Collision avoidance control device

Abstract

To provide a collision avoidance control device that is capable of avoiding collision of a vehicle with a movable body crossing an intersection without facing a danger of a collision between the movable body and the vehicle when the vehicle makes a turn at the intersection.SOLUTION: When a vehicle 1 makes a turn at an intersection C ahead, possibility of a collision of the vehicle 1 with a movable body M in the intersection C is determined. If there is possibility of collision, the vehicle 1 is decelerated or stopped before the intersection C, and does not enter the intersection C until the possibility of collision is eliminated.SELECTED DRAWING: Figure 4B

Description

[Technical field]

[0001] The present invention relates to a device that is mounted on a vehicle and performs control to avoid a collision between the vehicle and an object. [Background technology]

[0002] 2. Description of the Related Art Collision avoidance control is known which is installed in vehicles such as automobiles to determine the possibility of a collision between the vehicle and an object, and if the possibility of a collision is high, to slow down or stop the vehicle to avoid the collision.

[0003] Collision avoidance control is required not only to avoid collision with an object ahead of the vehicle when the vehicle is traveling straight ahead, but also to avoid collision with a moving object crossing the intersection when the vehicle is turning at an intersection and there is a moving object such as a pedestrian or two-wheeled vehicle traveling straight ahead and crossing the intersection in the same direction as the vehicle before turning. However, there is no established control for avoiding collision between a vehicle turning at an intersection and a moving object crossing the intersection, and various proposals have been made by vehicle manufacturers and the like (for example, see Patent Document 1). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2017-224164 A Summary of the Invention [Problem to be solved by the invention]

[0005] An object of the present invention is to provide a collision avoidance control device that can avoid a collision between a vehicle and a moving object crossing an intersection when the vehicle turns at the intersection, without putting the moving object crossing the intersection at risk of colliding with the vehicle. [Means for solving the problem]

[0006] In order to achieve the above-mentioned object, the collision avoidance control device of the present invention is a device that is mounted on a vehicle and performs control to avoid a collision between the vehicle and an object, and includes a position estimation means for estimating the position of the vehicle, an object recognition means for recognizing objects present in a target area around the vehicle, and a vehicle speed adjustment means for slowing down or stopping the vehicle so that it does not enter the intersection when it is determined that the vehicle's movement path is a path that turns at an intersection ahead from the position estimated by the position estimation means, and the object recognized by the object recognition means is a moving body moving toward the intersection, and there is a possibility that the vehicle will collide with the moving body within the intersection.

[0007] According to this configuration, when a vehicle is turning at an intersection ahead and there is a possibility that the vehicle will collide with a moving object within the intersection, the vehicle will slow down or stop so as not to enter the intersection.

[0008] As a control for avoiding a collision between a vehicle and a moving object in an intersection, for example, a control for stopping the vehicle just before the moving path of the moving object in the intersection is considered. In this control, the vehicle decelerates while changing the traveling direction (while steering) in the intersection and stops with its front facing the moving object. Therefore, even if a collision between the vehicle and the moving object can be avoided, the moving object faces the risk of colliding with the vehicle because the vehicle approaches the moving object.

[0009] When there is a possibility of collision between a vehicle turning at an intersection and a moving body crossing the intersection, the vehicle does not enter the intersection and does not approach the moving body, so that the moving body is not exposed to the risk of collision with the vehicle and the collision between the vehicle and the moving body can be avoided.

[0010] The vehicle speed adjustment means may determine that there is a possibility of a collision between the vehicle and the moving body when, on the high-precision map, the path along which the moving body is traveling and the path along which the vehicle is traveling intersect within an intersection and it is predicted that the vehicle and the moving body will arrive at the intersection at the same time.

[0011] The vehicle's travel route is a route that is planned in advance from information obtained by placing the vehicle on a high-precision map, and the travel route information includes a target vehicle speed at each point on the travel route. Therefore, the time until the vehicle reaches an intersection can be accurately calculated from the target vehicle speed at each point. As a result, it is possible to accurately predict whether the vehicle and the moving object will arrive at the intersection at the same time, and to accurately determine the possibility of a collision between the vehicle and the moving object. Effect of the Invention

[0012] According to the present invention, when a vehicle turns at an intersection, a collision between the vehicle and a moving object crossing the intersection can be avoided without putting the moving object at risk of colliding with the vehicle. [Brief description of the drawings]

