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

Abstract

An automated driving ECU (50b) serving as a vehicle control device autonomously controls the driving of a host vehicle (Am). The automated driving ECU (50b) comprises an environment recognition unit (62) serving as an information grasping unit for grasping information, and an evasion control determining unit (76) for making a determination relating to autonomous driving control of the host vehicle (Am). The environment recognition unit (62) grasps information relating to the environment of an intersection (IS) through which the host vehicle (Am) is scheduled to travel, and information relating to an emergency vehicle (Em) present in the vicinity of the host vehicle (Am). The evasion control determining unit (76) determines whether to execute evasion control to evade the emergency vehicle (Em) on the basis of the environment of the intersection (IS).

Description

Cross-reference to Related Applications

[0001] This application is based on Japanese Patent Application No. 2023-22999 filed in Japan on February 17, 2023, the contents of which are incorporated herein by reference in their entirety.

Technical Field

[0002] The disclosure according to this specification relates to a technology for autonomously controlling the operation of a vehicle.

Background Art

[0003] Technologies for autonomously controlling the operation of a vehicle are known. In the technology disclosed in Patent Document 1, it is determined whether the host vehicle is traveling through an intersection, and a threshold value for switching autonomous driving control to manual driving is calculated according to the determination.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

[0005] Now, when the host vehicle plans to enter an intersection, an emergency vehicle such as an ambulance, a fire truck, or a police vehicle may appear near the intersection. However, with the technology of Patent Document 1, it has been difficult to determine whether an emergency vehicle should be avoided around an intersection when the vehicle is under autonomous control. Therefore, there has been room for improvement in terms of convenience for the occupants of the host vehicle.

[0006] One of the objects of the disclosure according to this specification is to provide a vehicle control device and a vehicle control program that enhance the convenience of the occupants with respect to autonomous control of driving.

[0007] One of the aspects disclosed herein is a vehicle control device that autonomously controls the operation of a host vehicle, an information acquisition unit that acquires information, It includes a decision unit that makes decisions regarding the autonomous driving control of its own vehicle, The information gathering unit gathers information about the environment of the intersection the vehicle is scheduled to pass through, and information about emergency vehicles present in the vicinity of the vehicle. The decision-making unit determines, based on the intersection environment, whether or not to execute evacuation control to move emergency vehicles to a safer location. death, When your vehicle is entering an intersection and intends to proceed through the intersection in a predetermined direction, and an emergency vehicle is following your vehicle from behind, The decision-making unit searches for an evacuation position that is outside the predicted trajectory of the emergency vehicle but allows for a return to the direction of travel, and decides to move its own vehicle to the evacuation position. do.

[0008] Another aspect disclosed herein is a vehicle control program for autonomously controlling the operation of its own vehicle, In at least one processing unit, This involves understanding information about the environment of the intersection where the vehicle is scheduled to travel, and information about emergency vehicles present in the vicinity of the vehicle. Based on the intersection environment, it is configured to decide whether or not to perform evacuation control to move emergency vehicles to the side, and to perform such control. 、 When your vehicle is entering an intersection and intends to proceed through the intersection in a predetermined direction, and an emergency vehicle is following your vehicle from behind, In making a decision, the system searches for an evacuation position that is outside the predicted trajectory of the emergency vehicle but from which it can return to its direction of travel, and decides to move its own vehicle to the evacuation position. ru.

[0009] Another aspect disclosed herein is a vehicle control method for autonomously controlling the driving of a vehicle, which is performed by at least one processing unit. This involves understanding information about the environment of the intersection where the vehicle is scheduled to travel, and information about emergency vehicles present in the vicinity of the vehicle. This includes determining whether or not to implement evacuation control to move emergency vehicles out of the way based on the intersection environment. fruit, When your vehicle is entering an intersection and intends to proceed through the intersection in a predetermined direction, and an emergency vehicle is following your vehicle from behind, In making a decision, the vehicle searches for an evacuation position that is outside the predicted trajectory of the emergency vehicle but from which it can return to its direction of travel, and decides to move its own vehicle to the evacuation position. .

[0010] According to these aspects, it is possible to determine the evacuation control for an emergency vehicle after grasping the environment of the intersection. Therefore, even when the traffic situation at the intersection is complex, it is possible to appropriately handle the emergency vehicle. Thus, the convenience of the passengers can be enhanced.

[0011]

[0011] The reference signs within parentheses included in the claims and the like are illustratively showing the correspondence with the parts of the embodiments described later, and are not intended to limit the technical scope.

Brief Description of the Drawings

[0012] [Figure 1] A diagram showing the overall image of the vehicle system. [Figure 2] A diagram showing the details of the automatic driving ECU. [Figure 3] A diagram for explaining an example of the evacuation control. [Figure 4] A diagram for explaining an example of the evacuation control. [Figure 5] A diagram for explaining an example of the evacuation control. [Figure 6] A flowchart showing the processing method by the automatic driving ECU. [Figure 7] A flowchart showing the details of the search process for the evacuation position. [Figure 8] A flowchart showing the processing method by the automatic driving ECU. [Figure 9] A flowchart showing the processing method by the automatic driving ECU. [Figure 10] A flowchart showing the processing method by the automatic driving ECU. [Figure 11] A diagram for explaining an example of the evacuation control. [Figure 12] A diagram for explaining an example of the evacuation control. [Figure 13] A diagram for explaining an example of the evacuation control. [Figure 14] A flowchart showing the processing method by the automatic driving ECU. [Figure 15] A diagram for explaining an example of the evacuation control. [Figure 16]A flowchart illustrating the processing method used by the autonomous driving ECU. [Figure 17] A flowchart illustrating the processing method used by the autonomous driving ECU. [Figure 18] A flowchart illustrating the processing method used by the autonomous driving ECU. [Figure 19] A diagram illustrating an example of evacuation control. [Figure 20] A flowchart illustrating the processing method used by the autonomous driving ECU. [Figure 21] A flowchart illustrating the processing method used by the autonomous driving ECU. [Figure 22] A flowchart illustrating the processing method used by the autonomous driving ECU. [Figure 23] A flowchart illustrating the processing method used by the autonomous driving ECU. [Figure 24] A flowchart illustrating the processing method used by the autonomous driving ECU. [Figure 25] A flowchart illustrating the processing method used by the autonomous driving ECU. [Figure 26] A flowchart illustrating the processing method used by the autonomous driving ECU. [Figure 27] A flowchart illustrating the processing method used by the autonomous driving ECU. [Figure 28] A flowchart illustrating the processing method used by the autonomous driving ECU. [Figure 29] A diagram showing details of the HCU. [Figure 30] A diagram showing an example of notification. [Figure 31] A flowchart illustrating the processing methods used by the autonomous driving ECU and HCU. [Figure 32] A diagram showing details of the autonomous driving ECU and the external notification system. [Figure 33] A flowchart illustrating the processing methods used by the autonomous driving ECU and HCU. [Figure 34] A diagram showing details of the autonomous driving ECU, driver assistance ECU, and notification system. [Figure 35] A flowchart illustrating the processing methods used by the autonomous driving ECU and HCU. [Figure 36]A flowchart illustrating the processing method used by the autonomous driving ECU. [Figure 37] A flowchart illustrating the processing method used by the autonomous driving ECU. [Modes for carrying out the invention]

[0013] Several embodiments will be described below with reference to the drawings. In each embodiment, the same reference numerals are used for corresponding components, and redundant explanations may be omitted. If only a part of the configuration is described in each embodiment, the configuration of other embodiments described earlier can be applied to the other parts of that configuration. Furthermore, in addition to the combinations of configurations explicitly stated in the description of each embodiment, configurations from multiple embodiments can be partially combined even if not explicitly stated, as long as there are no particular problems with the combination.

[0014] (First Embodiment) Vehicle system 1 is capable of autonomous control of driving (hereinafter referred to as autonomous driving control) and can be used in vehicles with automation levels 2 to 5, for example. Vehicle system 1 is installed on the vehicle Am. Automation level is an indicator that shows the stage of autonomous driving in an autonomous vehicle, and multiple levels may exist, as defined in, for example, the SAE. Automation levels are divided into levels 0 to 5, for example, as follows.

