Control device, control method, and control program

Abstract

To achieve a spread of a high-level operation support vehicle or an automatic operation vehicle in an early stage and in a wide range.SOLUTION: A saving control device (2400) includes a recognition section (2401), a saving space detection section (2402), a control content determination section (2404), and a detection state determination section (2405). The recognition section recognizes a road partition line and a road end in the periphery of an own vehicle. The saving space detection section detects a saving space at a position where the own vehicle can stop in a road extending direction based on the recognized road partition line and the road end. The control content determination section determines travel control contents of the own vehicle until arriving at the saving space. The detection state determination section determines whether the saving space is in a state to enable the own vehicle to stop. When the detection state determination section determines that the saving space is in a stop impossible state, the control content determination section determines interruption of saving control to the saving space.SELECTED DRAWING: Figure 30

Description

[Technical field]

[0001] The present disclosure relates to a control device, a control method, and a control program to be mounted on a vehicle. [Background technology]

[0002] In recent years, research and development of so-called driving assistance technology or automatic driving technology for vehicles such as automobiles has been actively carried out, and various proposals have been made regarding this (see, for example, Patent Document 1, etc.). Driving assistance technology is technology that reduces the burden on the driver and enables comfortable and safe driving, and includes, for example, following distance control, lane keeping assistance control, lane change assistance control, parking assistance control, obstacle warning, collision avoidance assistance control, etc. Automatic driving technology is technology that allows a vehicle to run automatically, that is, autonomously, without the need for a driver's driving operation. A vehicle equipped with such driving assistance technology or automatic driving technology is equipped with sensing devices such as cameras and radars to grasp the situation of the area ahead and the surrounding area. Then, vehicle control such as steering, driving, and braking is automatically performed based on the road conditions, etc. acquired by the traveling vehicle using sensing devices such as cameras and map information, etc. It is possible to improve safety and reliability by using a high-precision map including road data for each lane. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2019 / 202397 Summary of the Invention [Problem to be solved by the invention]

[0004] Research and development of these types of driving assistance technology and autonomous driving technology has been accelerating in recent years from various perspectives, such as improving the accuracy of detection or recognition by sensing devices and improving convenience. In other words, by further improving such performance, it is possible to promote the early and widespread dissemination of so-called advanced driving assistance vehicles and autonomous driving vehicles. The present disclosure has been made in consideration of the circumstances exemplified above. [Means for solving the problem]

[0005] The control device (2) mounted on a vehicle (V) according to claim 1 comprises: A recognition unit (2401) that recognizes road dividing lines (B431) and road edges (Le) around the vehicle; an evacuation space detection unit (2402) that detects an evacuation space (ES) at a position where the host vehicle can stop in a road extending direction based on the recognized road dividing line and the recognized road edge; A control content determination unit (2404) that determines a driving control content of the host vehicle until the host vehicle reaches the evacuation space; a detection status determination unit (2405) that determines whether the evacuation space is in a state where the host vehicle can be stopped; Equipped with When the detection status determination unit determines that the evacuation space is in a state in which the vehicle cannot be stopped, the control content determination unit determines to interrupt evacuation control to the evacuation space. The control method according to claim 22 is a method executed by a control device (2) mounted on a vehicle (V), Recognizing road dividing lines (B431) and road edges (Le) around the vehicle; Detecting an evacuation space (ES) at a position where the host vehicle can stop in a direction along the road based on the recognized road dividing line and the recognized road edge; determining whether the evacuation space is in a state where the host vehicle can be stopped; When it is determined that the vehicle cannot be stopped in the evacuation space, evacuation control to the evacuation space is suspended. The control program according to claim 23 is a computer program executed by a control device (2) mounted on a vehicle (V), The process executed by the control device is A process of recognizing road dividing lines (B431) and road edges (Le) around the vehicle; A process of detecting an evacuation space (ES) at a position where the host vehicle can stop in a road extending direction based on the recognized road dividing line and the recognized road edge; A process of determining whether the evacuation space is in a state where the host vehicle can be stopped; When it is determined that the evacuation space is in a state where the vehicle cannot stop, a process of determining to interrupt evacuation control to the evacuation space; Includes.

[0006] In addition, in each section of the application documents, each element may be given a reference number in parentheses. In this case, the reference number merely indicates an example of the correspondence between the element and the specific configuration described in the embodiment described later. Therefore, the present disclosure is not limited in any way by the description of the reference number. [Brief description of the drawings]

[0007] [Figure 1] 1 is a plan view showing a schematic configuration of a vehicle equipped with an in-vehicle system including a driving ECU as a control device according to an embodiment. [Diagram 2] FIG. 2 is a schematic block diagram showing the overall configuration of the in-vehicle system shown in FIG. [Diagram 3] FIG. 3 is a diagram showing an outline of target detection using the sonar sensor shown in FIG. 2. [Figure 4] FIG. 3 is a diagram showing an outline of target detection using the sonar sensor shown in FIG. 2. [Diagram 5] 3 is a diagram showing an outline of a target detection range of each of the plurality of sonar sensors shown in FIG. 2. [Figure 6] 3 is a diagram showing an outline of parking space detection using the sonar sensor shown in FIG. 2. [Figure 7] 3 is a diagram showing an outline of target detection using the radar sensor shown in FIG. 2. [Figure 8] 3 is a diagram showing an outline of target detection using the laser radar sensor shown in FIG. 2. [Figure 9] 9 is a diagram illustrating an outline of the configuration and operation of the laser radar sensor illustrated in FIG. 8. [Figure 10] FIG. 3 is a diagram showing an outline of target detection using the camera shown in FIG. 2. [Figure 11] FIG. 3 is a diagram showing an outline of target detection using the camera shown in FIG. 2. [Figure 12] FIG. 3 is a diagram showing an outline of driver state detection using the driver state monitor shown in FIG. 2. [Figure 13] FIG. 3 is a diagram showing an outline of driver state detection using the driver state monitor shown in FIG. 2. [Figure 14] FIG. 3 is a diagram showing a schematic configuration of the head-up display shown in FIG. 2. [Figure 15] 15 is a schematic diagram showing a road surface ahead of the vehicle and a part of the dashboard seen through the front windshield from the viewpoint of the driver shown in FIG. 14. [Figure 16] 3 is a block diagram showing an example of a schematic functional configuration realized by an operation ECU shown in FIG. 2. [Figure 17] 17 is a block diagram showing an example of a schematic functional configuration realized by a recognition unit shown in FIG. 16. [Figure 18] 2 is a schematic diagram showing a specific example of a target to be recognized in the embodiment. FIG. [Figure 19] 2 is a schematic diagram showing a specific example of a target to be recognized in the embodiment. FIG. [Figure 20] 2 is a schematic diagram showing a specific example of a target to be recognized in the embodiment. FIG. [Figure 21] 2 is a schematic diagram showing a specific example of a target to be recognized in the embodiment. FIG. [Figure 22] 2 is a schematic diagram showing a specific example of a target to be recognized in the embodiment. FIG. [Figure 23]2 is a schematic diagram showing a specific example of a target to be recognized in the embodiment. FIG. [Figure 24] 2 is a schematic diagram showing a specific example of a target to be recognized in the embodiment. FIG. [Diagram 25] 2 is a schematic diagram showing a specific example of a target to be recognized in the embodiment. FIG. [Figure 26] 2 is a schematic diagram showing a specific example of a target to be recognized in the embodiment. FIG. [Figure 27] 2 is a schematic diagram showing a specific example of a target to be recognized in the embodiment. FIG. [Figure 28] FIG. 4 is a schematic diagram showing an example of a control scene using a target recognition result in the embodiment. [Figure 29] FIG. 11 is a schematic diagram showing another example of a control scene using a target recognition result in the embodiment. [Diagram 30] 1 is a block diagram showing a schematic functional configuration of an evacuation control device according to a first embodiment; [Diagram 31] 31 is a schematic diagram showing an overview of the evacuation control performed by the evacuation control device shown in FIG. 30. [Diagram 32] 31 is a schematic diagram showing an overview of the evacuation control performed by the evacuation control device shown in FIG. 30. [Diagram 33] 31 is a schematic diagram showing an overview of the evacuation control performed by the evacuation control device shown in FIG. 30. [Diagram 34] 31 is a schematic diagram showing an overview of the evacuation control performed by the evacuation control device shown in FIG. 30. [Diagram 35] 31 is a schematic diagram showing an overview of the evacuation control performed by the evacuation control device shown in FIG. 30. [Diagram 36] 31 is a schematic diagram showing an overview of a first specific example of evacuation control by the evacuation control device shown in FIG. 30. [Figure 37] 31 is a schematic diagram showing an overview of a first specific example of evacuation control by the evacuation control device shown in FIG. 30. [Figure 38] 31 is a schematic diagram showing an overview of a second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 39]31 is a schematic diagram showing an overview of a second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Diagram 40] 31 is a schematic diagram showing an overview of a second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Diagram 41] 31 is a schematic diagram showing an overview of a second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Diagram 42] 31 is a schematic diagram showing an overview of a second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Diagram 43] 31 is a schematic diagram showing an overview of a second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Diagram 44] 31 is a schematic diagram showing an overview of a second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Diagram 45] 31 is a schematic diagram showing an overview of a second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 46] 31 is a schematic diagram showing an overview of a second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 47] 31 is a schematic diagram showing an overview of a second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 48] 31 is a flowchart outlining a second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 49] 31 is a schematic diagram showing an overview of a modified example of the second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 50] 31 is a schematic diagram showing an overview of a modified example of the second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 51] 31 is a schematic diagram showing an overview of a modified example of the second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 52] 31 is a flowchart showing an outline of a modified example of the second specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Diagram 53]31 is a schematic diagram showing an overview of a third specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 54] 31 is a schematic diagram showing an overview of a third specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 55] 31 is a schematic diagram showing an overview of a third specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 56] 31 is a graph showing an outline of a fourth specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 57] 31 is a graph showing an outline of a fourth specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 58] 31 is a graph showing an outline of a fourth specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 59] 31 is a schematic diagram showing an overview of a fifth specific example of evacuation control by the evacuation control device shown in FIG. 30. [Figure 60] 31 is a graph showing an outline of a fifth specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 61] 31 is a graph showing an outline of a fifth specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 62] 31 is a schematic diagram showing an overview of a sixth specific example of evacuation control by the evacuation control device shown in FIG. 30. FIG. [Figure 63] 31 is a schematic diagram showing an overview of a seventh specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 64] 31 is a schematic diagram showing an overview of a seventh specific example of the evacuation control by the evacuation control device shown in FIG. 30. [Figure 65] 31 is a schematic diagram showing an outline of an eighth specific example of the evacuation control by the evacuation control device shown in FIG. 30. FIG. [Figure 66] 31 is a schematic diagram showing an outline of an eighth specific example of the evacuation control by the evacuation control device shown in FIG. 30. FIG. [Figure 67] 31 is a flowchart outlining a ninth specific example of evacuation control by the evacuation control device shown in FIG. 30. [Figure 68] FIG. 11 is a block diagram showing a schematic functional configuration of a collision determination device according to a second embodiment. [Figure 69] FIG. 70 is a schematic diagram showing an overview of collision determination by the collision determination device shown in FIG. 69. [Figure 70] FIG. 70 is a schematic diagram showing an overview of collision determination by the collision determination device shown in FIG. 69. [Figure 71] FIG. 70 is a schematic diagram showing an overview of collision determination by the collision determination device shown in FIG. 69. [Figure 72] FIG. 70 is a schematic diagram showing an overview of collision determination by the collision determination device shown in FIG. 69. [Figure 73] 70 is a flowchart outlining a first specific example of collision determination by the collision determination device shown in FIG. 69. [Figure 74] FIG. 70 is a schematic diagram showing an overview of a second specific example of collision determination by the collision determination device shown in FIG. 69. [Figure 75] FIG. 70 is a conceptual diagram showing an overview of a third specific example of collision determination by the collision determination device shown in FIG. 69. [Figure 76] FIG. 70 is a schematic diagram showing an overview of a fourth specific example of collision determination by the collision determination device shown in FIG. 69. [Figure 77] FIG. 70 is a schematic diagram showing an overview of a fifth specific example of collision determination by the collision determination device shown in FIG. 69. [Figure 78] 70 is a flowchart outlining a fifth specific example of collision determination by the collision determination device shown in FIG. 69. [Figure 79] FIG. 70 is a schematic diagram showing an overview of a sixth specific example of collision determination by the collision determination device shown in FIG. 69. [Figure 80] 70 is a flowchart outlining a sixth specific example of collision determination by the collision determination device shown in FIG. 69. [Figure 81] FIG. 70 is a schematic diagram showing an overview of a seventh specific example of collision determination by the collision determination device shown in FIG. 69. [Figure 82] FIG. 70 is a schematic diagram showing an overview of a seventh specific example of collision determination by the collision determination device shown in FIG. 69. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] (Embodiment) Hereinafter, exemplary embodiments and specific examples of the present disclosure will be described with reference to the drawings as appropriate. Note that the configuration, function, and implementation examples of the embodiments and specific examples can be modified as appropriate. Therefore, multiple embodiments, specific examples, and modified examples may be described in the specification. In this case, in the following description, the same reference symbols will be given to parts that are identical or equivalent between one embodiment and another embodiment. And, the preceding description of such parts may be appropriately applied to other embodiments that follow, unless there is a technical contradiction or a special additional description. The same applies to between one embodiment and its modified example, between one specific example and another specific example, between one specific example and its modified example, or between one modified example and another modified example.

[0009] (Overall vehicle configuration) Referring to FIG. 1, the system-equipped vehicle V, which is a vehicle to which the present disclosure is applied, is a so-called four-wheeled vehicle, and includes a vehicle body V1 that is substantially rectangular in plan view. Hereinafter, a virtual line that passes through the center of the system-equipped vehicle V in the vehicle width direction and is parallel to the vehicle overall length direction of the system-equipped vehicle V is referred to as a vehicle width center line LC1. Also, a virtual line that passes through the center of the system-equipped vehicle V in the vehicle overall length direction and is parallel to the vehicle width direction of the system-equipped vehicle V is referred to as a vehicle length center line LC2. The vehicle width center line LC1 and the vehicle length center line LC2 pass through a vehicle center point VC. The vehicle center point VC is the center position of the vehicle body V1 in the three-dimensional direction. In FIG. 1, the vehicle width direction is the left-right direction in the figure. The vehicle overall length direction is a direction perpendicular to the vehicle width direction and perpendicular to the vehicle height direction. The vehicle height direction is a direction that defines the vehicle height of the system-equipped vehicle V, and is a direction parallel to the direction of gravity when the system-equipped vehicle V is stably placed on a horizontal plane in a drivable state. Also, for ease of explanation, the "front," "rear," "left," and "right" of the system-equipped vehicle V are defined as shown by the arrows in FIG. 1. In other words, the vehicle overall length direction is synonymous with the front-to-rear direction. Also, the vehicle width direction is synonymous with the left-to-right direction. Note that the vehicle height direction may not be parallel to the direction of gravity depending on the mounting conditions or running conditions of the system-equipped vehicle V. However, in most cases, the vehicle height direction is a direction along the direction of gravity.

[0010] Inside the vehicle body V1, a vehicle compartment V2 is formed, which constitutes a riding space for occupants including the driver D. Wheels V3 are provided at each of the four corners of the vehicle body V1. That is, a left front wheel V3a is provided at the left front part of the vehicle body V1. A right front wheel V3b is provided at the right front part of the vehicle body V1. A left rear wheel V3c is provided at the left rear part of the vehicle body V1. A right rear wheel V3d is provided at the right rear part of the vehicle body V1. The system-equipped vehicle V is not limited to a four-wheeled vehicle, but may be a three-wheeled vehicle, or a six- or eight-wheeled vehicle such as a cargo truck. There is no particular limitation on the position or number of drive wheels.

[0011] A front bumper V12 is attached to a front portion V11, which is the front end of the vehicle body V1. A rear bumper V14 is attached to a rear portion V13, which is the rear end of the vehicle body V1. The side and upper portions of the vehicle body V1 are covered by a vehicle body panel V15. The vehicle body panel V15 includes a door panel V16. In the specific example shown in FIG. 1, a total of four door panels V16 are provided, two on each side. A door mirror V17 is attached to each of the pair of left and right door panels V16 on the front side. In addition, the front side of the vehicle interior V2 is covered by a front windshield V18. The front windshield V18 is formed in a plate shape from translucent glass or synthetic resin. The front windshield V18 is inclined so that the upper end is located further rearward than the lower end when viewed from the side in a line of sight parallel to the vehicle width direction.

[0012] A dashboard V21 is provided at the front end of the vehicle interior V2. A plurality of seats V22 are arranged behind the dashboard V21. Of the plurality of seats V22, a handle V24 is provided in front of a driver's seat V23 in which the driver D sits, for the driver D to grasp and operate when steering. The handle V24 is typically a so-called steering wheel formed in a substantially circular, elliptical, or polygonal ring shape, but may be rod-shaped or control stick-shaped.

[0013] (Overview of the in-vehicle system) The system-equipped vehicle V is equipped with an in-vehicle system 1. The in-vehicle system 1 is configured to function as a driving automation system in the system-equipped vehicle V by being installed in the system-equipped vehicle V. The system-equipped vehicle V may be referred to as the "own vehicle" hereinafter. The "driving automation system" is a system for realizing a driving automation level corresponding to at least one of levels 1 to 5 defined in the standard "SAE J3016" published by SAE International. SAE stands for Society Of Automotive Engineers. Level X in "SAE J3016" is hereinafter simply referred to as "SAE level X". X is any one of 0 to 5. The larger the value of X in SAE level X, or the more dynamic driving tasks the driving automation system is in charge of, i.e., executes, the higher the driving automation level is expressed as being. In addition, a change in the driving automation level to a higher level is referred to as an "increase" in the driving automation level. In contrast, the smaller the value of X, or the fewer dynamic driving tasks that the driving automation system is responsible for, that is, executes, the lower the level of driving automation is expressed. Also, a change to a lower level of driving automation is referred to as a "degradation" of the level of driving automation.

[0014] (Definition of Driving Assistance and Autonomous Driving) The contents of SAE levels 0 to 5 are specifically described below. In the following description, the driver D is a passenger who is in charge of or performs the dynamic driving task. The "dynamic driving task" refers to all operational and tactical functions that need to be performed in real time when operating a vehicle in road traffic, excluding strategic functions. Driving behavior in general can be classified into three types of functions: strategic, tactical, and operational. The "strategic" functions include itinerary planning, route selection, etc., and specifically include deciding or selecting itinerary plans such as "whether to go or not, when, where, and how to go." The "tactical" functions relate to vehicle operation in traffic situations, such as deciding whether and when to overtake or change lanes during the trip, selecting an appropriate speed, and checking mirrors. The "operational" functions relate to instantaneous reactions, such as making minor corrections to steering, braking, accelerator, and acceleration operations to maintain the position of the road lane or to avoid sudden obstacles or dangerous events in the vehicle's path. "OEDR" is an abbreviation for Object and Event Detection and Response, and is also referred to as "detection and response of objects and events." OEDR includes monitoring of the driving environment. Monitoring of the driving environment includes detection, recognition, and classification of objects and events. Monitoring of the driving environment also includes preparation to respond to objects and events as necessary. A "limited domain" is a specific condition in which a driving automation system or its functions are designed to operate, and is also referred to as an operational design domain or ODD. ODD stands for Operational Design Domain. A limited domain includes at least one of multiple constraints, such as geographical, environmental, speed, and time.

[0015] Level 0: Manual driving…Driver D performs all dynamic driving tasks. Level 1: Driving assistance: The driving automation system continuously performs either the longitudinal vehicle motion control subtask or the lateral vehicle motion control subtask of the dynamic driving task in a specific limited area. The longitudinal vehicle motion control subtask is starting, accelerating / decelerating, and stopping. The lateral vehicle motion control subtask is steering. However, the driving automation system does not perform both the longitudinal vehicle motion control subtask and the lateral vehicle motion control subtask simultaneously. Level 2: Advanced driving assistance: The driving automation system continuously performs the longitudinal vehicle motion control subtask and the lateral vehicle motion control subtask of the dynamic driving task in a specific limited area. The driver D is expected to supervise the driving automation system by performing the OEDR, which is a subtask of the dynamic driving task. Level 3: Conditional Autonomous Driving: The driving automation system continuously performs all dynamic driving tasks in specific limited areas. In principle, driver D is not obligated to perform OEDR such as periphery monitoring. Periphery monitoring is the monitoring of the traffic environment around the vehicle. However, if it becomes difficult to continue this driving automation level, the driving automation system will request driver D to take over driving with ample time to spare. Driver D must respond to the request appropriately. Level 4: Highly automated driving: The driving automation system continuously performs all dynamic driving tasks in specific limited areas. If it becomes difficult to maintain the driving automation level in a limited area, the driving automation system will take action. Level 5: Fully automated driving: The driving automation system performs all dynamic driving tasks continuously, without being limited to specific restricted areas. If it becomes difficult to continue with this level of driving automation, the driving automation system will also respond without being limited to specific restricted areas.

[0016] The in-vehicle system 1 is configured to be capable of executing various driving controls during driving of the vehicle and various associated notification operations. Specifically, the in-vehicle system 1 has a configuration as a driving automation system for realizing or implementing driving assistance or automatic driving in the vehicle. "Autonomous driving" refers to a driving automation level corresponding to SAE levels 3 to 5, in which the driving automation system is responsible for, i.e., executes, all dynamic driving tasks. In contrast, "driving assistance" refers to a driving automation level corresponding to SAE levels 1 to 2, in which the driving automation system is responsible for, i.e., executes, some dynamic driving tasks. Hereinafter, the expression "driving assistance" includes "advanced driving assistance" of SAE level 2, unless it is clearly stated as "SAE level 1 driving assistance" or clearly distinguished from "advanced driving assistance" such as "driving assistance or advanced driving assistance".

[0017] In this embodiment, the in-vehicle system 1 is configured to be capable of performing at least SAE level 3 or higher autonomous driving, SAE level 2 advanced driving assistance, and SAE level 1 driving assistance. Therefore, the in-vehicle system 1 according to this embodiment can be called an "autonomous driving system" during autonomous driving, while it can be called a "driving assistance system" during driving assistance or advanced driving assistance. The advanced driving assistance that can be performed by the in-vehicle system 1 according to this embodiment includes so-called "hands-off driving". In hands-off driving, the in-vehicle system 1 automatically executes control of starting, steering, acceleration / deceleration, lane change, and stopping, on the condition that the driver D responds appropriately to an intervention request from the in-vehicle system 1. In hands-off driving, the driver D is not required to be in a hands-on state, but is required to monitor the road conditions, traffic conditions, and obstacle presence conditions around the vehicle. The "hands-on state" is a state in which the driver D can interfere with the steering of the vehicle, i.e., the lateral vehicle motion control subtask. The hands-on state is typically a state in which the driver D is seated in the driver's seat V23 in a position in which he or she can drive the vehicle and can operate the steering wheel V24 with his or her hands. In the hands-on state, the driver D usually holds the steering wheel V24 with his or her hands, but even if the driver D's hands are touching the steering wheel V24 in a state in which the driver D can immediately hold it, this state can be considered to be a "hands-on state." For example, a state in which the driver D is performing a steering operation, that is, actively operating the steering wheel V24, is considered to be a hands-on state. In addition, a state in which the driver D holds the steering wheel V24 against the steering control by the in-vehicle system 1 is also considered to be a hands-on state.

