Automatic operation control device, and automatic operation control program

Abstract

To provide an automatic operation control device and the like capable of preferably executing recognition of a travelling environment in a scene of travelling at an intersection.SOLUTION: An automatic operation ECU is used in an own vehicle Am which mounts a periphery monitoring sensor 30 for recognizing a travelling environment. The automatic operation ECU functions as an automatic operation control device for controlling the travel of the own vehicle Am by an automatic operation function. In the case where the own vehicle Am travels at an intersection IS by the automatic operation function, the automatic operation ECU sets a priority recognition range PNH which prioritizes recognition by the periphery monitoring sensor 30 out of the peripheral range related to the intersection IS. The automatic operation ECU controls the travel of the own vehicle Am at the intersection IS in such a manner that the priority recognition range PNH which the periphery monitoring sensor 30 recognizes is broadened, by the adjustment of the positional relation between a shielding object mark SO existing in the periphery of the own vehicle Am and the own vehicle Am.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The disclosure of this specification relates to an automatic driving technology for controlling the driving of a vehicle. [Background technology]

[0002] Patent Document 1 discloses an image processing device that is mounted on a vehicle as a moving device and has an imaging unit that captures images of the rear side of the vehicle. When the vehicle merges into another lane, this image processing device changes the position of a high-resolution area that is set in part of the image captured by the imaging unit according to the positional relationship between the lane where the vehicle is merging and the vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2023-91431 Summary of the Invention [Problem to be solved by the invention]

[0004] While Patent Document 1 describes a control for changing the position of the high-resolution area when changing lanes, it does not describe a control for an intersection. In addition, when the vehicle travels through an intersection, the imaging unit is likely to be obstructed by obstacles around the vehicle. As a result, it can be difficult to properly recognize the driving environment when traveling through an intersection.

[0005] The present disclosure aims to provide an automatic driving control device and an automatic driving control program that are capable of effectively recognizing the driving environment when driving through an intersection. [Means for solving the problem]

[0006] In order to achieve the above object, one disclosed embodiment is an automatic driving control device that is used in a host vehicle (Am) equipped with an autonomous sensor (30) for recognizing the driving environment, and controls the driving of the host vehicle using an automatic driving function, and that includes: a range setting unit (71) that sets a priority recognition range (PNH) that prioritizes recognition by the autonomous sensor from the surrounding range related to the intersection when the host vehicle drives through the intersection (IS) using the autonomous driving function; and a driving control unit (72) that controls the driving of the host vehicle at the intersection by adjusting the positional relationship between the host vehicle and obstructing objects (SO) present around the host vehicle so as to expand the priority recognition range recognized by the autonomous sensor.

[0007] Another disclosed aspect is an autonomous driving control program used in a host vehicle (Am) equipped with an autonomous sensor (30) for recognizing the driving environment, which controls the driving of the host vehicle using an autonomous driving function, and which causes at least one processing unit (51) to execute processing including the following when the host vehicle travels through an intersection (IS) using the autonomous driving function: setting a priority recognition range (PNH) that prioritizes recognition by the autonomous sensor from the surrounding area related to the intersection (S13); and controlling the driving of the host vehicle at the intersection by adjusting the positional relationship between the host vehicle and obstacle targets present around the host vehicle so that the priority recognition range recognized by the autonomous sensor is expanded (S14).

[0008] In these aspects, when the vehicle travels through an intersection, the positional relationship between the vehicle and obstacles around the vehicle is adjusted, thereby widening the priority recognition range recognized by the autonomous sensor. As a result, the driving environment can be recognized effectively even when the vehicle travels through an intersection where the recognition of the autonomous sensor is likely to be obstructed by obstacles.

[0009] It should be noted that the reference numbers in parentheses in the above and claims merely indicate an example of the correspondence with the specific configurations in the embodiments described below, and do not limit the technical scope in any way. Furthermore, claims not explicitly stated in the claims may be combined together if no particular problems arise in the combination. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a diagram illustrating an overall view of an in-vehicle system including an autonomous driving ECU according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a block diagram showing details of an autonomous driving ECU and a periphery monitoring ECU together with related configurations. [Figure 3] FIG. 2 is a diagram showing an example of a plurality of exterior cameras mounted on a host vehicle. [Figure 4] 10 is a flowchart showing details of a right / left turn control process executed by an autonomous driving ECU. [Figure 5] 4 is a flowchart showing details of a start control process executed by an autonomous driving ECU. [Figure 6] FIG. 1 is a diagram illustrating a scene of turning right at a large intersection. [Figure 7] FIG. 1 is a diagram illustrating a scene of turning right at a large intersection. [Figure 8] FIG. 1 is a diagram illustrating a scene of turning right at a series of intersections. [Figure 9] FIG. 1 is a diagram illustrating a scene of turning right at a series of intersections. [Figure 10] FIG. 1 is a diagram illustrating a left turn scene at a large intersection. [Figure 11] FIG. 1 is a diagram illustrating a scene of turning left at a series of intersections. [Figure 12] FIG. 1 is a diagram illustrating a scene of turning left at a series of intersections. [Figure 13] FIG. 1 is a diagram illustrating a scene of turning left at a series of intersections. DETAILED DESCRIPTION OF THE INVENTION

[0011] The functions of the autonomous driving control device according to one embodiment of the present disclosure are realized by an autonomous driving ECU (Electronic Control Unit) 50 shown in FIGS. 1 and 2. The autonomous driving ECU 50 is mounted on a vehicle (hereinafter, host vehicle Am) together with a periphery monitoring ECU 100. By mounting the autonomous driving ECU 50 and the periphery monitoring ECU 100, the host vehicle Am becomes an autonomous driving vehicle or an autonomously traveling vehicle equipped with an autonomous driving function, and is able to travel using the autonomous driving function. The autonomous driving ECU 50 is configured to be able to at least realize an autonomous driving function (driving assistance function) equivalent to autonomous driving level 2. The autonomous driving ECU 50 may be configured to be able to realize an autonomous driving function of autonomous driving level 3 or higher.

[0012] Here, the autonomous driving levels in this disclosure are based on the standards established by the Society of Automotive Engineers. Level 2 autonomous driving is eyes-on autonomous driving, in which the driver is required to visually monitor the area around the vehicle. Level 2 autonomous driving includes hands-on autonomous driving, in which the driver is required to keep their hands on the steering wheel, and hands-off autonomous driving, in which the driver is not required to keep their hands on the steering wheel. Level 3 autonomous driving is eyes-off autonomous driving, in which the driver is not required to monitor the area around the vehicle. Level 4 autonomous driving is fully autonomous driving, in which the system performs all driving tasks under certain conditions. Level 5 autonomous driving is fully autonomous driving, in which the system performs all driving tasks under all conditions.

[0013] [In-vehicle system configuration] The periphery monitoring ECU 100 and the autonomous driving ECU 50 are in-vehicle ECUs included in the in-vehicle system 1 mounted on the host vehicle Am. The periphery monitoring ECU 100 and the autonomous driving ECU 50 are connected to a communication line 99 of an in-vehicle LAN (Local Area Network) for constructing the in-vehicle system 1. The in-vehicle LAN is constructed using a communication protocol such as CAN (Controller Area Network, registered trademark) and Ethernet (registered trademark). A locator 35, a navigation ECU 38, an in-vehicle communication device 39, a cruise control ECU 40, and an HMI (Human Machine Interface) control device 20 are further connected to the communication line 99. These nodes connected to the communication line 99 can communicate with each other. Specific nodes connected to the communication line 99 may be directly electrically connected to each other and be able to communicate with each other without going through the communication line 99.

[0014] Locator 35 includes a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, etc. Locator 35 sequentially determines the position and traveling direction, etc. of vehicle Am by combining positioning signals received from multiple positioning satellites by the GNSS receiver, measurement results from the inertial sensor, and vehicle speed information, etc. output to communication line 99. Locator 35 sequentially outputs position information and direction information of vehicle Am based on the positioning results to communication line 99 as locator information.

