software used to implement such functions may also include, at least in part, code automatically generated using, for example, a neural network or language model trained using real-world camera images.

[0188] Each processing unit of the above-mentioned embodiment is configured to include at least one CPU (Central Processing Unit: Central Processing Unit) and GPU (Graphics Processing Unit: Graphics Processing Unit) and other computing cores. The processing unit can be configured to further include FPGA (Field-Programmable Gate Array: Field Programmable Gate Array), NPU (Neural Network Processing Unit: Neural Network Processing Unit) and other IP cores with dedicated functions. The processing unit is not limited to a configuration that is independently installed on a printed circuit board. The processing unit can be a configuration that is installed on an ASIC (Application Specific Integrated Circuit: Integrated Circuit), SoC (System on Chip: System-level chip), a core assembly, and an FPGA.

[0189] The form of the storage medium (continuous tangible computer-readable medium, or n-transitorytangible storage medium) storing various programs, etc., can be modified as appropriate. Furthermore, the storage medium is not limited to being provided on a circuit board; it can also be provided in the form of a memory card, etc., inserted into a socket, and electrically connected to a control circuit such as an autonomous driving ECU or HCU. Furthermore, the storage medium can be an optical disk, hard disk drive, or solid-state disk, etc., which serves as a source for copying or distributing programs to the autonomous driving ECU or HCU.

[0190] Vehicles equipped with the above-mentioned autonomous driving ECU and HMI system are not limited to ordinary passenger cars for personal use, but can also be rental vehicles, passenger taxis, carpooling vehicles, trucks, buses, etc.

[0191] 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 a computer on a non-migratable tangible recording medium that can be read by a computer.

[0192] (Disclosure of technical ideas)

[0193] This specification discloses multiple technical concepts described in the following multiple items. Some items are described by selectively citing a multiple dependent form of a preceding item in a subsequent item. In addition, some items are described by referring to another multiple dependent form. These items described in multiple dependent forms define multiple technical concepts.

[0194] (Technical Thought 1)

[0195] An automatic driving control device is an automatic driving control device capable of driving a host vehicle (Am) through an automatic driving function, comprising:

[0196] An information acquisition unit (62) acquires road information related to a connecting road (CL) connecting lanes separated in different directions by a median strip (MB), when the predetermined driving path of the host vehicle is set on the connecting road (CL); and

[0197] A traffic congestion avoiding unit (76) avoids traveling on the connecting road when it is estimated that the host vehicle will be involved in traffic congestion caused by the connecting road based on the road information.

[0198] (Technical Thought 2)

[0199] According to the automatic driving control device described in Technical Idea 1, the information acquisition unit acquires the road information of the merging lane (R2) located in front of the connecting road when the intersection (IS) without a traffic light is set as the planned driving path of the connecting road.

[0200] The traffic congestion avoidance unit avoids traveling on the connecting road when it is estimated that the merging lane is congested based on the road information of the merging lane.

[0201] (Technical Thought 3)

[0202] According to the automatic driving control device described in Technical Idea 1 or 2, when the predetermined driving route is set with an intersection (IS) as the connecting road, the information acquisition unit acquires the presence or absence of a traffic light installed at the intersection as the road information.

[0203] The traffic congestion avoiding unit avoids traveling through the intersection serving as the connecting road when the traffic signal is not installed at the intersection.

[0204] (Technical Thought 4)

[0205] According to the automatic driving control device described in any one of technical concepts 1 to 3, the information acquisition unit further acquires information on a detour (DL) which is the next connecting road after the connecting road for which the planned driving route is set.

[0206] The traffic congestion avoidance unit decides to travel along the connecting road when the detour does not exist within a predetermined distance.

[0207] (Technical Thought 5)

[0208] According to the automatic driving control device described in Technical Concept 1, the information acquisition unit acquires the road information related to the Michigan intersection when the planned driving route is set to include the curve road (UL) included in the Michigan intersection (ML) as the connecting road.

[0209] The traffic congestion avoidance unit avoids traveling along the curve when it is estimated that the host vehicle will be involved in traffic congestion caused by the Michigan intersection.

[0210] (Technical Thought 6)

[0211] According to the automatic driving control device described in Technical Idea 5, the information acquisition unit acquires the road information of the curve or the approach section (AL) for entering the curve.

[0212] The traffic congestion avoidance unit avoids traveling on the curve when it is estimated that the curve or the incoming section is congested based on the road information.