[0018] (In-vehicle system configuration) The overall configuration of the in-vehicle system 1 will be described below with reference to FIG. 1 and FIG. 2. The in-vehicle system 1 includes a driving ECU 2, a driving information input unit 3, an in-vehicle communication device 4, an HD map 5, a navigation device 6, an HMI device 7, lighting devices 8, and a motion control device 9. ECU stands for Electronic Control Unit. HD stands for High Definition. HMI stands for Human Machine Interface. The in-vehicle system 1 is configured by connecting the driving ECU 2, the driving information input unit 3, the in-vehicle communication device 4, the HD map 5, the navigation device 6, the HMI device 7, lighting devices 8, and the motion control device 9 to each other via an in-vehicle communication line 10. The in-vehicle communication line 10 is configured to comply with a predetermined communication standard such as CAN (international registered trademark: international registration number 1048262A). CAN (international registered trademark) stands for Controller Area Network. The in-vehicle communication line 10 may have a sub-network conforming to LIN, FlexRay, etc., in addition to a main network conforming to CAN (international registered trademark). LIN is an abbreviation for Local Interconnect Network.

[0019] (Drive ECU) The driving ECU 2 as a control device according to the present disclosure is configured to control the overall operation of the in-vehicle system 1 by being mounted in the system-mounted vehicle V. That is, the driving ECU 2 has a configuration as a so-called AD / ADAS ECU, which is a controller for driving assistance or automatic driving. AD stands for automatic driving. ADAS stands for Advanced Driver-Assistance Systems. Specifically, the driving ECU 2 has a configuration as an in-vehicle computer including a processor 21 and a memory 22 connected to the processor 21. More specifically, the driving ECU 2 has at least one processor 21 and at least one memory 22.

[0020] The processor 21 has a configuration as a CPU or MPU. CPU stands for Central Processing Unit. MPU stands for Micro Processing Unit. At least one memory 22 includes at least a ROM and a RAM among various non-transient substantial recording media such as ROM, RAM, non-volatile rewritable memory, etc. ROM stands for Read Only Memory. RAM stands for Random Access Memory. A "recording medium" may also be called a "storage medium." A non-volatile rewritable memory is a storage device that can rewrite information while the power is on, but retains information in an unrewritable manner while the power is off, such as a flash ROM or an EEPROM. EEPROM stands for Electronically Erasable and Programmable ROM. Data and program instructions used by the processor 21 are stored in advance in the ROM or non-volatile rewritable memory included in the at least one memory 22. The driving ECU 2 is configured to execute various processes or operations such as vehicle control operations and information notification to occupants by having the processor 21 read and execute program instructions stored in the memory 22.

[0021] (Driving information input section) The driving information input unit 3 is provided to input information required for various processing operations in the driving ECU 2 to the driving ECU 2. Specifically, the driving information input unit 3 includes a sonar sensor 31, a radar sensor 32, a laser radar sensor 33, a camera 34, an operation sensor 35, a behavior sensor 36, a driver state monitor 37, an operation switch 38, and a locator 39. The sonar sensor 31, the radar sensor 32, the laser radar sensor 33, and the camera 34 may be collectively referred to as a "periphery monitoring sensor" or an "ADAS sensor." Each element provided as the driving information input unit 3 will be described below in order.

[0022] (Sonar sensor) The sonar sensor 31 is an ultrasonic distance measuring sensor and is attached to the vehicle body V1. As shown in FIG. 3, the sonar sensor 31 is a so-called ultrasonic sensor, and is configured to detect the target B by irradiating sonar search waves Wsp in an ultrasonic band toward the space outside the vehicle and receiving sonar reflected waves Wsr that are reflected by the target B. Specifically, the sonar sensor 31 is configured to calculate the distance to the target B based on the TOF and the speed of sound. TOF is an abbreviation for Time of Flight. That is, TOF is the time from the transmission time of the sonar search wave Wsp to the reception time of the sonar reflected wave Wsr in the propagation path Ls of the sonar search wave Wsp, which is an ultrasonic wave, and the sonar reflected wave Wsr, and may also be referred to as the propagation time.

[0023] As shown in FIG. 4, when there are a pair of sonar sensors 31, a first sonar sensor 311 and a second sonar sensor 312, which are arranged at different positions in the horizontal direction, it is possible to calculate the relative position of the target B with respect to the vehicle by so-called triangulation. Here, in FIG. 4, the X-axis is set along a straight line connecting the first sonar sensor 311 and the second sonar sensor 312, and the Y-axis is set in a direction perpendicular to the X-axis. Both the X-axis and the Y-axis are assumed to be horizontal, that is, perpendicular to the vehicle height direction. In addition, the first sonar sensor 311 transmits a sonar search wave Wsp, and the reflected wave by the target B is received by the first sonar sensor 311 and the second sonar sensor 312. In this case, the position of the target B in the XY two-dimensional coordinate system is calculated based on the TOF in the first propagation path Ls1 and the TOF in the second propagation path Ls2. The first propagation path Ls1 is a propagation path of an ultrasonic wave that returns to the first sonar sensor 311 via the target B from the first sonar sensor 311. The ultrasonic waves propagating through the first propagation path Ls1 are referred to as "direct waves." The second propagation path Ls2 is a propagation path of ultrasonic waves that travels from the first sonar sensor 311 through the target B to the second sonar sensor 312. The ultrasonic waves propagating through the second propagation path Ls2 are referred to as "indirect waves."

[0024] As shown in FIG. 1, a vehicle body V1 is equipped with a plurality of sonar sensors 31. Specifically, a first front sonar SF1, a second front sonar SF2, a third front sonar SF3, and a fourth front sonar SF4 are mounted on a front bumper V12 as the sonar sensors 31. Similarly, a first rear sonar SR1, a second rear sonar SR2, a third rear sonar SR3, and a fourth rear sonar SR4 are mounted on a rear bumper V14 as the sonar sensors 31. In addition, a first side sonar SS1, a second side sonar SS2, a third side sonar SS3, and a fourth side sonar SS4 are mounted on a side portion of the vehicle body V1 as the sonar sensors 31. When it is not specified that the sonar sensor is one of the first front sonar SF1 to the fourth side sonar SS4, the singular expression "sonar sensor 31" or the expression "plurality of sonar sensors 31" may be used hereinafter. FIG. 5 shows the detection range of each of the plurality of sonar sensors 31. Each of the multiple sonar sensors 31 will be described in turn below with reference to FIGS.

[0025] The first front sonar SF1 is mounted on the front bumper V12 at a position close to the left end in the vehicle width direction so as to transmit a sonar search wave Wsp to the left front of the vehicle. The second front sonar SF2 is mounted on the front bumper V12 at a position close to the right end in the vehicle width direction so as to transmit a sonar search wave Wsp to the right front of the vehicle. The first front sonar SF1 and the second front sonar SF2 are disposed symmetrically across the vehicle width center line LC1. The front corner sonar detection range Rsc, which is the detection range of the first front sonar SF1 and the second front sonar SF2, is set to have a detection distance of, for example, about 60 cm. The "detection distance" is the maximum distance that can be measured from the sonar sensor 31.

[0026] The third front sonar SF3 and the fourth front sonar SF4 are arranged in the vehicle width direction at a position closer to the center of the front bumper V12 in the vehicle width direction. The third front sonar SF3 is arranged between the first front sonar SF1 and the vehicle width center line LC1 in the vehicle width direction so as to transmit a sonar search wave Wsp approximately in front of the vehicle. The fourth front sonar SF4 is arranged between the second front sonar SF2 and the vehicle width center line LC1 in the vehicle width direction so as to transmit a sonar search wave Wsp approximately in front of the vehicle. The third front sonar SF3 and the fourth front sonar SF4 are arranged symmetrically with respect to the vehicle width center line LC1. The front sonar detection range Rsf, which is the detection range of the third front sonar SF3 and the fourth front sonar SF4, is set to a detection distance of, for example, about 1 m.

[0027] The first front sonar SF1 and the third front sonar SF3 mounted on the left side of the vehicle body V1 are arranged at different positions in the horizontal direction. The first front sonar SF1 and the third front sonar SF3, which are adjacent to each other in the vehicle width direction, are arranged in a positional relationship such that the reflected wave of the sonar search wave Wsp emitted by one of them by the target B can be received as a received wave by the other. That is, the first front sonar SF1 is arranged so as to be able to receive both the direct wave corresponding to the sonar search wave Wsp emitted by itself and the indirect wave corresponding to the sonar search wave Wsp emitted by the third front sonar SF3. Similarly, the third front sonar SF3 is arranged so as to be able to receive both the direct wave corresponding to the sonar search wave Wsp emitted by itself and the indirect wave corresponding to the sonar search wave Wsp emitted by the first front sonar SF1.

[0028] Similarly, the third front sonar SF3 and the fourth front sonar SF4, which are mounted toward the center of the vehicle body V1 in the vehicle width direction, are disposed at different positions from each other in the horizontal direction. Moreover, the third front sonar SF3 and the fourth front sonar SF4, which are adjacent to each other in the vehicle width direction, are disposed in a positional relationship such that the one can receive the sonar search wave Wsp emitted by the other sonar and reflected by the target B as a received wave.

[0029] Similarly, the second front sonar SF2 and the fourth front sonar SF4 mounted on the right side of the vehicle body V1 are positioned at different positions from each other in the horizontal direction. The second front sonar SF2 and the fourth front sonar SF4, which are adjacent to each other in the vehicle width direction, are positioned in such a way that the reflected wave of the sonar search wave Wsp emitted by one of them by the target B can be received as a received wave by the other sonar.

[0030] The first rear sonar SR1 is mounted on the rear bumper V14 at a position close to the left end in the vehicle width direction so as to transmit a sonar search wave Wsp to the left rear of the vehicle. The second rear sonar SR2 is mounted on the rear bumper V14 at a position close to the right end in the vehicle width direction so as to transmit a sonar search wave Wsp to the right rear of the vehicle. The first rear sonar SR1 and the second rear sonar SR2 are disposed symmetrically across the vehicle width center line LC1. The rear corner sonar detection range Rsd, which is the detection range of the first rear sonar SR1 and the second rear sonar SR2, is set to a detection distance of, for example, about 60 cm.

[0031] The third rear sonar SR3 and the fourth rear sonar SR4 are arranged in the vehicle width direction at a position closer to the center of the rear bumper V14 in the vehicle width direction. The third rear sonar SR3 is arranged between the first rear sonar SR1 and the vehicle width center line LC1 in the vehicle width direction so as to transmit a sonar search wave Wsp approximately behind the vehicle. The fourth rear sonar SR4 is arranged between the second rear sonar SR2 and the vehicle width center line LC1 in the vehicle width direction so as to transmit a sonar search wave Wsp approximately behind the vehicle. The third rear sonar SR3 and the fourth rear sonar SR4 are arranged symmetrically with respect to the vehicle width center line LC1. The rear sonar detection range Rsr, which is the detection range of the third rear sonar SR3 and the fourth rear sonar SR4, is set to a detection distance of, for example, about 1.5 m.

[0032] The first rear sonar SR1 and the third rear sonar SR3 mounted on the left side of the vehicle body V1 are arranged at different positions in the horizontal direction. In addition, the first rear sonar SR1 and the third rear sonar SR3, which are adjacent to each other in the vehicle width direction, are arranged in a positional relationship such that the reflected wave of the sonar search wave Wsp emitted by one of them by the target B can be received as a received wave by the other. That is, the first rear sonar SR1 is arranged so as to be able to receive both the direct wave corresponding to the sonar search wave Wsp emitted by itself and the indirect wave corresponding to the sonar search wave Wsp emitted by the third rear sonar SR3. Similarly, the third rear sonar SR3 is arranged so as to be able to receive both the direct wave corresponding to the sonar search wave Wsp emitted by itself and the indirect wave corresponding to the sonar search wave Wsp emitted by the first rear sonar SR1.

[0033] Similarly, the third rear sonar SR3 and the fourth rear sonar SR4, which are mounted toward the center of the vehicle body V1 in the vehicle width direction, are disposed at different positions from each other in the horizontal direction. In addition, the third rear sonar SR3 and the fourth rear sonar SR4, which are adjacent to each other in the vehicle width direction, are disposed in a positional relationship such that the reflected wave of the sonar search wave Wsp emitted by one of them by the target B can be received as a received wave by the other.

[0034] Similarly, the second rear sonar SR2 and the fourth rear sonar SR4 mounted on the right side of the vehicle body V1 are disposed at different positions from each other in the horizontal direction. The second rear sonar SR2 and the fourth rear sonar SR4, which are adjacent to each other in the vehicle width direction, are disposed in a positional relationship such that the reflected wave of the sonar search wave Wsp emitted by one of them by the target B can be received as a received wave by the other.

[0035] The first side sonar SS1, the second side sonar SS2, the third side sonar SS3, and the fourth side sonar SS4 are provided so as to transmit sonar search waves Wsp from the side of the vehicle body V1 to the side of the vehicle. The first side sonar SS1, the second side sonar SS2, the third side sonar SS3, and the fourth side sonar SS4 are provided so as to be able to receive only direct waves. The side sonar detection range Rss, which is the detection range of the first side sonar SS1, the second side sonar SS2, the third side sonar SS3, and the fourth side sonar SS4, is set to be, for example, a detection distance of about 2 to 3 m.

[0036] The first side sonar SS1 is disposed between the left door mirror V17 and the first front sonar SF1 in the longitudinal direction so as to transmit sonar search waves Wsp to the left of the vehicle. The second side sonar SS2 is disposed between the right door mirror V17 and the second front sonar SF2 in the longitudinal direction so as to transmit sonar search waves Wsp to the right of the vehicle. The first side sonar SS1 and the second side sonar SS2 are provided symmetrically across the vehicle width center line LC1. The first side sonar SS1 and the second side sonar SS2 may be attached to the vehicle body panel V15, or may be attached to both ends of the front bumper V12 in the vehicle width direction, which are extended rearward along the vehicle overall length.

[0037] The third side sonar SS3 is disposed between the left rear door panel V16 and the first rear sonar SR1 in the front-rear direction so as to transmit sonar search waves Wsp to the left of the vehicle. The fourth side sonar SS4 is disposed between the right rear door panel V16 and the second rear sonar SR2 in the front-rear direction so as to transmit sonar search waves Wsp to the right of the vehicle. The third side sonar SS3 and the fourth side sonar SS4 are provided symmetrically across the vehicle width center line LC1. The third side sonar SS3 and the fourth side sonar SS4 may be attached to the vehicle body panel V15, or may be attached to both ends of the rear bumper V14 in the vehicle width direction, which are extended forward along the vehicle overall length.

[0038] FIG. 6 shows an example of detecting a parking space PS for parallel parking on the left side of the vehicle using a first side sonar SS1, which is one of the multiple sonar sensors 31. In the figure, a sonar detection point Psr is a point on the surface of the target B that is estimated to have reflected a sonar search wave Wsp emitted from the sonar sensor 31, and may also be called a "distance measurement point." As shown in FIG. 6, the parking space PS can be detected based on the distribution state of the sonar detection points Psr acquired based on the sonar reflection wave Wsr from the target B, which is a parked vehicle lined up along the traveling direction of the vehicle traveling straight. Specifically, for example, in the case of parallel parking shown in FIG. 6, the parking space PS can be detected at a location where the width of the section where the arrangement of the sonar detection points Psr lined up along the traveling direction of the vehicle is interrupted is equal to or greater than a predetermined width that exceeds the overall width of the vehicle.

[0039] (Radar Sensor) 1 and 2 again, the radar sensor 32 is configured to detect the target B by transmitting and receiving radar waves, which are millimeter waves or submillimeter waves. In this embodiment, the radar sensor 32 is mounted on the center of the front part V11 of the vehicle body V1 in the vehicle width direction. As shown in FIG. 7, the radar sensor 32 is a so-called long-distance radar having a detection range of about 10 to 250 m and a radar scanning angle range θr1 centered on the vehicle's forward direction Df, and has a phased array type or beam forming type configuration. The vehicle's forward direction Df is the direction in which a virtual straight line extending the vehicle width center line LC1 forward of the vehicle extends, and corresponds to the traveling direction when the vehicle is traveling forward, that is, when the vehicle is traveling in a shift position other than reverse shift. The vehicle's forward direction Df coincides with the traveling direction when the vehicle is traveling straight, and becomes the tangent direction of the traveling trajectory when the vehicle is traveling on a curve. The radar sensor 32 is configured to detect the target B within the radar detection range Rg1 by emitting radar search waves Wrp while scanning within the radar scan angle range θr1 and receiving radar reflected waves Wrr that are waves reflected by the target B. The radar detection range Rg1 is a sector-shaped range with the radar scan angle range θr1 as its central angle.

[0040] Specifically, the radar sensor 32 is an FMCW radar device equipped with a so-called array antenna, and is configured to be able to detect the distance to the target B, the azimuth angle θ, and the relative speed of the target B with respect to the vehicle, based on the frequency difference and phase difference of the transmitted and received millimeter waves. The azimuth angle θ is an angle between an imaginary line extending forward from the vehicle width center line LC1, which forms the center line of the radar detection range Rg1, and an imaginary line connecting the radar sensor 32 and the target B. The relative speed is the difference between the target moving speed vb and the vehicle speed vm, which is the traveling speed of the vehicle, i.e., the vehicle speed. More specifically, the radar sensor 32 transmits a radar search wave Wrp generated based on a transmission signal of a predetermined modulation frequency, receives a radar reflected wave Wrr, which is a wave reflected by the target B, and acquires a reception signal indicating the frequency characteristic of the radar reflected wave Wrr. The radar sensor 32 generates a beat signal, which is the deviation between the frequency of the transmission signal and the frequency of the reception signal. The radar sensor 32 performs a fast Fourier transform on the beat signal to obtain a frequency spectrum, analyzes the frequency spectrum to obtain a beat frequency, and calculates the distance and relative speed based on the beat frequency. In addition to the long-range radar sensor 32, so-called medium-range and short-range radar sensors 32 may also be provided in the in-vehicle system 1. The detection distance of the medium-range type is about 1 to 100 m, and the detection distance of the short-range type is about 15 cm to 30 m.

[0041] (Laser radar sensor) As shown in FIG. 8, the laser radar sensor 33 is configured to detect the target B by emitting a detection light Lp, which is a laser light in the infrared band, to the outside of the vehicle and receiving a reflected light Lr by the target B. The laser radar sensor 33 may also be called a LIDAR. LIDAR is an abbreviation for Light Detection and Ranging or Laser Imaging Detection and Ranging. In the vehicle-mounted system 1 according to this embodiment, a long-distance laser radar sensor 33 having a configuration as a so-called scanning LIDAR is mounted in the center of the front part V11 of the vehicle body V1 in the vehicle width direction, as shown in FIG. 1. The laser radar sensor 33 is configured to detect the target B within the LIDAR detection range Rg2 by scanning the detection light Lp in the horizontal direction within the LIDAR scan angle range θr2 centered on the vehicle forward direction Df. The LIDAR detection range Rg2 is a sector-shaped range with a radius of 200 m or more and with the LIDAR scan angle range θr2 as a central angle.

[0042] Fig. 9 shows a schematic configuration of the laser radar sensor 33. As shown in Fig. 9, the laser radar sensor 33 includes a light emitting unit 331, a scanning unit 332, and a light receiving unit 333. The light emitting unit 331 is configured to generate detection light Lp. The scanning unit 332 has a configuration as a so-called MEMS mirror. MEMS is an abbreviation for Micro Electro Mechanical Systems. That is, the scanning unit 332 is configured to scan the detection light Lp along the horizontal scanning direction Ds and the vertical scanning direction Dh by electrically controlling the orientation of a reflecting mirror that reflects the detection light Lp emitted from the light emitting unit 331 by a MEMS mechanism.

[0043] The light receiving unit 333 includes a light receiving sensor 334 that is a two-dimensional image sensor. That is, in the light receiving sensor 334, a plurality of light receiving elements 335 are two-dimensionally arranged in the vertical and horizontal directions, that is, in the directions corresponding to the horizontal scanning direction Ds and the vertical scanning direction Dh. The light receiving elements 335 are configured as light detection elements such as APD, SPAD, and photodiodes. APD stands for avalanche photodiode. SPAD stands for Single Photon Avalanche Diode. The laser radar sensor 33 is configured to generate detection point cloud data based on the reflected light Lr received by the light receiving unit 333, and detect the target B based on the detection point cloud data. The detection point cloud data is a two-dimensional array of a plurality of lidar detection points Prr arranged in an image-like manner in a two-dimensional direction corresponding to the horizontal scanning direction Ds and the vertical scanning direction Dh in FIG. 9. The LIDAR detection point Prr is a point on the target B that is estimated to have reflected the detection light Lp corresponding to the reflected light Lr detected by one light receiving element 335, and includes position information and distance measurement information in the above-mentioned two-dimensional array. Therefore, the detection point cloud data may also be called "distance measurement point cloud data." In this way, the laser radar sensor 33 acquires detection point cloud data in which a plurality of LIDAR detection points Prr are two-dimensionally arranged like an image. Therefore, the laser radar sensor 33 can be said to be a type of image sensor.

[0044] (camera) 1 and 2 again, the camera 34 as an image sensor is mounted on the vehicle so as to move with the movement of the vehicle while capturing images of the surroundings of the vehicle. That is, the camera 34 is configured to generate image information corresponding to the captured images of the surroundings of the vehicle. The image information may also be referred to as image data. The camera 34 is a so-called digital camera device and includes an image sensor such as a CCD or a CMOS. CCD stands for Charge Coupled Device. CMOS stands for Complementary Metal Oxide Semiconductor.

[0045] In this embodiment, the system-equipped vehicle V is equipped with multiple cameras 34, namely, a front camera CF, a rear camera CB, a left camera CL, and a right camera CR. When not indicating a specific one of the front camera CF, the rear camera CB, the left camera CL, and the right camera CR, hereinafter, the singular expression "camera 34" or the expression "multiple cameras 34" may be used.

[0046] The front camera CF is disposed at a central position in the vehicle width direction, i.e., on the vehicle width center line LC1 in a plan view, near the upper end of the front windshield V18 at the upper part of the vehicle interior V2 so as to obtain image information corresponding to an image in front of the vehicle. The front camera CF may be mounted on the front part V11 of the vehicle body V1. The rear camera CB is disposed at a central position in the vehicle width direction at the rear part V13 of the vehicle body V1 so as to obtain image information corresponding to an image behind the vehicle. The left camera CL is mounted on the left door mirror V17 so as to obtain image information corresponding to an image to the left of the vehicle. The right camera CR is mounted on the right door mirror V17 so as to obtain image information corresponding to an image to the right of the vehicle.