[0015] Locator 35 also has a map database (hereinafter referred to as map DB) that stores map data. The map DB is mainly composed of a large-capacity storage medium that stores a large amount of 3D map data and 2D map data. The 3D map data is a so-called HD (High Definition) map, and includes road information necessary for autonomous driving. Locator 35 reads map data around the current location from the map DB and provides it to navigation ECU 38, autonomous driving ECU 50, periphery monitoring ECU 100, etc., along with locator information.

[0016] The navigation ECU 38 acquires information about a destination specified by a passenger such as a driver based on operation information acquired from the HMI control device 20. The navigation ECU 38 acquires vehicle position information and direction information from the locator 35, and sets a route from the current position to the destination. The navigation ECU 38 provides route information indicating the set route to the destination to the HMI control device 20, the autonomous driving ECU 50, the periphery monitoring ECU 100, etc. The navigation ECU 38 works in cooperation with the HMI control device 20 to provide route guidance to the destination by combining screen displays and voice messages, etc., and notifying the driver of the traveling direction of the vehicle Am at intersections IS (see FIG. 6), branch points, etc.

[0017] Here, a user terminal such as a smartphone may be connected to the in-vehicle network or the HMI control device 20. Such a user terminal may provide the autonomous driving ECU 50, etc. with information on the vehicle's position, direction, map data, etc., instead of the locator 35. Furthermore, the user terminal may provide the HMI control device 20, the autonomous driving ECU 50, the periphery monitoring ECU 100, etc. with information on the route to the destination, instead of the navigation ECU 38.

[0018] The in-vehicle communication device 39 is an external communication unit mounted on the host vehicle Am. The in-vehicle communication device 39 functions as a V2X (Vehicle to Everything) communication device. The in-vehicle communication device 39 transmits and receives information via wireless communication between roadside devices installed on the side of the road and other vehicles around the host vehicle. As an example, the in-vehicle communication device 39 receives congestion information and traffic regulation information around the current location of the host vehicle Am and in the traveling direction from the roadside devices. The congestion information and traffic regulation information are, for example, VICS (registered trademark) information. Furthermore, the in-vehicle communication device 39 may receive target detection information acquired by roadside devices and other vehicles within the area of ​​and near the intersection IS (see FIG. 6).

[0019] The cruise control ECU 40 is an electronic control device that mainly includes a microcontroller. The cruise control ECU 40 generates vehicle speed information indicating the current traveling speed of the host vehicle Am based on detection signals from wheel speed sensors provided at the hub portions of each wheel, and sequentially outputs the generated vehicle speed information to a communication line 99. The cruise control ECU 40 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU. The cruise control ECU 40 continuously controls the braking force of each wheel, the output control of the on-board power source, and the steering angle based on operation commands based on the driver's driving operation or control commands from the autonomous driving ECU 50.

[0020] The HMI control device 20, together with a plurality of display devices 21 and operation devices 22, constitutes an HMI system. The HMI system may further include an audio device, ambient lighting, etc. The HMI system has an input interface function that accepts operations by the driver of the host vehicle Am, etc., and an output interface function that presents information to the driver.

[0021] The display device 21 presents information to the driver's vision by displaying images or the like. The display device 21 includes a meter display, a center information display (hereinafter referred to as CID), a head-up display (hereinafter referred to as HUD), etc. The CID has a touch panel function and functions as the operation device 22. The CID detects touch operations on the display screen by the driver or the like.

[0022] The operation device 22 is an input unit that accepts user operations by the driver or the like. For example, user operations related to activating and deactivating the autonomous driving function, and user operations related to setting a destination for route guidance are input to the operation device 22. The operation device 22 includes a steering switch provided on the spokes of the steering wheel, an operation lever provided on the steering column, and a voice input device that recognizes what the driver is saying. The HMI control device 20 sequentially provides operation information based on the input operations to the operation device 22 to the navigation ECU 38, the autonomous driving ECU 50, etc.

[0023] [Configuration of Perimeter Monitoring System] The perimeter monitoring ECU 100, together with multiple exterior cameras 130, at least one millimeter-wave radar 33, and multiple sonars 34, constitutes a perimeter monitoring system 10. The exterior cameras 130, the millimeter-wave radar 33, and the sonars 34 are perimeter monitoring sensors 30 mounted on the host vehicle Am for recognizing the driving environment of the host vehicle Am. The perimeter monitoring system 10 may further include a lidar and an acoustic sensing system as the perimeter monitoring sensors 30. The perimeter monitoring system 10 can detect moving and stationary objects around the host vehicle within the detection range of the perimeter monitoring sensors 30. The perimeter monitoring system 10 continues to detect objects around the host vehicle Am not only during an autonomous driving period when the host vehicle Am is traveling using an autonomous driving function, but also during a manual driving period when the driver is operating the host vehicle Am. The perimeter monitoring system 10 provides recognition information of objects around the host vehicle to the autonomous driving ECU 50, etc.

[0024] The exterior camera 130 is an in-vehicle imaging device that captures images of the surroundings of the host vehicle Am. The exterior camera 130 provides imaging data ImD as detection information to the periphery monitoring ECU 100. The multiple exterior cameras 130 include a front wide-angle camera 131, a front telephoto camera 132, a right front side camera 133, a left front side camera 134, a right rear side camera 135, a left rear side camera 136, and a rear camera 137 (see FIG. 3).

[0025] The front wide-angle camera 131 and the front telephoto camera 132 are attached to the host vehicle Am so as to capture images ahead of the host vehicle Am (in the traveling direction). The front wide-angle camera 131 has a lens with a wider angle of view than the front telephoto camera 132, and can capture images of a wide range ahead. The front telephoto camera 132 has a lens with a narrower angle of view than the front wide-angle camera 131, and can capture images of distant targets in detail.

[0026] The right front side camera 133 is attached to the host vehicle Am so as to photograph the right front side of the host vehicle Am. The left front side camera 134 is attached to the host vehicle Am so as to photograph the left front side of the host vehicle Am. The right rear side camera 135 is attached to the host vehicle Am so as to photograph the right rear side of the host vehicle Am. The left rear side camera 136 is attached to the host vehicle Am so as to photograph the left rear side of the host vehicle Am. The rear camera 137 is attached to the host vehicle Am so as to photograph the area behind the host vehicle Am.

[0027] The perimeter monitoring ECU 100 functions as a sensor control device and comprehensively controls the recognition of the driving environment by a plurality of outside-vehicle cameras 130, a millimeter-wave radar 33, a sonar 34, etc. The perimeter monitoring ECU 100 is a computer mainly including a control circuit equipped with a processing unit 11, a RAM 12, a storage unit 13, an input / output interface 14, and a bus connecting these. The processing unit 11 accesses the RAM 12 to execute various processes (instructions) for recognizing the driving environment. The storage unit 13 stores various programs (sensor control programs, environment recognition programs, etc.) executed by the processing unit 11. By executing the programs by the processing unit 11, the perimeter monitoring ECU 100 is configured with a plurality of functional units for recognizing the driving environment of the host vehicle Am, such as an information input / output unit 81 and an environment recognition unit 82 (see FIG. 2).

[0028] The information input / output unit 81 is connected to a communication line 99, and outputs information to the communication line 99 and acquires information from the communication line 99. Specifically, the information input / output unit 81 provides information to the automatic driving ECU 50 and acquires information from the automatic driving ECU 50. The information input / output unit 81 acquires recognition information indicating the recognition results of the driving environment around the vehicle from the environment recognition unit 82, and provides the acquired recognition information to the automatic driving ECU 50. The information input / output unit 81 acquires control status information indicating the operating status of automatic driving from the information linking unit 61, which will be described later. The information input / output unit 81 acquires locator information and map data generated by the locator 35, route information generated by the navigation ECU 38, detection information received by the in-vehicle communication device 39, vehicle speed information generated by the cruise control ECU 40, etc. The information input / output unit 81 provides the acquired information to the environment recognition unit 82.