[0015] Level 0 is the level where the driver performs all driving tasks without system intervention. Driving tasks can also be described as dynamic driving tasks. Driving tasks include, for example, steering, acceleration / deceleration, and surrounding area monitoring. Level 0 corresponds to so-called fully manual driving. Level 1 is the level where the system assists with either steering or acceleration / deceleration. Level 1 corresponds to so-called driver assistance. Level 2 is the level where the system assists with both steering and acceleration / deceleration. Level 2 corresponds to partial driving automation. For example, in Levels 1 and 2, the driver has a duty to monitor for safe driving (hereinafter referred to as the monitoring duty). In other words, Levels 1 and 2 may be classified as manual driving in a broad sense. The monitoring duty includes visual monitoring of the surrounding area.

[0016] Level 3 is a level where the system can perform all driving tasks under specific conditions, and the driver takes over driving operations in emergencies. In Level 3 autonomous driving, the driver is required to be able to respond quickly when the system requests a driver change. This driver change can also be described as the transfer of the responsibility for monitoring the surroundings from the vehicle's system to the driver. Level 3 corresponds to so-called conditional driving automation. Level 3 also includes area-limited Level 3, which is limited to specific areas. The specific area here can be a highway. The specific area could also be, for example, a specific lane. Level 3 also includes congestion-limited Level 3, which is limited to times of congestion. Congestion-limited Level 3 autonomous driving corresponds to congestion-limited autonomous driving. Congestion-limited Level 3 can be configured to be limited to times of congestion on a highway, for example. Highways may include expressways.

[0017] Level 4 is the level at which the system can perform all driving tasks except in specific situations such as unsuitable roads or extreme environments. Level 4 corresponds to so-called highly automated driving. Level 5 autonomous driving is the level at which the system can perform all driving tasks in any environment. Level 5 corresponds to so-called fully automated driving. Levels 4 and 5 autonomous driving can be implemented, for example, on driving sections where high-precision map data is available. High-precision map data will be discussed later.

[0018] For example, levels 4-5 can be classified as autonomous driving. Autonomous driving at levels 3-5 can be described as autonomous driving where the driver does not have a duty of supervision. During autonomous driving at levels 3-5, secondary tasks may be permitted. A secondary task is an action other than driving that is permitted for the driver and is a predetermined specific action. A secondary task can be rephrased as work other than the driving task. A secondary task can also be rephrased as secondary activity, other activity, etc. A secondary task is not supposed to prevent the driver from responding to a request from the system to take over driving operations (hereinafter referred to as a driver change request). Examples of secondary tasks include watching videos or other content, operating a smartphone, reading, and eating.

[0019] Of the Level 3 to 5 autonomous driving systems, Level 4 and above correspond to autonomous driving where driver sleep is permitted. In other words, it corresponds to sleep-permitted autonomous driving. Level 4 and above autonomous driving can also be described as autonomous driving where driver handover is not required even in emergencies. Of the Level 3 to 5 autonomous driving systems, Level 3 autonomous driving corresponds to autonomous driving where driver sleep is not permitted (hereinafter referred to as sleep-non-permitted autonomous driving). The autonomous driving vehicle in this embodiment is configured to allow switching between automation levels. The automation level may be configured to be switchable only between some of the levels from Level 0 to 5. The autonomous driving vehicle in this embodiment is capable of switching between at least autonomous driving without monitoring obligations and manual driving.

[0020] As shown in Figure 1, the vehicle system 1 includes a surrounding monitoring sensor 30, a locator 35, a navigation ECU 38, an in-vehicle communication device 39, a driving control ECU 40, a body ECU 43, a driver assistance ECU 50a, an autonomous driving ECU 50b, and an HCU 100. The surrounding monitoring sensor 30, locator 35, navigation ECU 38, in-vehicle communication device 39, driving control ECU 40, body ECU 43, driver assistance ECU 50a, autonomous driving ECU 50b, and HCU 100 are communicated to a communication bus 99 of an in-vehicle network mounted on the vehicle Am. These nodes connected to the communication bus 99 can communicate with each other. Specific nodes among these devices and ECUs may be directly electrically connected to each other by a wire harness or the like, and can communicate without going through the communication bus 99.

[0021] The surrounding monitoring sensor 30 is an autonomous sensor that monitors the surrounding environment of the vehicle Am. The surrounding monitoring sensor 30 includes, for example, one or more of the following: a camera unit 30a, a millimeter-wave radar 30b, a lidar 30c, and a sonar 30d. The surrounding monitoring sensor 30 can detect moving and stationary objects within its detection range around the vehicle. The surrounding monitoring sensor 30 provides the detection information of objects around the vehicle to the driver assistance ECU 50a and the autonomous driving ECU 50b, etc.

[0022] Furthermore, the surrounding monitoring sensor 30 of this embodiment includes an acoustic sensor 30e. The acoustic sensor 30e detects sounds generated in the surrounding environment. The acoustic sensor 30e mainly consists of sensor elements such as a MEMS microphone element and a piezoelectric element. The acoustic sensor 30e is mounted, for example, on the bumper, fender, or roof of the vehicle Am, with the sensor elements facing outwards from the vehicle Am.

[0023] The locator 35 includes a GNSS (Global Navigation Satellite System) receiver and an inertial sensor. The locator 35 combines positioning signals received from multiple positioning satellites by the GNSS receiver, measurement results from the inertial sensor, and vehicle speed information output to the communication bus 99 to sequentially determine the vehicle's position and direction of travel. The locator 35 sequentially outputs the vehicle's position and direction information, based on the positioning results, to the communication bus 99 as locator information.

[0024] The navigation ECU 38 acquires destination information specified by the occupants, including the driver, based on operation information obtained from the HCU 100. The navigation ECU 38 acquires the vehicle's position information and direction information from the locator 35 and sets the route from the current location to the destination. The navigation ECU 38 provides route information indicating the set route to the destination to the driver assistance ECU 50a, autonomous driving ECU 50b, and HCU 100, etc. The navigation ECU 38 works in conjunction with the HMI system 10 to provide route guidance to the destination, combining screen displays and voice messages, etc., and notifies the driver of the vehicle's direction of travel at intersections IS and branching points.

[0025] Here, a user terminal such as a smartphone may be connected to the in-vehicle network or the HCU 100. Such a user terminal may provide vehicle position information, direction information, and map data to the driver assistance ECU 50a and the autonomous driving ECU 50b, etc., instead of the locator 35. Furthermore, the user terminal may provide route information to the destination to the driver assistance ECU 50a, the autonomous driving ECU 50b and the HCU 100, etc., instead of the navigation ECU 38.

[0026] The in-vehicle communication unit 39 is an external communication unit mounted on the vehicle Am and functions as a V2X (Vehicle to Everything) communication device. The in-vehicle communication unit 39 transmits and receives information wirelessly with roadside units installed along the roadside. For example, the in-vehicle communication unit 39 receives traffic congestion information and road construction information for the area around the vehicle Am's current location and in the direction of travel from the roadside unit. The traffic congestion information and road construction information are VICS (registered trademark) information, etc. The in-vehicle communication unit 39 provides the received traffic congestion information and road construction information to the autonomous driving ECU 50b and HCU 100, etc.

[0027] The driving control ECU 40 is an electronic control unit mainly consisting of a microcontroller. The driving control ECU 40 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU. The driving control ECU 40 operates the driving actuators based on one of the following: an operation command based on the driver's driving operation, a control command from the driving assistance ECU 50a, or a control command from the automated driving ECU 50b. The driving actuators include a brake actuator for controlling the braking force of each wheel, a powertrain for controlling the acceleration of the vehicle, and a steering actuator for controlling steering.

[0028] The body ECU 43 is an electronic control unit that mainly includes a microcontroller. The body ECU 43 has functions such as controlling the operation of lighting devices mounted on the vehicle Am. Lighting devices include, for example, turn signals 44 and hazard lights 45. Based on the detection of user operation input to the turn signal switch (turn signal lever) located on the steering column, etc., the body ECU 43 starts flashing either the left or right turn signal 44 corresponding to the direction of operation. In addition, during autonomous driving control, the body ECU 43 can flash the turn signals 44 in conjunction with restarting from a state where the vehicle has pulled over to the side of the road, changing lanes, turning left or right at an intersection IS, etc., based on control commands from the automatic driving ECU 50b.