[0047] Based on an image captured by the camera 34, it is possible to recognize the target B, that is, to determine at least the presence and type of the target B. FIG. 10 shows an overview of an operation for recognizing the target B included in the foreground based on an image of the foreground including the road Rd in front of the vehicle captured by the front camera CF, as an example. Specifically, as shown in FIG. 10, a detection area Aw is set in the captured image. The detection area Aw is all or a part of the captured image area, i.e., the angle of view area of ​​the camera 34. Based on pixel feature parameters in the image within the detection area Aw, a feature point image Gp can be acquired. The pixel feature parameters are feature parameters of pixels constituting an image, such as brightness, contrast, color, etc. The "brightness" may also be called "lightness". The "color" may also be called "saturation". The feature point image Gp is ​​an image in which feature points Pt extracted based on the difference in pixel feature parameters between adjacent pixels, the gradient of change, etc. are arranged in an image shape. The feature points Pt are points that characterize the shape of the target B in the captured image. In other words, the feature points Pt are characteristic points, i.e., pixels, in the image within the detection area Aw. Then, by pattern matching between a feature point group Pg, which is a collection of the feature points Pt in the feature point image Gp, and a pre-stored pattern, it is possible to determine the type of the target B corresponding to the feature point group Pg.

[0048] It should be noted that the method of extracting the feature points Pt is well known at the time of filing the present application. Specifically, as the method of extracting the feature points Pt, for example, well-known methods such as a Sobel filter, a Laplacian filter, and a Canny method can be used. Therefore, in this specification, a detailed description of the method of extracting the feature points Pt is omitted. Also, the "extraction" of the feature points Pt can be expressed as "detection."

[0049] Also, it is possible to estimate the relative position or distance of the recognized target B with respect to the vehicle itself based on an image captured by the camera 34. FIG. 11 shows an overview of calculating an estimated point Pb, which is an estimation result of the three-dimensional position of a feature point Pt corresponding to the target B, by a technique called monocular moving stereo or SFM. SFM is an abbreviation for Structure from Motion. Note that the present disclosure is not limited to such monocular moving stereo. That is, the camera 34 may be a so-called compound eye stereo camera.

[0050] 11, it is assumed that the camera 34 moves in the host vehicle movement direction Dv as the host vehicle travels, and the position of the camera 34 at time t1 is a first camera position Pc1, and the position of the camera 34 at time t2 is a second camera position Pc2. The first captured image A1 is assumed to be an image captured by the camera 34 at the first camera position Pc1. The second captured image A2 is assumed to be an image captured by the camera 34 at the second camera position Pc2.

[0051] The first feature point Pt1 is a feature point Pt extracted from the first captured image A1. The second feature point Pt2 is a feature point Pt extracted from the second captured image A2 and estimated to correspond to the first feature point Pt1 at time t1. That is, the second feature point Pt2 corresponds to a point on the target B corresponding to the first feature point Pt1 at time t1, which is estimated to have moved after (t2-t1) seconds. It is possible to determine that the first feature point Pt1 and the second feature point Pt2 are the same, i.e., corresponding points, by a publicly known or well-known method such as optical flow. Then, the intersection of a first straight line L1 passing through the first camera position Pc1 and the first feature point Pt1 and a second straight line L2 passing through the second camera position Pc2 and the second feature point Pt2 is estimated as an estimated point Pb. Such an estimated point Pb is a point on the target B corresponding to the first feature point Pt1 and the second feature point Pt2 in a three-dimensional coordinate system based on the vehicle. If the estimated point Pb is a stationary point, it satisfies the epipolar constraint condition. The epipolar constraint condition is a condition defined by epipolar geometry, which states that the first camera position Pc1, the second camera position Pc2, and the estimated point Pb exist on the same plane Π at both times t1 and t2.

[0052] (Various sensors) 1 and 2 again, the operation sensor 35 is provided to generate outputs corresponding to various quantities related to the driving operation state of the vehicle by the driver D. The "various quantities related to the driving operation state" are, for example, an accelerator operation amount, a brake operation amount, a shift position, a steering angle, and the like. That is, the operation sensor 35 is a collective name for well-known sensors such as an accelerator pedal sensor, a brake pedal sensor, a shift position sensor, a steering angle sensor, a steering torque sensor, and the like, for the sake of simplicity of illustration and explanation. In addition, the operation sensor 35 may be provided with a so-called steering wheel sensor that detects whether the driver D is gripping the steering wheel V24.

[0053] The behavior sensor 36 is provided to generate outputs corresponding to various quantities related to the driving behavior of the vehicle. The "various quantities related to the driving behavior" include physical quantities related to the behavior or motion state of the vehicle, such as vehicle speed, yaw rate, longitudinal acceleration, lateral acceleration, etc. In other words, the behavior sensor 36 is a collective term for well-known sensors such as a vehicle speed sensor, a yaw rate sensor, an acceleration sensor, etc., for the sake of simplicity of illustration and explanation.

[0054] (Driver status monitor) 1 and 2, and also FIG. 12 and FIG. 13, the driver state monitor 37 is configured to sequentially detect the driver state based on the captured image of the driver D. The driver state includes, for example, whether or not the driver is awake. Specifically, the driver state monitor 37 includes a driver monitor camera provided in the vehicle interior V2 so that at least the head D1 of the driver D seated in the driver's seat V23 in a posture that allows the driver to drive the vehicle appropriately can be captured in the field of view so as to capture the face D2 from the front. The driver monitor camera is configured as a near-infrared camera. The driver state monitor 37 detects the driver state by performing image recognition processing on the captured image by the driver monitor camera.

[0055] The detection contents using the driver state monitor 37 include, for example, the direction of the face D2 of the driver D, the degree of opening of the eyes D3, the position of the pupils D4, and the like, as shown in FIG. 12 and FIG. 13. The direction of the face D2 includes a yaw angle θy and a pitch angle θp. The yaw angle θy represents the rotation angle of the face D2 of the driver D about a vertical axis Dx1 extending in the up-down direction. The yaw angle θy is 0° when the face D2 faces forward. The yaw angle θy is a positive value when the face D2 faces leftward, and a negative value when the face D2 faces rightward. The pitch angle θp represents the rotation angle of the face D2 about a horizontal axis Dx2 extending in the left-right direction. The pitch angle θp is 0° when the face D2 faces horizontally. The pitch angle θp is a positive value when the face D2 faces downward, and a negative value when the face D2 faces upward. FIG. 12 shows an example of a captured image when the driver D is in an awake state. Fig. 13 shows an example of a captured image when the driver D is not awake. As shown in Fig. 12 and Fig. 13, it is possible to detect the driver's state, including whether or not the driver is awake, the line of sight D5, etc., based on the direction of the face D2, the degree of opening of the eyes D3, the position of the pupils D4, etc.

[0056] (Operation switch) 1 and 2 again, the operation switches 38 are various switches operated by the driver D when driving the vehicle, and are provided in various locations in the vehicle compartment V2. The operation switches 38 correspond to switches that are not subject to detection of the operation amount or operation state by the operation sensor 35, and include at least an ignition switch 381, a blinker switch 382, ​​and an AD / ADAS switch 383. The ignition switch 381 is a switch for turning on and off the activation of the system-equipped vehicle V, i.e., the in-vehicle system 1, and may also be called a start switch or a power switch. The blinker switch 382 is a switch for detecting the operation state of a blinker lever. The AD / ADAS switch 383 is a switch for the driver D to input instructions such as start, end, level setting, and function selection related to driving assistance or automatic driving.

[0057] (locator) The locator 39 is configured to acquire highly accurate position information of the vehicle. Specifically, the locator 39 is a so-called composite positioning system, and includes a GNSS receiver 391, an inertial acquisition unit 392, and a locator ECU 393. GNSS is an abbreviation for Global Navigation Satellite System. The "highly accurate position information" is, for example, position information having a position accuracy of SAE level 2 or higher that can be used for advanced driving assistance or automated driving, specifically, an error of less than 10 cm. Note that, as the locator 39, a commercially available system such as the "POSLV" positioning and orientation system for land vehicles manufactured by Applanix, Inc., can be used.

[0058] The GNSS receiver 391 is provided so as to be capable of receiving a positioning signal transmitted from at least one positioning satellite, i.e., an artificial satellite. In this embodiment, the GNSS receiver 391 is configured so as to be capable of receiving a positioning signal from a positioning satellite in at least one of satellite positioning systems such as GPS, QZSS, GLONASS, Galileo, IRNSS, and the Beidou satellite navigation system. GPS is an abbreviation for Global Positioning System. QZSS is an abbreviation for Quasi-Zenith Satellite System. GLONASS is an abbreviation for Global Navigation Satellite System. IRNSS is an abbreviation for Indian Regional Navigation Satellite System.

[0059] The inertia acquisition unit 392 is configured to acquire the acceleration and angular velocity acting on the host vehicle. In this embodiment, the inertia acquisition unit 392 is provided as a three-axis gyro sensor and a three-axis acceleration sensor built into a box-shaped housing of the locator 39. The locator ECU 393 has a configuration as a so-called in-vehicle microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like. The locator ECU 393 is configured to sequentially determine the position, direction, and the like of the host vehicle based on the positioning signal received by the GNSS receiver 391, the acceleration and angular velocity acquired by the inertia acquisition unit 392, and the like.

[0060] (In-vehicle communication device) The in-vehicle communication device 4 is an in-vehicle communication module also called DCM, and is provided so as to be able to communicate information with base stations around the vehicle by wireless communication conforming to a communication standard such as LTE or 5G. DCM stands for Data Communication Module. LTE stands for Long Term Evolution. 5G stands for 5th Generation. Specifically, for example, the in-vehicle communication device 4 acquires traffic information such as congestion information from a probe server on the cloud and / or a predetermined database. The "traffic congestion information" includes the location and length of the congestion section. Specifically, the traffic congestion information includes the head position of the congestion, the tail position of the congestion, the estimated congestion distance, the estimated congestion time, and the like. The traffic information is also called "road traffic information." In addition, the in-vehicle communication device 4 acquires the latest HD map information from the above-mentioned probe server and stores it in the HD map 5.

[0061] (HD Map) The HD map 5 is mainly composed of a non-volatile rewritable memory so that the HD map information can be rewritably stored and the stored contents can be retained even when the power is cut off. The HD map information can also be called high-precision map data. The HD map information includes map information with higher precision than the map information in the SD map 601 used in the navigation device 6, which has a position error of about several meters. SD stands for Standard. Specifically, the HD map 5 stores information that can be used for advanced driving assistance or automatic driving, such as three-dimensional road shape information, lane number information, and regulation information, in accordance with a predetermined standard such as the ADASIS standard. ADASIS stands for Advanced Driver Assistance Systems Interface Specification.

[0062] (Navigation device) The navigation device 6 is configured to calculate a planned driving route from the current position of the vehicle to the destination. In this embodiment, the navigation device 6 is configured to calculate a planned driving route based on the destination set by the driver D or the like, map information stored in the HD map 5 or SD map 601, position information of the vehicle acquired from the locator 39, and the like. The navigation device 6 is also configured to be able to provide various information including route information, which is the calculation result, to each part such as the driving ECU 2 and the HMI device 7 via the in-vehicle communication line 10. That is, the navigation device 6 is configured to be able to display a navigation screen on the HMI device 7 for map display, route display, and the like.

[0063] (HMI device) The HMI device 7 is a so-called vehicle HMI, and has a configuration for realizing information transmission between the vehicle and the occupants including the driver D. Specifically, the HMI device 7 is configured to present various information related to the vehicle to the occupants at least visually, and to receive input operations by the occupants corresponding to the presented contents. The presented information includes, for example, various kinds of guidance, input operation instructions, input operation content notification, warnings, and the like. Typically, the HMI device 7 has a configuration as a so-called "dashboard HMI" mainly composed of devices attached to the dashboard V21 and the steering wheel V24. However, some of the input / output devices provided in the HMI device 7 may be provided in a place other than the dashboard V21, for example, in the ceiling part of the vehicle interior V2, or in the center console between the driver's seat V23 and the seat V22 adjacent thereto, i.e., the passenger seat, or the like.

[0064] The HMI device 7 includes an HCU 701, a meter panel 702, a main display device 703, a head-up display 704, a speaker 705, and an operation device 706. HCU is an abbreviation for HMI Control Unit. The HCU 701 has a configuration as a so-called in-vehicle microcomputer equipped with a CPU, ROM, RAM, an input / output interface, etc., and is configured to control display output and audio output by the HMI device 7. That is, the HCU 701 is provided to control the operations of the meter panel 702, the main display device 703, the head-up display 704, the speaker 705, etc.

[0065] The meter panel 702 is provided in front of the driver's seat V23 on the dashboard V21. The meter panel 702 is configured to execute meter display of the vehicle speed, coolant temperature, remaining fuel amount, etc., as well as various information display such as date and time, outside air temperature, mileage, radio station, etc.

[0066] The main display device 703 is a display device also called a CID device, and is arranged in the approximate center of the dashboard V21 in the vehicle width direction so that the display screen can be viewed by the occupant. CID stands for Center Information Display. The main display device 703 can display a navigation screen for map display and route display by the navigation device 6. The main display device 703 can also display information and content different from the navigation screen. Specifically, the main display device 703 is configured to be able to execute a display for setting operations related to driving modes such as "comfort", "normal", "sports", and "circuit". The main display device 703 is also configured to be able to execute a display related to a second task that the driver D can use during automatic driving. The second task is a task other than driving operations performed by the driver D, and includes, for example, reading, operating a mobile communication terminal, watching video content, and the like. The "video content" is, for example, a movie, a concert video, a music video, a television broadcast, and the like. The second task is also called a "non-driving task" or a "secondary activity".

[0067] 1 and 2, and also with reference to FIG. 14 and FIG. 15, the head-up display 704 is provided to display a display image M including characters, figures, and / or symbols in the forward field of vision of the driver D. In this embodiment, the head-up display 704 is configured to display the display image M as a virtual image in front of the driver D using AR technology, thereby enabling the display image M to be superimposed on the foreground including the road surface FR ahead of the vehicle. AR is an abbreviation for Augmented Reality. The "superimposed display" refers to displaying related information in a positional correspondence with a target of interest included in the foreground, for example, displaying related information so as to be superimposed on the target of interest or displaying it in the vicinity of the target of interest. The "target of interest" is, for example, a target object to which attention should be paid or attention should be paid during driving, such as a road marking, a road sign, a vehicle ahead, a pedestrian, etc. The "road marking" may also be referred to as a "road marking". For example, various displays such as a route display, a traveling direction display, and a traffic information display on the road surface FR ahead as an object of attention correspond to "superimposed display".

[0068] As shown in FIG. 14, the head-up display 704 is configured so that the depression angle AD is a positive value of 0 degrees or more. In FIG. 14, the depression angle AD is an angle between a virtual horizontal line passing through the viewpoint EP of the driver D and a virtual straight line connecting the viewpoint EP and the upper end of the projection range AP. The depression angle AD is a positive value when the upper end of the projection range AP is looked down from the viewpoint EP, and a negative value when the upper end is looked up. In addition, the head-up display 704 is configured so that the projection range AP is a horizontally elongated approximately rectangular shape as shown in FIG. 15 by making the horizontal angle of view larger than the vertical angle of view AV. The vertical angle of view AV is an angle between a virtual straight line connecting the viewpoint EP and the upper end of the projection range AP and a virtual straight line connecting the viewpoint EP and the lower end of the projection range AP in FIG. That is, the vertical angle of view AV is an angle range in the vertical direction in which the display image M can be viewed from the viewpoint EP, and may also be referred to as a viewing angle in the vertical direction.

[0069] As shown in FIG. 14, the head-up display 704 includes a projector 741 and a magnifying optical system 742. The projector 741 is configured to generate a display image light LV based on a display image signal generated by the HCU 701 and emit the display image light LV toward the magnifying optical system 742. The magnifying optical system 742 includes a plurality of optical elements including a concave mirror and an actuator for controlling the alignment of the optical elements. The magnifying optical system 742 is configured to adjust the projection state of the display image light LV onto the front windshield V18 by controlling the above alignment with the actuator according to the viewpoint EP detected by the driver state monitor 37. The head-up display 704 projects the display image light LV onto a projection range AP on the front windshield V18 and allows the driver D to visually recognize the reflected light, thereby realizing the display of the display image M.

[0070] FIG. 15 shows an example of a display state of the head-up display 704. The head-up display 704 can display an information display M1 and a graphic display M2. The information display M1 is a display content that displays various information such as the maximum speed on the road Rd on which the vehicle is traveling, the current vehicle speed of the vehicle, the distance to the destination, the estimated time of arrival at the destination, building names, intersection names, etc. The information display M1 is typically a display using characters, road sign-like figures, or symbols. The graphic display M2 is a display content using graphics such as lines and arrows, and is used to display, for example, information related to the traveling direction of the vehicle and lane selection.

[0071] The head-up display 704 can display superimposed content and non-superimposed content. The "superimposed content" is a display image content that is associated with or related to a specific target of attention included in the foreground and is superimposed on the target of attention. In contrast, the "non-superimposed content" is a display image content that is not associated with a specific target of attention included in the foreground and is not superimposed on the specific target of attention. In the display example of FIG. 15, a linear graphic display M2 is superimposed as superimposed content on the lane in which the vehicle is currently traveling, and an information display M1 indicating the maximum speed is displayed as non-superimposed content at an appropriate position that does not overlap with the graphic display M2. In this way, the HMI device 7 has a configuration as a notification unit that notifies a passenger such as the driver D of the vehicle of information.

[0072] 1 and 2 again, speaker 705 is provided to output audio corresponding to the display contents on meter panel 702, main display device 703, and head-up display 704. Note that speaker 705 can also output audio that does not correspond to the display contents on meter panel 702, main display device 703, and head-up display 704, such as music, radio audio, and the like.

[0073] The operation device 706 is an input device that is not included in the operation switch 38 and is not subject to detection of the operation amount or operation state by the operation sensor 35. Specifically, for example, switches provided around the display screen of the main display device 703 and a transparent touch panel provided so as to cover such a display screen correspond to the operation device 706. Also, for example, switches provided on the spokes of the handle V24 of the steering wheel structure correspond to the operation device 706. Furthermore, a pointing device such as a touch panel provided on the center console corresponds to the operation device 706.

[0074] (Lighting device) The lighting device 8 includes a body ECU 801, a headlight 802, and a blinker 803. The body ECU 801 has a configuration as a so-called in-vehicle microcomputer equipped with a CPU, a ROM, a RAM, an input / output interface, etc. The body ECU 801 is configured to control the lighting state of the headlights 802 and the blinkers 803 based on information input from the driving ECU 2 and the driving information input unit 3.

[0075] (Motion Control Device) The motion control device 9 is provided to control the motion, i.e., the driving behavior, of the vehicle based on information input from the driving ECU 2 and the driving information input unit 3. Specifically, the motion control device 9 includes a drive device 91, a shift device 92, a braking device 93, and a steering device 94.

[0076] The drive device 91 includes a drive system ECU 911 and a drive mechanism 912. The drive system ECU 911 has a configuration as a so-called in-vehicle microcomputer including a CPU, ROM, RAM, an input / output interface, etc., and is configured to control the operation of the drive mechanism 912. The drive mechanism 912 that generates the driving force for running the system-equipped vehicle V includes an engine and / or an electric motor. That is, the system-equipped vehicle V may be any of a gasoline engine vehicle, a diesel engine vehicle, a biofuel vehicle, a hydrogen engine vehicle, a hybrid vehicle, a BEV, a fuel cell vehicle, etc. BEV is an abbreviation for Battery Electric Vehicle.

[0077] The shift device 92 includes a shift ECU 921 and a shift mechanism 922. The shift ECU 921 has a configuration as a so-called in-vehicle microcomputer including a CPU, a ROM, a RAM, an input / output interface, etc., and is configured to control the operation of the shift mechanism 922. The shift mechanism 922 is provided between the wheels V3 functioning as drive wheels and the drive device 91, and is configured to switch the shift position, that is, switch between forward running and reverse running, and change the gear ratio during forward running. The shift device 92 may have a configuration as a so-called shift-by-wire.

[0078] The braking device 93 includes a brake ECU 931 and a brake mechanism 932. The brake ECU 931 has a configuration as a so-called on-board microcomputer including a CPU, a ROM, a RAM, an input / output interface, etc., and is configured to control the operation of the brake mechanism 932. The brake mechanism 932 that generates a braking force in the system-equipped vehicle V may include a regenerative brake mechanism in addition to a friction brake mechanism. The braking device 93 may have a so-called brake-by-wire configuration.

[0079] The steering device 94 includes a steering ECU 941 and a steering mechanism 942. The steering ECU 941 has a configuration as a so-called on-board microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and is configured to control the operation of the steering mechanism 942. The steering mechanism 942 is configured to be able to change the orientation of the left front wheel V3a and the right front wheel V3b, which are steered wheels. The steering mechanism 942 may also be able to change the orientation of the left rear wheel V3c and the right rear wheel V3d. That is, the host vehicle may be a so-called four-wheel steering vehicle. The steering device 94 may also have a configuration as a so-called steer-by-wire.

[0080] (Driving control based on target recognition results) 16 and 17 show an example of a functional configuration realized by the driving ECU 2 by the processor 21 executing the program instructions stored in the memory 22. Hereinafter, an overview of the driving control of the host vehicle executed by the driving ECU 2 based on the recognition result of the target B around the host vehicle using the ADAS sensor will be described. Hereinafter, in this specification, "recognition" and "detection" are defined as follows. "Recognition" is a concept including "detection", "identification" and "recognition". "Detection" refers to finding the target B based on images and point cloud data. The "detected" target B is only judged to exist, and the shape, meaning, etc. are not judged. "Identification" refers to classifying the shape, meaning, etc. of the detected target B. The "identified" target B is judged not only to exist, but also to be what it is, for example, whether it is a human, a car, or a building. "Recognition" refers to judging the detected and identified target B as something that should be taken into consideration in the driving control of the host vehicle, such as a pedestrian, an oncoming vehicle, etc. It should be noted that "detection" includes "detection."

[0081] 16, the driving ECU 2 has a recognition unit 2001, an operation determination unit 2002, and a control output unit 2003 as functional configurations realized by the processor 21. The recognition unit 2001 is adapted to execute a recognition operation of a target B around the vehicle based on information input from a surrounding monitoring sensor, an operation sensor 35, a behavior sensor 36, and the like. The operation determination unit 2002 is adapted to determine the content of a control operation required for the vehicle at the present time based on the recognition result of the target B by the recognition unit 2001 and information input from the operation sensor 35, the behavior sensor 36, and the like. The content of such a control operation is, for example, a collision avoidance operation, an emergency stop operation, a warning operation to the driver D, and the like. The control output unit 2003 is adapted to generate a control output according to the control operation content determined by the operation determination unit 2002, and output it to each unit in the in-vehicle system 1. The control output is, for example, a steering amount, a braking amount, a warning message code, and the like.

[0082] 17, the recognition unit 2001 has an input information acquisition function 2101, an input information processing function 2102, a target recognition function 2103, a vehicle lane recognition function 2104, an intersection recognition function 2105, and a surrounding environment recognition function 2106. The input information acquisition function 2101 holds a predetermined amount of information input to the recognition unit 2001 in time series. The input information processing function 2102 executes various processes such as noise removal and coordinate conversion on the information acquired, i.e., held, by the input information acquisition function 2101. The target recognition function 2103 executes a recognition operation of the target B based on the information processed by the input information processing function 2102. The target recognition function 2103 has a lane marking recognition function 2131, a road marking recognition function 2132, a roadside structure recognition function 2133, a traffic light recognition function 2134, a road sign recognition function 2135, a lane recognition function 2136, a pedestrian recognition function 2137, a surrounding vehicle recognition function 2138, and an obstacle recognition function 2139.