[0213] (Technical Thought 7)

[0214] According to the automatic driving control device described in the technical idea 5 or 6, the information acquisition unit acquires the road information of the merging lane (R2) located in front of the curve.

[0215] The traffic congestion avoidance unit avoids traveling along the curve when it is estimated that the merging lane is congested based on the road information of the merging lane.

[0216] (Technical Thought 8)

[0217] According to the automatic driving control device described in Technical Idea 5 or 6, the information acquisition unit acquires, as the road information, information indicating whether the merging lane (R2) located ahead of the curve is congested, and information indicating the lighting pattern of the initial traffic light (TL) after merging into the merging lane.

[0218] The traffic congestion avoidance unit avoids driving on the turning road when the traffic light is in the lighting mode indicating a stop and the merging lane is congested. Even if the traffic light is in the lighting mode indicating a stop and the merging lane is not congested, the unit decides to drive on the turning road.

[0219] (Technical Thought 9)

[0220] According to the automatic driving control device recorded in any one of technical ideas 5 to 8, the above-mentioned traffic congestion avoidance unit avoids driving on the above-mentioned turning road when the above-mentioned predetermined driving path is set to turn right within a specified distance after merging from the above-mentioned turning road to the merging lane (R2).

[0221] (Technical Thought 10)

[0222] According to the automatic driving control device described in any one of technical ideas 5 to 9, the information acquisition unit acquires the lane number of the merging lane (R2) located ahead of the curve as the road information,

[0223] The traffic congestion avoidance unit avoids traveling along the curve when the planned driving route is set to turn right at the first intersection area (IA) in the merging lane and movement to the right turn lane (Lrt) requires a predetermined number of lane changes or more.

[0224] (Technical Thought 11)

[0225] According to the automatic driving control device described in any one of technical concepts 5 to 10, the information acquisition unit further acquires information on a detour (DL) which is the next connecting road of the curve road for which the predetermined driving route is set.

[0226] The traffic congestion avoidance unit decides to travel along the curve when the detour does not exist within a predetermined distance.

[0227] (Technical Thought 12)

[0228] According to the automatic driving control device described in any one of technical concepts 5 to 10, when the traffic congestion avoidance unit determines to avoid the curve, the information acquisition unit further acquires information on the next connecting road, that is, the detour (DL).

[0229] The traffic congestion avoidance unit cancels the decision to avoid the curve when the detour does not exist within a predetermined distance.

[0230] (Technical Thought 13)

[0231] The automatic driving control device according to any one of technical concepts 1 to 12 further comprises: a driving control unit (77) for controlling the U-turn driving of the vehicle toward the merging lane (R2) through the connecting road;

[0232] The information acquisition unit acquires information indicating a left or right turn corresponding lane (Lng) corresponding to the left or right turn among the plurality of merging lanes when the vehicle is scheduled to make a left or right turn within a predetermined distance after moving to the merging lane.

[0233] The driving control unit changes a method of the U-turn driving from the connecting road into the left or right turn lane according to a position of the left or right turn lane among the plurality of merging lanes.

[0234] (Technical Thought 14)

[0235] The automatic driving control device according to technical idea 13 also includes: a reporting implementation unit (72) that summarizes and reports the U-turn on the connecting road and the implementation plan of the left and right turns after the U-turn to the driver of the vehicle before the start of the U-turn.

[0236] (Technical Thought 15)

[0237] According to the automatic driving control device described in the fourteenth technical idea, the notification implementation unit emphasizes the notification of the planned implementation of the U-turn over the notification of the planned implementation of the left or right turn before the start of the U-turn.

[0238] (Technical Thought 16)

[0239] According to the automatic driving control device described in the technical idea 13 or 14, the information acquisition unit acquires information indicating whether a pedestrian (Pd) is present on the sidewalk (SW) facing the outer side of the merging lane.

[0240] The travel control unit performs the U-turn closer to the inside when the pedestrian is present on the sidewalk than when the pedestrian is not present.

[0241] (Technical Thought 17)

[0242] The automatic driving control device according to any one of technical concepts 1 to 16 further comprises: a driving control unit (77) for controlling the U-turn driving of the vehicle passing through the connecting road;

[0243] The travel control unit changes the steering angle of the host vehicle during a temporary stop on the connecting road accompanying the U-turn, according to a position of a merging lane (R2) into which the host vehicle enters by the U-turn.