[0029] As shown in Figure 1, the HCU100 is electrically connected to an alerting device such as a display device 21 and a speaker 22, and to an operating device 26. The HCU100, display device 21, speaker 22, and operating device 26 constitute the HMI system 10 of the vehicle Am. Note that multiple display devices 21, speakers 22, and operating devices 26 may be provided.

[0030] The display device 21 provides information to the driver or other occupants through visual means, such as image display. The display device 21 may include a meter display, a center information display (hereinafter referred to as CID), and a head-up display (hereinafter referred to as HUD). The CID has a touch panel function and detects touch operations on the display screen by the driver or other occupants. In other words, the CID also corresponds to the operation device 26. The HUD is visible from inside the vehicle Am and can display a virtual image floating outside the vehicle Am. The speaker 22 is installed inside the vehicle and plays notification sounds or voice messages inside the vehicle.

[0031] The operating device 26 is an input unit that receives user input from the driver or other occupants. User input to the operating device 26 includes, for example, user operations related to the activation and deactivation of the automatic driving function, and user operations related to setting the destination for route guidance. The operating device 26 includes the aforementioned turn signal switch, a hazard switch for illuminating the hazard lamps 45, and a CID. The operating device 26 also includes steering switches provided on the spokes of the steering control unit, and a voice input device that recognizes the content of speech from the driver or other occupants.

[0032] The HCU100 is an information display device that integrally controls notification using multiple display devices 21 and speakers 22. The HCU100 controls the notification of information related to autonomous driving in cooperation with the autonomous driving system 50. The HCU100 is a computer primarily comprising a control circuit equipped with a processing unit 11, RAM 12, storage unit 13, input / output interface 14, and a bus connecting these. The processing unit 11 performs various processes for notification control processing by accessing the RAM 12. The RAM 12 may include a video RAM for generating video data. The storage unit 13 stores various programs executed by the processing unit 11.

[0033] The processing unit 11 may include at least one processor. The processor may include at least one type as a core, such as a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), and a RISC (Reduced Instruction Set Computer)-CPU. The storage unit 13 may include at least one type of non-transitional physical storage medium, such as a semiconductor memory, a magnetic medium, and an optical medium, for non-temporarily storing programs and data that can be read by the processor.

[0034] The driver assistance ECU 50a and the autonomous driving ECU 50b constitute the autonomous driving system 50 of the vehicle Am. The driver assistance ECU 50a provides driver assistance functions in the autonomous driving system 50 to assist the driver's driving operations. The driver assistance ECU 50a enables Level 2 driver assistance or partial autonomous driving.

[0035] The autonomous driving ECU 50b can take over the driver's driving operations and is capable of performing Level 3 or higher autonomous driving where the system is the primary control entity. The autonomous driving performed by the autonomous driving ECU 50b does not require monitoring of the vehicle's surroundings; in other words, it is eyes-off autonomous driving where the driver has no obligation to monitor the surroundings.

[0036] The driver assistance ECU 50a is a computer that primarily includes a control circuit equipped with a processing unit, RAM (Random Access Memory), storage unit, input / output interface, and bus connecting these. The driver assistance ECU 50a implements driver assistance functions such as ACC (Adaptive Cruise Control), LTC (Lane Trace Control), and LCA (Lane Change Assist) by executing programs in its processing unit. ACC, LTC, and LCA are referred to as driver assistance applications. The driver assistance ECU 50a provides control status information indicating the state of driver assistance control to the automated driving ECU 50b.

[0037] The processing unit may include at least one processor. The processor may include at least one type as a core, such as a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), and a RISC (Reduced Instruction Set Computer)-CPU. The storage unit may include at least one type of non-transitional physical storage medium, such as a semiconductor memory, magnetic medium, and optical medium, for non-temporarily storing programs and data that can be read by the processor.

[0038] The autonomous driving ECU 50b has higher processing power than the driver assistance ECU 50a and can at least perform driving control equivalent to ACC and LTC. In situations where control by the driver assistance ECU 50a is temporarily interrupted, the autonomous driving ECU 50b may take over from the driver assistance ECU 50a and perform driver assistance control for which the driver is responsible for monitoring the surroundings.

[0039] The autonomous driving ECU 50b is a computer that mainly includes a control circuit equipped with a processing unit 51, RAM 52, storage unit 53, input / output interface 54, and a bus connecting these. The processing unit 51 performs various processes to realize the autonomous driving control method of this disclosure by accessing the RAM 52. The storage unit 53 stores various programs executed by the processing unit 51. The programs include a vehicle control program for autonomous driving control of the vehicle Am.

[0040] The processing unit 51 may include at least one processor. The processor may include at least one type as a core, such as a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), and a RISC (Reduced Instruction Set Computer)-CPU. The storage unit 53 may include at least one type of non-transitional physical storage medium, such as a semiconductor memory, a magnetic medium, and an optical medium, for non-temporarily storing programs and data that can be read by the processor.

[0041] When the program is executed by the processing unit 51, the autonomous driving ECU 50b is configured with multiple functional units for realizing autonomous driving functions, such as the information linkage unit 61, the environment recognition unit 62, the action decision unit 63, and the control execution unit 64 (see Figure 2).

[0042] The information sharing unit 61 provides information to the HCU 100 and retrieves information from the HCU 100. Through this collaboration, the autonomous driving ECU 50b and the HCU 100 share the information they each acquire. The information sharing unit 61 generates control status information indicating the operating status of the autonomous driving function and provides the generated control status information to the HCU 100.

[0043] The information sharing unit 61 outputs control status information to the HCU 100, enabling the HCU 100 to provide notifications synchronized with the operating status of the autonomous driving function. In addition, the information sharing unit 61 acquires operation information from the driver or other occupants from the HCU 100 and understands the content of user operations input to the HMI system 10, etc.

[0044] The environmental recognition unit 62 recognizes environmental information around the vehicle Am. Environmental information may be recognized by acquiring it from the in-vehicle communication device 39, locator 35, surrounding monitoring sensor 30, etc. Environmental information may also be recognized by fusing the information acquired by the in-vehicle communication device 39, locator 35, surrounding monitoring sensor 30, etc.

[0045] The environmental recognition unit 62 includes a vehicle recognition unit 72 and a road information recognition unit 73 as sub-function units for recognizing the driving environment. The vehicle recognition unit 72 grasps the relative position and relative speed of dynamic objects around the vehicle, such as other vehicles traveling around the vehicle Am. The vehicle recognition unit 72 grasps at least vehicles in front of and behind the vehicle Am traveling in the same lane (hereinafter referred to as the vehicle's lane), and vehicles traveling to the side in adjacent lanes adjacent to the vehicle's lane. When the vehicle Am is traveling on a road with three or more lanes, the vehicle recognition unit 72 grasps vehicles traveling in adjacent lanes on the opposite side of the vehicle's lane, separated by adjacent lanes.

[0046] Furthermore, the other vehicle detection unit 72 detects other vehicles that are present within the intersection IS into which the vehicle Am is about to enter or has entered, as well as other vehicles that are outside the intersection IS but in the vicinity of the intersection IS. This information about other vehicles is included in the environmental information of the intersection IS. In addition, the other vehicle detection unit 72 distinguishes between emergency vehicles Em, such as ambulances, fire trucks, and police vehicles, and non-emergency vehicles.

[0047] The road information unit 73 grasps information related to the road on which the vehicle Am is traveling. If the road information unit 73 has obtained route information from the navigation ECU 38, it extracts specific points on road EL0 on which the vehicle Am is currently traveling and on road EL1 on which it is scheduled to travel, intersections IS, highway branching points (junctions, etc.), merging points, and exit points. Furthermore, the road information unit 73 grasps congested sections where traffic congestion is occurring and restricted sections where restrictions are in place due to road construction, etc., on road EL1 on which the vehicle Am is scheduled to travel.