[0083] The recognition targets by each recognition function in the recognition unit 2001 are illustrated in FIG. 18, FIG. 19, etc. Referring to FIG. 18, the recognition targets B include, broadly speaking, a traffic-related three-dimensional object B1, another vehicle B2, a general three-dimensional object B3, and a road marking B4. Referring to FIG. 19, the recognition targets B include a parking frame line B5, a wheel stopper B6, and a parked vehicle B7 as objects related to the detection of the parking space PS and parking assistance. The traffic-related three-dimensional object B1 is a three-dimensional object for use in road traffic, such as a traffic light B11 and a road sign B12. The other vehicle B2 is a vehicle that may be a following target or an obstacle during the travel of the host vehicle, and does not include the parked vehicle B7 shown in FIG. 19. The general three-dimensional object B3 is a three-dimensional object other than the traffic-related three-dimensional object B1, the other vehicle B2, the wheel stopper B6, and the parked vehicle B7, and mainly constitutes an "obstacle." Furthermore, for example, it is possible to recognize the lane LN based on the recognition result of the target B using an image. That is, the parking space PS and the lane LN are different from the target B as a direct recognition target by the ADAS sensor, but can be said to be indirect recognition targets based on the recognition result of the target B. The lane LN as such an indirect recognition target can include, for example, the own lane LNm in which the own vehicle is currently traveling, the oncoming lane LNc, etc. Further details of each recognition target in the recognition unit 2001 will be described later.

[0084] The own lane recognition function 2104 recognizes the position of the own vehicle in the width direction of the road Rd on which the own vehicle is currently traveling, based on the recognition result of the target B by the target recognition function 2103. Hereinafter, the width direction of the road Rd is referred to as the "road width direction". In contrast, the direction perpendicular to the road width direction is referred to as the "road extension direction". The road extension direction is a direction extending along the road Rd, and is also referred to as the "road extension direction" or "road extension direction". When such a road Rd includes multiple lanes LN, the own lane recognition function 2104 recognizes which of the multiple lanes LN lined up in the road width direction the own lane LNm is. The intersection recognition function 2105 recognizes an intersection Xr around the own vehicle, based on the recognition result of the target B by the target recognition function 2103. Specifically, the intersection recognition function 2105 recognizes, for example, the presence or absence of a traffic light B11 and the color of the light, the presence of road markings B4 such as a stop line B42, the positions of the intersection entrance Xr1 and the intersection exit Xr2, the course division, etc., of the intersection Xr that the vehicle is currently approaching. The surrounding environment recognition function 2106 recognizes the driving environment around the vehicle, that is, for example, the presence or absence of obstacles, etc., based on the recognition result of the target B by the target recognition function 2103. These recognition results are provided to the operation determination unit 2002 shown in FIG. 16 to determine the content of the control operation currently required for the vehicle.

[0085] FIG. 18 shows an example of a foreground view from the vehicle in a situation where the vehicle is approaching an intersection Xr that forms a crossroads and has a traffic light B11. The intersection Xr that forms a crossroads is hereinafter simply referred to as a "crossroads". The recognition results of the traffic light B11 and the road sign B12 included in the traffic-related three-dimensional object B1 can be used, for example, for information notification or warning to the driver D by the HMI device 7. In addition, such recognition results can be used for the motion control of the vehicle during automatic driving or driving assistance. In addition to the traffic light B11 and the road sign B12, the traffic-related three-dimensional object B1 includes roadside structures B13 such as guardrails and curbs. The roadside structures B13 are recognized as obstacles when controlling the running of the vehicle. In addition, the traffic-related three-dimensional object B1 includes road studs B14 and poles B15 as shown in FIG. 20. Depending on the height and installation situation, the road studs B14 are recognized as obstacles when controlling the running of the vehicle. The pole B15 is recognized as an obstacle during driving control of the host vehicle.

[0086] 18 again, the general three-dimensional object B3 includes a fallen object B31 on the road, a pedestrian B32, a cyclist B33, a structure B34, etc. The fallen object B31 on the road, the pedestrian B32, and the cyclist B33 are recognized as obstacles when controlling the running of the vehicle. The structure B34 is not recognized as an obstacle because it is usually located outside the road Rd, but it can be a target for superimposed display when notifying the driver D of information by the head-up display 704, for example.

[0087] The road markings B4 include a crosswalk B41, a stop line B42, and a road dividing line B43. As shown in FIG. 21, the road markings B4 also include a character marking B44 and a graphic marking B45. The character markings B44 include, for example, a number indicating a maximum speed, a vehicle traffic division such as "bus only", and a regulatory character such as "stop". The graphic markings B45 include, for example, an arrow indicating a possible travel direction and a graphic for calling attention to the crosswalk B41 ahead. The recognition result of the road markings B4 can be used, for example, to estimate the positions of an intersection entrance Xr1, an intersection exit Xr2, and an intersection center Xrc. The intersection entrance Xr1 is the edge of the intersection of interest on the side where the vehicle enters. The intersection of interest is an intersection Xr that the vehicle is currently approaching and is closest to the vehicle, where the vehicle is scheduled to pass or is highly likely to pass. An intersection Xr that "the vehicle plans to pass through" is an intersection Xr on the planned travel route when the destination and planned travel route of the vehicle are set in the navigation device 6. An intersection Xr that "is likely to be passed through" is an intersection Xr that is estimated with a high probability that the vehicle will pass through, based on the current vehicle speed of the vehicle and the distance to the intersection Xr, when the destination and planned travel route of the vehicle are not set in the navigation device 6. The intersection exit Xr2 is the edge of the intersection of interest on the side from which the vehicle will exit. The intersection center Xrc is the center of the intersection of interest.

[0088] As shown in Figs. 20 to 22, the road division line B43 includes a roadway outer edge line B431, a center line B432, and a lane boundary line B433. The roadway outer edge line B431 is provided to indicate the outer edge line of the roadway in the road width direction. The "roadway" is a part of the road Rd on which vehicles travel. The center line B432 is provided to divide the road Rd, which is a two-way road, i.e., a non-one-way road, by traffic direction. The center line B432 may be a single line, a double line, or a triple line. The lane boundary line B433 is provided to divide multiple lanes LN of the same traffic direction on a road Rd with two or more lanes on one side. The road division line B43 may be painted white or yellow. In the example of Fig. 20, the center line B432 has a triple line pattern with yellow solid lines on both sides of a white solid line, and road studs B14 and poles B15 are provided on the central white solid line. In the example of Fig. 21, the center line B432 has a double line pattern with white solid lines, and the lane boundary line B433 has a yellow solid line portion beyond the white broken line portion. From the recognition results of the roadside structures B13 and road division lines B43, etc., it becomes possible to recognize the driving lane LNd, the oncoming lane LNc, the passing lane LNp, the right-turn lane LNr, the road shoulder LNs, the emergency parking zone EZ, etc.

[0089] The road markings B4 include a guidance strip marking B461, a safety zone marking B462, a no entry sign B463, a no stopping sign B464, and the like, as shown in Figs. 23 to 26. The guidance strip marking B461 shown in Fig. 23 is provided to indicate a guidance strip for guiding vehicles to travel safely and smoothly. Although the guidance strip is a marking for guiding vehicles not to pass through, the entry of vehicles into the guidance strip itself is not prohibited by law. The guidance strip marking B461 is provided, for example, near an intersection Xr, a junction, or a branch. The safety zone marking B462 shown in Fig. 24 is provided to indicate a safety zone. The safety zone is an area provided on the road Rd for the purpose of ensuring the safety of pedestrians B32, etc., and vehicles are not allowed to enter inside the safety zone. The no entry sign B463 shown in Fig. 25 is provided to indicate a no entry area. A no-entry area is an area that is not permitted for vehicle traffic, and vehicles are not permitted to enter inside the area. The no-stop sign B464 shown in Fig. 26 is provided to indicate a no-stop area. A no-stop area is an area that a vehicle is not permitted to enter if it is likely to be forced to stop due to the situation ahead of the path it is about to travel. In other words, a vehicle is not permitted to stop inside the no-stop sign B464 when waiting at a traffic light or in a traffic jam.

[0090] FIG. 27 shows an example of a road sign B12. The road sign B12 is a signboard that is installed beside or above the road Rd and provides necessary information to users through its design. The design includes an external shape, a color, and a symbol. The external shape is a circle, a triangle, an inverted triangle, a square, a diamond, an octagon, etc. The colors are white, black, red, blue, yellow, etc. In FIG. 27, the cross-hatched portion indicates red, the diagonal hatched portion indicates blue, the dot-hatched portion indicates yellow, and the blackened portion indicates black. The symbols include letters, figures, and combinations thereof.

[0091] In FIG. 27, examples of signs in Japan, Europe, and the United States are shown, categorized by meaning. For European examples, examples from Germany and France are used. For example, the design of "No entry" is almost the same in each country. In contrast, the color and symbol of "Stop" are common, but the external shape is almost the same in Europe and the United States, while the Japanese sign is different from Europe and the United States. The design of maximum speed signs is almost the same in Japan and Europe, except for the color of the letters, but the American sign is completely different from Japan and Europe in terms of external shape and color. The design of "Watch out for railroad crossings" is low in common between Japan, Europe, and the United States. The design of "No right turns" is similar in Europe and the United States, but there is no corresponding sign in Japan. However, for example, if a "No going in any direction other than the specified direction" sign, which shows the straight-ahead direction and the left-turn direction with white arrows, is provided at a cross intersection, as shown in FIG. 27, such a sign essentially indicates "No right turns."

[0092] Accurate recognition of the road signs B12 satisfactorily realizes automated driving and advanced driving assistance, but as described above, the design of the road signs B12 may differ greatly from country to country. Therefore, a database for recognizing the meaning indicated by the detected road signs B12 by pattern matching is stored in advance in the memory 22 shown in FIG. 2. Such a database may be country-specific or region-specific, or may be common to the entire world. Note that such a database may be stored in a host computer connected to the vehicle via the in-vehicle communication device 4 in place of or together with the memory 22. V2X is an abbreviation for Vehicle to X.

[0093] FIG. 28 shows an example of a scene in which the recognition result of the target B is used, in which the vehicle is approaching a crossroads. In this scene, for example, an information display M1 such as "10m to stop position" showing the distance between the vehicle and the stop line B42 can be superimposed on the stop line B42. In addition, a voice notification such as "10m to stop position" can be given. This makes it possible to effectively support the driver D using the driving support function to stop at the stop line B42 without fail. Alternatively, by notifying the passengers including the driver D using the automatic driving function of the scheduled occurrence of a stop event at an appropriate timing, it is possible to effectively avoid impairing the comfort of the passengers.

[0094] FIG. 29 shows another example of a scene in which the recognition result of the target B is used, in which the vehicle is approaching a crossroads with a traffic light B11 where the vehicle is scheduled to turn right. In this scene, for example, an information display M1 such as "20m ahead, turn right" indicating the distance to the right turn point can be superimposed on the road surface FR in front of the field of vision of the driver D in the right turn lane LNr, which is the vehicle lane LNm. In addition, a voice notification such as "turn right at the intersection 20m ahead" can be given. Furthermore, an arrow graphic display M2 indicating the planned travel route of the vehicle can be superimposed on the road surface FR so as to pass through the vicinity of the intersection center Xrc from the right turn lane LNr, which is the vehicle lane LNm, and reach the road Rd where the vehicle is to turn right. This allows the vehicle's course guidance and lateral acceleration generation behavior to be properly notified to the driver D and other occupants, thereby making it possible to properly avoid impairing the comfort of the occupants.

[0095] 17 again, the target recognition function 2103 recognizes the type and state of the target B based on the recognition result using the ADAS sensor and the HD map information stored in the HD map 5. The "state" includes the position. The "position" includes the distance from the vehicle, the relative position with respect to the vehicle, the lane position, i.e., one of the multiple lanes LN, and the like.

[0096] The lane marking recognition function 2131 recognizes road markings B43 provided around the vehicle, including on the road surface FR of the road Rd where the vehicle is heading. For example, the lane marking recognition function 2131 recognizes whether the outer roadway line B431, center line B432, lane boundary line B433, etc., as shown in Figs. 20 to 23, are white or yellow, solid or broken, single or multiple lines, etc. Technology for recognizing road markings B43 was well known at the time of filing the present application, and therefore detailed description thereof will be omitted in this specification.

[0097] The road marking recognition function 2132 recognizes the type, meaning, and position of road markings B4 provided around the vehicle, other than the road dividing line B43. Recognition targets by the road marking recognition function 2132 include, for example, a crosswalk B41, a stop line B42, and a graphic marking B45.

[0098] The roadside structure recognition function 2133 recognizes the type and position of the roadside structure B13 provided around the vehicle. At least one of the image recognition result using the camera 34, the recognition result using the laser radar sensor 33, and HD map information is used to recognize the roadside structure B13. The traffic light recognition function 2134 recognizes at least the position and light color of the traffic light B11 provided at the travel destination of the vehicle. The road sign recognition function 2135 recognizes the road signs B12 provided around the vehicle. The lane recognition function 2136 recognizes the lane, that is, recognizes the number and type of the lanes LN on the road Rd on which the vehicle is traveling. At least one of the image recognition result using the camera 34, i.e., the front camera CF, the recognition result using the laser radar sensor 33, and HD map information is used to recognize the lane. Specifically, in lane recognition, the image recognition results obtained using the front camera CF are usually used, but so-called "sensor fusion" that uses other information as well can be performed as necessary.

[0099] The pedestrian recognition function 2137 recognizes a pedestrian B32 existing around the vehicle. The surrounding vehicle recognition function 2138 recognizes another vehicle B2 existing around the vehicle. The obstacle recognition function 2139 recognizes obstacles such as road debris B31 and pedestrians B32 existing around the vehicle. The recognition methods of the traffic light recognition function 2134, the road sign recognition function 2135, the lane recognition function 2136, the pedestrian recognition function 2137, the surrounding vehicle recognition function 2138, and the obstacle recognition function 2139 are well known at the time of filing of the present application. Therefore, the details of these recognition methods will not be described in this specification.

[0100] (Evacuation control) The details of the evacuation control according to this embodiment will be described below. The evacuation control is vehicle motion control by the in-vehicle system 1 for urgently stopping the vehicle on the road shoulder LNs or the like. The evacuation control is executed, for example, when the driver D is unable or has difficulty driving due to poor physical condition or a decreased level of consciousness, or when some malfunction or abnormality occurs in the vehicle. Specifically, the driving ECU 2 judges whether or not the evacuation control needs to be executed based on input information from the driver state monitor 37 or the like. Then, when the driving ECU 2 judges that the evacuation control needs to be executed, it determines the stopping position or stopping area of ​​the vehicle and the travel route thereto, and generates and outputs a signal required for the motion control of the vehicle on the travel route. The details of the evacuation control according to this embodiment will be described below. In addition, when describing the operation and effect of the driving ECU 2 as the control device according to this embodiment, the control method and control program executed by this, or the non-transitive substantial recording medium on which such a control program is recorded, these will be collectively referred to as "this embodiment" below.

[0101] First embodiment FIG. 30 shows a functional configuration related to the evacuation control realized by the driving ECU 2 shown in FIG. 16. FIG. 31 to FIG. 34 show an outline of the evacuation control. Specifically, FIG. 31 to FIG. 34 show a time-series change in the manner in which the host vehicle travelling in the extreme driving lane LNd1, which is the lane LN closest to the shoulder LNs among a plurality of driving lanes LNd, on a left-hand traffic road Rd having two or more lanes on each side and a shoulder LNs, performs evacuation driving. As shown in FIG. 30, the evacuation control device 2400 according to this embodiment includes a recognition unit 2401, an evacuation space detection unit 2402, an evacuation route generation unit 2403, and a control content determination unit 2404. Hereinafter, an outline of the evacuation control according to this embodiment will be described with reference to FIG. 30 to FIG. 34 and other drawings as necessary.

[0102] The recognition unit 2401 recognizes various landmarks B including the road dividing line B43 around the vehicle. The recognition unit 2401 also recognizes road edges and lane edges based on the recognition results of the landmarks B. The road edges are edges in the road width direction of the road Rd on which the vehicle is currently traveling. The lane edges are edges in the road width direction of the lane LN on which the vehicle is currently traveling. The road width direction is the width direction of the road Rd. In contrast, a direction that intersects with the road width direction, typically a direction that is perpendicular to the road width direction, is hereinafter referred to as the "road extension direction". The road extension direction is a direction that extends along the road Rd, and is also referred to as the "road extension direction" or "road extension direction". In other words, the road extension direction is a direction in which a line that passes through the center position of the road Rd in the road width direction extends. Alternatively, the road extension direction is a tangent direction of such a curve. Alternatively, the road extension direction is the direction along the travel path or planned travel path of the host vehicle when the host vehicle is traveling "along the road."

[0103] In a left-hand traffic road Rd having a road shoulder LNs as shown in FIG. 31 and the like, the left road edge corresponds approximately to the left end of the road shoulder LNs. FIG. 31 to FIG. 34 show, as an example, a part of the road Rd surrounded on the left and right by a road side wall BW as a roadside structure B13, that is, the left part. Such a structure of the road Rd is often seen in tunnels and urban expressways in Japan, for example. In this case, the road edge can be recognized based on the recognition result of the road side wall BW. The road edge line Le in the figure shows the recognition result of the road edge as a continuous or intermittent line extending along the road extension direction. The road edge line Le is basically a virtual line. The road edge line Le can also be called a road edge recognition line Le. In addition, the lane edge can be recognized based on the recognition result of the road division line B43. The lane edge recognition line Lf in the figure shows the recognition result of the lane edge as a continuous or intermittent line extending along the road extension direction. The lane edge recognition line Lf can be recognized on both the left and right sides of the lane LN. That is, in the example of Fig. 31, for the extreme driving lane LNd1, the lane edge recognition line Lf can be recognized at a position corresponding to the left edge of the lane boundary line B433 in addition to a position corresponding to the right edge of the outer roadway boundary line B431. However, in Fig. 31 and other figures, for the sake of simplicity, only the lane edge recognition line Lf corresponding to the outer roadway boundary line B431 is illustrated among the outer roadway boundary line B431 and the lane boundary line B433, which are the road dividing lines B43 on both sides of the extreme driving lane LNd1, which is the lane in which the host vehicle is currently traveling.

[0104] As shown in FIG. 32, the escape space detection unit 2402 detects an escape space ES at a position where the host vehicle can stop in the road extension direction based on the recognized road division line B43 and road edge, that is, the road edge line Le and the lane edge recognition line Lf. The "position where the host vehicle can stop" refers to a position where the host vehicle can stop safely without performing sudden braking or steering based on the current position and vehicle speed of the host vehicle. The escape space ES is a rectangular space corresponding to the external dimensions of the host vehicle in a plan view for emergency stopping of the host vehicle. Specifically, the escape space ES can be set to a rectangular shape having a long side equal to or greater than the overall length of the host vehicle and a short side equal to or greater than the vehicle width. Then, the escape space detection unit 2402 detects the escape space ES within a distance range where the host vehicle can stop in the road shoulder area. The "shoulder area" is the area between the road edge line Le and the lane edge recognition line Lf recognized at the edge in the width direction of the outer roadway line B431 that defines the outermost driving lane LNd1, which is the lane LN adjacent to the shoulder LNs. In the following explanation, unless there is a particular need to distinguish between the shoulder area and the shoulder LNs, they will be collectively referred to simply as "shoulder LNs." The shoulder LNs is assumed to include the emergency parking zone EZ. In other words, the emergency parking zone EZ can be understood as the shoulder LNs widened outward in the road width direction.

[0105] 33, the evacuation route generating unit 2403 generates, i.e., calculates, an evacuation route ER which is a travel route for stopping the host vehicle in the evacuation space ES detected by the evacuation space detecting unit 2402. The control content determining unit 2404 determines travel control content of the host vehicle from the current position to the evacuation space ES based on the evacuation route ER generated by the evacuation route generating unit 2403. That is, the control content determining unit 2404 determines the braking mode and steering mode during evacuation travel in which the host vehicle travels on the evacuation route ER.

[0106] As described above, this embodiment recognizes the road edge line Le and the lane edge recognition line Lf as shown in FIG. 31. In addition, this embodiment detects the evacuation space ES between the road edge line Le and the lane edge recognition line Lf based on the recognition results of the road edge line Le and the lane edge recognition line Lf as shown in FIG. 32. Furthermore, this embodiment generates an evacuation route ER based on the detection result of the evacuation space ES as shown in FIG. 33. Then, this embodiment executes evacuation running control, that is, vehicle motion control during evacuation running, based on the detected evacuation space ES and the generated evacuation route ER as shown in FIG. 33 and FIG. 34. Note that even during evacuation running control using the evacuation route ER, the evacuation space detection unit 2402 may correct the detection result of the evacuation space ES at any time based on the recognition results of the road edge line Le and the lane edge recognition line Lf. When the detection result of the evacuation space ES is corrected, the evacuation route generation unit 2403 may correct the evacuation route ER at any time.

[0107] In this embodiment, the recognition unit 2401 may be realized as one function included in the recognition unit 2001 shown in Fig. 16. Also, the evacuation space detection unit 2402, the evacuation route generation unit 2403, and the control content determination unit 2404 may each be realized as one function included in the operation determination unit 2002 shown in Fig. 16. Then, based on the driving control content of the host vehicle determined by the control content determination unit 2404, i.e., the operation determination unit 2002 shown in Fig. 16, the control output unit 2003 generates a control output and outputs it to the motion control device 9 shown in Fig. 2, thereby executing evacuation driving control.

[0108] FIG. 35 shows details of the evacuation travel control. In FIG. 35, the search section Dx1 is a travel section for searching the evacuation space ES, that is, a travel section from the start of the evacuation control when the execution of the evacuation control is determined to the first detection of the evacuation space ES. The evacuation preparation section Dx2 is a preparation section for evacuation travel involving lateral movement toward the evacuation space ES detected by the search in the search section Dx1. Specifically, the evacuation preparation section Dx2 corresponds to a travel section of about 3 seconds during which the blinker 803 is turned on. The evacuation travel section Dx3 is a travel section from when the host vehicle starts to move lateral toward the evacuation space ES until it reaches the deceleration stop section Dx4. The deceleration stop section Dx4 is a final braking stop section for stopping the host vehicle in the evacuation space ES.

[0109] In the search section Dx1, the lower the vehicle speed, the easier it is to detect the evacuation space ES, but the greater the impact on road traffic on the following vehicles. In addition, when the vehicle reaches the deceleration and stopping section Dx4, it is preferable that the vehicle speed is slow enough to allow the vehicle to stop gently. Furthermore, the vehicle speed needs to be less than 10 km / h in the road shoulder LNs. For this reason, the control content determination unit 2404 determines the vehicle speed, braking amount, steering amount, etc. in the search section Dx1, the evacuation preparation section Dx2, and the evacuation driving section Dx3 so that the vehicle speed is less than 10 km / h when the vehicle crosses the outer roadway line B431.