[0244] (Technical Thought 18)

[0245] The automatic driving control device according to any one of technical ideas 1 to 17 further comprises: a driving control unit (77), which suppresses the acceleration of the above-mentioned vehicle when the lane (R1) in which the above-mentioned vehicle is traveling is connected to the above-mentioned connecting road, and when there is a preceding vehicle in front of the above-mentioned vehicle, compared with a case where the preceding vehicle does not exist.

[0246] (Technical Thought 19)

[0247] The automatic driving control device according to any one of technical ideas 1 to 18 further comprises: a reporting implementation unit (72) for reporting the planned implementation of the U-turn to the outside of the vehicle using an off-vehicle reporting device (27) provided on the vehicle when the U-turn toward the merging lane (R2) is implemented on the connecting road on which the U-turn toward the merging lane (R2) and the left and right turns crossing the merging lane can be implemented.

[0248] (Technical Thought 20)

[0249] The automatic driving control device according to technical idea 19 also includes: a driving control unit (77) that increases the steering control angle of the vehicle traveling on the connecting road when performing the U-turn on the connecting road, compared with the case where the left or right turn is performed on the connecting road.

[0250] (Technical Thought 21)

[0251] The automatic driving control device according to any one of technical concepts 1 to 20 further comprises: a driving control unit (77) for controlling the U-turn driving of the vehicle toward the merging lane (R2) through the connecting road;

[0252] The information acquisition unit acquires information indicating whether traffic congestion occurs in an exit preparation section (AS), the exit preparation section being a section of the lane (R1) in which the vehicle is traveling and facing the connecting road where the U-turn is planned to be made,

[0253] The travel control unit changes the control content of the U-turn travel when traffic congestion occurs in the exit preparation section and when traffic congestion does not occur in the exit preparation section.

[0254] (Technical Thought 22)

[0255] According to the automatic driving control device described in Technical Idea 21, the driving control unit changes the temporary stop position (SP) accompanying the U-turn driving when traffic congestion occurs in the exit preparation section and when traffic congestion does not occur in the exit preparation section.

[0256] (Technical Thought 23)

[0257] The automatic driving control device according to technical idea 21 or 22 further comprises: an equipment control unit (65) which starts the flashing action of the direction indicator (44) provided on the above-mentioned vehicle earlier when no traffic congestion occurs in the above-mentioned exit preparation section than when traffic congestion occurs in the above-mentioned exit preparation section.

[0258] (Technical Thought 24)

[0259] According to the automatic driving control device described in any one of technical ideas 21 to 23, the driving control unit increases the acceleration value during the U-turn driving when traffic congestion occurs in the exit preparation section compared to a case where no traffic congestion occurs in the exit preparation section.

[0260] (Technical Thought 25)

[0261] According to the automatic driving control device described in any one of technical concepts 1 to 24, the information acquisition unit acquires information indicating the traveling speed of the host vehicle.

[0262] The traffic congestion avoiding unit determines whether a U-turn through the connecting road is possible based on the travel speed of the vehicle entering the exit preparation section (AS) facing the connecting road in the driving lane (R1) in which the vehicle is traveling.

[0263] (Technical Thought 26)

[0264] The automatic driving control device according to technical idea 25 further comprises: a driving control unit (77), which, when the traffic congestion avoidance unit determines that the U-turn is to be performed, makes the U-turn around a larger curve as the driving speed in the exit preparation section increases.

[0265] (Technical Thought 27)

[0266] According to the automatic driving control device described in Technical Idea 25 or 26, the traffic congestion avoidance unit terminates the U-turn on the connecting road when the driving speed upon entering the exit preparation section is greater than an avoidance threshold.

[0267] (Technical Thought 28)

[0268] According to the automatic driving control device described in Technical Idea 27, the traffic congestion avoiding unit sets the avoidance threshold value to a smaller value as the steering angle required for the U-turn through the connecting road increases.

Claims

1. An automatic driving control device capable of driving a host vehicle (Am) by an automatic driving function, wherein: have: An information acquisition unit (62) acquires road information related to a connecting road (CL) connecting lanes separated in different directions by a median strip (MB), when the predetermined driving path of the vehicle is set on the connecting road (CL); as well as A traffic congestion avoiding unit (76) avoids traveling on the connecting road when it is estimated that the host vehicle will be involved in traffic congestion caused by the connecting road based on the road information.

2. The automatic driving control device according to claim 1, wherein: The information acquisition unit acquires the road information of the merging lane (R2) located in front of the connecting road when the intersection (IS) without traffic lights is set as the planned driving route of the connecting road. The traffic congestion avoidance unit avoids traveling on the connecting road when it is estimated that the merging lane is congested based on the road information of the merging lane.