[0048] The road information acquisition unit 73 acquires at least a portion of the environmental information of the intersection IS as more detailed road information. The environmental information of the intersection IS includes at least one of the following: information about the shape of the intersection IS, information about roads connected to the intersection IS, information about traffic signals CTS of the intersection IS, information about road markings of the intersection IS, etc.

[0049] The Action Decision Unit 63 works in conjunction with the Driving Support ECU 50a and HCU 100 to control the driver changeover between the automated driving system 50 and the driver. When the automated driving ECU 50b has control over the driving operation, the Action Decision Unit 63 generates a driving trajectory TAm for the vehicle Am based on the driving environment recognition result by the environment recognition unit 62, and outputs the generated driving trajectory TAm to the control execution unit 64. The Action Decision Unit 63 also has a control switching unit 75 and an evasive control decision unit 76 as sub-function units for controlling the operating state of the automated driving function.

[0050] The control switching unit 75 works in conjunction with the driver assistance ECU 50a to switch between Level 2 driving control, which requires the driver to monitor the surroundings, and driving control, which does not require the driver to monitor the surroundings. In addition, the control switching unit 75 switches between Level 3 autonomous driving and Level 4 autonomous driving. Furthermore, the control switching unit 75 switches the control state of Level 3 autonomous driving from among several options, including area-limited control (hereinafter referred to as Area Level 3), which is implemented only for driving within a specific area, and congestion-limited control (hereinafter referred to as Congestion Level 3), which is implemented only for driving in congestion. Autonomous driving at Level 3 or higher corresponds to autonomous driving control as referred to in this embodiment.

[0051] The Evacuation Control Decision Unit 76, when performing autonomous driving control, determines and decides whether or not to perform evacuation control to move its own vehicle Am to the side of the emergency vehicle Em, based on the environmental information recognized by the Environmental Recognition Unit 62. In particular, when the own vehicle Am is near an intersection IS, the decision regarding evacuation control becomes more complex. Therefore, the Evacuation Control Decision Unit 76 makes the decision regarding evacuation control based on the environment of the intersection IS. In addition to the environment of the intersection IS, the Evacuation Control Decision Unit 76 may also make a comprehensive decision on whether or not to perform evacuation control by considering the relative positional relationship with the emergency vehicle Em, the relationship between the planned direction of travel of the own vehicle Am and the actions and predicted trajectory TEm of the emergency vehicle Em, and the actions and predicted trajectories of other vehicles other than the emergency vehicle Em.

[0052] Furthermore, the evacuation control determination unit 76 may select an evacuation position EP for the vehicle Am that is suitable for evacuation control. The evacuation control determination unit 76 then determines the vehicle attitude at the evacuation position EP that is suitable for returning from the evacuation position EP to the planned trajectory TAm in the direction of travel. The vehicle attitude here may include at least one of the following: the orientation of the vehicle body or the angle of the steering wheels steered by the steering control unit. The steering wheels may be, for example, the front wheels or the rear wheels of the vehicle's four wheels, and this is based on the hardware specifications of the vehicle Am.

[0053] Specifically, let's describe a scenario as shown in Figures 3 and 4, where the vehicle Am enters intersection IS and is scheduled to proceed through the intersection IS in a predetermined direction. Here, we assume that an emergency vehicle Em is following vehicle Am from behind in the same lane on road EL0 as vehicle Am. Following here includes emergency vehicle Em following immediately behind vehicle Am, and also includes emergency vehicle Em following with another vehicle in between. In such a case, the evacuation control determination unit 76 decides to execute evacuation control.

[0054] Next, the evacuation control determination unit 76 searches for an evacuation position EP related to evacuation control based on the direction of travel at the intersection IS predicted by the emergency vehicle Em's predicted trajectory TEm. If the direction of travel of the emergency vehicle Em is different from the direction of travel of the vehicle Am, the evacuation control is completed once the vehicle Am has passed the intersection IS (see Figure 3). If there is a possibility that the predicted trajectory TEm is incorrect, the vehicle Am may be moved to the roadside evacuation position EP on the road EL1 after passing the intersection IS.

[0055] If the direction of travel of the emergency vehicle Em is the same as the direction of travel of the vehicle Am, it is necessary to search for a space around the intersection IS where the vehicle Am can take refuge (see Figure 4). Preferably, the space in which the vehicle Am can take refuge is such that when the vehicle Am temporarily stops in that space and then restarts, it can easily return to its planned original travel trajectory TAm and continue traveling in the direction of travel. Therefore, the refuge control determination unit 76 searches for a refuge position EP that is outside the predicted trajectory TEm of the emergency vehicle Em and where it is possible to return to the direction of travel. The refuge position EP in which it is possible to return to the direction of travel may be, for example, a refuge position from which it can return to its original travel trajectory TAm without having to perform a U-turn.

[0056] Furthermore, the evacuation control determination unit 76 determines the vehicle's posture during the temporary stop at the evacuation position EP. The vehicle's posture here is also one that allows for a return to the direction of travel. For example, if the vehicle's posture can be controlled by the movement to the evacuation position EP so that the front of the vehicle is facing in a direction that allows it to rejoin the original travel trajectory TAm after restarting, then such a vehicle orientation is selected. If a turn of an angle greater than a predetermined angle is required to rejoin the original travel trajectory TAm after restarting, both the vehicle's orientation and the steering wheel angle during the temporary stop are optimized. By adjusting the steering wheel angle, the vehicle can be made to turn significantly immediately after restarting, making it easier to return to the direction of travel.

[0057] Next, let's explain the scene shown in Figure 5. In this scene, the vehicle Am is entering the intersection IS from the current road and is scheduled to proceed through the intersection IS in a predetermined direction, similar to the scenes in Figures 3 and 4. Now, an emergency vehicle Em is attempting to enter the intersection IS from a road connected to the intersection IS, a road different from the current road EL0. In this case, the evacuation control determination unit 76 decides not to enter the intersection IS, but to temporarily stop on the current road EL0 and wait there until the emergency vehicle Em passes the intersection IS.

[0058] When the automatic driving ECU 50b has control over the driving operation, the control execution unit 64, in cooperation with the driving control ECU 40, executes acceleration / deceleration control and steering control of the vehicle Am according to the action plan generated by the action decision unit 63. Specifically, the control execution unit 64 generates control commands for each driving actuator based on the planned action plan and sequentially outputs the generated control commands to the driving control ECU 40.

[0059] During the execution of the evacuation control, the control execution unit 64 illuminates the hazard lamps 45 via a control command to the body ECU 43. Specifically, the control execution unit 64 keeps the hazard lamps 45 illuminated from the start of the evacuation control until it moves to the evacuation position EP and returns to the planned travel track TAm.

[0060] Next, an example of the processing method by the autonomous driving ECU 50b will be explained using the flowchart in Figure 6. The series of processes shown in steps S101 to S109 are performed when the driving of the vehicle Am is autonomously controlled. This series of processes is performed when the vehicle Am is scheduled to enter an intersection IS, by at least one processor of the autonomous driving ECU 50b executing a program.

[0061] In S101, the environment recognition unit 62 recognizes the environment information of the intersection IS. After processing in S101, the process proceeds to S102.

[0062] In S102, the environmental recognition unit 62 recognizes the emergency vehicle Em. After processing in S102, the process proceeds to S103.

[0063] In S103, the action decision unit 63 predicts the trajectory TEm that the emergency vehicle Em, recognized in S102, will now travel. After processing in S103, the process proceeds to S104.

[0064] In S104, the evacuation control determination unit 76 determines whether the emergency vehicle Em is following behind the vehicle Am. If yes, proceed to S105. If no, proceed to S108.

[0065] In S105, the evacuation control determination unit 76 decides to execute evacuation control for the emergency vehicle Em. After processing in S105, the process proceeds to S106.

[0066] In S106, the retraction control determination unit 76 searches for a retraction position EP. The retraction position EP is determined through this search. After processing in S106, the process proceeds to S107.

[0067] In S107, the retraction control determination unit 76 determines the vehicle's attitude at the retraction position EP. After processing in S107, the process proceeds to S109.