[0110] As shown in FIG. 31 etc., emergency parking strips EZ are sometimes provided in places on a road Rd surrounded on the left and right by road side walls BW. In this regard, the emergency parking strip EZ has a larger width, i.e., a larger dimension in the road width direction, than a normal road shoulder LNs. For this reason, when the evacuation space ES can be detected in the emergency parking strip EZ, it is preferable to set the evacuation space ES as the stopping target of the host vehicle within the emergency parking strip EZ. In addition, it is preferable that the position of the evacuation space ES in the extension direction of the road is not too close to the current position of the host vehicle, so that the braking and steering behavior during evacuation driving is not abrupt and the control error is reduced as much as possible.

[0111] However, an emergency parking zone EZ provided at a position where the road side wall BW protrudes outward is likely to be a blind spot for the vehicle due to the road side wall BW in front of it. For this reason, even if an attempt is made to detect an evacuation space ES in this type of emergency parking zone EZ, it may not be detected or a false detection may occur. FIG. 36 shows an example in which a false detection of the evacuation space ES occurs due to a false detection of the shape of the road edge at the back side of the emergency parking zone EZ. In this example, the falsely detected evacuation space ES is recognized as protruding from the road side wall BW, so the vehicle cannot actually stop in the evacuation space ES. Also, FIG. 37 shows an example in which the position and shape of the evacuation space ES once detected are greatly corrected. In this case, the correction amount for the evacuation route ER also becomes large, making it difficult to perform stable evacuation driving control. In addition, depending on the shape or size of the evacuation space ES after correction, it may be difficult to actually stop the vehicle in the evacuation space ES. In this respect, in these examples, it is possible to say that the detected evacuation space ES has low reliability. In such a case where the reliability of the detected evacuation space ES is low, it is preferable not to perform evacuation control using the evacuation space ES. Even in the case of an evacuation space ES detected with high reliability, there may be cases where an obstacle is present or the size is insufficient for the host vehicle when actually approaching the evacuation space ES.

[0112] Therefore, in this embodiment, referring to FIG. 30, the evacuation control device 2400 further includes a detection status determination unit 2405. The detection status determination unit 2405 determines the detection status of the evacuation space ES, that is, determines whether the evacuation space ES detected by the evacuation space detection unit 2402 can actually be used as a stopping target in evacuation control. Specifically, the detection status determination unit 2405 determines, for example, whether the evacuation space ES detected by the evacuation space detection unit 2402 is in a state where the host vehicle can stop. Alternatively, the detection status determination unit 2405 determines, for example, the reliability of the evacuation space ES detected by the evacuation space detection unit 2402. The reliability is an index corresponding to the likelihood that the evacuation space ES detected by the evacuation space detection unit 2402 actually exists, whether it can be stably detected, and / or the likelihood that it is a space in a state where the host vehicle can actually stop. Then, the control content determination unit 2404 determines the evacuation travel control content according to the detection status determination result of the evacuation space ES by the detection status determination unit 2405, i.e., the reliability determination result. Note that the detection status determination unit 2405 may be provided as one function in the evacuation space detection unit 2402 as shown in Fig. 30, or may be provided as a function in parallel with the evacuation space detection unit 2402. The detection status determination unit 2405 may also be referred to as "a reliability determination unit that determines a reliability corresponding to the likelihood that the evacuation space ES exists."

[0113] (Specific examples) Below, several specific examples of the evacuation control according to this embodiment, that is, the detection of the evacuation space ES, the determination of the detection situation, and the evacuation travel control based on the detection and the determination results of the detection situation, will be described.

[0114] (Example 1) As described above, the emergency parking zone EZ is likely to be a blind spot due to the road side wall BW in front of it, and the recognition of the road edge in particular is likely to be unstable. In this regard, in this specific example, when the detection status determination unit 2405 determines that the detected evacuation space ES is in a "state where the host vehicle cannot stop", the control content determination unit 2404 determines to suspend evacuation control to the evacuation space ES.

[0115] Specifically, as shown in FIG. 36 and FIG. 37, in cases where the erroneous detection of the evacuation space ES, or the recognition result of the position or shape of the evacuation space ES flutters or the correction amount increases, the reliability of the detection of the evacuation space ES can be said to be low. Therefore, in this specific example, the detection situation determination unit 2405 determines the reliability based on a predetermined determination factor. The determination factor includes at least one of the recognition information of the road dividing line B43 or the road edge, the correction amount for the position or size of the evacuation space ES being detected, and the distance from the vehicle to the evacuation space ES. Then, the control content determination unit 2404 determines the interruption of the evacuation control for the evacuation space ES based on the determination result of the reliability. That is, when the reliability of the detected evacuation space ES is high, the control content determination unit 2404 continues, that is, executes the evacuation travel control to the evacuation space ES as it is. On the other hand, when the reliability of the detected evacuation space ES is low, the control content determination unit 2404 interrupts the evacuation travel control to the evacuation space ES. In this way, according to this specific example, by assigning reliability to the detection result of the evacuation space ES, it is possible to avoid evacuation to an erroneously detected evacuation space ES and to reliably evacuate the vehicle to a reliable evacuation space ES. A more detailed specific example of the reliability determination method will be described later.

[0116] (Example 2) In this specific example, the evacuation space ES is selected or switched among the evacuation spaces ES searched for at multiple locations in the road extension direction, specifically, at two or more locations, one far away and one nearby, depending on the detection situation at each location. That is, in this specific example, the evacuation space detection unit 2402 detects evacuation spaces ES at multiple locations with different positions, i.e., different distances from the vehicle. Then, when the detection situation determination unit 2405 determines that the evacuation space ES at one location is in a state where the vehicle cannot stop or has low reliability, the control content determination unit 2404 determines the evacuation travel control content so that the vehicle is stopped at another evacuation space ES.

[0117] For example, FIG. 38 shows an example of a case where evacuation control is performed while the host vehicle is traveling in a section where shoulders LNs of a constant width sufficiently wide relative to the vehicle width dimension of the host vehicle are continuous. In such a traveling situation, the recognition unit 2401 can recognize the road edge line Le and the lane edge recognition line Lf with good accuracy over a relatively long distance range. Therefore, in this case, as shown in FIG. 38, the evacuation space detection unit 2402 can detect the evacuation space ES at two locations, distant and nearby, with high reliability. Of the two detected evacuation spaces ES, the distant one is referred to as the distant evacuation space ESf, and the nearby one is referred to as the nearby evacuation space ESn. In this case, the evacuation control device 2400 can execute evacuation control by using the distant evacuation space ESf, which is easier to control braking and steering, out of the distant evacuation space ESf and the nearby evacuation space ESn. Therefore, in this case, the evacuation control device 2400 gives priority to using the distant evacuation space ESf. Note that in such a traveling situation, the search function for the evacuation space ES in the nearby area, that is, the detection function for the nearby evacuation space ESn, may be turned off.

[0118] In contrast, Figures 39 and 40 show an example of a case where evacuation control is performed while the vehicle is traveling in a section on the near side of an emergency parking strip EZ on a road Rd where an emergency parking strip EZ is provided in the middle of a shoulder LNs of a constant width similar to or narrower than the vehicle width dimension of the vehicle. In this case, as shown in Figure 39, the distant evacuation space ESf, which is the evacuation space ES on the far side of the distant evacuation space ESf and the nearby evacuation space ESn, is likely to have a low detection reliability. Alternatively, as shown in Figure 40, the distant evacuation space ES may not be detected due to erroneous detection of the road edge.

[0119] The example of Fig. 39 will be described in more detail with reference to Figs. 41 to 44. In Fig. 41 etc., the road edge detection point Pe is any one of the points constituting the road edge line Le. That is, the road edge detection point Pe is a point detected by the radar sensor 32, the laser radar sensor 33, or the camera 34, corresponding to a roadside structure B13 such as a road side wall BW constituting the road edge, or a point corresponding to a fusion result of the detection points detected by these. The road edge line Le can be generated, i.e., calculated, based on a plurality of road edge detection points Pe arranged along the road extension direction.

[0120] First, as shown in FIG. 41, the evacuation space detection unit 2402 detects the distant evacuation space ESf in the distant area of ​​the emergency parking strip EZ. However, in this distant area, the detection density of the road edge detection points Pe is low and the detection error is large. For this reason, the distant evacuation space ESf is detected in a state where it protrudes from the emergency parking strip EZ. In contrast, in the nearby area of ​​the emergency parking strip EZ, the evacuation space ES cannot be detected at this point because it is in a blind spot. After that, as shown in FIG. 42, when the density of the road edge detection points Pe increases and the detection accuracy of the road edge in the distant area of ​​the emergency parking strip EZ improves, the evacuation space detection unit 2402 corrects the position and size of the distant evacuation space ESf.

[0121] On the other hand, as shown in Fig. 43, the evacuation space detection unit 2402 detects a nearby evacuation space ESn in the nearby area with good reliability. Then, the control content determination unit 2404 rejects the distant evacuation space ESf being tracked with low reliability, and executes evacuation travel control using the evacuation route ER toward the nearby evacuation space ESn, as shown in Fig. 44. Thus, according to this specific example, by switching the evacuation space ES early, it is possible to execute good evacuation control.

[0122] The example of FIG. 40 will be described in more detail with reference to FIG. 45 to FIG. 47. First, as shown in FIG. 45, when the vehicle is moving away from the emergency parking strip EZ in the road extension direction, the protruding portion of the road side wall BW corresponding to the emergency parking strip EZ is in the blind spot. Therefore, in the road extension direction, in the distant area and the area corresponding to the emergency parking strip EZ, the road edge detection point Pe has a low detection density and a large detection error. For this reason, in the area corresponding to the emergency parking strip EZ, the road edge detection point Pe is erroneously detected as being closer to the inside in the road width direction, i.e., closer to the lane LN, than the actual road edge. Therefore, at this stage, the evacuation space ES is not detected.

[0123] Thereafter, as shown in Fig. 46, when the density of road edge detection points Pe increases and the detection accuracy of the road edge improves, the evacuation space detection unit 2402 becomes able to detect nearby evacuation spaces ESn in the emergency parking zone EZ with good reliability. In this case, even if the evacuation space ES cannot be detected in the distant area, it becomes possible to perform good evacuation driving control by using the nearby evacuation spaces ESn detected with high reliability as shown in Fig. 47.

[0124] In this way, this specific example detects a plurality of evacuation spaces ES at different positions in the road extension direction within the detection range of an autonomous sensor such as the radar sensor 32 or the camera 34 on a road Rd where emergency parking zones EZ are scattered but the width of the shoulders LNs is narrow. Then, this specific example can select an optimal one from the plurality of evacuation spaces ES in terms of braking amount, control error, etc., and use it for evacuation control. Therefore, according to this specific example, it is possible to effectively avoid a situation of an emergency stop in the lane LN and effectively evacuate the host vehicle to the emergency parking zone EZ. In addition to making the distance from the host vehicle different, the curvature of the road Rd may be taken into consideration when detecting the plurality of evacuation spaces ES. That is, the evacuation spaces ES may be detected in sections with different curvatures. In addition, the width threshold value for detecting the evacuation spaces ES may be made different for each detection position.

[0125] FIG. 48 shows the operation in this specific example in a flowchart. In the flowchart shown in FIG. 48, "S" is an abbreviation of "step". The same applies to the flowcharts shown in other figures shown later. First, in step 101, the processor 21 searches for the evacuation space ES in the distant area. That is, the processor 21 executes detection of the distant evacuation space ESf. Next, in step 102, the processor 21 judges whether the distant evacuation space ESf is undetected or has low reliability. If the distant evacuation space ESf is undetected or has low reliability (that is, step 102=YES), the processor 21 advances the process to steps 103 and 104. In step 103, the processor 21 searches for the evacuation space ES in the nearby area. That is, the processor 21 executes detection of the nearby evacuation space ESn. In step 104, the processor 21 judges whether the nearby evacuation space ESn has been detected. If the adjacent escape space ESn cannot be detected (that is, step 104 = NO), the processor 21 returns the process to step 101.

[0126] If the distant evacuation space ESf is undetected or has low reliability (i.e., step 102=YES) and the nearby evacuation space ESn can be detected (i.e., step 104=YES), the processor 21 advances the process to step 105. In step 105, the processor 21 generates a driving route to the nearby evacuation space ESn as the evacuation route ER. In contrast, if the distant evacuation space ESf is detected with high reliability (i.e., step 102=NO), the processor 21 advances the process to step 106. In step 106, the processor 21 generates a driving route to the distant evacuation space ESf as the evacuation route ER. Then, after generating the evacuation route ER by the process of step 105 or step 106, the processor 21 advances the process to step 107. In step 107, the processor 21 executes motion control of the host vehicle, i.e., evacuation driving control, based on the generated evacuation route ER.

[0127] (Modification of Example 2) FIG. 49 shows a case where, in the scene of FIG. 38, the nearby evacuation space ESn can be detected, but the distant evacuation space ESf has not been detected for some reason. Even in such a case, it is highly likely that the distant evacuation space ESf can be detected if one waits a little. Therefore, there is little need to take the trouble of adopting evacuation control using the nearby evacuation space ESn, which requires a sudden deceleration compared to the distant evacuation space ESf. In this respect, such a case is different from the case shown in FIG. 50 and FIG. 51, in which the distant evacuation space ESf is not detected or has a low reliability because the emergency parking strip EZ is in a blind spot due to the road side wall BW on the front side of the emergency parking strip EZ. On the other hand, in many cases, a road sign B12 indicating the presence of the emergency parking strip EZ is provided on the front side of the emergency parking strip EZ. Therefore, in this specific example, the evacuation space detection unit 2402 detects the evacuation space ES at multiple locations when the recognition unit 2401 recognizes information indicating that the emergency parking strip EZ exists ahead of the vehicle. The "information indicating that an emergency parking zone EZ is present ahead of the vehicle" is typically recognition information of a road sign B12 indicating the presence of an emergency parking zone EZ. This makes it possible to effectively detect the evacuation space ES in the vicinity of the emergency parking zone EZ. In addition, by limiting the number of situations in which the evacuation space ES is detected at multiple locations as much as possible, it is possible to reduce the processing load.

[0128] FIG. 52 is a modified version of a part of the flowchart shown in FIG. 48. That is, in this modified example, step 210 is added between step 102 and step 103. Specifically, first, the processor 21 executes detection of the distant evacuation space ESf. Next, in step 102, the processor 21 determines whether the distant evacuation space ESf is undetected or has low reliability. If the distant evacuation space ESf is undetected or has low reliability (i.e., step 102=YES), the processor 21 advances the process to step 210. In step 210, the processor 21 determines whether or not the road sign B12 of the emergency parking zone EZ has been recognized. If the road sign B12 of the emergency parking zone EZ has been recognized (i.e., step 210=YES), the processor 21 advances the process to step 103 and step 104. On the other hand, if the road sign B12 of the emergency parking zone EZ has not been recognized (i.e., step 210=NO), the processor 21 returns the process to step 101.

[0129] (Example 3) This specific example mainly relates to vehicle speed control on the evacuation route ER. That is, as shown in Figs. 53 to 55, the control content determination unit 2404 changes the deceleration mode of the host vehicle according to the position of the evacuation space ES, i.e., the distance from the host vehicle. This makes it possible to appropriately control the braking timing and deceleration according to the distance from the host vehicle to the evacuation space ES. Note that in Figs. 53 to 55, the differences in vehicle speed ranges on the evacuation route ER are shown by single lines, double lines, and triple lines. That is, the double lines have a higher speed range than the single lines, and the triple lines have a higher speed range than the double lines.

[0130] Specifically, for example, FIG. 53 shows an example of a case where the host vehicle is traveling in a section where shoulders LNs of a constant width sufficiently wide relative to the vehicle width dimension of the host vehicle are continuously provided, and the host vehicle is controlled to retreat to a distant retreat space ES that is sufficiently far away from the host vehicle. In this case, the control content determination unit 2404 divides the retreat route ER into a pre-stop section DxA, which is a travel section immediately before the host vehicle stops in the retreat space ES, and a guidance section DxB on the front side of the pre-stop section DxA. In this example, the control content determination unit 2404 causes the host vehicle to travel at approximately the same vehicle speed (for example, vehicle speed vm1) in the guidance section DxB, and finally brakes and stops the host vehicle in the pre-stop section DxA. The vehicle speed vm1 can be set to, for example, about 10 km / h, but can be changed or corrected as appropriate. The pre-stop section DxA corresponds to the deceleration and stopping section Dx4 in FIG. 35. 35. Moreover, the guiding section DxB corresponds to the evacuation preparation section Dx2 and the evacuation travel section Dx3 in FIG.

[0131] Also, for example, FIG. 54 shows an example of a case where evacuation control is performed to an evacuation space ES detected in an emergency parking zone EZ. The evacuation space ES detected and used in this case is relatively closer to the vehicle than in the case of FIG. 53. Therefore, in this case, the control content determination unit 2404 divides the evacuation route ER into a section DxA immediately before the vehicle stops, a guidance section DxB, and an initial deceleration section DxC. The initial deceleration section DxC is a section further forward than the guidance section DxB. That is, in the example of FIG. 54, the front part of the guidance section DxB in FIG. 53 is set as the initial deceleration section DxC. In this example, the control content determination unit 2404 gradually starts deceleration from the initial deceleration section DxC, and decelerates to a vehicle speed vm2 by the end of the guidance section DxB. The vehicle speed vm2 can be set to, for example, about 5 km / h, but can be changed or corrected as appropriate. Also, for example, Figure 55 shows a case where the retreat space ES is set further forward in the example of Figure 54. In this case, the degree of deceleration in the initial deceleration section DxC and the guiding section DxB is greater than in the example of Figure 54.

[0132] (Example 4) This specific example relates to a specific method of determining the reliability. For example, FIG. 56 shows the relationship between the first road edge reliability Qe1 as one of the reliability of the evacuation space ES and the detection point interval Wp, which is the interval between the road edge detection points Pe. FIG. 57 shows the relationship between the second road edge reliability Qe2 as another of the reliability of the evacuation space ES and the detection point number Np, which is the number of the road edge detection points Pe. As shown in FIG. 56 and FIG. 57, the higher the density of the road edge detection points Pe, the higher the reliability of the evacuation space ES can be. Also, FIG. 58 shows the relationship between the space width reliability Qw as yet another of the reliability of the evacuation space ES and the space width correction amount Δw, which is the correction amount of the width of the evacuation space ES, that is, the dimension in the road width direction. As shown in FIG. 58, the smaller the correction amount of the width of the evacuation space ES, the higher the reliability of the evacuation space ES can be. Furthermore, a distance reliability, which is a reliability according to the planned driving distance of the host vehicle to the evacuation space ES, may be set. The distance reliability can be set higher as the planned travel distance of the host vehicle to the evacuation space ES becomes shorter.

[0133] At least one of these multiple types of reliability may be selected depending on the driving scene. Therefore, multiple reliability may be integrated and used. The following formula (1) can be used when integrating two types of reliability PA and PB. In the formula, each of the reliability PA and PB is a numerical value between 0 and 1. Note that the method of integrating multiple reliability or likelihood is already well known at the time of filing the present application, and therefore further explanation is omitted in this specification.

number

[0134] (Example 5) This specific example mainly relates to vehicle speed control on the evacuation route ER. FIG. 59 shows the difference in vehicle motion control mode between when the evacuation space ES, which is the control target, is relatively far from the vehicle and when it is nearby. As shown in FIG. 59, it is relatively easy to drive the vehicle along the evacuation route ER well for a distant evacuation space ES and stop the vehicle accurately at the target evacuation space ES. On the other hand, if the evacuation drive control to a nearby evacuation space ES is performed with the same control as the evacuation drive control to a distant evacuation space ES, the deviation of the actual drive path RT from the evacuation route ER may become large, and a control error may occur in which the lateral position is offset. This is because when the vehicle speed becomes low, the amount of lateral movement becomes smaller than expected with respect to the steering angle due to the influence of nonlinear elements.

[0135] Therefore, the control content determination unit 2404 changes the evacuation travel control conditions according to the position of the evacuation space ES or the traveling speed of the host vehicle. That is, for example, the control content determination unit 2404 switches the characteristics (i.e., for example, control gain) and control algorithms related to the control responsiveness in the evacuation travel control. Specifically, for example, as shown in FIG. 60, it is possible to change the control gain Gn according to the host vehicle speed vm. Alternatively, for example, as shown in FIG. 61, it is possible to change the control gain Gn according to the evacuation space position Dx. This improves the tracking ability in the evacuation travel control.

[0136] (Example 6) As shown in Fig. 62, the emergency parking lane EZ is a blind spot, so interruptions or gaps are likely to occur in road edge recognition in the area where the emergency parking lane EZ exists. Also, as mentioned above, in many cases, a road sign B12 indicating the existence of the emergency parking lane EZ is provided in front of the emergency parking lane EZ. For this reason, in a situation where there is both information indicating the existence of the emergency parking lane EZ (i.e., the recognition information of the road sign B12, etc.) and information indicating the occurrence of a blind spot, there is a high possibility that there is a space in which the evacuation space ES can be detected ahead of the vehicle.

[0137] Therefore, in this specific example, when the recognition unit 2401 recognizes information indicating a place on the road shoulder LNs where the vehicle can be stopped and information that there is a blind spot space, the control content determination unit 2404 determines to start a preparatory operation for stopping the vehicle on the road shoulder LNs. The former information is information indicating the presence of an emergency parking zone EZ. The latter information is information regarding the discontinuity of the road edge line Le or the road edge detection point Pe in the direction in which the road extends, and the like. The "preparatory operation" includes, for example, deceleration and turning on the blinker 803. This enables good evacuation control.

[0138] (Example 7) FIG. 63 and FIG. 64 show how the blind spot area Zd changes depending on the driving position of the vehicle in the road width direction. As shown in the figures, in a situation where the road shoulder LNs and the emergency parking zone EZ are present on the left end side of the road Rd for left-hand traffic, the blind spot area Zd is reduced by offsetting the driving position of the vehicle in the road width direction to the right, that is, to the side away from the road shoulder LNs. Therefore, in this specific example, in order to detect the evacuation space ES, the driving position of the vehicle is offset to the right, that is, to the side away from the road shoulder LNs. This makes it easier to detect the evacuation space ES. That is, the evacuation space ES can be detected from a greater distance. Alternatively, the evacuation space ES can be detected over a wider range in the road extension direction. Note that such an offset can be performed as a preparatory operation in the above specific example 6.

[0139] (Example 8) FIG. 65 and FIG. 66 show how the evacuation route ER changes depending on the driving position of the vehicle in the road width direction. As shown in the figures, in a situation where the road shoulder LNs and the emergency parking zone EZ are present on the left end side of the road Rd where left-hand traffic is allowed, the driving position of the vehicle in the road width direction is offset to the left side, i.e., to the road shoulder LNs side, so that the control amount in the evacuation driving control is gentler and controllability is improved. Therefore, in this specific example, after the evacuation space ES is detected, the driving position of the vehicle is offset to the left side, i.e., to the road shoulder LNs side. Note that such offsetting can be performed as the evacuation driving control. Alternatively, such offsetting can be performed as the above-mentioned preparatory operation. That is, the driving position of the vehicle in the road width direction may be controlled so that the vehicle drives in the right offset direction as shown in FIG. 64 until the evacuation space ES is detected and determined, and then drives in the left offset direction. This enables good evacuation control.