[0029] The environment recognition unit 82 acquires detection information from the exterior camera 130, the millimeter-wave radar 33, and the sonar 34. The environment recognition unit 82 combines the detection information with locator information, map data, etc. to recognize the driving environment of the host vehicle Am. The environment recognition unit 82 may acquire the detection information received by the in-vehicle communication device 39 and use it to recognize the driving environment. The environment recognition unit 82 acquires road information related to the road on which the host vehicle Am is traveling or the road on which the host vehicle Am is scheduled to travel, based on the locator information, map data, route information, etc. The environment recognition unit 82 grasps the type, size, relative position, moving direction, relative speed, etc. of dynamic targets around the host vehicle Am, such as other vehicles traveling around the host vehicle Am.

[0030] [Autonomous driving ECU configuration] The autonomous driving ECU 50 is a computer that mainly includes a processing unit 51, RAM 52, storage unit 53, input / output interface 54, and a control circuit that includes a bus connecting these units. The processing unit 51 accesses the RAM 52 to execute various processes for implementing the autonomous driving control method of the present disclosure. The storage unit 53 stores various programs (such as an autonomous driving control program) that are executed by the processing unit 51. As the processing unit 51 executes the programs, the autonomous driving ECU 50 is configured with a plurality of functional units for implementing the autonomous driving function, such as an information linking unit 61, an action determination unit 62, and a control execution unit 63 (see FIG. 2).

[0031] The information linking unit 61 provides information to the HMI control device 20, the periphery monitoring ECU 100, etc., and acquires information from the HMI control device 20, the locator 35, the navigation ECU 38, the in-vehicle communication device 39, the periphery monitoring ECU 100, etc. The information linking unit 61 provides control state information of the autonomous driving function generated by the action determination unit 62 to the HMI control device 20 and the periphery monitoring ECU 100. The information linking unit 61 enables the HMI control device 20 to issue an alert synchronized with the operating state of the autonomous driving function by outputting an in-vehicle alert execution request to the HMI control device 20. Furthermore, the information linking unit 61 provides the action determination unit 62 with route information acquired from the navigation ECU 38, recognition information acquired from the periphery monitoring ECU 100 (information input / output unit 81), etc.

[0032] When the autonomous driving ECU 50 has control over the driving operation, the behavior determination unit 62 generates a planned driving line along which the host vehicle Am will travel, based on the recognition information of the driving environment by the periphery monitoring system 10. The behavior determination unit 62 outputs the generated planned driving line to the control execution unit 63.

[0033] When the autonomous driving ECU 50 has control over driving operations, the control execution unit 63 cooperates with the cruise control ECU 40 to execute acceleration / deceleration control, steering control, and the like of the host vehicle Am in accordance with the planned driving line generated by the behavior determination unit 62. Specifically, the control execution unit 63 generates control commands based on the planned driving line and outputs the generated control commands to the cruise control ECU 40 one after another.

[0034] [Details of controls related to turning at intersections] The autonomous driving ECU 50 described above performs right and left turns at an intersection IS (see FIG. 6) using driving assistance control for autonomous driving level 2 or autonomous driving control for autonomous driving level 3 or higher. The autonomous driving ECU 50 executes right and left turn control processing (see FIG. 4) for controlling right and left turns at the intersection IS, and start control processing (see FIG. 5) for controlling restart within the intersection IS. Details of these processes will be described below based on FIGS. 4 and 5, with reference to FIGS. 2 and 6.

[0035] In the following description, the inner edges of the crosswalks CW of each connecting road connected to the intersection IS are considered to be the boundaries that define the area of ​​the intersection IS. However, the boundaries that define the intersection IS may be changed as appropriate. As an example, the stop lines SL located on the nearer side of each road than the crosswalk CW may be the boundaries that define the area of ​​the intersection IS.

[0036] In the following explanation, right and left turns are assumed to be in a traffic environment where vehicles drive on the left side. Therefore, a right turn is an intersection driving control in which the vehicle crosses an area belonging to the oncoming straight lane OL (hereinafter referred to as the oncoming lane area OLA) at the intersection IS (see Figure 6). In contrast, a left turn is an intersection driving control in which the vehicle does not cross the oncoming lane area OLA (see Figure 10).

[0037] Furthermore, the controls disclosed herein can also be applied to traffic environments where vehicles pass on the right side. In this case, a left turn becomes an intersection driving control in which the vehicle crosses the oncoming lane area OLA at the intersection IS, and a right turn becomes an intersection driving control in which the vehicle does not cross the oncoming lane area OLA. Therefore, the contents of the controls related to right turns described below can be applied to the controls related to left turns in traffic environments where vehicles pass on the right side. Similarly, the contents of the controls related to left turns described below can be applied to the controls related to right turns in traffic environments where vehicles pass on the right side.

[0038] <Right / Left Turn Control Processing> The right / left turn control process shown in Figure 4 is started by the autonomous driving ECU 50 when the host vehicle Am approaches, within a predetermined distance, an intersection IS where a right / left turn is planned on the set route indicated by the route information. In the right / left turn control process, the behavior determination unit 62 determines the travel route of the host vehicle Am at the intersection IS (see Figure 6) based on the route information (S11). The behavior determination unit 62 determines whether to make a right turn or a left turn at the intersection IS, as well as the number of consecutive intersections ISC (see Figure 8), etc. The behavior determination unit 62 further generates a planned travel line for making a right / left turn based on the determined travel route (S12).

[0039] The behavior determination unit 62 has, as sub-function units related to intersection driving control, a range setting unit 71 and a driving control unit 72. When the host vehicle Am travels through an intersection IS using an automatic driving function such as driving assistance control or autonomous driving control, the range setting unit 71 sets a priority recognition range PNH from the surrounding range related to the intersection IS (S13).

[0040] The surrounding area includes the drivable area of ​​the intersection IS, as well as multiple connecting roads connected to the intersection IS, crosswalks CW on each connecting road, and sidewalk areas SW facing the intersection IS and the connecting roads. The priority recognition range PNH is an area in which recognition by the perimeter monitoring sensor 30 is prioritized. The priority recognition range PNH is an area in which there is a high possibility of the presence of dynamic objects that may affect the progress of the host vehicle Am, such as other vehicles, pedestrians, and cyclists.

[0041] The range setting unit 71 sets the priority recognition range PNH corresponding to the position of the host vehicle Am proceeding through the intersection IS. As an example, the range setting unit 71 sets the priority recognition range PNH corresponding to each phase, such as before entering the intersection IS, after entering, and during exiting. As described above, the range included in the priority recognition range PNH changes as the host vehicle Am proceeds through the intersection IS. In addition, the range setting unit 71 can individually set the priority recognition range PNH for each sensor element included in the perimeter monitoring sensor 30.

[0042] The driving control unit 72 controls the driving of the host vehicle Am at the intersection IS according to the planned driving line generated by the behavior determination unit 62 (S14). The driving control unit 72 controls the driving of the host vehicle Am so as to widen the priority recognition range PNH recognized by the periphery monitoring sensor 30 by adjusting the positional relationship between the host vehicle Am and obstacle targets SO (see FIG. 7) present around the host vehicle Am. When turning right or left at the intersection IS, other vehicles such as the vehicle Aw waiting to turn right (see FIG. 7), the following vehicle Ab (see FIG. 10), the preceding vehicle Af (see FIG. 10), and the vehicle Ah running parallel to the vehicle Aw (see FIG. 12) may become obstacle targets SO. The driving control unit 72 changes the waiting position of the host vehicle Am waiting to turn right or left to the front, back, left, or right so as to reduce blind spots in the priority recognition range PNH caused by other vehicles as obstacle targets SO. In addition, the driving control unit 72 repeatedly stops and starts the vehicle Am to reduce blind spots in the priority recognition range PNH caused by other vehicles as obstruction targets SO, and moves the waiting position of the vehicle Am waiting to turn right or left. Furthermore, the driving control unit 72 adjusts the direction of the vehicle Am so that the priority recognition range PNH does not deviate from the angles of view of the front wide-angle camera 131, the front telephoto camera 132, etc.