[0068] On the other hand, if the answer to S104 is No, then S108 corresponds to the case where the emergency vehicle Em is attempting to enter the intersection IS from another road. In this case, the evacuation control determination unit 76 decides not to enter the intersection IS, but to stop temporarily at the current location until the emergency vehicle Em has passed the intersection IS. After processing S108, the process proceeds to S109.

[0069] In S109, the control execution unit 64 executes the control according to the determination of the retraction control determination unit 76. The series of processes ends with S109.

[0070] Next, a detailed example of the method for searching for the evacuation position EP in S106 will be explained using the flowchart in Figure 7.

[0071] In the first step, S151, the evacuation control determination unit 76 determines whether the direction of travel of the emergency vehicle Em on its predicted trajectory TEm is the same as the direction of travel of its own vehicle Am. If yes, proceed to S152. If no, proceed to S156.

[0072] In S152, the evacuation control determination unit 76 extracts candidate evacuation positions EP in a direction different from the direction of travel of the own vehicle Am and the emergency vehicle Em. After processing in S152, the process proceeds to S153.

[0073] In S153, the retraction control determination unit 76 determines whether there is a candidate position among the candidate positions that allows for a return to the direction of travel. If yes, proceed to S154. If no, proceed to S155.

[0074] In S154, the retraction control determination unit 76 determines the retraction position EP as a candidate position where the vehicle can return in the direction of travel. The series of processes ends with S154.

[0075] In S155, the evacuation control decision unit 76 decides to execute evacuation control on the road EL0 beyond intersection IS after the vehicle Am has passed intersection IS. In other words, the evacuation control decision unit 76 searches for an evacuation position EP on the road beyond intersection IS. The series of processes ends with S155.

[0076] In S156, the evacuation control determination unit 76 decides to pass through intersection IS and evacuate the emergency vehicle Em. In other words, since the direction of travel of the own vehicle Am and the direction of travel of the emergency vehicle Em are different, passing through intersection IS itself constitutes evacuation control. The series of processes ends with S156.

[0077] According to the first embodiment described above, it is possible to make decisions regarding evacuation control for emergency vehicles Em after understanding the environment of the intersection IS. Therefore, even when the traffic situation at the intersection IS is complex, it is possible to deal with emergency vehicles Em appropriately. Thus, the convenience of the occupants can be improved.

[0078] Furthermore, when the vehicle Am enters an intersection IS, is scheduled to proceed in a predetermined direction, and an emergency vehicle Em is following behind the vehicle Am, a retreat position EP is searched for, which is outside the predicted trajectory TEm of the emergency vehicle Em and allows for a return to the intended direction of travel. The vehicle Am is then forced to retreat to that retreat position. After the retreat control, the vehicle Am can restart and proceed in the intended direction of travel as quickly as possible, further increasing convenience.

[0079] Furthermore, at the evacuation position EP, vehicle Am is positioned in a way that allows it to return to the direction of travel. This enables vehicle Am to restart and proceed in the direction of travel sooner, further enhancing convenience.

[0080] Furthermore, the vehicle Am's evacuation control is performed with the hazard lights 45 illuminated. This eliminates the need for the driver to manually activate the hazard lights 45, further enhancing convenience.

[0081] Furthermore, if vehicle Am is planning to enter intersection IS from the current road EL0, and an emergency vehicle Em is attempting to enter intersection IS from a road other than the current road that connects to intersection IS, vehicle Am will be made to stop and wait at the current road EL0. This prevents vehicle Am from entering intersection IS and further complicating the traffic situation.

[0082] In the first embodiment, the automatic driving ECU 40b corresponds to the "vehicle control device". The environment recognition unit 62 corresponds to the "information acquisition unit". The evacuation control judgment unit 76 or the action judgment unit 63 including the evacuation control judgment unit 76 corresponds to the "judgment unit".

[0083] (Second Embodiment) As shown in Figure 8, the second embodiment is a modified version of the first embodiment. The second embodiment will be described focusing on the differences from the first embodiment.

[0084] In the second embodiment, the environmental recognition unit 62 analyzes the sensor data of the acoustic sensor 30e among the surrounding monitoring sensors 30 to detect the siren sound emitted from the emergency vehicle Em. Except when location information is transmitted from the emergency vehicle Em to the vehicle Am via communication, the detection of the siren sound occurs earlier than when the camera unit 30a, radar 30b, lidar 30c, sonar 30d, etc. directly detect the emergency vehicle Em.

[0085] When the siren sound is detected, the evacuation control decision unit 76 decides to temporarily stop the vehicle Am at that location. The vehicle Am is controlled according to the decision to temporarily stop via the control execution unit 64. At this time, if the vehicle Am is located within the intersection IS, the vehicle Am will temporarily stop within the intersection IS. By temporarily stopping, the influence of wind noise on the detection by the acoustic sensor 30e can be reduced, thereby improving the recognition accuracy of the emergency vehicle Em.

[0086] Subsequently, when the environmental recognition unit 62 identifies the position of the emergency vehicle Em and its predicted trajectory TEm using the surrounding monitoring sensors 30 other than the acoustic sensor 30e, the evacuation control decision unit 76 then determines the next action for the vehicle Am. The predicted trajectory TEm here includes information about the direction in which the emergency vehicle Em will proceed after passing through the intersection IS. Based on this information about the emergency vehicle Em, the evacuation control decision unit 76 decides whether to continue the temporary stop of the vehicle Am or to restart the vehicle Am.

[0087] Here, an example of the processing method by the autonomous driving ECU 50b in the second embodiment will be explained using the flowchart in Figure 8. In the following explanation, it will be assumed that the vehicle Am is inside the intersection IS when S201 is started.

[0088] In S201, the environmental recognition unit 62 detects the siren sound of an emergency vehicle Em. After processing in S201, the process proceeds to S202.

[0089] In S202, the evacuation control determination unit 76 decides that the vehicle Am should come to a temporary stop. The control execution unit 64 then causes the vehicle Am to come to a temporary stop.

[0090] In S203, the environmental recognition unit 62 recognizes information related to emergency vehicles Em other than the siren sound. After processing in S203, the process proceeds to S204.

[0091] In S204, the evacuation control determination unit 76 determines whether the position and predicted trajectory TEm of the emergency vehicle Em have been identified. If yes, proceed to S205. If no, return to S203.

[0092] In S205, the evacuation control determination unit 76 determines whether the direction of movement of the emergency vehicle Em is the same as the direction of travel of the local vehicle Am. Here, if the road EL1 ahead of the direction of travel of the local vehicle Am from intersection IS and the road ahead of the direction of travel of the emergency vehicle Em from intersection IS coincide, that is, if the local vehicle Am and the emergency vehicle Em are both planning to proceed to the same road EL1 among the roads connected to intersection IS, then the directions of travel of both vehicles are considered to be the same. If yes, proceed to S206. If no, proceed to S208.

[0093] In S206, the evacuation control determination unit 76 determines whether the distance between the vehicle Am and the emergency vehicle Em is greater than or equal to a preset threshold distance. The threshold distance may be a value such as 20m, 30m, 50m, or 100m. If yes, proceed to S208. If no, proceed to S207.

[0094] In S207, the evacuation control decision unit 76 instructs the vehicle Am to continue its temporary stop within the intersection IS. After a predetermined time, the decision in S206 is made again. For example, if the emergency vehicle Em passes through the intersection IS first and the distance between it and the vehicle Am increases, and the decision in S206 becomes Yes, the process proceeds to S208.

[0095] In S208, the evacuation control determination unit 76 decides to restart the vehicle Am and exit the intersection IS. The control execution unit 64 restarts the vehicle Am. The series of processes ends in S208.

[0096] According to the second embodiment described above, when the siren sound of an emergency vehicle Em is detected, the vehicle Am is made to stop temporarily. Subsequently, once at least one of the emergency vehicle Em's position and direction of travel is identified, the next action of the vehicle Am is determined. Since the vehicle stops temporarily as soon as the presence of the emergency vehicle Em is detected, it is possible to prevent the vehicle Am from acting rashly and further complicating the traffic situation.