[0140] (Example 9) As in each of the above specific examples, even if it is determined that a detected evacuation space ES is not suitable for stopping and it is determined to interrupt the evacuation driving control to the detected evacuation space ES, there may be a situation where it is difficult to detect another evacuation space ES after that. In such a situation, it may be appropriate to move closer to the road shoulder LNs and stop the vehicle early, rather than continuing the search driving for another evacuation space ES different from the detected evacuation space ES for a longer period of time or making an emergency stop in the lane LN out of necessity. Therefore, in this specific example, after the detection status determination unit 2405 determines that the detected space is in a state where stopping is not possible, if the evacuation space detection unit 2402 does not detect another evacuation space ES, the control content determination unit 2404 determines to continue or resume the evacuation control to the detected space. This makes it possible to suppress the impact on road traffic on following vehicles as much as possible.

[0141] Fig. 67 shows a flowchart corresponding to this specific example. The processing in this specific example is a modification of the processing content in the flowchart shown in Fig. 48 when the determination result in step 104 is "NO". That is, in this specific example, when the adjacent evacuation space ESn cannot be detected (i.e., step 104=NO), the processor 21 advances the processing to step 301. In step 301, the processor 21 determines whether or not a predetermined time limit has elapsed. Before the time limit has elapsed (i.e., step 301=NO), the processor 21 returns the processing to step 101. On the other hand, when the time limit has elapsed (i.e., step 301=YES), the processor 21 advances the processing to step 302.

[0142] In step 302, the processor 21 determines whether or not the distant evacuation space ESf was detected in step 101. That is, the processor 21 determines whether the positive determination in step 102 is due to low reliability of the detected distant evacuation space ESf, rather than due to non-detection of the distant evacuation space ESf. If the distant evacuation space ESf is undetected (i.e., step 302=NO), the processor 21 returns the process to step 101. In contrast, if the distant evacuation space ESf has low reliability (i.e., step 302=YES), the processor 21 advances the process to steps 106 and 107.

[0143] Second Embodiment Next, a second embodiment will be described. This embodiment relates to a collision determination process for determining whether or not the host vehicle traveling along a predetermined travel route is likely to collide with another object. Such a collision determination process can be particularly suitably applied when the host vehicle is traveling along an evacuation route ER toward the evacuation space ES, as in the first embodiment. That is, for example, when the driver D is unable or difficult to drive due to poor physical condition or a decreased level of consciousness, and is undergoing evacuation travel control based on the evacuation route ER, even if another object is present ahead of the host vehicle, the driver D cannot be expected to perform a collision avoidance operation. For this reason, in this case, it is necessary to determine the possibility of collision between the host vehicle and another object with high accuracy, and to execute automatic vehicle motion control for collision avoidance or correct the evacuation route ER or the evacuation space ES for collision avoidance in accordance with the result of such determination.

[0144] In this regard, Japanese Patent No. 2799375 discloses the following technology for collision determination. First, this technology obtains a point (Xn, Yn) that is a predicted position of the vehicle every 100 msec. Next, this technology obtains points (xn, yn) and (x'n, y'n) that are a predetermined distance to the left and right from the point (Xn, Yn). Then, this technology obtains a boundary of a predicted driving area of ​​the vehicle having a predetermined width by connecting the points (xn, yn) and (x'n, y'n) in the order of the ordinal number n, and uses this to determine the possibility of collision. However, this technology has a problem that the number of points in the point sequence of the predicted position of the vehicle increases, increasing the processing load. In particular, in the evacuation control, the operation time is long, so it is difficult to achieve both high accuracy of collision determination and reduction of the processing load to enable implementation in a mass production algorithm.

[0145] Therefore, this embodiment discloses a collision determination method that can achieve both high accuracy in collision determination and reduced processing load. Fig. 68 shows a functional configuration related to collision determination that is realized by the driving ECU 2 shown in Fig. 16. Figs. 69 to 72 show an overview of collision determination according to this embodiment. Details of collision determination according to this embodiment will be described below with reference to Figs. 68 to 72 and other drawings as necessary.

[0146] As shown in FIG. 68, the collision determination device 2500 according to this embodiment includes a path point sequence extraction unit 2501, a collision boundary point generation unit 2502, a collision boundary line generation unit 2503, and a collision determination unit 2504 as functional configurations realized by the driving ECU 2. Each of these functional configuration units constituting the collision determination device 2500 can be realized as one function included in the operation determination unit 2002 shown in FIG. 16. That is, the driving ECU 2 shown in FIG. 16 determines the driving control content of the host vehicle based on the collision determination result in the collision determination device 2500 as one functional configuration of the operation determination unit 2002. Then, based on the driving control content of the host vehicle determined by the operation determination unit 2002, the control output unit 2003 generates a control output and outputs it to the motion control device 9 shown in FIG. 2. As a result, as shown in FIG. 69, the evacuation driving control is executed while avoiding a collision with the obstacle BZ.

[0147] The path point sequence extraction unit 2501 extracts a path point sequence PpL as shown in FIG. 70 based on the evacuation route ER, which is the travel route of the host vehicle to the detected evacuation space ES as shown in FIG. 69. The evacuation route ER is specified by the evacuation route generation unit 2403 shown in FIG. 30 using an evacuation route model, which is a curve model, rather than a sequence of points. The evacuation route model represents the evacuation route ER as a function corresponding to a curve in two-dimensional coordinates along the surface of the road Rd, and includes model parameters, which are coefficients of each term in a formula corresponding to such a function. The path point sequence PpL is a sequence of points consisting of a plurality of path points Pp along the evacuation route ER. Since the path points Pp are calculated based on the evacuation route model, they are arranged on the evacuation route ER with almost no position error.

[0148] The collision boundary point generating unit 2502 generates a collision boundary point Pz for each of a plurality of path points Pp, as shown in FIG. 71. The collision boundary point Pz is a point at a position separated by a separation distance Dp from the path point Pp in a direction perpendicular to the extension direction (i.e., the tangent direction) of the escape route ER at the path point Pp. In this manner, the collision boundary point generating unit 2502 generates the collision boundary point Pz on both the left and right sides of the escape route ER based on the path point Pp. The method of generating the collision boundary point Pz based on the path point Pp when the separation distance Dp is a predetermined value is the same as the technique described in Japanese Patent No. 2799375. Note that the separation distance Dp may be a predetermined value, i.e., a constant value, or may be a variable value according to the running conditions such as the vehicle speed of the host vehicle.

[0149] Specifically, in this embodiment, the separation distance Dp is set based on at least one of the vehicle width, inner wheel difference, and outer wheel difference of the host vehicle, the recognition error in the recognition unit 2401 shown in FIG. 30, and the error of the vehicle driving control in the host vehicle. That is, the separation distance Dp can be Dp=Wh+ΔDp1+ΔDp2+ΔDp3. Wh=Wv / 2, where Wv is the vehicle width of the host vehicle. ΔDp1 is a correction value based on the inner wheel difference and the outer wheel difference, and can be set to, for example, the maximum value of the inner wheel difference and the outer wheel difference. ΔDp2 is a correction value based on the recognition error in the recognition unit 2001 shown in FIG. 16, i.e., the recognition unit 2401 shown in FIG. 30. ΔDp3 is a correction value based on the error of the vehicle driving control in the host vehicle.

[0150] The collision boundary line generating unit 2503 generates a collision boundary line EWL by curve fitting the collision boundary point sequence PzL, which is a sequence of collision boundary points Pz, as shown in Fig. 72. The curve fitting is to approximate the collision boundary point sequence PzL with a curve model similar to the evacuation route model, and a well-known method such as the least squares method can be used. The collision determination unit 2504 determines the possibility of collision between the host vehicle traveling on the evacuation route ER and an obstacle BZ based on the generated collision boundary line EWL.

[0151] According to this embodiment, the accuracy of collision determination is improved. In particular, in the above-mentioned scene of the evacuation driving control, the approach angle when the vehicle moves from the extreme driving lane LNd1 to the emergency parking zone EZ or the road shoulder LNs becomes large, so it is necessary to accurately grasp the behavior of the vehicle. In addition, when the distance to the road side wall BW is close, it is also necessary to consider errors in recognition and control. In this regard, according to this embodiment, by taking these into consideration, it is possible to perform collision determination during the evacuation driving control with good accuracy. Note that ΔDp1, ΔDp2, and ΔDp3 can be obtained, for example, by optimization experiments, computer simulations, etc.

[0152] (Example 1) Specifically, for example, the collision determination unit 2504 can determine the possibility of collision depending on whether the obstacle BZ is inside the planned travel area EW between a pair of collision boundary lines EWL provided on the left and right of the evacuation route ER. Fig. 73 shows a flowchart corresponding to such a specific example. As shown in Fig. 73, first, the processor 21 executes the processes of steps 401 to 405 in order, and executes the process of step 406 or step 407 based on the determination result in step 405.

[0153] In step 401, the processor 21 acquires path information, i.e., a curve model of the evacuation route ER, as input information in the path point sequence extraction unit 2501. In step 402, the processor 21 extracts a path point sequence PpL based on the acquired path information. That is, the processor 21 calculates path points Pp on the evacuation route ER, for example, at predetermined time intervals from the current time or at predetermined distance intervals from the current position, based on the curve model. In step 403, the processor 21 calculates, i.e., generates collision boundary points Pz on both sides of the evacuation route ER based on the path point sequence PpL extracted in step 402. In step 404, the processor 21 generates collision boundary lines EWL on both sides of the evacuation route ER by curve fitting the collision boundary point sequence PzL, which is a point sequence of the collision boundary points Pz generated in step 403.

[0154] In step 405, the processor 21 determines whether or not an obstacle BZ exists within the range of the planned travel area EW surrounded by the collision boundary line EWL generated on both sides of the evacuation route ER in step 404. If the obstacle BZ does not exist within the range of the planned travel area EW (i.e., step 405=NO), there is no possibility of collision with the obstacle BZ during evacuation travel along the evacuation route ER. In this case, the processor 21 advances the process to step 406. In step 406, the processor 21 continues the evacuation travel control using the evacuation route ER acquired in step 401 as it is. In contrast, if an obstacle BZ exists within the range of the planned travel area EW (i.e., step 405=YES), there is a possibility of collision with the obstacle BZ during evacuation travel along the current evacuation route ER. In this case, the processor 21 advances the process to step 407. In step 407, the processor 21 recalculates the evacuation route ER in order to avoid a collision with the obstacle BZ, and also redetects the evacuation space ES as necessary.

[0155] (Modification 1 of Specific Example 1) Alternatively, for example, the collision determination unit 2504 can determine the possibility of a collision based on the lateral positions, i.e., the positions in the road width direction, of the obstacle BZ and the collision boundary line EWL adjacent thereto. By performing collision determination based on the relationship between the lateral positions, i.e., the two-dimensional coordinate values, of the obstacle BZ and the collision boundary line EWL adjacent thereto, it becomes unnecessary to calculate the distance between the obstacle BZ and the evacuation route ER or the collision boundary line EWL, and it becomes possible to further reduce the processing load.

[0156] (Example 2) As shown in FIG. 74, the evacuation route ER may have a substantially straight portion and a curved portion. In this case, in the straight portion, it is possible to reduce the number of path points Pp in the path point sequence PpL. This allows further reduction in the processing load. Similarly, for example, when the curve model of the evacuation route model is a quadratic curve, it is possible to reduce the number of path points Pp in the path point sequence PpL more than when it is a cubic curve. That is, the lower the degree of the curve model, the more the number of path points Pp can be reduced. On the other hand, when the degree of the curve model is large, the collision determination accuracy is improved by increasing the number of path points Pp. In this way, the path point sequence extraction unit 2501 may change the number of path points Pp to be extracted depending on the curve model. This allows further improvement in the collision determination accuracy and reduction in the processing load.

[0157] In this case, the inter-point distance, which is the distance between adjacent path points Pp in the arrangement direction along the evacuation route ER, can be set using the following formula (2). In formula (2), TRn is the inter-point distance, TRs is the start distance, TRe is the end distance, N is the total number of path points Pp, and n is the ordinal number of path points Pp, which is an integer between 1 and N. The start distance is the travel distance of the host vehicle corresponding to the start point of the evacuation route ER. The end distance is the travel distance of the host vehicle from the start point to the end point of the evacuation route ER plus a correction value set in consideration of the overall length of the host vehicle and a safety margin.

number

[0158] (Example 3) This specific example aims to improve calculation accuracy and reduce processing load by approximating trigonometric functions by Taylor expansion based on the parameters of the evacuation path model. That is, in this specific example, the collision boundary generation unit 2503 calculates the collision boundary EWL by approximating trigonometric functions by Taylor expansion. Here, "approximating trigonometric functions by Taylor expansion" means approximating sinΦ and cosΦ by tanΦ using Taylor expansion.

[0159] Specifically, as shown in FIG. 75, the evacuation route ER is expressed as a curve corresponding to a function in two-dimensional coordinates parallel to the surface of the road Rd. The coordinates of the path point Pp are (x1, y1), and the coordinates of the collision boundary point Pz corresponding to the path point Pp are (x2, y2). For the sake of simplicity, it is assumed as an example that the evacuation route model is defined by a cubic function as shown in the following formula (3). In the formula (3), the coefficients, i.e., the model parameters K0 to K3, are constants. The coordinates (x2, y2) of the collision boundary point Pz are as shown in the following formula (4).

number

number

[0160] Here, sinΦ and cosΦ in the above formula (4) are approximated by tanΦ using the following formulas (5) and (6). Since x1, x2, Dp, and Φ are known values, it is possible to calculate x2 and y2 based on formula (4) after approximating sinΦ and cosΦ by tanΦ.

number

number

[0161] (Example 4) With reference to FIG. 76, the curve model in the evacuation route ER may change for each section in the road extension direction, i.e., the vertical direction in the figure. In this case, in this specific example, the collision boundary generation unit 2503 changes the fitting model, which is a curve model in curve fitting, for each section. Specifically, for example, the evacuation route ER is divided into three sections: a first section Sc1 on the nearest side, a second section Sc2 which is an intermediate area, and a third section Sc3 on the nearest side to the evacuation space ES. Also, the curve models in the first section Sc1 and the third section Sc3 are straight lines, i.e., linear curves, and the curve model in the second section Sc2 is a cubic curve. In this example, the path point sequence extraction unit 2501 increases the number or density of extracted path points Pp in the second section Sc2 more than in the first section Sc1 and the third section Sc3. Also, the collision boundary generation unit 2503 uses a straight line fitting model in the first section Sc1 and the third section Sc3, while using a cubic curve fitting model in the second section Sc2. This improves the position accuracy and curve fitting accuracy of the collision boundary point Pz.

[0162] (Example 5) With reference to FIG. 77, if the error in curve fitting in generating the collision boundary line EWL is large, there is a concern that the accuracy of collision determination using the collision boundary line EWL and the intended traveling area EW will decrease. The "error" referred to here includes an average error and a single error. The average error is an error obtained by combining the positional differences between the collision boundary line EWL obtained by curve fitting and each of the multiple collision boundary points Pz that were the basis of the curve fitting. The single error is an error corresponding to the positional difference between the collision boundary line EWL and each individual collision boundary point Pz, and typically, the error for the collision boundary point Pz that is farthest from the collision boundary line EWL is a problem.

[0163] Therefore, in this specific example, the collision determination unit 2504 determines that the fitting error is large when the average error or the single error is larger than a predetermined error determination threshold. Specifically, for the single error, for example, the collision determination unit 2504 determines that the fitting error is large when the distance ΔD between the collision boundary line EWL and the collision boundary point Pz exceeds the threshold for at least one or more collision boundary points Pz. Then, when the collision determination unit 2504 determines that the fitting error is large, it determines the possibility of collision based on another collision determination method different from the collision determination method based on the collision boundary line EWL. As the "another collision determination method", for example, a publicly known or well-known determination method such as a collision possibility determination based on the distance between the obstacle BZ and the host vehicle can be used. This makes it possible to effectively suppress the deterioration of the collision determination accuracy.

[0164] FIG. 78 shows an example of a flowchart corresponding to this specific example. First, in step 501, the processor 21 acquires, as input information, model parameters of the collision boundary line EWL subjected to curve fitting and the position of the calculated collision boundary point Pz. Next, in step 502, the processor 21 calculates the position difference between the collision boundary line EWL and the collision boundary point Pz, i.e., the distance ΔD. Next, in step 503, the processor 21 determines whether or not the position difference is less than a threshold value. If the position difference is less than the threshold value (i.e., step 503=YES), the processor 21 advances the process to step 504. In step 504, the processor 21 executes collision determination using the collision boundary line EWL. On the other hand, if the position difference is equal to or greater than the threshold value (i.e., step 503=NO), the processor 21 advances the process to step 505. In step 505, the processor 21 executes collision determination using another collision determination method.

[0165] (Example 6) Even if there is no large error that significantly reduces the accuracy of collision determination using the collision boundary line EWL as in the above-mentioned specific example 5, a fitting error may occur to a certain extent. Also, when an approximation is used as in the above-mentioned specific example 3, an error due to the approximation may occur. Therefore, in this specific example, the collision boundary line generating unit 2503 or the collision determination unit 2504 sets a margin outside the collision boundary line EWL based on the approximation error and / or the curve fitting error as shown in FIG. 79. Specifically, in this specific example, the margin line EWM is generated a predetermined distance outside the collision boundary line EWL. The interval between the collision boundary line EWL and the margin line EWM, that is, the above-mentioned predetermined distance, can be set to, for example, the sum of the approximation error and the curve fitting error. This makes it possible to improve the accuracy of collision determination.

[0166] Fig. 80 shows a flowchart corresponding to this specific example. First, the processor 21 executes the processes of steps 601 to 605 in order. The process contents of steps 601 to 604 are the same as the process contents of steps 401 to 404 shown in Fig. 73, respectively. In step 605, the processor 21 determines whether or not an obstacle BZ exists within the range of the intended travel area EW surrounded by the collision boundary line EWL generated on both sides of the evacuation route ER in step 604. That is, the determination content in step 605 is the same as the determination content in step 405 shown in Fig. 73.

[0167] If there is no obstacle BZ within the range of the planned travel area EW (i.e., step 605=NO), the processor 21 advances the process to step 606. In step 606, the processor 21 determines whether or not there is an obstacle BZ within the margin area between the collision boundary line EWL and the margin line EWM. If there is no obstacle BZ within the margin area (i.e., step 606=NO), there is no possibility of collision with the obstacle BZ during evacuation travel along the evacuation route ER. Therefore, in this case, the processor 21 advances the process to step 607. In step 607, the processor 21 continues the evacuation travel control using the evacuation route ER acquired in step 601 as it is. In contrast, if there is an obstacle BZ within the range of the planned travel area EW (i.e., step 605=YES) or if there is an obstacle BZ within the margin area (i.e., step 606=YES), there is a possibility of collision with the obstacle BZ during evacuation travel along the current evacuation route ER. In this case, the processor 21 advances the process to step 608. In step 608, the processor 21 recalculates the evacuation route ER in order to avoid a collision with the obstacle BZ, and also redetects the evacuation space ES as necessary.

[0168] (Example 7) FIG. 81 shows a case where the detection information of the obstacle BZ around the planned travel area EW is clear. In contrast, FIG. 82 shows a case where the detection information is uncertain. In this way, in this specific example, when the detection information of the obstacle BZ is uncertain, the number of extracted path points Pp is increased. That is, the path point sequence extraction unit 2501 extracts a larger number of path points Pp in the second case where the certainty of the existence information of the obstacle BZ is lower than that in the first case than in the first case. "Uncertain detection information" or "low certainty of existence information" of the obstacle BZ means that the accuracy or reliability of detection or recognition is low for at least one of the existence or nonexistence, position, and type of the obstacle BZ.

[0169] According to this specific example, as shown in Fig. 81, when the detection information of the obstacle BZ is clear, it is possible to minimize the number of extracted path points Pp and the number of generated collision boundary points Pz. This makes it possible to reduce the processing load. On the other hand, as shown in Fig. 82, when the detection information of the obstacle BZ is uncertain, it is possible to improve the setting accuracy of the intended travel area EW by increasing the number of extracted path points Pp and the number of generated collision boundary points Pz, thereby making it possible to improve the accuracy of collision determination.

[0170] (Other variations) The present disclosure is not limited to the above-mentioned embodiments and specific examples. Therefore, the above-mentioned embodiments and specific examples can be modified as appropriate. Below, representative modified examples other than the above-mentioned modified examples will be described as examples. In the following description of the modified examples, differences from the above-mentioned embodiments and specific examples will be mainly described. In addition, the same reference numerals are used for parts that are the same or equivalent to each other in the above-mentioned embodiments and specific examples and the following modified examples. Therefore, in the following description of the modified examples, the explanations in the above-mentioned embodiments and specific examples may be used as appropriate for components having the same reference numerals as the above-mentioned embodiments and specific examples, unless there is a technical contradiction or special additional explanation.

[0171] The present disclosure is not limited to the specific device configurations shown in the above embodiments. That is, for example, the shape and structure of the vehicle body V1 in the system-equipped vehicle V are not limited to a box shape, i.e., a substantially rectangular shape in a plan view. In addition, the vehicle body panel V15 does not need to be provided on the upper side of the vehicle interior V2. Alternatively, the vehicle body panel V15 covering the upper side of the vehicle interior V2 may be detachable. There are also no particular limitations on the use of the system-equipped vehicle V, the positions of the driver's seat V23 and the steering wheel V24, the number of occupants, and the like.

[0172] The definition, level, or category of driving automation is not limited to those specified in "SAE J3016". Specifically, the "automated driving" in the above embodiment is a driving automation level corresponding to levels 3 to 5 in "SAE J3016" where the driving automation system is responsible for, i.e., executes, all dynamic driving tasks. For this reason, the definition of "automated driving" in the above embodiment naturally includes the fact that the driver D is not required to monitor the surroundings. However, the present disclosure is not limited to such an aspect. That is, for example, depending on the definition of "automated driving", not only "automated driving without the obligation to monitor the surroundings" but also "automated driving with the obligation to monitor the surroundings" can be conceived. Specifically, for example, the hands-off driving in the above embodiment can be interpreted as "automated driving with the obligation to monitor the surroundings". In this case, "automated driving" is a concept that includes so-called "partially automated driving" in which the driver D is responsible for, i.e., executes, some dynamic driving tasks such as the obligation to monitor the surroundings. "Partially automated driving" can be evaluated as being substantially synonymous with "advanced driving assistance". In addition, in the road traffic system of each country, the type and conditions of automated driving (for example, feasible roads, driving speed range, lane change availability, etc.) may be appropriately considered according to domestic circumstances, etc. For this reason, the present disclosure may be implemented with specifications that are compatible with the road traffic system of each country.

[0173] The configuration of the in-vehicle system 1 is not limited to the above example. For example, there is no particular limitation on the number and mounting positions of so-called ADAS sensors such as the sonar sensor 31, the radar sensor 32, and the camera 34. That is, for example, by reducing the number of radar sensors 32 and laser radar sensors 33, which are relatively expensive at the time of filing the present application, as much as possible, it is possible to promote the early spread of autonomous vehicles. Therefore, for example, the radar sensor 32 or the laser radar sensor 33 may be omitted.