[0013] [Figure 1] 1 is a block diagram showing an electrical configuration of a vehicle equipped with a collision avoidance control device according to an embodiment of the present invention; [Diagram 2] FIG. 2 is a block diagram showing a functional configuration of an autonomous driving ECU. [Diagram 3] 11 is a flowchart showing a procedure for a left turn collision avoidance process. [Figure 4A] 1 is a diagram illustrating the positions of a vehicle and a moving object when the vehicle turns left at an intersection, showing a state at the start of a left-turn collision avoidance process. FIG. [Figure 4B] FIG. 2 is a diagram illustrating the positions of a vehicle and a moving object when the vehicle turns left at an intersection, in which the vehicle is stopped at a stopping position just before the intersection. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0015] <Vehicle configuration> FIG. 1 is a block diagram showing the electrical configuration of a vehicle 1 equipped with a collision avoidance control device according to one embodiment of the present invention.

[0016] Vehicle 1 is equipped with an automatic driving function and can travel automatically without user driving operations.

[0017] A plurality of ECUs (Electronic Control Units) are mounted on the vehicle 1 to control various parts. Each ECU has a microcontroller unit (microcomputer), and the microcomputer has built-in, for example, a CPU, a non-volatile memory such as a flash memory, and a volatile memory such as a dynamic random access memory (DRAM).

[0018] The multiple ECUs include a drive ECU 11, a steering ECU 12, a brake ECU 13, a meter ECU 14, and a body ECU 15. The drive ECU 11, the steering ECU 12, the brake ECU 13, the meter ECU 14, and the body ECU 15 are connected to each other so as to be capable of communication according to a CAN (Controller Area Network) communication protocol, that is, CAN communication.

[0019] The drive ECU 11 is a control unit that controls a drive device 21 of the vehicle 1. The drive device 21 may be configured to include an engine as a drive source, a motor as a drive source, or both an engine and a motor as drive sources. The drive device 21 includes a transmission that changes the speed of the drive force from the drive source and outputs it as necessary.

[0020] The steering ECU 12 is a control unit that controls the steering device 22 of the vehicle 1. The steering device 22 is, for example, an electric power steering device that applies the torque of an electric motor to a steering mechanism. The steering mechanism includes, for example, a rack-and-pinion steering gear, and is configured such that when a rack shaft moves in the vehicle width direction due to the torque of the electric motor, the left and right steered wheels are turned left and right in accordance with the movement of the rack shaft.

[0021] The brake ECU 13 is a control unit that controls a braking device 23 of the vehicle 1. The braking device 23 may be of a hydraulic or electric type. The hydraulic braking device 23 includes a brake actuator, and the function of this brake actuator distributes hydraulic pressure to wheel cylinders of the brakes provided on each wheel, and the hydraulic pressure applies braking force from each brake to the wheels including the driving wheels.

[0022] The meter ECU 14 is a control unit that controls each part of a meter panel (not shown) of the vehicle 1. The meter panel is provided with indicators such as a liquid crystal display for displaying various information, in addition to instruments for displaying vehicle speed and engine RPM. An emergency stop switch 24 that is operated to issue an instruction to emergency stop the autonomous driving is also connected to the meter ECU 14.

[0023] The body ECU 15 is a control unit that controls various parts that need to operate even when the ignition switch of the vehicle 1 is in the off state, such as the left and right turn signals and the door lock motors.

[0024] The plurality of ECUs also include an autonomous driving ECU 31, a lidar ECU 32, and a monocular camera ECU 33 as control units for the autonomous driving function.

[0025] The automatic driving ECU 31 is a control center for automatic driving control. The automatic driving ECU 31 is connected to the drive ECU 11, the steering ECU 12, the brake ECU 13, the meter ECU 14, and the body ECU 15 so as to be able to communicate with them via a CAN.

[0026] An omnidirectional LiDAR (Light Detection And Ranging) 34 is connected to the autonomous driving ECU 31 via, for example, an Ethernet standard communication cable. The omnidirectional LiDAR 34 irradiates laser light in all directions of 360°, receives reflected light from objects present within a search range with an optical sensor, and outputs a detection signal according to the reflected light. The detection signal of the omnidirectional LiDAR 34 is input to the autonomous driving ECU 31.