[0097] Furthermore, if the vehicle Am is located within the intersection IS, and the direction of travel of the emergency vehicle Em is substantially the same as the direction of travel of the vehicle Am, and the distance between the vehicle Am and the emergency vehicle Em is greater than or equal to a predetermined threshold distance, the vehicle Am will be restarted to exit the intersection IS. By quickly moving the vehicle Am out of the intersection IS when there is a distance between it and the emergency vehicle Em, it is possible to appropriately avoid situations in which the vehicle Am would interfere with the emergency vehicle Em within the intersection IS.

[0098] In this case, if the distance between the vehicle Am and the emergency vehicle Em is smaller than a predetermined threshold distance, the vehicle Am can remain stopped. This prevents the complication of the traffic situation caused by the vehicle Am taking action when the emergency vehicle Em approaches.

[0099] Furthermore, if vehicle Am is located within an intersection IS and the direction of travel of emergency vehicle Em is different from that of vehicle Am, vehicle Am will be restarted to exit the intersection IS. By quickly moving vehicle Am in a direction different from that of emergency vehicle Em, a situation in which it would interfere with emergency vehicle Em within the intersection IS can be appropriately avoided.

[0100] (Third embodiment) As shown in Figure 9, the third embodiment is a modified version of the second embodiment. The third embodiment will be described focusing on the differences from the second embodiment.

[0101] In the third embodiment, the evacuation control determination unit 76 determines the next action of the vehicle Am after a temporary stop based on whether or not there is space available for the emergency vehicle Em to take refuge on road EL1, which is a road connected to intersection IS and is located ahead in the direction of travel of the vehicle Am. For example, if there is congestion on road EL1 or if the road is too narrow to provide space for evacuation, the vehicle Am will continue to remain temporarily stopped.

[0102] Here, an example of the processing method by the autonomous driving ECU 50b in the third embodiment will be explained using the flowchart in Figure 9. Steps S301 to S303 are the same as steps S201 to S203. After processing in S303, proceed to S304.

[0103] In S304, the evacuation control determination unit 76 determines whether the location of the emergency vehicle Em has been identified. If yes, proceed to S305. If no, return to S203.

[0104] In S305, the retraction control determination unit 76 determines whether or not the aforementioned retractable space exists. If yes, proceed to S306. If no, proceed to S307.

[0105] S306 is the same as S208. The series of processes ends with S306.

[0106] In S307, the evacuation control decision unit 76 decides to continue the temporary stop of its own vehicle Am at intersection IS until the emergency vehicle Em has passed intersection IS. The processing for this point is completed with the processing in S307.

[0107] According to the third embodiment described above, the vehicle Am is located within the intersection IS. In this case, a decision is made on whether to continue stopping the vehicle Am or to restart the vehicle Am to exit the intersection IS, depending on whether there is space for the vehicle Am to move to a safe place on the road EL1 that is connected to the intersection IS and is ahead of the vehicle Am's direction of travel. This prevents the vehicle Am from inadvertently moving to a road where there is no space to move to a safe place, thereby preventing the emergency vehicle Em from becoming stuck.

[0108] (Fourth Embodiment) As shown in Figures 10-12, the fourth embodiment is a modification of the first embodiment. The fourth embodiment will be described focusing on the differences from the first embodiment.

[0109] In the fourth embodiment, the evacuation position EP is determined in the scene before the vehicle Am enters the intersection IS. The evacuation control determination unit 76 determines the evacuation position EP depending on whether the vehicle Am is at the front of the road EL0 before entering the intersection IS.

[0110] Here, an example of the processing method by the automatic driving ECU 50b in the fourth embodiment will be explained using the flowchart in Figure 10. S401 to 402 are the same as S101 to 102. After processing in S402, proceed to S403. S403 is the same as S104. If Yes is given in S403, proceed to S404. If No, proceed to S408.

[0111] In S404, the evacuation control determination unit 76 determines whether the vehicle Am has not yet entered the intersection IS. If yes, proceed to S405. If no, proceed to S408.

[0112] In S405, the evacuation control determination unit 76 determines whether the vehicle Am is at the front of the road EL0 before entering intersection IS. If yes, proceed to S406. If no, proceed to S407.

[0113] In S406, as shown in Figure 11, the evacuation control determination unit 76 decides to move the vehicle Am to the outer perimeter ISo of the intersection IS so that it does not enter the central part ISc within the intersection IS. Here, the outer perimeter ISo may mean the part of the intersection IS that is adjacent to at least one of the following: the road edge, sidewalk, curb, guardrail, and buildings along the roadside. The control execution unit 64 moves the vehicle Am to the outer perimeter ISo. The series of processes ends with S406.

[0114] In S407, as shown in Figure 12, the evacuation control determination unit 76 decides to move the vehicle Am to the road EL0 before it enters the intersection IS, so as not to enter the intersection IS. The control execution unit 64 moves the vehicle Am to the evacuation point. The series of processes ends in S407.

[0115] In S408, the evacuation control decision unit 76 should decide on evacuation control according to the actual situation. For example, in the situation shown in Figure 5, the evacuation control decision unit 76 should decide to temporarily stop its own vehicle Am until the emergency vehicle Em passes the intersection IS.

[0116] According to the fourth embodiment described above, vehicle Am is on the road before entering intersection IS, and emergency vehicle Em is following vehicle Am from behind. In this situation, if vehicle Am is at the front of the road before entering intersection IS, vehicle Am is moved to the outer perimeter ISo of intersection IS. As vehicle Am moves from the road ahead to intersection IS, it becomes easier to secure space for vehicles following on road EL0 to move out of the way or to secure space for emergency vehicle Em to move.

[0117] Furthermore, in this situation, if vehicle Am is following the lead vehicle on road EL0, vehicle Am will be forced to move to road EL0. Therefore, the evacuation for the emergency vehicle Em can be carried out with minimal disruption to the traffic flow around intersection IS.

[0118] (Fifth embodiment) As shown in Figures 13 and 14, the fifth embodiment is a modification of the first embodiment. The fifth embodiment will be described focusing on the differences from the first embodiment.

[0119] In the fifth embodiment, the evacuation control determination unit 76 determines the mode of execution of evacuation control according to the traffic signal CTS relating to the direction of travel of the vehicle Am. If the evacuation control determination unit 76 determines that the vehicle Am's adherence to traffic rules would hinder the passage of the emergency vehicle Em, it may prioritize the passage of the emergency vehicle Em over the traffic rules. The traffic rules referred to here may be traffic rules that apply under normal circumstances.

[0120] For example, as shown in Figure 13, let's describe a scene on the road before vehicle Am enters intersection IS. In this scene, emergency vehicle Em is following vehicle Am from behind. If the traffic signal CTS related to vehicle Am's direction of travel at intersection IS shows a stop signal, and vehicle Am waits in accordance with traffic rules, the following emergency vehicle Em will be unable to pass. Therefore, the evacuation control determination unit 76 decides to perform evacuation control that deviates from traffic rules. Evacuation control that deviates from traffic rules may correspond to one form of control in assertive mode.

[0121] For example, the evacuation control determination unit 76 causes the vehicle Am to enter the intersection IS despite the display of a stop signal, and searches for an evacuation position EP within the intersection IS or on a road connected to the intersection IS. Here, the vehicle Am is moved to an evacuation position EP that is within a range of less than or equal to a preset evacuation distance Dis from the entry point AP to the intersection IS. The entry point AP here can be based on the stop line SL corresponding to the traffic signal CTS. The evacuation distance Dis can be a value such as 1m, 3m, or 5m.

[0122] Here, an example of the processing method by the automatic driving ECU 50b in the fifth embodiment will be explained using the flowchart in Figure 14. Steps S501 to 504 are the same as steps S401 to 404. Step S508, which proceeds if the result in S503 is No and in S504 is No, is also the same as step S408.

[0123] If the answer to S504 is Yes, then in S505 the evacuation control determination unit 76 determines whether the traffic signal CTS related to the direction of travel of the vehicle Am at intersection IS is showing a stop signal. If Yes, proceed to S506. If No, proceed to S507.

[0124] In S506, the evacuation control determination unit 76 decides to execute evacuation control that deviates from traffic rules. The control execution unit 64 executes the control according to this decision. The series of processes ends in S506.