[0043] <Start control processing> The start control process shown in Fig. 5 is a process for controlling the restart of the host vehicle Am when the host vehicle Am needs to wait to turn right or left at an intersection IS. In the start control process, the situation around the host vehicle is checked in cooperation with the driver. The autonomous driving ECU 50 starts the start control process when the host vehicle Am needs to stop or travel at a very low speed to wait to turn right or left.

[0044] The information linking unit 61 acquires recognition information generated by the periphery monitoring ECU 100 (S31). The information linking unit 61 references the acquired recognition information and determines whether there is a blind spot in the priority recognition range PNH caused by the obstructing object SO, in other words, whether there is a loss of recognition information due to a blind spot (S32). If there is no loss of recognition information (S32: NO), the behavior determining unit 62 determines, based on the recognition information, whether there is a dynamic target that may affect the progress of the host vehicle Am, such as an oncoming vehicle Ao (see FIG. 6) or a pedestrian (S35). If there is no dynamic target (S35: NO), the traveling control unit 72 starts control to start the host vehicle Am (S36). On the other hand, if there is a dynamic target (S35: YES), the autonomous driving ECU 50 continues the standby state for turning right or left.

[0045] On the other hand, if there is a gap in the recognition information (S32: YES), the information linking unit 61 determines whether there is confirmation information from the driver regarding the blind spot situation (S33). The confirmation information is information indicating that the driver checked the blind spot and found that there are no dynamic targets in the blind spot. The confirmation information is generated by the HMI control device 20 based on an operation input to the operation device 22 by the driver, and is provided to the information linking unit 61. For example, even if a blind spot is created by another vehicle within the detection range of the perimeter monitoring sensor 30, the driver can check the situation of the blind spot through the window of the other vehicle. In this case, the driver operates the operation device 22 to input that there are no dynamic targets in the blind spot. As described above, the gap in the recognition information of the priority recognition range PNH caused by the blind spot is complemented by the confirmation information from the driver.

[0046] If there is no latest confirmation information to compensate for the missing recognition information (S33: NO), the information linking unit 61 links with the HMI control device 20 and requests the driver to confirm the blind spot (S34). Based on the confirmation request from the information linking unit 61, information indicating the blind spot, a confirmation request message, a touch icon for inputting confirmation, etc. are displayed on the CID. The autonomous driving ECU 50 continues the standby state for turning right or left until the driver confirms the situation.

[0047] On the other hand, if there is latest confirmation information that complements the missing recognition information (S33: YES), the traveling control unit 72 combines the recognition information with the confirmation information that complements this recognition information and determines whether there is a dynamic target that will affect the progress of the host vehicle Am (S35).If the traveling control unit 72 can confirm that there is no dynamic target based on the recognition information and the confirmation information (S35: NO), it starts control to start the host vehicle Am (S36).

[0048] [Scene details related to turning right or left at an intersection] Next, a number of scenes in which right and left turns are performed by the autonomous driving ECU 50 will be described in detail in order based on FIGS. 6 to 13 and with reference to FIGS. 1 to 3.

[0049] <Scenes 1 and 2: Turning right at a large intersection> In Scene 1 shown in Fig. 6 and Scene 2 shown in Fig. 7, the behavior determination unit 62 generates a planned driving line for making a right turn at a large intersection based on route information. A large intersection is an intersection IS where roads with two or more lanes on each side intersect. Each road connected to the large intersection has a right-turn lane or a right-turn-only lane set up.

[0050] When the vehicle crosses an oncoming lane area OLA by making a right turn at an intersection IS, the range setting unit 71 sets the priority recognition range PNH after entering the intersection IS to include an oncoming straight lane OL on the approach side that connects to the intersection IS. When there are multiple oncoming straight lanes OL, the range setting unit 71 sets the priority recognition range PNH to include an oncoming straight lane OL (hereinafter referred to as a center lane OLi) that faces the center line. The center lane OLi is set as the priority recognition range PNH that is mainly linked to the forward telephoto camera 132 of the perimeter monitoring sensor 30.

[0051] After the vehicle enters the oncoming lane area OLA, the range setting unit 71 changes the peripheral area of ​​the intersection IS, which is set as the priority recognition range PNH. The range setting unit 71 sets the priority recognition range PNH to include a crosswalk CW provided on the destination road ER and a sidewalk area SW located on the left side of the vehicle's direction of travel. In addition, if a traffic jam vehicle Aj (see FIG. 6) and a parked vehicle Ap (see FIG. 7) are present in a lane of the destination road ER (hereinafter referred to as the destination lane EL), the range setting unit 71 sets the priority recognition range PNH to include the destination lane EL. The crosswalk CW and sidewalk area SW are set as the priority recognition range PNH that is primarily associated with the front wide-angle camera 131 of the perimeter monitoring sensor 30.

[0052] When there are multiple destination lanes EL through which the host vehicle Am will proceed by turning right, the cruise control unit 72 sets the outermost one of the destination lanes EL (hereinafter referred to as the outer destination lane ELo) as the exit destination from the intersection IS. When the host vehicle Am makes a turn to turn right, the cruise control unit 72 selects the outer destination lane ELo located on the outside of the turn (outside of the turn) as the exit destination.

[0053] Before starting to cross the oncoming lane area OLA, the driving control unit 72 moves the host vehicle Am to a position where the perimeter monitoring sensor 30 (particularly the forward telephoto camera 132) can recognize the center lane OLi, which is set as the priority recognition range PNH. In scene 1 (see FIG. 6 ), where there is no vehicle waiting to turn right ahead of the host vehicle Am, the driving control unit 72 moves the host vehicle Am toward the center of the intersection IS in a position where the center lane OLi closer to the center line is within the angle of view of the forward telephoto camera 132. The driving control unit 72 stops the host vehicle Am just before the oncoming lane area OLA in the intersection IS, which is continuous with the oncoming straight lane OL, so as not to block the oncoming lane area OLA.

[0054] On the other hand, in scene 2 (see FIG. 7 ) where a vehicle Aw waiting to turn right is ahead of the host vehicle Am, the driving control unit 72 also causes the host vehicle Am to travel in a posture such that the center lane OLi closer to the center line is within the angle of view of the forward telephoto camera 132. The driving control unit 72 changes the waiting position of the host vehicle Am waiting to turn right so as to reduce a blind spot in the priority recognition range PNH caused by the vehicle Aw waiting to turn right, which serves as an obstruction target SO in relation to the oncoming straight lane OL. The driving control unit 72 causes the host vehicle Am to approach the oncoming lane area OLA behind the vehicle Aw waiting to turn right while maintaining a distance from the vehicle Aw waiting to turn right so that a blind spot is not caused in the priority recognition range PNH by the vehicle Aw waiting to turn right.

[0055] The driving control unit 72 causes the host vehicle Am to travel to a position where the center lane OLi is visible using the forward telephoto camera 132. After confirming that there is no oncoming vehicle Ao in the oncoming straight lane OL, the driving control unit 72 starts crossing the oncoming lane area OLA. The driving control unit 72 controls the driving of the host vehicle Am so that the host vehicle Am travels into the outer traveling lane ELo of the destination road ER.

[0056] The driving control unit 72 changes the driving control for heading toward the destination road ER depending on the conditions of the destination road ER. Specifically, when there is a pedestrian crossing the crosswalk CW or when there is a pedestrian in the sidewalk area SW who is about to cross the crosswalk CW, the driving control unit 72 stops the host vehicle Am on the near side of the crosswalk CW to give priority to the pedestrian crossing.

[0057] Additionally, in scene 1 (see FIG. 6) where the outer traveling lane ELo is congested with a congested vehicle Aj, the cruise control unit 72 grasps the position of the last congested vehicle Aj and determines whether the host vehicle Am can pass through the oncoming lane area OLA. The cruise control unit 72 causes the host vehicle Am to continue waiting to turn right in the center of the intersection IS until it is confirmed that the host vehicle Am can pass through the oncoming lane area OLA.