[0027] In addition, a GPS receiver 35 is connected to the automatic driving ECU 31 via, for example, a communication cable conforming to the USB (Universal Serial Bus) standard. The GPS receiver 35 is a receiver that receives positioning signals from GPS (Global Positioning System) satellites. The positioning signals received by the GPS receiver 35 are input from the GPS receiver 35 to the automatic driving ECU 31.

[0028] The LIDAR ECU 32 is communicatively connected to the autonomous driving ECU 31 via, for example, an Ethernet standard communication cable. Six LIDARs 36 are connected to the LIDAR ECU 32. The LIDAR 36 irradiates a search range with a laser light, receives reflected light from an object present within the search range with an optical sensor, and outputs a detection signal according to the reflected light. The LIDARs 36 are, for example, disposed at the left end, center, and right end of the front bumper of the vehicle 1 and the left end, center, and right end of the rear bumper. The LIDAR ECU 32 receives the detection signal output from each LIDAR 36. The LIDAR ECU 32 processes the detection signal output from each LIDAR 36 and transmits data obtained by the processing to the autonomous driving ECU 31.

[0029] The monocular camera ECU 33 is communicatively connected to the autonomous driving ECU 31 via, for example, a USB standard communication cable. A monocular camera 37 is connected to the monocular camera ECU 33. The monocular camera 37 is a camera capable of continuously capturing still images of a search range in front of the vehicle 1 at a predetermined frame rate. An image signal of a still image continuously output from the monocular camera 37 is input to the monocular camera ECU 33. The monocular camera ECU 33 processes the image signal input from the monocular camera 37, and transmits image data obtained by the processing to the autonomous driving ECU 31.

[0030] <Autonomous driving ECU> FIG. 2 is a block diagram showing the functional configuration of the automatic driving ECU 31. As shown in FIG.

[0031] The autonomous driving ECU 31 includes an object recognition unit 41, a self-position estimation unit 42, a surrounding information integration unit 43, a route planning unit 44, a safety confirmation unit 45, and a vehicle control unit 46. These functional processing units are realized in software by program processing, or are realized by hardware such as a logic circuit.

[0032] The object recognition unit 41 recognizes objects such as other vehicles and pedestrians around the vehicle 1 from information on the distance to objects (vehicles, pedestrians, buildings, curbs, and other obstacles) obtained from the detection signal of the omnidirectional lidar 34 and images captured by the monocular camera 37.

[0033] The self-position estimation unit 42 estimates the position (self-position) of the vehicle 1 by matching the point cloud data acquired from the detection signal of the omnidirectional lidar 34 with high-precision map data (point cloud data) 47, which is data of a high-precision map. The high-precision map is a high-precision three-dimensional map, and the high-precision map data 47 includes information such as road width, lane lines, shoulder lines, stop lines at intersections (traffic lights), crosswalks, and signs. The high-precision map data 47 may be stored in a memory built into a microcomputer of the automatic driving ECU 31, or may be stored in a HDD (Hard Disk Drive) connected to the automatic driving ECU 31. The self-position estimation unit 42 also integrates the self-position estimated by matching the point cloud data with the self-position based on the positioning signal received by the GPS receiver 35 to improve the estimation accuracy of the self-position.

[0034] The surrounding information integrating unit 43 receives as input the object recognition result by the object recognition unit 41, the self-position estimation result by the self-position estimation unit 42, and data obtained by processing detection signals output from each LIDAR 36 by the LIDAR ECU 32 (see FIG. 1). High-precision map data 47 is also input to the surrounding information integrating unit 43. The surrounding information integrating unit 43 creates surrounding information integrated map data in which the vehicle 1, vehicles other than the vehicle 1, and objects such as pedestrians are arranged on a high-precision map. The surrounding information integrating unit 43 then outputs the map information and object recognition information to an HMI (Human Machine Interface) device 48 such as a display arranged inside the vehicle 1.

[0035] The route planning unit 44 receives the peripheral information integrated map data from the peripheral information integrating unit 43. From the peripheral information integrated map data, the route planning unit 44 plans a route for moving the vehicle 1 to a target point and a target vehicle speed at each point on the route. Then, the route planning unit 44 outputs the planned route (hereinafter referred to as the "planned route") and planned route data including the target vehicle speed to the HMI device 48.

[0036] The safety confirmation unit 45 receives the surrounding information integrated map data from the surrounding information integrating unit 43. In addition, the safety confirmation unit 45 receives the planned route data from the route planning unit 44. The safety confirmation unit 45 confirms the safety of the route of the vehicle 1 from the surrounding information integrated map data and the planned route data.