[0125] In S507, the evacuation control determination unit 76 decides to perform evacuation control in accordance with traffic rules. The control execution unit 64 executes the control according to this decision. The series of processes ends in S507.

[0126] According to the fifth embodiment described above, vehicle Am is on road EL0 before entering intersection IS, and emergency vehicle Em is following vehicle Am from behind. In this situation, if the traffic signal CTS related to the direction of travel of vehicle Am indicates a stop signal, it is decided to perform evasive control that deviates from traffic rules. Through this flexible response, emergency vehicle Em can smoothly pass through intersection IS.

[0127] Furthermore, in the case of a vehicle deviating from traffic rules, the vehicle Am is directed to a designated evacuation position EP located within a predetermined evacuation distance Dis or less from the vehicle Am's entry point AP into the intersection IS. This prevents the vehicle Am from moving to the central part ISc of the intersection IS, thereby complicating the traffic situation.

[0128] (Sixth Embodiment) As shown in Figures 15 and 16, the sixth embodiment is a modification of the first embodiment. The sixth embodiment will be described focusing on the differences from the first embodiment.

[0129] In the sixth embodiment, the evacuation control determination unit 76 determines the mode of execution of evacuation control based on the presence or absence of other vehicles in the intersection IS. If other vehicles Om, such as an oncoming right-turning vehicle, are present in the intersection IS, the evacuation control determination unit 76 causes the other vehicles Om to leave the intersection IS and then performs evacuation control.

[0130] As shown in Figure 15, the evacuation control determination unit 76 issues an external notification to cause the other vehicle Om to leave the intersection IS. The external notification may be, for example, the illumination of the hazard lights 45. Alternatively, the external notification may be an audio notification from an external speaker, or a notification via vehicle-to-vehicle communication.

[0131] Here, an example of the processing method by the automatic driving ECU 50b in the sixth embodiment will be explained using the flowchart in Figure 16. Steps S601 to S604 are the same as steps S401 to S404. Step S608, which proceeds if the result in S603 is No and in S604 is No, is also the same as step S408.

[0132] If the answer to S604 is Yes, then in S605, the evacuation control determination unit 76 determines whether or not another vehicle Om is present within the intersection IS. If Yes, proceed to S606. If No, proceed to S607.

[0133] In S606, the evacuation control determination unit 76 decides to temporarily stop its own vehicle Am and to have vehicle Am issue an external notification prompting other vehicle Om to leave the intersection IS. The control execution unit 64 temporarily stops vehicle Am and, at the same time, illuminates the hazard lamps 45 as an external notification via the body ECU 43. The external notification may continue for a predetermined duration, or it may continue until the other vehicle Om begins or completes its departure. After processing in S606 (i.e., after the external notification is completed), the process proceeds to S607.

[0134] In S607, the retraction control determination unit 76 decides to execute retraction control. The control execution unit 64 executes the control according to this decision. The series of processes ends in S607.

[0135] According to the sixth embodiment described above, when vehicle Am is scheduled to pass through intersection IS, and emergency vehicle Em is following vehicle Am from behind, and another vehicle Om is also present in intersection IS, vehicle Am is made to stop temporarily and send an external notification urging the other vehicle Om to leave intersection IS. By urging the other vehicle Om to leave intersection IS, the traffic situation when emergency vehicle Em passes through intersection IS can be improved.

[0136] Furthermore, when another vehicle Om leaves the intersection IS, vehicle Am executes evasive control. Since the emergency vehicle Em passes through the intersection IS only after the other vehicle Om has left, the emergency vehicle Em can pass through the intersection IS smoothly.

[0137] (Seventh Embodiment) As shown in Figure 17, the seventh embodiment is a modification of the first embodiment. The seventh embodiment will be described focusing on the differences from the first embodiment.

[0138] In the seventh embodiment, the evacuation control determination unit 76 responds to a situation where, as a result of the vehicle Am performing evacuation control once, the traffic signal CTS related to the direction of travel of the vehicle Am indicates a stop signal, and the vehicle Am is left behind in the intersection IS. For example, this situation may occur when the vehicle Am has stopped temporarily in the intersection IS in order to turn right or left.

[0139] In response to this situation, the evacuation control decision unit 76 decides to issue a notification to the driver of its own vehicle Am. This notification is intended to encourage the driver to resolve the situation through manual operation. For example, the notification may be one that prompts the driver to take over driving. Alternatively, the notification may be one that prompts the driver to move its own vehicle Am in reverse and escape from the intersection IS. Alternatively, the notification may be one that prompts the driver to perform the start permission operation.

[0140] Notification is performed by outputting the decision of the evacuation control determination unit 76 to the HCU 100 via the information linkage unit 61. The HCU 100 uses at least one of the display device 21 and speaker 22 to provide notification to the driver.

[0141] Here, an example of the processing method by the autonomous driving ECU 50b in the seventh embodiment will be explained using the flowchart in Figure 17.

[0142] In S701, the control execution unit 64 executes the evacuation control according to the decision of the evacuation control determination unit 76. After processing in S701, the process proceeds to S702.

[0143] In S702, the evacuation control determination unit 76 determines whether the vehicle Am is trapped within the intersection IS. If yes, proceed to S703. If no, proceed to S704.

[0144] In S703, the evacuation control determination unit 76 decides to issue a notification to the driver urging them to resolve the situation. The HCU 100 issues the notification. The series of processes ends with S703.

[0145] In S704, the evacuation control decision unit 76 returns the vehicle Am to its original planned track TAm, moving in its original direction of travel. The series of processes ends with S704.

[0146] According to the seventh embodiment described above, as a result of the vehicle Am executing evasive control, the traffic signal CTS related to the direction of travel of the vehicle Am displays a stop signal, leaving the vehicle Am trapped in the intersection IS. In this situation, a notification is sent to the driver of the vehicle Am, urging them to resolve the situation through manual operation. By resolving the situation through manual operation by the driver, it becomes possible to handle situations that are difficult to resolve with autonomous driving control. Therefore, the convenience of autonomous driving control can be improved.

[0147] (Eighth embodiment) As shown in Figure 18, the eighth embodiment is a modification of the first embodiment. The eighth embodiment will be described focusing on the differences from the first embodiment.

[0148] In the eighth embodiment, when the evacuation control determination unit 76 decides to execute evacuation control, it estimates whether, as a result of executing the evacuation control, the vehicle Am will be left stranded within the intersection IS due to the traffic signal CTS related to the direction of travel of the vehicle Am indicating a stop signal. Based on this estimation result, the evacuation control determination unit 76 determines the actions of the vehicle Am after the execution of the evacuation control.

[0149] Specifically, if the traffic signal CTS related to the direction of travel of the vehicle Am indicates a stop signal, and it is estimated that the vehicle Am is trapped within the intersection IS, the evacuation control determination unit 76 decides to have the vehicle Am travel in a direction different from the direction in which it was originally scheduled to travel, after executing the evacuation control. In this case, the different direction is preferably the direction in which the traffic signal CTS indicates a proceed signal.

[0150] On the other hand, if it is not estimated that the vehicle Am is trapped within the intersection IS, for example, if the traffic signal CTS related to the direction of travel of the vehicle Am indicates a proceed signal, the evacuation control determination unit 76 decides to return the vehicle Am to the planned track TAm in the original direction of travel after executing the evacuation control.

[0151] Furthermore, the actions of the vehicle Am after the evacuation control is executed are triggered when the emergency vehicle Em passes through the intersection IS. The determination that the emergency vehicle Em has passed through the intersection IS may be made based on the siren sound detected by the acoustic sensor 30e. For example, the change in the pitch of the siren sound due to the Doppler effect can be used to determine that the emergency vehicle Em has moved away from the vehicle Am, which is located within the intersection IS. Alternatively, the determination that the emergency vehicle Em has passed through the intersection IS may be made based on information obtained from the emergency vehicle Em via vehicle-to-vehicle communication.

[0152] Here, an example of the processing method by the automated driving ECU 50b in the eighth embodiment will be explained using the flowchart in Figure 18. S801 is the same as S701. After processing in S801, proceed to S802.