[0058] The driving control unit 72 also determines whether another vehicle stopped in the outer travel lane ELo is a traffic jam vehicle Aj that is simply temporarily stopped or a parked vehicle Ap that continues to be stopped. The determination of whether the other vehicle is a traffic jam vehicle Aj or a parked vehicle Ap is made based on the state of the other vehicle's brake lights, whether the hazard lights and turn signals are flashing, the extent to which the vehicle is approaching the road edge, and whether or not passengers are getting on or off. In scene 2 (see FIG. 7 ) where a parked vehicle Ap is present in the outer travel lane ELo, the driving control unit 72 causes the host vehicle Am to proceed to the destination road ER so as to avoid the parked vehicle Ap. Specifically, the driving control unit 72 causes the host vehicle Am to exit the intersection IS toward the inner destination lane EL (hereinafter referred to as the inner travel lane ELi). After the host vehicle Am passes the side of the parked vehicle Ap in the inner travel lane ELi, the driving control unit 72 changes lanes from the inner travel lane ELi to the outer travel lane ELo.

[0059] <Scene 3: Turning right at consecutive intersections> 8 and 9, the behavior determination unit 62 generates a planned driving line that includes repeated right and left turns at consecutive intersections ISC based on the route information. If the distance between the centers of two intersections IS where right and left turns are made is approximately 150 to 300 m, the behavior determination unit 62 determines these intersections IS as a group of consecutive intersections ISC. At the consecutive intersections ISC, the intersection IS where the first right or left turn is made is the first intersection IS1, and the intersection IS into which the host vehicle Am enters after leaving the first intersection IS1 is the second intersection IS2.

[0060] In scene 3, an intermediate road IR connecting a first intersection IS1 and a second intersection IS2 includes multiple destination lanes EL. When consecutive right turns are to be made at the first intersection IS1 and the second intersection IS2 (see the solid arrows in FIG. 8 ), the behavior determination unit 62 generates a planned driving line that causes the host vehicle Am to proceed onto the inside destination lane ELi after the right turn at the first intersection IS1. On the other hand, when a right turn is made at the first intersection IS1 and then a left turn is made at the second intersection IS2 (see the dashed arrows in FIG. 8 ), the behavior determination unit 62 generates a planned driving line that causes the host vehicle Am to proceed onto the outside destination lane ELo after the right turn at the first intersection IS1.

[0061] When turning right at the first intersection IS1 of the consecutive intersections ISC, the range setting unit 71 sets the priority recognition range PNH to include the center lane OLi. As the host vehicle Am progresses through the intersection IS, the range setting unit 71 changes the setting of the priority recognition range PNH to successively include the crosswalk CW, the sidewalk area SW, and the upcoming lane EL.

[0062] When successive right turns are planned at the first intersection IS1 and the second intersection IS2, the driving control unit 72 causes the host vehicle Am to travel toward the inside travel lane ELi according to the planned travel line generated by the behavior determination unit 62 (see FIG. 9). The driving control unit 72 causes the host vehicle Am to head toward the inside turning side (inside of the turn) of the right-turn waiting vehicle Aw that is estimated to be heading toward the outside travel lane ELo. When the behavior determination unit 62 cannot direct the host vehicle Am toward the inside turning side, the behavior determination unit 62 terminates the driving assistance control or the autonomous driving control and transfers control to the driver.

[0063] When the host vehicle Am is directed toward the inside of a turn, the vehicle Aw waiting to turn right on the outside of the turn becomes an obstructing object SO in the priority recognition range PNH (center lane OLi). The cruise control unit 72 drives the host vehicle Am toward the oncoming lane area OLA so that a blind spot is not created in the center lane OLi by the vehicle Aw waiting to turn right. When multiple vehicles Aw waiting to turn right are lined up on the outside (left side) of the turn of the host vehicle Am waiting to turn right (see FIG. 9), the cruise control unit 72 controls the driving of the host vehicle Am so that the perimeter monitoring sensor 30 can recognize the priority recognition range PNH from between the vehicles Aw waiting to turn right. Specifically, the cruise control unit 72 drives the host vehicle Am forward at a very low speed while adjusting the direction of the host vehicle Am so that the front telephoto camera 132 can view the center lane OLi from between the leading vehicle Aw waiting to turn right and the second vehicle Aw waiting to turn right.

[0064] On the other hand, if a left turn at the second intersection IS2 is planned, the driving control unit 72 causes the host vehicle Am to proceed toward the outside travel lane ELo according to the planned travel line generated by the behavior determination unit 62. The driving control unit 72 causes the host vehicle Am to head toward the outside of the turning vehicle Aw waiting to turn right, which is estimated to be heading toward the inside travel lane ELi. If the behavior determination unit 62 cannot direct the host vehicle Am to the outside of the turning, it terminates the driving assistance control or the autonomous driving control and transfers control to the driver. Furthermore, if a parallel vehicle on the inside of the turning begins to move toward the planned travel line of the host vehicle Am, the driving control unit 72 decelerates the host vehicle Am to allow the parallel vehicle to move ahead of the host vehicle.

[0065] <Scene 4: Turning left at a large intersection> 10, the behavior determination unit 62 generates a planned driving line for making a left turn at a large-scale intersection based on route information. When making a left turn at intersection IS, the range setting unit 71 sets a priority recognition range PNH to include a rear-side range on the road edge DE side (left side) of the host vehicle Am before entering the intersection IS. The left rear-side range is set as the priority recognition range PNH that is mainly associated with the left rear-side camera 136 of the perimeter monitoring sensor 30.

[0066] After entering the intersection IS, the range setting unit 71 changes the surrounding range that is to be the priority recognition range PNH. Even in a left-turn scene, the range setting unit 71 sets the priority recognition range PNH so that it includes the crosswalk CW provided on the destination road ER and the sidewalk areas SW on the left and right that are continuous with the crosswalk CW. The crosswalk CW and the sidewalk areas SW are set as the priority recognition range PNH that is linked to the front wide-angle camera 131 and the front telephoto camera 132 of the perimeter monitoring sensor 30.

[0067] When there are multiple destination lanes EL into which the host vehicle Am will proceed by turning left, the traveling control unit 72 sets the outer traveling lane ELo among the multiple destination lanes EL as the destination to exit the intersection IS. When the host vehicle Am makes a turn to turn left, the traveling control unit 72 selects the outer traveling lane ELo located on the inside of the turn as the destination to exit.

[0068] If a following vehicle Ab is present behind the host vehicle Am before the host vehicle Am enters the intersection IS, the following vehicle Ab becomes an obstructing object target SO in the rear-side range that forms the priority recognition range PNH. Before the host vehicle Am enters the intersection IS, the driving control unit 72 shifts the driving position of the host vehicle Am toward the road edge DE so as to reduce the blind spot in the priority recognition range PNH caused by the following vehicle Ab. The driving control unit 72 offsets the host vehicle Am toward the road edge DE relative to the following vehicle Ab to a position where the left rear-side camera 136 can recognize the rear-side range. By using offset control, the driving control unit 72 improves the reliability of detecting bicycles, mopeds, electric kick scooters, motorcycles, and the like traveling along the road edge DE.

[0069] When a dynamic target is detected from the rear-side range, the traveling control unit 72 adjusts the traveling position of the host vehicle Am in a direction away from the road edge DE (to the right). By canceling the offset toward the road edge DE, the traveling control unit 72 ensures a space on the left side of the host vehicle that allows the dynamic target approaching from the rear side to pass through. After the dynamic target has passed the side of the host vehicle Am, the traveling control unit 72 starts turning to make a left turn.

[0070] If a leading vehicle Af is present ahead of the host vehicle Am after the host vehicle Am enters an intersection IS, the leading vehicle Af serves as an obstructing object SO for the crosswalk CW and sidewalk area SW, which form the priority recognition range PNH. The driving control unit 72 shifts the driving position of the host vehicle Am to the outside of the turning circle relative to the driving path of the leading vehicle Af after entering the intersection IS to reduce blind spots in the priority recognition range PNH caused by the leading vehicle Af. By offsetting the driving position to the outside of the turning circle (to the right), the driving control unit 72 improves the reliability of detecting pedestrians and the like moving from the right side of the host vehicle onto the crosswalk CW. In addition, the driving control unit 72 shortens the forward inter-vehicle distance between the host vehicle Am and the leading vehicle Af after starting to turn at the intersection IS compared to the forward inter-vehicle distance before entering the intersection IS. By maintaining a short forward inter-vehicle distance, the driving control unit 72 prevents other vehicles, bicycles, pedestrians, and the like from cutting in front of the host vehicle.