[0037] The vehicle control unit 46 receives planned route data from the route planning unit 44. The vehicle control unit 46 also receives a confirmation result from the safety confirmation unit 45. Based on the planned route data and the confirmation result of safety on the route of the vehicle 1, the vehicle control unit 46 outputs commands to ECUs that control the operation of each part of the vehicle 1, such as the drive ECU 11, the steering ECU 12, and the brake ECU 13, so that the vehicle 1 travels along the planned route.

[0038] <Collision avoidance processing when turning left> 4A and 4B are diagrams illustrating the positions of the vehicle 1 and the moving object M when the vehicle 1 turns left at the intersection C. In the flowchart of FIG.

[0039] For example, when the vehicle 1 is traveling autonomously using the autonomous driving function, if the planned route planned by the route planning unit 44 includes a left turn at an intersection C, when the vehicle 1 reaches a position a predetermined distance before the intersection C, the autonomous driving ECU 31 starts a left turn collision avoidance process, and first, the safety confirmation unit 45 performs a pre-left turn safety confirmation process (step S11). The intersection C is a crossroads, a T-junction, or a portion where multiple roads intersect. The intersection C refers to, for example, a portion surrounded by lines connecting the end points (starting points) of the side lines of the roads on the intersection side, and when a stop line or a pedestrian crossing is provided on the roads intersecting at the intersection C, the intersection C refers to a portion closer to the center of the intersection C than the stop line and including the pedestrian crossing.

[0040] In the pre-left-turn safety confirmation process, for example, as shown by the two-dot chain line in Fig. 4A, a rectangular area from the center in the vehicle width direction of the vehicle 1 to its left side is set as target area A, and it is confirmed whether or not a moving object M proceeding toward an intersection C is recognized by the object recognition unit 41 in target area A. Target area A is set, for example, to the width from the center in the vehicle width direction of the vehicle 1 to the edge of the road, and includes an area from the vehicle 1 to just before the intersection C and an area of ​​a certain length behind the vehicle 1. If a sidewalk is provided, target area A includes the sidewalk.

[0041] If there is no moving object M proceeding toward the intersection C in the target area A, it is determined that safety has been confirmed before the vehicle 1 starts to turn left, and the result of the pre-left-turn safety check is OK (YES in step S12). In this case, the vehicle control unit 46 performs a left-turn execution process. In the left-turn execution process, the vehicle control unit 46 controls the operation of each part of the vehicle 1 via the drive ECU 11, steering ECU 12, brake ECU 13, etc. so that the vehicle 1 turns left at the intersection C and proceeds (step S13). After the left-turn execution process, the left-turn collision avoidance process ends.

[0042] When a moving object M moving toward an intersection C is present in the target area A, the moving path of the moving object M is predicted on the high-precision map on the assumption that the moving object M crosses the intersection C. When the predicted moving path (hereinafter referred to as the "predicted path") intersects with the planned path of the vehicle 1 moving after turning left at the intersection C within the intersection C, a vehicle arrival time until the vehicle 1 reaches the intersection of the planned path and the predicted path is calculated from the target vehicle speed at each point included in the information on the planned path of the vehicle 1. In addition, a moving object arrival time until the moving object M reaches the intersection of the planned path and the predicted path is calculated from the moving speed of the moving object M. Then, the vehicle arrival time and the moving object arrival time are compared, and when the difference between them is equal to or less than a predetermined value, it is predicted that the vehicle 1 and the moving object M will arrive at the intersection of the planned path and the predicted path at the same time, and the result of the safety check before the left turn is determined to be NG (NO in step S12). On the other hand, if the difference between the vehicle arrival time and the moving object arrival time is greater than a predetermined value, it is determined that even if the vehicle 1 turns left at the intersection C and proceeds, no collision will occur between the vehicle 1 and the moving object M, and the result of the pre-left turn safety check is determined to be OK (YES in step S12).