[0174] Locator 39 is not limited to a configuration having inertial acquisition unit 392 built therein. Specifically, inertial acquisition unit 392 may receive output information from an angular velocity sensor and an acceleration sensor provided outside locator 39 as behavior sensor 36. Locator 39 may be integrated with HD map 5. Locator 39 is not limited to "POSLV" manufactured by Applanix.

[0175] The navigation device 6 may be connected to the HMI device 7 so as to be capable of communicating information via a sub-communication line different from the in-vehicle communication line 10. Alternatively, the navigation device 6 may have a display screen dedicated to displaying a navigation screen, separate from the HMI device 7. Alternatively, the navigation device 6 may be provided as a part of the HMI device 7. Specifically, for example, the navigation device 6 may be integrated with the main display device 703.

[0176] The HMI device 7 is not limited to a configuration including a meter panel 702, a main display device 703, and a head-up display 704. That is, for example, the meter panel 702 and the main display device 703 may be integrated into one display device. In this case, the meter panel 702 may be provided as a part of a display area in one display device that is a liquid crystal or organic EL display. That is, the meter panel 702 may be realized by displaying images of bezels, pointers, scales, etc. corresponding to a tachometer, a speedometer, a water temperature gauge, etc. Also, the HMI device 7 does not have to include the head-up display 704.

[0177] In the above embodiment, each ECU has a configuration as a so-called in-vehicle microcomputer including a CPU, an MPU, and the like. However, the present disclosure is not limited to such a configuration. That is, all or a part of the ECU may be configured to include a digital circuit configured to enable the above-mentioned operation, such as an ASIC or an FPGA. ASIC is an abbreviation for Application Specific Integrated Circuit. FPGA is an abbreviation for Field Programmable Gate Array. That is, in the ECU, an in-vehicle microcomputer portion and a digital circuit portion may coexist.

[0178] The program according to the present disclosure, which enables the execution of various operations, procedures, or processes described in the above embodiment, may be downloaded or upgraded via V2X communication by the in-vehicle communication device 4. Alternatively, such a program may be downloaded or upgraded via a terminal device provided in a vehicle manufacturing plant, a maintenance plant, a dealer, or the like. Such a program may be stored on a memory card, an optical disk, a magnetic disk, or the like.

[0179] In this way, each of the above functional configurations and methods may be realized by a dedicated computer provided by configuring a processor and a memory programmed to execute one or more functions embodied in a computer program. Alternatively, each of the above functional configurations and methods may be realized by a dedicated computer provided by configuring a processor with one or more dedicated hardware logic circuits. Alternatively, each of the above functional configurations and methods may be realized by one or more dedicated computers configured by combining a processor and a memory programmed to execute one or more functions with a processor configured with one or more hardware logic circuits. Furthermore, the computer program may be stored in a computer-readable non-transitive tangible recording medium as instructions to be executed by a computer. In other words, each of the above functional configurations and methods may be expressed as a computer program including a procedure for realizing the same, or as a non-transitive tangible recording medium storing the program.

[0180] The present disclosure is not limited to the specific operation and processing modes shown in the above embodiment. That is, for example, this specification is described on the premise of so-called "vehicles driving on the left side" that conforms to the road traffic laws of Japan, but the present disclosure is not limited to this. That is, in the case of so-called "vehicles driving on the right side" that conforms to the road traffic laws of the United States, etc., the drawings such as FIG. 31 may be appropriately reversed left and right, and the explanation in the specification may be changed accordingly. The same applies to the meanings corresponding to the colors and line types of the road dividing line B43.

[0181] The second embodiment has been described using an example of collision determination during evacuation travel as a typical application scene. However, the present disclosure is not limited to such an aspect. That is, the second embodiment can be suitably applied to, for example, collision determination during parking assistance operation or automatic parking operation, and can be particularly suitably applied in a parallel parking scene. Alternatively, for example, the second embodiment can be suitably applied to a scene where a route bus stops at a bus stop, a scene where a bus stops to refuel a driving energy source such as fuel or electric energy, and the like. In this way, the second embodiment can be suitably applied in a scene where a planned driving route is traveled toward a predetermined target stopping space.

[0182] Similar expressions such as "obtain", "calculate", "estimate", "detect", "detection", and "determine" can be appropriately substituted for each other within a range that is not technically inconsistent. Furthermore, "information" and "signal" can be appropriately substituted for each other within a range that is not technically inconsistent. Similarly, in the first embodiment, "stop" and "parking" can be appropriately rephrased within a range that is not technically inconsistent or inconvenient. That is, for example, the evacuation space ES can be said to be a space for emergency parking of the vehicle. Furthermore, the reliability of the evacuation space ES can be said to be an index corresponding to the likelihood that the space is in a state in which the vehicle can actually be parked. Furthermore, "above threshold" and "exceed threshold" can be appropriately substituted for each other within a range that is not technically inconsistent. Similarly, "below threshold" and "below threshold" can be appropriately substituted for each other within a range that is not technically inconsistent.

[0183] Needless to say, the elements constituting the above-mentioned embodiments are not necessarily essential, except when expressly stated as essential or when clearly considered essential in principle. In addition, when the numbers, amounts, ranges, etc. of the components are mentioned, the present disclosure is not limited to the specific values, except when expressly stated as essential or when clearly limited to a specific value in principle. Similarly, when the shapes, directions, positional relationships, etc. of the components are mentioned, the present disclosure is not limited to the shapes, directions, positional relationships, etc., except when expressly stated as essential or when clearly limited to a specific shape, direction, positional relationship, etc. in principle.

[0184] The modified examples are not limited to the above examples. For example, multiple embodiments may be combined with each other within a range that is not technically inconsistent. That is, all or part of one embodiment and all or part of another embodiment may be combined with each other within a range that is technically compatible. Similarly, multiple specific examples may be combined with each other within a range that is not technically inconsistent. Furthermore, multiple modified examples may be combined with each other within a range that is not technically inconsistent.

[0185] (Disclosure Perspective) As is apparent from the above description of the embodiments and modifications, at least the following disclosure items are disclosed in this specification.

[0186] [Perspective A1-1] A control device (2) mounted on a vehicle (V), A recognition unit (2401) that recognizes road dividing lines (B431) and road edges (Le) around the vehicle; an evacuation space detection unit (2402) that detects an evacuation space (ES) at a position where the host vehicle can stop in a road extending direction based on the recognized road dividing line and the recognized road edge; A control content determination unit (2404) that determines a driving control content of the host vehicle until the host vehicle reaches the evacuation space; a detection status determination unit (2405) that determines whether the evacuation space is in a state where the host vehicle can be stopped; Equipped with When the detection status determination unit determines that the evacuation space is in a state where the vehicle cannot be stopped, the control content determination unit determines to interrupt the evacuation control to the evacuation space. Control device. [Perspective A1-2] The detection status determination unit determines a reliability corresponding to a likelihood that the evacuation space exists, The control content determination unit determines to suspend the evacuation control for the evacuation space based on a result of the reliability determination. The control device according to aspect A1-1. [Perspective A1-3] the detection status determination unit determines the reliability based on at least one of recognition information of the road dividing line or the road edge, a correction amount for the position or size of the evacuation space being detected, and a distance from the host vehicle to the evacuation space; The control device according to aspect A1-2. [Point of View A1-4] The evacuation space detection unit detects the evacuation space at a plurality of locations, When the detection state determination unit determines that one of the evacuation spaces is in a state where the host vehicle cannot be stopped, the control content determination unit determines the driving control content so as to stop the host vehicle in another of the evacuation spaces. The control device according to any one of the aspects A1-1 to A1-3. [Point of View A1-5] The evacuation space detection unit detects the evacuation space at a plurality of locations when the recognition unit recognizes information indicating that an emergency parking zone (EZ) is present ahead of the host vehicle. The control device according to aspect A1-4. [Point of View A1-6] The control content determination unit, when the recognition unit recognizes information indicating a place where the vehicle can be stopped on the road shoulder (LNs) and information that there is a blind spot space, determines to start a preparatory operation for stopping the vehicle on the road shoulder. The control device according to any one of the aspects A1-1 to A1-5. [Point of View A1-7] The control content determination unit offsets a traveling position of the vehicle in a road width direction as the preparatory operation. The control device according to aspect A1-6. [Point of View A1-8] The control content determination unit changes a deceleration mode of the host vehicle depending on a position of the evacuation space. The control device according to any one of the aspects A1-1 to A1-7. [Point of View A1-9] The control content determination unit changes an evacuation control condition depending on a position of the evacuation space or a traveling speed of the host vehicle. The control device according to any one of the aspects A1-1 to A1-8. [Point of View A1-10] The control content determination unit determines to continue the evacuation control to the already detected space when the evacuation space detection unit does not detect another evacuation space different from the already detected space after the detection status determination unit determines that the already detected space, which is the evacuation space once detected, is in a state where the vehicle cannot stop. The control device according to any one of the aspects A1-1 to A1-9. [Point of View A1-11] A path point sequence extraction unit (2501) that extracts a path point sequence (PpL) that is a sequence of points along an evacuation route (ER) defined by a curve model, which is a travel route of the host vehicle to the detected evacuation space; a collision boundary point generating unit (2502) for generating a collision boundary point (Pz) at a position a distance Dp away from each of a plurality of path points (Pp) included in the extracted path point sequence; a collision boundary line generating unit (2503) that generates a collision boundary line (EWL) by curve fitting a collision boundary point sequence (PzL) that is a sequence of the collision boundary points; a collision determination unit (2504) that determines a possibility of a collision between the host vehicle and an obstacle (BZ) while the host vehicle is traveling along the evacuation route based on the generated collision boundary line; Further equipped with The control device according to any one of the aspects A1-1 to A1-10. [Point of View A1-12] The distance Dp is set based on at least one of the vehicle width, the inner wheel difference, the outer wheel difference, the recognition error in the recognition unit, and the error of the vehicle driving control in the vehicle. The control device according to aspect A1-11. [Point of View A1-13] the path point sequence extraction unit changes the number of the path points to be extracted in accordance with the curve model. The control device according to aspect A1-11 or A1-12. [Point of View A1-14] the path point sequence extraction unit extracts a larger number of the path points in a second case in which the likelihood of the obstacle presence information is lower than that in the first case, than in the first case. The control device according to any one of Aspects A1-11 to A1-13. [Point of View A1-15] The collision determination unit determines the possibility of collision based on whether the obstacle is inside an area (EW) between a pair of collision boundary lines provided on the left and right of the evacuation route. The control device according to any one of the aspects A1-11 to A1-14. [Point of View A1-16] the collision determination unit determines the possibility of a collision based on positions of the obstacle and the collision boundary line in a road width direction. The control device according to any one of the aspects A1-11 to A1-14. [Point of View A1-17] The collision boundary generation unit calculates the collision boundary by approximating a trigonometric function using a Taylor expansion. The control device according to any one of Aspects A1-11 to A1-16. [Point of View A1-18] setting a margin outside the collision boundary line based on an approximation error when approximating a trigonometric function by Taylor expansion in calculating the collision boundary line and / or an error in the curve fitting; The control device according to any one of the aspects A1-11 to A1-17. [Point of View A1-19] the collision determination unit determines that an error in the curve fitting is large when a distance between the collision boundary line and the collision boundary point exceeds a threshold value, and determines the possibility of a collision based on a collision determination method different from the collision determination method based on the collision boundary line. The control device according to any one of Aspects A1-11 to A1-18. [Point of View A1-20] the collision determination unit determines that an error in the curve fitting is large when the distance exceeds the threshold value for at least one of the collision boundary points; The control device according to aspect A1-19. [Point of View A1-21] When the curve model changes for each section in the road extending direction, the collision boundary generation unit changes a fitting model for each section. The control device according to any one of the aspects A1-11 to A1-20

[0187] [Perspective A2-1] A control method executed by a control device (2) mounted on a vehicle (V), comprising: Recognizing road dividing lines (B431) and road edges (Le) around the vehicle; Detecting an evacuation space (ES) at a position where the host vehicle can stop in a direction along the road based on the recognized road dividing lines and road edges; determining whether the evacuation space is in a state where the host vehicle can be stopped; When it is determined that the evacuation space is in a state where the vehicle cannot be stopped, the evacuation control to the evacuation space is interrupted. Control methods. [Perspective A2-2] the determination of whether the host vehicle is in a state in which it can be stopped is a determination of a reliability corresponding to a likelihood that the evacuation space exists; determining whether or not to suspend evacuation control for the evacuation space based on a result of the reliability determination; The control method according to aspect A2-1. [Perspective A2-3] determining the reliability based on at least one of the recognition information of the road dividing line or the road edge, a correction amount for the position or size of the evacuation space being detected, and a distance from the host vehicle to the evacuation space; The control method according to aspect A2-2. [Point of View A2-4] Detecting the evacuation space at multiple locations, when it is determined that one of the evacuation spaces is in a state where the vehicle cannot be stopped, determining a driving control content of the vehicle so as to stop the vehicle in another of the evacuation spaces; The control method according to any one of Aspects A2-1 to A2-3. [Point of View A2-5] When the vehicle recognizes information indicating that an emergency parking zone (EZ) is present ahead of the vehicle, the vehicle detects the evacuation space at a plurality of locations. The control method according to aspect A2-4. [Point of View A2-6] When the vehicle recognizes information indicating a place on a road shoulder (LNs) where the vehicle can be stopped and information indicating that there is a blind spot space, the vehicle determines to start a preparatory operation for stopping the vehicle on the road shoulder. The control method according to any one of Aspects A2-1 to A2-5. [Point of View A2-7] As the preparatory operation, a traveling position of the vehicle in a road width direction is offset. The control method according to aspect A2-6. [Point of View A2-8] changing a deceleration mode of the host vehicle according to a position of the evacuation space; The control method according to any one of Aspects A2-1 to A2-7. [Point of View A2-9] changing an evacuation control condition according to a position of the evacuation space or a traveling speed of the host vehicle; The control method according to any one of Aspects A2-1 to A2-8. [Point of View A2-10] determining that the previously detected space, which is the evacuation space that has been detected, is in a state in which the vehicle cannot stop, and then, in a case in which another evacuation space different from the previously detected space is not detected, determining to continue the evacuation control to the previously detected space; The control method according to any one of Aspects A2-1 to A2-9. [Point of View A2-11] Extracting a path point sequence (PpL) which is a sequence of points along an evacuation route (ER) defined by a curve model, which is a travel route of the host vehicle to the detected evacuation space; For each of a plurality of path points (Pp) included in the extracted path point sequence, a collision boundary point (Pz) is generated at a position away from the path point by a distance Dp; A collision boundary line (EWL) is generated by curve fitting a collision boundary point sequence (PzL) which is a sequence of the collision boundary points; Based on the generated collision boundary line, a collision possibility between the host vehicle and an obstacle (BZ) while the host vehicle is traveling along the evacuation route is determined. The control method according to any one of Aspects A2-1 to A2-10. [Point of View A2-12] The distance Dp is set based on at least one of the vehicle width, the inner wheel difference, the outer wheel difference, the recognition error in target recognition, and the error in vehicle driving control of the vehicle. The control method according to aspect A2-11. [Point of View A2-13] changing the number of path points to be extracted in accordance with the curve model; The control method according to aspect A2-11 or A2-12. [Point of View A2-14] In a second case in which the likelihood of the obstacle presence information is lower than that in the first case, the number of extracted path points is made larger than that in the first case. The control method according to any one of Aspects A2-11 to A2-13. [Point of View A2-15] The collision possibility is determined based on whether the obstacle is inside an area (EW) between a pair of collision boundary lines provided on the left and right of the evacuation route. The control method according to any one of Aspects A2-11 to A2-14. [Point of View A2-16] determining the possibility of a collision based on the positions of the obstacle and the collision boundary line in a road width direction; The control method according to any one of Aspects A2-11 to A2-14. [Point of View A2-17] calculating the collision boundary line by approximating a trigonometric function with a Taylor expansion; The control method according to any one of Aspects A2-11 to A2-16. [Point of View A2-18] setting a margin outside the collision boundary line based on an approximation error when approximating a trigonometric function by Taylor expansion in calculating the collision boundary line and / or an error in the curve fitting; The control method according to any one of Aspects A2-11 to A2-17. [Point of View A2-19] when the distance between the collision boundary line and the collision boundary point exceeds a threshold value, it is determined that an error in the curve fitting is large, and the possibility of a collision is determined based on a collision determination method different from the collision determination method based on the collision boundary line. The control method according to any one of Aspects A2-11 to A2-18. [Point of View A2-20] determining that an error in the curve fitting is large when the distance exceeds the threshold value for at least one of the collision boundary points; The control method according to aspect A2-19. [Point of View A2-21] When the curve model changes for each section in the road extension direction, a fitting model is changed for each section. The control method according to any one of the aspects A2-11 to A2-20

[0188] [Perspective A3-1] A control program executed by a control device (2) mounted on a vehicle (V), The process executed by the control device is A process of recognizing road dividing lines (B431) and road edges (Le) around the vehicle; A process of detecting an evacuation space (ES) at a position where the host vehicle can stop in a road extending direction based on the recognized road dividing line and the recognized road edge; A process of determining whether the evacuation space is in a state where the host vehicle can be stopped; When it is determined that the evacuation space is in a state where the vehicle cannot stop, a process of determining to interrupt evacuation control to the evacuation space; Including, Control program. [Perspective A3-2] In the process of determining whether the host vehicle is in a state in which it can be stopped, a reliability corresponding to a likelihood that the evacuation space exists is determined; In the process of determining whether to suspend the evacuation control, the suspension of the evacuation control for the evacuation space is determined based on a result of the determination of the reliability. A control program according to aspect A3-1. [Perspective A3-3] In the process of determining whether the host vehicle is in a state in which it can be stopped, the reliability is determined based on at least one of the recognition information of the road dividing line or the road edge, a correction amount for the position or size of the evacuation space being detected, and a distance from the host vehicle to the evacuation space. A control program according to aspect A3-2. [Point of View A3-4] The process executed by the control device further includes a process for determining a driving control content of the host vehicle until the host vehicle reaches the evacuation space, In the process of detecting the evacuation space, the evacuation space is detected at a plurality of locations; When it is determined that one of the evacuation spaces is in a state where the host vehicle cannot be stopped, the process of determining the driving control content determines the driving control content so as to stop the host vehicle in another of the evacuation spaces. The control program according to any one of Aspects A3-1 to A3-3. [Point of View A3-5] When information indicating that an emergency parking zone (EZ) is present ahead of the host vehicle is recognized, the process of detecting the evacuation space detects the evacuation space at a plurality of locations. A control program according to aspect A3-4. [Point of View A3-6] The process executed by the control device further includes a process for determining a driving control content of the host vehicle until the host vehicle reaches the evacuation space, When the information indicating a place on the road shoulder (LNs) where the vehicle can be stopped and the information indicating that there is a blind spot space are recognized, the process of determining the content of the driving control determines the start of a preparatory operation for stopping the vehicle on the road shoulder. The control program according to any one of Aspects A3-1 to A3-5. [Point of View A3-7] The preparatory operation includes offsetting a traveling position of the vehicle in a road width direction. A control program according to aspect A3-6. [Point of View A3-8] The process executed by the control device further includes a process for determining a driving control content of the host vehicle until the host vehicle reaches the evacuation space, The process of determining the driving control content includes a process of changing a deceleration mode of the host vehicle according to a position of the evacuation space. The control program according to any one of Aspects A3-1 to A3-7. [Point of View A3-9] The process executed by the control device further includes a process for determining a driving control content of the host vehicle until the host vehicle reaches the evacuation space, The process of determining the driving control content includes a process of changing an evacuation control condition according to a position of the evacuation space or a driving speed of the host vehicle. The control program according to any one of Aspects A3-1 to A3-8. [Point of View A3-10] The process executed by the control device further includes a process for determining a driving control content of the host vehicle until the host vehicle reaches the evacuation space, The process of determining the driving control content includes a process of determining continuation of evacuation control to the already detected space when another evacuation space different from the already detected space is not detected after it is determined that the already detected space is in a state where the vehicle cannot stop. The control program according to any one of Aspects A3-1 to A3-9. [Point of View A3-11] The process executed by the control device is A process of extracting a path point sequence (PpL) which is a sequence of points along an evacuation route (ER) defined by a curve model, which is a travel route of the host vehicle to the detected evacuation space; A process of generating a collision boundary point (Pz) at a position a distance Dp away from each of a plurality of path points (Pp) included in the extracted path point sequence; A process of generating a collision boundary line (EWL) by curve fitting a collision boundary point sequence (PzL) which is a sequence of the collision boundary points; A process of determining a possibility of a collision between the host vehicle and an obstacle (BZ) while the host vehicle is traveling along the evacuation route based on the generated collision boundary line; Further comprising: The control program according to any one of Aspects A3-1 to A3-10. [Point of View A3-12] The distance Dp is set based on at least one of the vehicle width, the inner wheel difference, the outer wheel difference, the recognition error in target recognition, and the error in vehicle driving control of the vehicle. The control program according to aspect A3-11. [Point of View A3-13] the process of extracting the path point sequence includes a process of changing the number of extracted path points in accordance with the curve model; A control program according to aspect A3-11 or A3-12. [Point of View A3-14] the process of extracting the path point sequence includes a process of extracting a larger number of the path points in a second case in which the likelihood of the obstacle presence information is lower than that in a first case, than in the first case. The control program according to any one of Aspects A3-11 to A3-13. [Point of View A3-15] The process of determining the possibility of collision includes a process of determining the possibility of collision based on whether or not the obstacle is inside an area (EW) between a pair of collision boundary lines provided on the left and right of the evacuation route. The control program according to any one of Aspects A3-11 to A3-14. [Point of View A3-16] the process of determining the possibility of collision includes a process of determining the possibility of collision based on positions of the obstacle and the collision boundary line in a road width direction; The control program according to any one of Aspects A3-11 to A3-14. [Point of View A3-17] The process of generating the collision boundary line includes a process of calculating the collision boundary line by approximating a trigonometric function with a Taylor expansion. The control program according to any one of Aspects A3-11 to A3-16. [Point of View A3-18] The process of generating the collision boundary line or the process of determining the possibility of collision includes a process of setting a margin outside the collision boundary line based on an approximation error when approximating a trigonometric function by Taylor expansion in calculating the collision boundary line and / or an error in the curve fitting. The control program according to any one of Aspects A3-11 to A3-17. [Point of View A3-19] the process of determining the possibility of a collision includes a process of determining that an error in the curve fitting is large when a distance between the collision boundary line and the collision boundary point exceeds a threshold value, and determining the possibility of a collision based on a collision determination method different from the collision determination method based on the collision boundary line. The control program according to any one of Aspects A3-11 to A3-18. [Point of View A3-20] the process of determining the possibility of collision includes a process of determining that an error in the curve fitting is large when the distance exceeds the threshold value for at least one or more of the collision boundary points; The control program according to aspect A3-19. [Point of View A3-21] The process of generating the collision boundary line includes a process of changing a fitting model for each section in the road extension direction when the curve model changes for each section. A control program according to any one of the aspects A3-11 to A3-20