3. The automatic driving control device according to claim 1, wherein: When the planned driving route is set with an intersection (IS) as the connecting road, the information acquisition unit acquires the presence or absence of a traffic light installed at the intersection as the road information. The traffic congestion avoiding unit avoids traveling through the intersection serving as the connecting road when the traffic signal is not installed at the intersection.

4. The automatic driving control device according to any one of claims 1 to 3, wherein: The information acquisition unit further acquires information of a detour (DL) which is the next connecting road after the connecting road for which the planned driving route is set. The traffic congestion avoidance unit decides to travel along the connecting road when the detour does not exist within a predetermined distance.

5. The automatic driving control device according to claim 1, wherein: The information acquisition unit acquires the road information related to the Michigan intersection when the planned driving route is set to include the curve road (UL) included in the Michigan intersection (ML) as the connecting road. The traffic congestion avoidance unit avoids traveling along the curve when it is estimated that the host vehicle will be involved in traffic congestion caused by the Michigan intersection.

6. The automatic driving control device according to claim 5, wherein: The information acquisition unit acquires the road information of the curve or the approach section (AL) for entering the curve, The traffic congestion avoidance unit avoids traveling on the curve when it is estimated that the curve or the incoming section is congested based on the road information.

7. The automatic driving control device according to claim 5, wherein: The information acquisition unit acquires the road information of the merging lane (R2) located in front of the curve, The traffic congestion avoidance unit avoids traveling along the curve when it is estimated that the merging lane is congested based on the road information of the merging lane.

8. The automatic driving control device according to claim 5, wherein: The information acquisition unit acquires, as the road information, information indicating whether the merging lane (R2) located ahead of the curve is congested and information indicating the lighting pattern of the initial traffic light (TL) after merging into the merging lane. The traffic congestion avoidance unit avoids driving on the turning road when the traffic light is in the lighting mode indicating a stop and the merging lane is congested. Even if the traffic light is in the lighting mode indicating a stop and the merging lane is not congested, the unit decides to drive on the turning road.

9. The automatic driving control device according to claim 5, wherein: The traffic congestion avoidance unit avoids traveling along the curve when the planned driving route is set to turn right within a predetermined distance after merging from the curve to the merging lane (R2).

10. The automatic driving control device according to claim 5, wherein: The information acquisition unit acquires the lane number of the merging lane (R2) located in front of the curve as the road information, The traffic congestion avoidance unit avoids traveling along the curve when the planned driving route is set to turn right at the first intersection area (IA) in the merging lane and movement to the right turn lane (Lrt) requires a predetermined number of lane changes or more.

11. The automatic driving control device according to any one of claims 5 to 10, wherein: The information acquisition unit further acquires information of the detour (DL) which is the next connecting road after the curve road in which the planned driving route is set. The traffic congestion avoidance unit decides to travel along the curve when the detour does not exist within a predetermined distance.

12. The automatic driving control device according to any one of claims 5 to 10, wherein: When the traffic congestion avoidance unit determines to avoid the curving road, the information acquisition unit further acquires information of the next connecting road, namely, the detour road (DL). The traffic congestion avoidance unit cancels the decision to avoid the curve when the detour does not exist within a predetermined distance.

13. The automatic driving control device according to claim 1, wherein: Also features: A driving control unit (77) controls the U-turn of the vehicle toward the merging lane (R2) through the connecting road. The information acquisition unit acquires information indicating a left or right turn corresponding lane (Lng) corresponding to the left or right turn among the plurality of merging lanes when the vehicle is scheduled to make a left or right turn within a predetermined distance after moving to the merging lane. The driving control unit changes a method of the U-turn driving from the connecting road into the left or right turn lane according to a position of the left or right turn lane among the plurality of merging lanes.

14. The automatic driving control device according to claim 13, wherein: Also features: A reporting and implementing unit (72) reports to the driver of the vehicle the planned implementation of the U-turn on the connecting road and the left and right turns after the U-turn before the U-turn starts.

15. The automatic driving control device according to claim 14, wherein: The notification issuing unit may emphasize the notification of the scheduled execution of the U-turn over the notification of the scheduled execution of the left or right turn before the start of the U-turn.

16. The automatic driving control device according to claim 13, wherein: The information acquisition unit acquires information indicating whether a pedestrian (Pd) exists on the sidewalk (SW) facing the outer side of the merging lane. The travel control unit performs the U-turn closer to the inside when the pedestrian is present on the sidewalk than when the pedestrian is not present.