[0043] If the result of the safety check before the left turn is NG, the route planning unit 44 judges whether to decelerate and stop the vehicle 1 (step S14). In other words, it is determined whether to perform a stop process in which the vehicle 1 is decelerated and stopped, or a deceleration process in which the vehicle 1 is only decelerated but not stopped. Whether to perform the stop process or the deceleration process is determined based on the distances from the vehicle 1 and the moving object M to the intersection C and the moving speeds of the vehicle 1 and the moving object M. Specifically, it is determined whether the moving object M will pass through the intersection between the predicted route of the moving object M and the planned route of the vehicle 1 by the time the vehicle 1 enters the intersection C only by decelerating the vehicle 1. Then, if it is determined that the moving object M will pass through, it is determined to perform the deceleration process (NO in step S14). If it is determined that the moving object M will not pass through, it is determined to perform the stop process (YES in step S14).

[0044] In the deceleration process, the vehicle control unit 46 controls the operation of each unit of the vehicle 1 so that the vehicle 1 decelerates (step S15: deceleration process). While the deceleration process is being performed, the safety confirmation unit 45 repeatedly performs the pre-left turn safety confirmation process (step S11). Then, when the moving object M disappears from the target area A during the deceleration of the vehicle 1 due to the deceleration process, it is determined that the safety before starting the left turn of the vehicle 1 has been confirmed, and the result of the pre-left turn safety confirmation is determined to be OK (YES in step S12), and the left turn execution process is performed by the vehicle control unit 46 (step S13).

[0045] In the stopping process, the route planning unit 44 sets a position immediately before the intersection C as a stopping position, and re-plans a route in which the vehicle 1 stops temporarily at the stopping position. Then, in accordance with the re-planned planned route, the vehicle control unit 46 controls the operation of each part of the vehicle 1 so that the vehicle 1 stops at the stopping position (step S16: stopping process).

[0046] After the stop process is started, it is determined whether the stop process is completed, that is, whether the vehicle 1 has stopped at the stop position (step S17). If the stop process is not completed (NO in step S17), the safety confirmation unit 45 performs the pre-left turn safety confirmation process again (step S11). If the moving body M disappears from the target area A before the stop process is completed, that is, before the vehicle 1 stops, the safety confirmation unit 45 determines that the pre-left turn safety confirmation is OK (YES in step S12), assuming that safety has been confirmed before the vehicle 1 starts to turn left. In this case, the vehicle control unit 46 performs the left turn execution process (step S13). After the left turn execution process, the left turn collision avoidance process ends.

[0047] If safety is not confirmed in the pre-left-turn safety confirmation process (NO in step S12), it is determined again whether to decelerate and stop the vehicle 1 (step S14). For example, if the moving speed of the moving object M increases and the moving object M is in a state where it can pass through the intersection between the predicted route of the moving object M and the planned route of the moving object 1 before entering the intersection C simply by decelerating the moving object 1, the stop process is switched to the deceleration process (NO in step S14).

[0048] 4B, when the vehicle 1 stops at a stop position just before the intersection C, it is determined that the stopping process is completed (YES in step S17). After that, the vehicle control unit 46 controls the operation of each part of the vehicle 1 so that the vehicle 1 is maintained at the stop position (step S18: stop maintenance process).

[0049] After the stop maintenance process is started, the safety confirmation unit 45 performs a starting safety confirmation process (step S19). In the starting safety confirmation process, it is confirmed whether the moving object M has passed through the intersection between the predicted route of the moving object M and the planned route of the vehicle 1.

[0050] If the moving object M has not yet passed the intersection between the predicted route of the moving object M and the planned route of the vehicle 1 (NO in step S20), the safety confirmation unit 45 judges that the result of the safety confirmation (start safety confirmation) at the start of the vehicle 1 is NG (NO in step S12). The start safety confirmation process is repeated until the result of the start safety confirmation is OK, that is, until the moving object M has passed the intersection between the predicted route of the moving object M and the planned route of the vehicle 1.

[0051] When the moving body M has passed through the intersection between the predicted route of the moving body M and the planned route of the vehicle 1, the safety confirmation unit 45 judges that the result of the departure safety confirmation is OK (YES in step S20). Then, the vehicle control unit 46 performs a left turn execution process (step S13), and the vehicle 1 starts. After starting, the vehicle 1 enters the intersection C, turns left at the intersection C, and proceeds. After the left turn execution process, the left turn collision avoidance process ends.

[0052] <Action and effect> As described above, when vehicle 1 turns into intersection C ahead and there is a possibility that vehicle 1 will collide with moving body M within intersection C, vehicle 1 will slow down or stop and will not enter intersection C.