[0071] <Scenes 5 and 6: Left turn at consecutive intersections> 11 to 13, the behavior determination unit 62 generates a planned driving line that includes repeated right and left turns at successive intersections ISC based on the route information. In scenes 5 and 6, the intermediate road IR connecting the first intersection IS1 and the second intersection IS2 also includes multiple destination lanes EL. When the intermediate road IR includes multiple destination lanes EL, the driving control unit 72 changes the destination lane EL in which the host vehicle Am will travel after exiting the first intersection IS1, depending on the direction of the right or left turn planned to be made at the second intersection IS2.

[0072] Specifically, in scene 5 shown in FIGS. 11 and 12, consecutive left turns are made at a first intersection IS1 and a second intersection IS2 (see solid arrows in FIG. 11). The behavior determination unit 62 generates a planned driving line for moving the host vehicle Am onto the outside traveling lane ELo of the intermediate road IR after turning left at the first intersection IS1. The driving control unit 72 moves the host vehicle Am toward the outside traveling lane ELo according to the planned driving line generated by the behavior determination unit 62. The driving control unit 72 moves the host vehicle Am toward the inside of the turning lane of the parallel traveling vehicle Ah that is estimated to be heading toward the inside traveling lane ELi. If the host vehicle Am cannot be moved toward the inside of the turning lane, the behavior determination unit 62 terminates driving assistance control or autonomous driving control and transfers control to the driver.

[0073] When a parallel running vehicle Ah is present on the outside of the turning direction of the host vehicle Am waiting to turn left at the first intersection IS1, the parallel running vehicle Ah acts as an obstructing object SO for the crosswalk CW and sidewalk area SW, which form the priority recognition range PNH to the right front. When the parallel running vehicle Ah is present on the outside of the turning direction of the host vehicle Am, the traveling control unit 72 positions the host vehicle Am behind the parallel running vehicle Ah. The traveling control unit 72 causes the host vehicle Am to wait in a position behind the parallel running vehicle Ah, for example, about half the total length of the parallel running vehicle Ah. When the parallel running vehicle Ah is present on the outside of the turning direction of the host vehicle Am, the traveling control unit 72 deliberately does not perform vehicle control to reduce the blind spot in the priority recognition range PNH caused by the parallel running vehicle Ah.

[0074] 11 and 13, after turning left at the first intersection IS1, a right turn is made at the second intersection IS2 (see the dashed arrow in FIG. 11). The behavior determination unit 62 generates a planned driving line for moving the host vehicle Am onto the inside traveling lane ELi of the intermediate road IR after turning left at the first intersection IS1. The driving control unit 72 moves the host vehicle Am toward the inside traveling lane ELi according to the planned driving line generated by the behavior determination unit 62. The driving control unit 72 moves the host vehicle Am toward the outside of the turning of the parallel traveling vehicle Ah, which is estimated to be heading toward the outside traveling lane ELo. If the host vehicle Am cannot be moved toward the outside of the turning, the behavior determination unit 62 terminates driving assistance control or autonomous driving control and transfers control to the driver.

[0075] When a parallel running vehicle Ah is on the inside of the turning direction of the host vehicle Am waiting to turn left at the first intersection IS1, this parallel running vehicle Ah becomes an obstructing object SO for the pedestrian crossing CW and sidewalk area SW, which form the priority recognition range PNH to the left front. When a parallel running vehicle Ah is on the inside of the turning direction of the host vehicle Am, the traveling control unit 72 positions the host vehicle Am at the same position as the parallel running vehicle Ah or ahead of the parallel running vehicle Ah. The traveling control unit 72 causes the host vehicle Am to wait slightly ahead of the parallel running vehicle Ah on the left side of the host vehicle while refraining from entering the pedestrian crossing CW, so as to reduce the blind spot of the pedestrian crossing CW and the sidewalk areas SW on the left and right sides, which form the priority recognition range PNH.

[0076] (Summary of embodiments) In the present embodiment described so far, when the host vehicle Am travels through an intersection IS, the positional relationship between the host vehicle Am and the obstructing objects SO present around the host vehicle Am is adjusted, thereby widening the priority recognition range PNH recognized by the perimeter monitoring sensor 30. As a result, in a scene where the host vehicle Am travels through an intersection IS where the recognition by the perimeter monitoring sensor 30 is likely to be obstructed by the obstructing objects SO, the traveling environment can be recognized well.

[0077] Additionally, in this embodiment, when the host vehicle Am makes a right or left turn at an intersection IS, the waiting position of the host vehicle Am waiting to turn right or left is changed so as to reduce a blind spot in the priority recognition range PNH caused by another vehicle as an obstructing target SO. This control makes it possible to effectively recognize a moving target that exists in the priority recognition range PNH while suppressing the influence of obstruction by another vehicle.

[0078] Furthermore, in this embodiment, when the host vehicle Am makes a right or left turn at an intersection IS, the waiting position of the host vehicle Am waiting to turn right or left is moved by repeatedly stopping and starting so as to reduce a blind spot in the priority recognition range PNH caused by another vehicle as an obstructing object target SO. As described above, the host vehicle Am is moved at a very low speed according to the relative position of the other vehicle, thereby reducing the blind spot of the perimeter monitoring sensor 30. As a result, a moving target existing in the priority recognition range PNH can be well recognized.

[0079] Furthermore, in this embodiment, when turning right at an intersection IS, the priority recognition range PNH is set to include a center lane OLi facing the center line among at least one oncoming straight-ahead lane OL connected to the intersection IS. Then, before the host vehicle Am starts crossing the oncoming lane area OLA, the host vehicle Am moves to a position where the perimeter monitoring sensor 30 can recognize the center lane OLi. As described above, by including the center lane OLi in the priority recognition range PNH and focusing on the recognition of this center lane OLi, an oncoming vehicle Ao entering the intersection IS from the oncoming straight-ahead lane OL can be reliably detected. As a result, it becomes possible to appropriately determine the timing when there is no oncoming vehicle Ao and start the host vehicle Am so that it crosses the oncoming lane area OLA.

[0080] Additionally, in this embodiment, when the host vehicle Am makes a right turn at an intersection IS and proceeds onto a destination road ER that includes multiple destination lanes EL, the host vehicle Am is controlled to proceed onto the outer destination lane ELo among the multiple destination lanes EL. By directing the host vehicle Am towards the outer destination lane ELo, the host vehicle Am can be positioned on the outside of the turn. As a result, it becomes easier to check for an oncoming vehicle Ao in the oncoming straight lane OL.

[0081] In this embodiment, when consecutive right turns are planned at consecutive intersections ISC and the intermediate road IR includes multiple destination lanes EL, the travel of the host vehicle Am is controlled at the first intersection IS1 so that the host vehicle Am travels into the inner destination lane ELi located to the right of the direction of travel. This allows the host vehicle Am to smoothly make a right turn at the second intersection IS2 of the consecutive intersections ISC.

[0082] Furthermore, in this embodiment, when multiple vehicles Aw waiting to turn right are lined up on the left side of the host vehicle Am at the first intersection IS1, the traveling of the host vehicle Am is controlled so that the periphery monitoring sensor 30 can see the priority recognition range PNH from between the multiple vehicles Aw waiting to turn right. Therefore, even in a right-turn scene where the vehicles Aw waiting to turn right are obstructing targets SO, it is possible to reduce blind spots that occur in the priority recognition range PNH.