17. The automatic driving control device according to claim 1, wherein: Also features: A driving control unit (77) controls the U-turn driving of the vehicle passing through the connecting road. The travel control unit changes the steering angle of the host vehicle during a temporary stop on the connecting road accompanying the U-turn, according to a position of a merging lane (R2) into which the host vehicle enters by the U-turn.

18. The automatic driving control device according to claim 1, wherein: Also features: A driving control unit (77) suppresses acceleration of the host vehicle compared to a case where the host vehicle is not traveling in a driving lane (R1) connected to the connecting road and there is a preceding vehicle in front of the host vehicle.

19. The automatic driving control device according to claim 1, wherein: Also features: The reporting implementation unit (72) uses an off-vehicle reporting device (27) provided on the vehicle to report the planned implementation of the U-turn to the outside of the vehicle when the U-turn toward the merging lane (R2) is implemented on the connecting road where the U-turn toward the merging lane (R2) and the left and right turns crossing the merging lane can be implemented.

20. The automatic driving control device according to claim 19, wherein: Also features: The driving control unit (77) increases the steering angle of the vehicle traveling on the connecting road when the U-turn is performed on the connecting road, compared to when the left or right turn is performed on the connecting road.

21. The automatic driving control device according to claim 1, wherein: Also features: A driving control unit (77) controls the U-turn of the vehicle toward the merging lane (R2) through the connecting road. The information acquisition unit acquires information indicating whether traffic congestion occurs in an exit preparation section (AS), the exit preparation section being a section of the lane (R1) in which the vehicle is traveling and facing the connecting road where the U-turn is planned to be made, The travel control unit changes the control content of the U-turn travel when traffic congestion occurs in the exit preparation section and when traffic congestion does not occur in the exit preparation section.

22. The automatic driving control device according to claim 21, wherein: The travel control unit changes the temporary stop position (SP) accompanying the U-turn travel when traffic congestion occurs in the exit preparation section and when traffic congestion does not occur in the exit preparation section.

23. The automatic driving control device according to claim 21, wherein: Also features: The device control unit (65) starts flashing the direction indicator (44) provided on the vehicle earlier when no traffic congestion occurs in the exit preparation section than when traffic congestion occurs in the exit preparation section.

24. The automatic driving control device according to claim 21, wherein: The travel control unit increases the acceleration value during the U-turn travel when traffic congestion occurs in the exit preparation section, compared to a case where traffic congestion does not occur in the exit preparation section.

25. The automatic driving control device according to claim 1, wherein: The information acquisition unit acquires information indicating the traveling speed of the host vehicle. The traffic congestion avoiding unit determines whether a U-turn through the connecting road is possible based on the travel speed of the vehicle entering the exit preparation section (AS) facing the connecting road in the driving lane (R1) in which the vehicle is traveling.

26. The automatic driving control device according to claim 25, wherein: Also features: A driving control unit (77) performs the U-turn around a larger curve as the driving speed in the exit preparation section increases when the traffic congestion avoidance unit determines to perform the U-turn.

27. The automatic driving control device according to claim 25, wherein: The traffic congestion avoidance unit cancels the U-turn on the connecting road when the travel speed upon entering the exit preparation section is higher than an avoidance threshold.

28. The automatic driving control device according to claim 27, wherein: The traffic congestion avoiding unit sets the avoidance threshold value to a smaller value as a steering angle required for the U-turn through the connecting road increases.

29. An automatic driving control program capable of driving a vehicle (Am) by an automatic driving function, wherein: causing at least one processing unit (51) to execute a process, the process comprising: When the predetermined driving path of the host vehicle is set on a connecting road (CL) connecting two lanes separated in direction by a median strip (MB), road information related to the connecting road is acquired (S13, S23, S41); and When it is estimated based on the road information that the host vehicle will be involved in traffic congestion caused by the connecting road, the host vehicle avoids traveling on the connecting road ( S18 , S28 , S47 ).

30. An automatic driving control method is an automatic driving control method capable of driving a vehicle (Am) by an automatic driving function, wherein: The processing performed by at least one processing unit (51) includes: In a case where the predetermined driving path of the host vehicle is set on a connecting road (CL) connecting two lanes separated in direction by a median strip (MB), the road information related to the connecting road is acquired (S13, S23, S41); and A step of avoiding traveling on the connecting road when it is estimated that the host vehicle will be involved in traffic congestion caused by the connecting road based on the road information (S18, S28, S47).

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