[0189] [Perspective B1-1] A control device (2) mounted on a vehicle (V), A recognition unit (2401) that recognizes road dividing lines (B431) and road edges (Le) around the vehicle; an evacuation space detection unit (2402) that detects an evacuation space (ES) at a position where the host vehicle can stop in a road extending direction based on the recognized road dividing line and the recognized road edge; A control content determination unit (2404) that determines a driving control content of the host vehicle until the host vehicle reaches the evacuation space; A reliability determination unit (2405) that determines a reliability corresponding to the likelihood that the evacuation space exists; Equipped with The control content determination unit determines to suspend evacuation control to the evacuation space based on a result of the determination of the reliability of the evacuation space. Control device. [Perspective B1-2] the reliability determination unit determines the reliability based on at least one of recognition information of the road dividing line or the road edge, a correction amount for the position or size of the evacuation space being detected, and a distance from the host vehicle to the evacuation space. A control device according to aspect B1-1. [Perspective B1-3] The evacuation space detection unit detects the evacuation space at a plurality of locations, When the reliability determination unit determines that one of the evacuation spaces has low reliability, the control content determination unit determines the driving control content so as to stop the host vehicle in another of the evacuation spaces. A control device according to aspect B1-1 or B1-2. [Point of View B1-4] The evacuation space detection unit detects the evacuation space at a plurality of locations when the recognition unit recognizes information indicating that an emergency parking zone (EZ) is present ahead of the host vehicle. The control device according to aspect B1-3. [Point of View B1-5] The control content determination unit, when the recognition unit recognizes information indicating a place where the vehicle can be stopped on the road shoulder (LNs) and information that there is a blind spot space, determines to start a preparatory operation for stopping the vehicle on the road shoulder. The control device according to any one of the aspects B1-1 to B1-4. [Point of View B1-6] The control content determination unit offsets a traveling position of the vehicle in a road width direction as the preparatory operation. The control device according to aspect B1-5. [Point of View B1-7] The control content determination unit changes a deceleration mode of the host vehicle depending on a position of the evacuation space. The control device according to any one of the aspects B1-1 to B1-6. [Point of View B1-8] The control content determination unit changes an evacuation control condition depending on a position of the evacuation space or a traveling speed of the host vehicle. The control device according to any one of the aspects B1-1 to B1-7. [Point of View B1-9] The control content determination unit determines to continue the evacuation control to the already detected space when the evacuation space detection unit does not detect another evacuation space different from the already detected space after the reliability determination unit determines that the already detected space, which is the evacuation space once detected, has low reliability. The control device according to any one of the aspects B1-1 to B1-8. [Point of View B1-10] A path point sequence extraction unit (2501) that extracts a path point sequence (PpL) that is a sequence of points along an evacuation route (ER) defined by a curve model, which is a travel route of the host vehicle to the detected evacuation space; a collision boundary point generating unit (2502) for generating a collision boundary point (Pz) at a position a distance Dp away from each of a plurality of path points (Pp) included in the extracted path point sequence; a collision boundary line generating unit (2503) that generates a collision boundary line (EWL) by curve fitting a collision boundary point sequence (PzL) that is a sequence of the collision boundary points; a collision determination unit (2504) that determines a possibility of a collision between the host vehicle and an obstacle (BZ) while the host vehicle is traveling along the evacuation route based on the generated collision boundary line; Further equipped with The control device according to any one of the aspects B1-1 to B1-9. [Point of View B1-11] The distance Dp is set based on at least one of the vehicle width, the inner wheel difference, the outer wheel difference, the recognition error in the recognition unit, and the error of the vehicle driving control in the vehicle. The control device according to aspect B1-10. [Point of View B1-12] the path point sequence extraction unit changes the number of the path points to be extracted in accordance with the curve model. The control device according to aspect B1-10 or B1-11. [Point of View B1-13] the path point sequence extraction unit extracts a larger number of the path points in a second case in which the likelihood of the obstacle presence information is lower than that in the first case, than in the first case. The control device according to any one of the aspects B1-10 to B1-12. [Point of View B1-14] The collision determination unit determines the possibility of collision based on whether the obstacle is inside an area (EW) between a pair of collision boundary lines provided on the left and right of the evacuation route. The control device according to any one of the aspects B1-10 to B1-13. [Point of View B1-15] the collision determination unit determines the possibility of a collision based on positions of the obstacle and the collision boundary line in a road width direction. The control device according to any one of the aspects B1-11 to B1-14. [Point of View B1-16] The collision boundary generation unit calculates the collision boundary by approximating a trigonometric function using a Taylor expansion. The control device according to any one of the aspects B1-11 to B1-15. [Point of View B1-17] setting a margin outside the collision boundary line based on an approximation error when approximating a trigonometric function by Taylor expansion in calculating the collision boundary line and / or an error in the curve fitting; The control device according to any one of the aspects B1-11 to B1-16. [Point of View B1-18] the collision determination unit determines that an error in the curve fitting is large when a distance between the collision boundary line and the collision boundary point exceeds a threshold value, and determines the possibility of a collision based on a collision determination method different from the collision determination method based on the collision boundary line. The control device according to any one of the aspects B1-11 to B1-17. [Point of View B1-19] the collision determination unit determines that an error in the curve fitting is large when the distance exceeds the threshold value for at least one of the collision boundary points; The control device according to aspect B1-18. [Point of View B1-20] When the curve model changes for each section in the road extending direction, the collision boundary generation unit changes a fitting model for each section. The control device according to any one of the aspects B1-11 to B1-19

[0190] [Perspective B2-1] A control program executed by a control device (2) mounted on a vehicle (V), The process executed by the control device is A process of recognizing road dividing lines (B431) and road edges (Le) around the vehicle; A process of detecting an evacuation space (ES) at a position where the host vehicle can stop in a road extending direction based on the recognized road dividing line and the recognized road edge; A process of determining a reliability corresponding to the likelihood that the evacuation space exists; A process of determining interruption of evacuation control to the evacuation space based on a result of the determination of the reliability of the evacuation space; Including, Control program. [Perspective B2-2] In the process of determining the reliability, the reliability is determined based on at least one of the recognition information of the road dividing line or the road edge, a correction amount for the position or size of the evacuation space being detected, and a distance from the host vehicle to the evacuation space. A control program according to aspect B2-1. [Perspective B2-3] The process executed by the control device further includes a process for determining a driving control content of the host vehicle until the host vehicle reaches the evacuation space, In the process of detecting the evacuation space, the evacuation space is detected at a plurality of locations; When it is determined that one of the evacuation spaces has low reliability, the process of determining the driving control content determines the driving control content so as to stop the host vehicle in another of the evacuation spaces. A control program according to aspect B2-1 or B2-2. [Point of View B2-4] When information indicating that an emergency parking zone (EZ) is present ahead of the host vehicle is recognized, the process of detecting the evacuation space detects the evacuation space at a plurality of locations. A control program according to aspect B2-3. [Point of View B2-5] The process executed by the control device further includes a process for determining a driving control content of the host vehicle until the host vehicle reaches the evacuation space, When the information indicating a place on the road shoulder (LNs) where the vehicle can be stopped and the information indicating that there is a blind spot space are recognized, the process of determining the content of the driving control determines the start of a preparatory operation for stopping the vehicle on the road shoulder. The control program according to any one of Aspects B2-1 to B2-4. [Point of View B2-6] The preparatory operation includes offsetting a traveling position of the vehicle in a road width direction. A control program according to aspect B2-5. [Point of View B2-7] The process executed by the control device further includes a process for determining a driving control content of the host vehicle until the host vehicle reaches the evacuation space, The process of determining the driving control content includes a process of changing a deceleration mode of the host vehicle according to a position of the evacuation space. The control program according to any one of the aspects B2-1 to B2-6. [Point of View B2-8] The process executed by the control device further includes a process for determining a driving control content of the host vehicle until the host vehicle reaches the evacuation space, The process of determining the driving control content includes a process of changing an evacuation control condition according to a position of the evacuation space or a driving speed of the host vehicle. The control program according to any one of the aspects B2-1 to B2-7. [Point of View B2-9] The process executed by the control device further includes a process for determining a driving control content of the host vehicle until the host vehicle reaches the evacuation space, The process of determining the driving control content includes a process of determining continuation of evacuation control to the already detected space when the already detected space, which is the evacuation space once detected, is determined to have low reliability and another evacuation space different from the already detected space is not detected. The control program according to any one of the aspects B2-1 to B2-8. [Point of View B2-10] The process executed by the control device is A process of extracting a path point sequence (PpL) which is a sequence of points along an evacuation route (ER) defined by a curve model, which is a travel route of the host vehicle to the detected evacuation space; A process of generating a collision boundary point (Pz) at a position a distance Dp away from each of a plurality of path points (Pp) included in the extracted path point sequence; A process of generating a collision boundary line (EWL) by curve fitting a collision boundary point sequence (PzL) which is a sequence of the collision boundary points; A process of determining a possibility of a collision between the host vehicle and an obstacle (BZ) while the host vehicle is traveling along the evacuation route based on the generated collision boundary line; Further comprising: The control program according to any one of the aspects B2-1 to B2-9. [Point of View B2-11] The distance Dp is set based on at least one of the vehicle width, the inner wheel difference, the outer wheel difference, the recognition error in target recognition, and the error in vehicle driving control of the vehicle. A control program according to aspect B2-10. [Point of View B2-12] the process of extracting the path point sequence includes a process of changing the number of extracted path points in accordance with the curve model; A control program according to aspect B2-10 or B2-11. [Point of View B2-13] the process of extracting the path point sequence includes a process of extracting a larger number of the path points in a second case in which the likelihood of the obstacle presence information is lower than that in a first case, than in the first case. The control program according to any one of the aspects B2-10 to B2-12. [Point of View B2-14] The process of determining the possibility of collision includes a process of determining the possibility of collision based on whether or not the obstacle is inside an area (EW) between a pair of collision boundary lines provided on the left and right of the evacuation route. The control program according to any one of the aspects B2-10 to B2-13. [Point of View B2-15] the process of determining the possibility of collision includes a process of determining the possibility of collision based on positions of the obstacle and the collision boundary line in a road width direction; The control program according to any one of the aspects B2-11 to B2-14. [Point of View B2-16] The process of generating the collision boundary line includes a process of calculating the collision boundary line by approximating a trigonometric function with a Taylor expansion. The control program according to any one of the aspects B2-11 to B2-15. [Point of View B2-17] The process of generating the collision boundary line or the process of determining the possibility of collision includes a process of setting a margin outside the collision boundary line based on an approximation error when approximating a trigonometric function by Taylor expansion in the calculation of the collision boundary line and / or an error in the curve fitting. The control program according to any one of the aspects B2-11 to B2-16. [Point of View B2-18] the process of determining the possibility of a collision includes a process of determining that an error in the curve fitting is large when a distance between the collision boundary line and the collision boundary point exceeds a threshold value, and determining the possibility of a collision based on a collision determination method different from the collision determination method based on the collision boundary line. The control program according to any one of the aspects B2-11 to B2-17. [Point of View B2-19] the process of determining the possibility of collision includes a process of determining that an error in the curve fitting is large when the distance exceeds the threshold value for at least one or more of the collision boundary points; A control program according to aspect B2-18. [Point of View B2-20] The process of generating the collision boundary line includes a process of changing a fitting model for each section in the road extension direction when the curve model changes for each section. The control program according to any one of the aspects B2-11 to B2-19.

[0191] [Point of View C1-1] A control device (2) mounted on a vehicle (V), A path point sequence extraction unit (2501) that extracts a path point sequence (PpL) that is a sequence of points along a stop path (ER) defined by a curve model, which is a travel path of the host vehicle to a stop space (ES) for stopping the host vehicle; a collision boundary point generating unit (2502) for generating a collision boundary point (Pz) at a position a distance Dp away from each of a plurality of path points (Pp) included in the extracted path point sequence; a collision boundary line generating unit (2503) that generates a collision boundary line (EWL) by curve fitting a collision boundary point sequence (PzL) that is a sequence of the collision boundary points; a collision determination unit (2504) that determines a possibility of a collision between the host vehicle and an obstacle (BZ) while the host vehicle is traveling on the stop route based on the generated collision boundary line; Equipped with Control device. [Point of View C1-2] The distance Dp is set based on at least one of the vehicle width, the inner wheel difference, the outer wheel difference, the recognition error in target recognition, and the error in vehicle driving control of the vehicle. A control device according to aspect C1-1. [Point of View C1-3] the path point sequence extraction unit changes the number of the path points to be extracted in accordance with the curve model. A control device according to aspect C1-1 or C1-2. [Point of View C1-4] the path point sequence extraction unit extracts a larger number of the path points in a second case in which the likelihood of the obstacle presence information is lower than that in the first case, than in the first case. The control device according to any one of the aspects C1-1 to C1-3. [Point of View C1-5] The collision determination unit determines the possibility of a collision based on whether the obstacle is inside an area (EW) between a pair of collision boundary lines provided on the left and right sides of the stopping path. The control device according to any one of the aspects C1-1 to C1-4. [Point of View C1-6] the collision determination unit determines the possibility of a collision based on positions of the obstacle and the collision boundary line in a road width direction. The control device according to any one of the aspects C1-1 to C1-4. [Point of View C1-7] The collision boundary generation unit calculates the collision boundary by approximating a trigonometric function using a Taylor expansion. The control device according to any one of the aspects C1-1 to C1-6. [Point of View C1-8] setting a margin outside the collision boundary line based on an approximation error when approximating a trigonometric function by Taylor expansion in calculating the collision boundary line and / or an error in the curve fitting; The control device according to any one of the aspects C1-1 to C1-7. [Point of View C1-9] the collision determination unit determines that an error in the curve fitting is large when a distance between the collision boundary line and the collision boundary point exceeds a threshold value, and determines the possibility of a collision based on a collision determination method different from the collision determination method based on the collision boundary line. The control device according to any one of the aspects C1-1 to C1-8. [Point of View C1-10] the collision determination unit determines that an error in the curve fitting is large when the distance exceeds the threshold value for at least one of the collision boundary points; The control device according to aspect C1-9. [Point of View C1-11] When the curve model changes for each section in a road extending direction, the collision boundary generation unit changes a fitting model for each section. The control device according to any one of the aspects C1-1 to C1-10.

[0192] [Point of View C2-1] A control program executed by a control program (2) installed in a vehicle (V), The process executed by the control program is as follows: A process of extracting a path point sequence (PpL) which is a sequence of points along a stop path (ER) defined by a curve model, which is a travel path of the host vehicle to a stop space (ES) for stopping the host vehicle; A process of generating a collision boundary point (Pz) at a position a distance Dp away from each of a plurality of path points (Pp) included in the extracted path point sequence; A process of generating a collision boundary line (EWL) by curve fitting a collision boundary point sequence (PzL) which is a sequence of the collision boundary points; A process of determining a possibility of a collision between the host vehicle and an obstacle (BZ) while the host vehicle is traveling on the stop route based on the generated collision boundary line; Including, Control program. [Point of View C2-2] The distance Dp is set based on at least one of the vehicle width, the inner wheel difference, the outer wheel difference, the recognition error in target recognition, and the error in vehicle driving control of the vehicle. A control program according to aspect C2-1. [Point of View C2-3] the process of extracting the path point sequence includes a process of changing the number of extracted path points in accordance with the curve model; A control program according to aspect C2-1 or C2-2. [Point of View C2-4] the process of extracting the sequence of path points includes a process of extracting a larger number of the path points in a second case in which the likelihood of the obstacle presence information is lower than that in a first case, than in the first case. The control program according to any one of the aspects C2-1 to C2-3. [Point of View C2-5] The process of determining the possibility of collision includes a process of determining the possibility of collision based on whether the obstacle is inside an area (EW) between a pair of collision boundary lines provided on the left and right sides of the stopping path. The control program according to any one of the aspects C2-1 to C2-4. [Point of View C2-6] the process of determining the possibility of collision determines the possibility of collision based on positions of the obstacle and the collision boundary line in a road width direction; The control program according to any one of the aspects C2-1 to C2-4. [Point of View C2-7] The process of generating the collision boundary line includes a process of calculating the collision boundary line by approximating a trigonometric function with a Taylor expansion. The control program according to any one of the aspects C2-1 to C2-6. [Point of View C2-8] The process of generating the collision boundary line or the process of determining the possibility of collision includes a process of setting a margin outside the collision boundary line based on an approximation error when approximating a trigonometric function by Taylor expansion in calculating the collision boundary line and / or an error in the curve fitting. The control program according to any one of the aspects C2-1 to C2-7. [Point of View C2-9] the process of determining the possibility of a collision includes a process of determining that an error in the curve fitting is large when a distance between the collision boundary line and the collision boundary point exceeds a threshold value, and determining the possibility of a collision based on a collision determination method different from the collision determination method based on the collision boundary line. The control program according to any one of the aspects C2-1 to C2-8. [Point of View C2-10] the process of determining the possibility of collision includes a process of determining that an error in the curve fitting is large when the distance exceeds the threshold value for at least one or more of the collision boundary points; A control program according to aspect C2-9. [Point of View C2-11] The process of generating the collision boundary line includes a process of changing a fitting model for each section in a road extension direction when the curve model changes for each section. The control program according to any one of the aspects C2-1 to C2-10. [Explanation of symbols]

[0193] 2. Control device 2400 Evacuation control device 2401 Recognition part 2402 Evacuation space detection unit 2404 Control Content Decision Unit 2405 Detection status determination unit 2501 Path point sequence extraction unit 2502 Collision boundary point generator 2503 Collision boundary line generator 2504 Collision determination unit

Claims

1. A control device (2) mounted on a vehicle (V), A recognition unit (2401) that recognizes road dividing lines (B431) and road edges (Le) around the vehicle; an evacuation space detection unit (2402) that detects an evacuation space (ES) at a position where the host vehicle can stop in a road extending direction based on the recognized road dividing line and the recognized road edge; A control content determination unit (2404) that determines a driving control content of the host vehicle until the host vehicle reaches the evacuation space; a detection status determination unit (2405) that determines whether the evacuation space is in a state where the host vehicle can be stopped; Equipped with When the detection status determination unit determines that the evacuation space is in a state where the vehicle cannot be stopped, the control content determination unit determines to interrupt the evacuation control to the evacuation space. Control device.

2. The detection status determination unit determines a reliability corresponding to a likelihood that the evacuation space exists, The control content determination unit determines to suspend the evacuation control for the evacuation space based on a result of the reliability determination. The control device according to claim 1 .

3. the detection status determination unit determines the reliability based on at least one of recognition information of the road dividing line or the road edge, a correction amount for the position or size of the evacuation space being detected, and a distance from the host vehicle to the evacuation space. The control device according to claim 2.

4. The evacuation space detection unit detects the evacuation space at a plurality of locations, When the detection state determination unit determines that one of the evacuation spaces is in a state where the host vehicle cannot be stopped, the control content determination unit determines the driving control content so as to stop the host vehicle in another of the evacuation spaces. The control device according to claim 1 .

5. The evacuation space detection unit detects the evacuation space at a plurality of locations when the recognition unit recognizes information indicating that an emergency parking zone (EZ) is present ahead of the host vehicle. The control device according to claim 4.

6. The control content determination unit, when the recognition unit recognizes information indicating a place on a road shoulder (LNs) where the vehicle can be stopped and information that there is a blind spot space, determines to start a preparatory operation for stopping the vehicle on the road shoulder. The control device according to claim 1 .

7. The control content determination unit offsets a traveling position of the vehicle in a road width direction as the preparatory operation. The control device according to claim 6.

8. The control content determination unit changes a deceleration mode of the host vehicle depending on a position of the evacuation space. The control device according to claim 1 .

9. The control content determination unit changes an evacuation control condition depending on a position of the evacuation space or a traveling speed of the host vehicle. The control device according to claim 1 .

10. The control content determination unit determines to continue the evacuation control to the already detected space when the evacuation space detection unit does not detect another evacuation space different from the already detected space after the detection status determination unit determines that the already detected space, which is the evacuation space once detected, is in a state where the vehicle cannot stop. The control device according to claim 1 .

11. a path point sequence extraction unit (2501) for extracting a path point sequence (PpL) which is a sequence of points along an evacuation route (ER) defined by a curve model, the path point sequence being a travel route of the host vehicle to the detected evacuation space; a collision boundary point generating unit (2502) for generating a collision boundary point (Pz) at a position a distance Dp away from each of a plurality of path points (Pp) included in the extracted path point sequence; a collision boundary line generating unit (2503) for generating a collision boundary line (EWL) by curve fitting a collision boundary point sequence (PzL) which is a sequence of the collision boundary points; a collision determination unit (2504) that determines a possibility of a collision between the host vehicle and an obstacle (BZ) while the host vehicle is traveling along the evacuation route based on the generated collision boundary line; Further equipped with A control device according to any one of claims 1 to 10.

12. The distance Dp is set based on at least one of the vehicle width, the inner wheel difference, the outer wheel difference, the recognition error in the recognition unit, and the error of the vehicle driving control in the vehicle. The control device according to claim 11.

13. the path point sequence extraction unit changes the number of the path points to be extracted in accordance with the curve model. The control device according to claim 11.

14. the path point sequence extraction unit extracts a larger number of the path points in a second case in which the likelihood of the obstacle presence information is lower than that in the first case, than in the first case. The control device according to claim 11.

15. The collision determination unit determines the possibility of a collision based on whether the obstacle is inside an area (EW) between a pair of collision boundary lines provided on the left and right of the evacuation route. The control device according to claim 11.

16. the collision determination unit determines the possibility of a collision based on positions of the obstacle and the collision boundary line in a road width direction. The control device according to claim 11.

17. The collision boundary generation unit calculates the collision boundary by approximating a trigonometric function using a Taylor expansion. The control device according to claim 11.

18. setting a margin outside the collision boundary based on an error in the approximation and / or an error in the curve fitting; 20. The control device of claim 17.

19. the collision determination unit determines that an error in the curve fitting is large when a distance between the collision boundary line and the collision boundary point exceeds a threshold value, and determines the possibility of a collision based on a collision determination method different from the collision determination method based on the collision boundary line. The control device according to claim 11.

20. the collision determination unit determines that an error in the curve fitting is large when the distance exceeds the threshold value for at least one of the collision boundary points; 20. The control device of claim 19.

21. When the curve model changes for each section in the road extending direction, the collision boundary generation unit changes a fitting model for each section. The control device according to claim 11

22. A control method executed by a control device (2) mounted on a vehicle (V), comprising: Recognizing road dividing lines (B431) and road edges (Le) around the vehicle; Detecting an evacuation space (ES) at a position where the host vehicle can stop in a road extending direction based on the recognized road dividing line and the recognized road edge; determining whether the evacuation space is in a state where the host vehicle can be stopped; When it is determined that the evacuation space is in a state where the vehicle cannot be stopped, the evacuation control to the evacuation space is interrupted. Control methods.

23. A control program executed by a control device (2) mounted on a vehicle (V), The process executed by the control device is A process of recognizing road dividing lines (B431) and road edges (Le) around the vehicle; A process of detecting an evacuation space (ES) at a position where the host vehicle can stop in a road extending direction based on the recognized road dividing line and the recognized road edge; A process of determining whether the evacuation space is in a state where the host vehicle can be stopped; When it is determined that the evacuation space is in a state where the vehicle cannot stop, a process of determining to interrupt evacuation control to the evacuation space; Including, Control program.

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