[0083] Additionally, in this embodiment, when the host vehicle Am makes a left turn at the intersection IS, the priority recognition range PNH is set to include the rear-side range on the road edge DE side relative to the host vehicle Am. Then, before the host vehicle Am enters the intersection IS, the traveling position of the host vehicle Am is shifted toward the road edge DE to a position where the perimeter monitoring sensor 30 can recognize the rear-side range. As a result, the perimeter monitoring sensor 30 can detect the rear-side range over a long distance. As a result, a moving object approaching the host vehicle Am from the rear-side on the road edge DE side can be reliably recognized.

[0084] In this embodiment, when the host vehicle Am following the leading vehicle Af makes a left turn at an intersection IS, the traveling position of the host vehicle Am is shifted to the outside of the turning direction relative to the traveling path of the leading vehicle Af so as to reduce the blind spot in the priority recognition range PNH caused by the leading vehicle Af. By adjusting the traveling position of the host vehicle Am in this way, pedestrians and the like on the crosswalk CW or the sidewalk area SW can be reliably detected. As a result, it becomes possible to appropriately determine the timing when there are no pedestrians and the like and to start the host vehicle Am so as to cross the crosswalk CW.

[0085] Furthermore, in this embodiment, when the host vehicle Am following the preceding vehicle Af makes a left turn at an intersection IS, the forward inter-vehicle distance between the host vehicle Am and the preceding vehicle Af after starting to turn at the intersection IS is made shorter than the forward inter-vehicle distance before entering the intersection IS. As a result, it becomes more difficult for bicycles, pedestrians, etc. to get in front of the host vehicle Am waiting to turn left. As a result, the host vehicle Am can smoothly restart after waiting to turn left.

[0086] Additionally, in this embodiment, when consecutive right and left turns are planned at consecutive intersections ISC, the destination lane EL in which the host vehicle Am will proceed after exiting the first intersection IS1 is changed depending on the direction of the planned right or left turn at the second intersection IS2. Therefore, even if the intermediate road IR includes multiple destination lanes EL, the number of lane changes required on the intermediate road IR can be reduced. As a result, the host vehicle Am can smoothly start turning right or left at the second intersection IS2 after exiting the first intersection IS1.

[0087] Furthermore, in this embodiment, when the host vehicle Am makes a left turn at an intersection IS and proceeds onto a destination road ER that includes multiple destination lanes EL, if a parallel vehicle Ah is present on the outside of the turning path of the host vehicle Am waiting to turn left, the host vehicle Am will be located behind the parallel vehicle Ah. Thus, when a parallel vehicle Ah is present on the outside of the turning path, it is difficult to eliminate the blind spot on the outside of the turning path using cruise control alone. Therefore, the cruise control unit 72 does not necessarily need to perform cruise control to reduce the blind spot caused by the parallel vehicle Ah on the outside of the turning path.

[0088] Furthermore, in this embodiment, when a parallel vehicle Ah is present on the inside of the turning direction of the host vehicle Am waiting to turn left, the host vehicle Am is positioned at the same position as the parallel vehicle Ah or ahead of the parallel vehicle Ah. In this way, by controlling the travel of the host vehicle Am to move forward at least until the host vehicle Am is aligned with the parallel vehicle Ah, pedestrians and the like on the crosswalk CW or sidewalk area SW can be reliably detected. As a result, it becomes possible to appropriately determine the timing when no pedestrians and the like are present and start the host vehicle Am.

[0089] Additionally, in this embodiment, confirmation information confirmed by the driver of the host vehicle Am regarding the blind spot of the priority recognition range PNH caused by the obstructing object SO is acquired. Then, the lack of recognition information of the priority recognition range PNH due to the blind spot is supplemented by the confirmation information, and the traveling of the host vehicle Am is controlled. Therefore, even in a scene where the host vehicle Am is traveling through an intersection IS where the recognition of the perimeter monitoring sensor 30 is likely to be obstructed by the obstructing object SO, the host vehicle Am can be smoothly traveled by obtaining the driver's cooperation in confirming the situation around the host vehicle.

[0090] In the above embodiment, the periphery monitoring sensor 30 corresponds to the "autonomous sensor", the autonomous driving ECU 50 corresponds to the "autonomous driving control device", and the information linking unit 61 corresponds to the "information acquisition unit". Furthermore, the destination lane EL corresponds to the "intersecting lane", the inside destination lane ELi corresponds to the "right lane", and the outside destination lane ELo corresponds to the "outside lane".

[0091] (Other embodiments) Although one embodiment of the present disclosure has been described above, the present disclosure should not be construed as being limited to the above embodiment, and can be applied to various embodiments and combinations within the scope that does not deviate from the gist of the present disclosure.

[0092] In the periphery monitoring system 10 according to the first modification of the above embodiment, at least the front telephoto camera 132 among the vehicle exterior cameras 130 is installed on the vehicle Am via a variable mechanism. The variable mechanism may be provided on the vehicle exterior cameras 130 other than the front telephoto camera 132.

[0093] The periphery monitoring ECU 100 of the first modification further includes a range adjustment unit. The range adjustment unit is a functional unit for operating the variable mechanism. The range control unit outputs a control signal to the variable mechanism to control the variable mechanism so that the priority recognition range PNH is included in the recognition range (within the angle of view) of the forward telephoto camera 132.

[0094] The variable mechanism adjusts the mounting position and mounting attitude of the forward telephoto camera 132 based on a control signal input from the range adjustment unit. Specifically, the variable mechanism changes the orientation of the forward telephoto camera 132 in the horizontal direction (left and right direction) and the vertical direction (up and down direction). Furthermore, the variable mechanism moves the mounting position of the forward telephoto camera 132 on the host vehicle Am in the horizontal direction and the vertical direction. For example, the variable mechanism raises or lowers the position of the forward telephoto camera 132 relative to the host vehicle Am so that the camera can view the priority recognition range PNH while avoiding the preceding vehicle Af and the parallel running vehicle Ah.

[0095] In the above-described first modification, not only the traveling of the host vehicle Am but also the front telephoto camera 132 is controlled to reduce the blind spots in the priority recognition range PNH. As a result, the traveling environment can be recognized well even when the host vehicle Am is traveling through an intersection IS. Note that the variable mechanism may be combined with not only the front telephoto camera 132 but also the front wide-angle camera 131, the left rear side camera 136, etc.

[0096] In the autonomous driving ECU 50 according to the second modification of the above embodiment, the process of using confirmation information from the driver is omitted when starting from a state where the vehicle is waiting to turn right or left. Also, in the periphery monitoring system 10 according to the third modification of the above embodiment, the autonomous sensors other than the exterior camera 130 are omitted. As in the third modification, the configuration of the autonomous sensors mounted on the host vehicle Am may be modified as appropriate.

[0097] In a fourth modification of the above embodiment, the functions of the periphery monitoring ECU 100 are integrated into the autonomous driving ECU 50. In this fourth modification, the autonomous driving ECU 50 also corresponds to the "autonomous driving control device." In a fifth modification of the above embodiment, some of the functions of the autonomous driving ECU 50 are implemented in the periphery monitoring ECU 100. In this fifth modification, a system including the autonomous driving ECU 50 and the periphery monitoring ECU 100 corresponds to the "autonomous driving control device." Furthermore, the functions of the HMI control device 20 may be integrated into the autonomous driving ECU 50.

[0098] In the above embodiments, the functions provided by the autonomous driving ECU 50 or the periphery monitoring ECU 100 can be provided by software and hardware that executes the software, software alone, hardware alone, or a combination of these. Furthermore, when such functions are provided by electronic circuits as hardware, the functions can also be provided by digital circuits including multiple logic circuits or analog circuits. Furthermore, the software for realizing such functions may include, at least in part, code automatically generated by, for example, a neural network or language model trained using real-world camera footage.

[0099] Each processing unit in the above-described embodiments includes at least one arithmetic core, such as a central processing unit (CPU) and a graphics processing unit (GPU). The processing unit may further include a field-programmable gate array (FPGA), a neural network processing unit (NPU), and an IP core with other dedicated functions. The processing unit is not limited to being individually mounted on a printed circuit board. The processing unit may be mounted on an application-specific integrated circuit (ASIC), a system on chip (SoC), a chiplet assembly, an FPGA, or the like.