[0053] As a control for avoiding a collision between the vehicle 1 and the moving object M in the intersection C, for example, a control for stopping the vehicle 1 just before the moving path of the moving object M in the intersection C can be considered. In this control, the vehicle 1 decelerates while changing the traveling direction (while steering) in the intersection C, and stops with its front facing the moving object M. Therefore, even if a collision between the vehicle 1 and the moving object M can be avoided, the vehicle 1 approaches the moving object M, so that the moving object M faces the risk of a collision with the vehicle 1.

[0054] When there is a possibility of collision between a vehicle 1 turning at an intersection C and a moving object M crossing the intersection C, the vehicle 1 does not enter the intersection C, so that the vehicle 1 does not approach the moving object M, and therefore the moving object M is not exposed to the risk of collision with the vehicle 1, and the collision between the vehicle 1 and the moving object M can be avoided.

[0055] On the high-precision map, when the planned route along which the moving body M moves and the predicted route of the vehicle 1 intersect at an intersection C and it is predicted that the vehicle 1 and the moving body M will arrive at the intersection C at the same time, it is determined that there is a possibility that the vehicle 1 and the moving body M will collide. The planned route is a route that is planned in advance from information obtained by placing the vehicle 1 on the high-precision map, and the information on the planned route includes a target vehicle speed at each point on the planned route. Therefore, the time until the vehicle 1 reaches the intersection C can be accurately calculated from the target vehicle speed at each point. As a result, it is possible to accurately predict whether the vehicle 1 and the moving body M will arrive at the intersection C at the same time, and it is possible to accurately determine the possibility of a collision between the vehicle 1 and the moving body M.

[0056] <Modification> Although one embodiment of the present invention has been described above, the present invention can be embodied in other forms.

[0057] For example, in the above embodiment, the case where the vehicle 1 turns left at the intersection C and proceeds has been taken up, but even when the vehicle 1 turns right at the intersection C and proceeds, a process similar to the left turn collision avoidance process is performed, thereby making it possible to avoid a collision between the vehicle 1 and the moving body M. In this case, instead of the left turn safety confirmation process, a right turn safety confirmation process is performed, and a rectangular area from the center of the vehicle 1 in the vehicle width direction to its right side is set as the target area A, and it is confirmed whether or not the moving body M proceeding toward the intersection C is recognized in the target area A by the object recognition unit 41, and if the moving body M is recognized, the possibility of a collision between the vehicle 1 and the moving body M is determined.

[0058] Furthermore, although the vehicle 1 equipped with an automatic driving function has been described above, the present invention may be applied to a vehicle that is not equipped with an automatic driving function and is equipped with a collision avoidance function using collision avoidance control.

[0059] In addition, various design modifications can be made to the above-described configuration within the scope of the claims. [Explanation of symbols]

[0060] 1: Vehicle 31: Autonomous driving ECU (collision avoidance control device) 41: Object recognition unit (object recognition means) 42: Self-position estimation unit (position estimation means) 45: Safety confirmation part (vehicle speed adjustment means) 46: Vehicle control unit (vehicle speed adjustment means) 47: High-precision map data A: Target area C: Intersection M: Mobile object

Claims

[Claim 1] A device mounted on a vehicle and performing control to avoid a collision between the vehicle and an object, A position estimation means for estimating a position of the vehicle; an object recognition means for recognizing objects present in a target area around the vehicle; a vehicle speed adjustment means for slowing down or stopping the vehicle so as not to enter the intersection when it is determined that the movement route of the vehicle is a route that turns at an intersection ahead from the position estimated by the position estimation means, an object recognized by the object recognition means is a moving body moving toward the intersection, and there is a possibility that the vehicle will collide with the moving body in the intersection, the target area includes an area from the vehicle to just before the intersection and an area of ​​a certain length behind the vehicle, The vehicle speed adjustment means is when, on the high-precision map, the path along which the moving body will travel and the path along which the vehicle will travel intersect at the intersection and it is predicted that the vehicle and the moving body will arrive at the intersection of a predicted path along which the moving body will travel and the path along which the vehicle will travel at the same time, it is determined that there is a possibility of a collision between the vehicle and the moving body; A collision avoidance control device that determines whether the moving body will be able to pass the intersection between the predicted route and the travel route by the time the vehicle enters the intersection by decelerating the vehicle alone, and if it is determined that the moving body will pass the intersection, performs a deceleration process that only decelerates the vehicle but does not stop it, and if it is determined that the moving body will not pass the intersection, performs a stop process that decelerates the vehicle and stops it.

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