[0100] The form of the storage medium (non-transitory tangible storage medium) that stores various programs and the like may be changed as appropriate. Furthermore, the storage medium is not limited to a configuration provided on a circuit board, but may be provided in the form of a memory card or the like, inserted into a slot, and electrically connected to the control circuit of the autonomous driving ECU 50 or the periphery monitoring ECU 100. Furthermore, the storage medium may be an optical disk, hard disk drive, solid state drive, or the like that is used as a source from which programs are copied or distributed to the autonomous driving ECU 50 or the periphery monitoring ECU 100.

[0101] The controller and methods described herein may be implemented by a special-purpose computer comprising a processor programmed to perform one or more functions embodied in a computer program. Alternatively, the apparatus and methods described herein may be implemented by special-purpose hardware logic circuitry. Alternatively, the apparatus and methods described herein may be implemented by one or more special-purpose computers comprising a processor executing a computer program in combination with one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by a computer on a computer-readable non-transitory storage medium. [Explanation of symbols]

[0102] 30 Periphery monitoring sensor (autonomous sensor), 50 Autonomous driving ECU (autonomous driving control device), 51 Processing unit, 61 Information linking unit (information acquisition unit), 71 Range setting unit, 72 Driving control unit, Af Leading vehicle, Ah Parallel running vehicle, Am Own vehicle, Aw Vehicle waiting to turn right, DE Road edge, EL Lane ahead (Intersecting lane), ELi Inside lane ahead (Right lane), ELo Outside lane ahead (Outside lane), ER Road ahead, IR Intermediate road, IS Intersection, IS1 First intersection, IS2 Second intersection, ISC Continuous intersection, OL Oncoming straight lane, OLA Oncoming lane area, OLi Center lane, PNH Priority recognition range, SO Obstructing object target

Claims

1. An automatic driving control device used in a host vehicle (Am) equipped with an autonomous sensor (30) for recognizing a driving environment, and controlling the driving of the host vehicle by an automatic driving function, When the vehicle travels through an intersection (IS) using the automatic driving function, a range setting unit (71) sets a priority recognition range (PNH) that prioritizes recognition by the autonomous sensor from a surrounding range related to the intersection; a travel control unit (72) that controls travel of the host vehicle at the intersection so as to widen the priority recognition range recognized by the autonomous sensor by adjusting a positional relationship between the host vehicle and an obstructing object (SO) present around the host vehicle; An automatic driving control device equipped with:

2. 2. The automatic driving control device according to claim 1, wherein when the vehicle makes a right or left turn at the intersection, the driving control unit changes a waiting position of the vehicle waiting to turn right or left so as to reduce a blind spot in the priority recognition range caused by another vehicle as the obstructing object target.

3. 2. The automatic driving control device according to claim 1, wherein when the host vehicle makes a right or left turn at the intersection, the driving control unit repeatedly stops and starts so as to reduce a blind spot in the priority recognition range caused by another vehicle as the obstructing object target, and moves a waiting position of the host vehicle waiting to make the right or left turn.

4. the range setting unit sets the priority recognition range to include a center lane (OLi) facing a center line among at least one oncoming straight lane (OL) connected to the intersection when the vehicle makes a right or left turn across an oncoming lane area (OLA) at the intersection, The automatic driving control device according to claim 1 , wherein the driving control unit moves the host vehicle to a position where the autonomous sensor can recognize the center lane before the host vehicle starts to cross the oncoming lane area.

5. 2. The automatic driving control device according to claim 1, wherein when the vehicle makes a right or left turn across an oncoming lane area (OLA) at the intersection and proceeds onto a destination road (ER) including a plurality of intersecting lanes (EL), the driving control unit controls the driving of the vehicle so that the vehicle proceeds onto an outer lane (ELo) that is located on the outside of the plurality of intersecting lanes.

6. The automatic driving control device of claim 1, wherein the driving control unit controls the driving of the vehicle at the first intersection so that the vehicle proceeds into a right lane (ELi) located on the right side of the direction of travel among the multiple intersecting lanes when consecutive right turns are planned at the first intersection (IS1) which is the intersection and a second intersection (IS2) which the vehicle enters after exiting the first intersection, and when the intermediate road (IR) connecting the first intersection and the second intersection includes multiple intersecting lanes (EL).

7. The automatic driving control device according to claim 6, wherein when a plurality of vehicles (Aw) waiting to turn right are lined up on the left side of the vehicle at the first intersection, the driving control unit controls the driving of the vehicle so that the autonomous sensor can see the priority recognition range from between the plurality of vehicles waiting to turn right.

8. the range setting unit sets the priority recognition range to include a rear-side range that is on a road edge (DE) side of the host vehicle when the host vehicle makes a right or left turn at the intersection without crossing an oncoming lane area (OLA), 2. The automatic driving control device according to claim 1, wherein the driving control unit shifts the driving position of the vehicle toward the road edge to a position where the autonomous sensor can recognize the rear-side range before the vehicle enters the intersection.

9. 2. The automatic driving control device according to claim 1, wherein when the host vehicle, following a preceding vehicle (Af) at the intersection, makes a right or left turn without crossing an oncoming lane area (OLA), the driving control unit shifts the driving position of the host vehicle to the outside of a turn relative to the driving path of the preceding vehicle so as to reduce a blind spot in the priority recognition range caused by the preceding vehicle.

10. 2. The automatic driving control device according to claim 1, wherein when the host vehicle, following a preceding vehicle (Af) at the intersection, makes a right or left turn without crossing an oncoming lane area (OLA), the driving control unit shortens the forward inter-vehicle distance between the host vehicle and the preceding vehicle after starting to turn at the intersection compared to the forward inter-vehicle distance before entering the intersection.

11. The automatic driving control device of claim 1, wherein the driving control unit plans to make successive right and left turns at a first intersection (IS1) that is the intersection and a second intersection (IS2) that the vehicle will enter after exiting the first intersection, and when an intermediate road (IR) connecting the first intersection and the second intersection includes multiple intersecting lanes (EL), changes the intersecting lane in which the vehicle will proceed after exiting the first intersection, depending on the direction of the right or left turn planned to be made at the second intersection.

12. 2. The automatic driving control device according to claim 1, wherein when the vehicle makes a right or left turn at the intersection without crossing an oncoming lane area (OLA) and proceeds onto a destination road (ER) including multiple intersecting lanes (EL), if there is a parallel vehicle (Ah) on the outside of the turning direction of the vehicle waiting to turn right or left, the driving control unit positions the vehicle behind the parallel vehicle.

13. 2. The automatic driving control device according to claim 1, wherein when the vehicle makes a right or left turn at the intersection without crossing an oncoming lane area (OLA) and proceeds onto a destination road (ER) including multiple intersecting lanes (EL), if there is a parallel vehicle (Ah) on the inside of the turning of the vehicle waiting to turn right or left, the driving control unit positions the vehicle at the same position as the parallel vehicle or ahead of the parallel vehicle.

14. An information acquisition unit (61) for acquiring confirmation information confirmed by a driver of the vehicle regarding a blind spot in the priority recognition range caused by the obstructing object, The automatic driving control device according to claim 1 , wherein the driving control unit complements a loss of recognition information in the priority recognition range caused by the blind spot with the confirmation information, and controls the driving of the host vehicle.

15. An autonomous driving control program used in a vehicle (Am) equipped with an autonomous sensor (30) for recognizing a driving environment, the program controlling the driving of the vehicle by an autonomous driving function, When the vehicle travels through an intersection (IS) using the automatic driving function, a priority recognition range (PNH) is set from the surrounding area related to the intersection, in which recognition by the autonomous sensor is prioritized (S13). controlling the travel of the host vehicle at the intersection so that the priority recognition range recognized by the autonomous sensor is expanded by adjusting the positional relationship between the host vehicle and an obstructing object present around the host vehicle (S14); An automatic driving control program that causes at least one processing unit (51) to execute processing including the above.

Images