[0153] In S802, the evacuation control determination unit 76 determines whether, after the evacuation control is executed, it can be inferred that the vehicle Am is trapped within the intersection IS because the traffic signal CTS related to the direction of travel of the vehicle Am indicates a stop signal. If yes, proceed to S803. If no, proceed to S804.

[0154] In S803, the evacuation control determination unit 76 decides to move its own vehicle Am in a direction different from the planned direction of travel after executing the evacuation control. After processing in S803, the process proceeds to S805.

[0155] In S804, the evacuation control determination unit 76 decides to return the vehicle Am to its original direction of travel after executing the evacuation control. After processing in S804, the process proceeds to S805.

[0156] In S805, the control execution unit 64 executes control according to the decision of the retraction control determination unit 76. The series of processes ends with S805.

[0157] According to the eighth embodiment described above, as a result of the vehicle Am executing evasive control, it is presumed that the traffic signal CTS related to the direction of travel of the vehicle Am will show a stop signal, leaving the vehicle Am stranded within the intersection IS. In this case, after the vehicle Am executes evasive control, the vehicle Am will be made to travel in a direction different from the direction it had planned to travel. By resolving the situation without being constrained to the planned direction of travel, the risk of collision with other vehicles within the intersection IS can be reduced.

[0158] (Ninth Embodiment) As shown in Figures 19 and 20, the ninth embodiment is a modification of the first embodiment. The ninth embodiment will be described focusing on the differences from the first embodiment.

[0159] In the ninth embodiment, the action decision unit 63 combines the evacuation control decision of the evacuation control decision unit 76 with the driver change decision of the control switching unit 75 to respond to an emergency vehicle Em. Here, a driver change means the transfer of authority regarding driving from the system to the driver. For example, a driver change means a transition from automation level 3 to automation level 0-2.

[0160] For example, as shown in Figure 19, let's describe a scenario where vehicle Am is on the road before entering intersection IS. In this scenario, vehicle Am is in a line of vehicles TJ waiting to enter intersection IS. Emergency vehicle Em is following the line of vehicles TJ. Here, the control switching unit 75 decides whether or not to perform a driver change depending on the relative position of vehicle Am in the line of vehicles TJ (in other words, depending on the presence of the preceding vehicle Om1 and the following vehicle Om2). If the control switching unit 75 denies performing a driver change, the evacuation control determination unit 76 decides to perform evacuation control for emergency vehicle Em.

[0161] Furthermore, if the execution of a driver change is denied and, as a result of the evacuation control performed by autonomous driving control, the emergency vehicle Em remains stationary for a threshold time or longer, the control switching unit 75 decides to execute a driver change again. Here, the threshold time can be a value such as 30 seconds, 1 minute, or 3 minutes.

[0162] Here, an example of the processing method by the automated driving ECU 50b in the ninth embodiment will be explained using the flowchart in Figure 20. This processing will proceed under the conditions shown in Figure 19. Steps S901 to S902 are the same as steps S101 to S102. After the processing in S902, proceed to S903.

[0163] In S903, the control switching unit 75 determines whether its own vehicle Am is at the front or rear of train TJ. If yes, the control switching unit 75 affirms that it will perform a driver change and proceeds to S904. If no, the control switching unit 75 denies that it will perform a driver change and proceeds to S905.

[0164] In S904, the control switching unit 75 executes a driver change. That is, the driver manually takes over operation to evacuate the emergency vehicle Em. The series of processes ends with S904.

[0165] In S905, the evacuation control determination unit 76 decides to have its own vehicle Am follow the preceding vehicle Om1 through autonomous driving control. The control execution unit 64 executes the control according to this decision. That is, if the preceding vehicle Om1 starts evacuating to the roadside or the like, its own vehicle Am will also synchronize with it and start evacuating to the roadside or the like. After processing in S905, the process proceeds to S906.

[0166] In S906, the control switching unit 75 or the evacuation control determination unit 76 determines whether the emergency vehicle Em has been stationary for a threshold time or longer. If yes, the control switching unit 75 affirms that it will perform a driver change and proceeds to S904. If no, the control switching unit 75 denies performing a driver change and proceeds to S907.

[0167] In S907, the evacuation control determination unit 76 decides to continue having its own vehicle Am follow the preceding vehicle Om1 through autonomous driving control. The series of processes ends in S908.

[0168] According to the ninth embodiment described above, when the vehicle Am is in the convoy TJ on road EL0 before entering intersection IS, the emergency vehicle Em is recognized. In this case, depending on the relative position of the vehicle Am in the convoy TJ, it is decided whether or not to transfer driving authority to the driver of the vehicle Am. Since the decision on whether or not to transfer authority is made considering the difficulty of autonomous driving control for each relative position, driver convenience can be improved.

[0169] Furthermore, the delegation of authority is performed when the vehicle Am is at the front of the convoy TJ. In other words, the delegation of authority is performed in situations where the difficulty of autonomous driving control increases, such as when the vehicle Am has the option to enter the intersection IS and move the emergency vehicle Em out of the way. This prevents the vehicle Am from acting rashly and further complicating the traffic situation.

[0170] Furthermore, emergency vehicle Em is following behind convoy TJ. In this situation, when vehicle Am is at the very end of convoy TJ, the transfer of authority is executed. In other words, the transfer of authority is executed when vehicle Am is sandwiched between the preceding vehicle Om1 and emergency vehicle Em, making autonomous driving control more difficult. This prevents vehicle Am from acting rashly and further complicating the traffic situation.

[0171] Furthermore, in a vehicle convoy TJ, if there is a preceding vehicle Om1 relative to the vehicle Am, the transfer of authority is denied, and the vehicle Am is controlled to move away to follow the preceding vehicle Om1. This move-away control to follow the preceding vehicle Om1 makes autonomous driving control easier to execute. In other words, the need for the driver to take manual action is reduced, increasing convenience.

[0172] Furthermore, if an emergency vehicle (Em) remains stationary for longer than a pre-set threshold time, a delegation of authority will be performed. In other words, a delegation of authority will be performed in situations where the cause of the emergency vehicle (Em)'s delay lies with the vehicle (Am), but the system may not be aware of the situation. This allows the driver to manually resolve the situation.

[0173] In the ninth embodiment, the action determination unit 63, which includes the control switching unit 75 and the retraction control determination unit 76, corresponds to the "determination unit".

[0174] (Tenth embodiment) As shown in Figure 21, the tenth embodiment is a modification of the first embodiment. The tenth embodiment will be described focusing on the differences from the first embodiment.

[0175] In the tenth embodiment, the environment recognition unit 62 recognizes a following vehicle Om2 relative to the own vehicle Am, as detected by the surrounding monitoring sensor 30 (for example, a camera unit 30a that monitors the rear). When the own vehicle Am is scheduled to enter an intersection IS, the evacuation control determination unit 76 decides to execute evacuation control synchronized with the following vehicle Om2 if evacuation control becomes necessary for an emergency vehicle Em other than the following vehicle Om2.

[0176] In this type of evacuation control, for example, when a following vehicle Om2 starts evacuating control, the vehicle Am also starts evacuating control. When the following vehicle Om2 moves to the side of the road, the vehicle Am also moves to the side of the road by a similar movement. When the following vehicle Om2 is about to move onto the road beyond the intersection IS, the vehicle Am also decides to move onto the road beyond the intersection IS by a similar movement. Here, it is preferable that the evacuation position EP of the vehicle Am is located on the side of the following vehicle Om2's direction of travel.

[0177] Here, an example of the processing method by the automatic driving ECU 50b in the 10th embodiment will be explained using the flowchart in Figure 21. Steps S1001 to S1002 are the same as steps S101 to S102. After processing in S1002, proceed to S1003.

[0178] In S1003, the environmental recognition unit 62 recognizes the position and actions of the following vehicle Om2 as another vehicle. This recognition is performed continuously while the evacuation control is being executed. After processing in S1003, the process proceeds to S1004.

[0179] In S1004, the evacuation control determination unit 76 decides to execute evacuation control synchronized with the following vehicle Om2. The control execution unit 64, in accordance with this decision, acquires the latest recognition result of the following vehicle Om2 from the environment recognition unit 62 as needed and executes synchronized control with the following vehicle Om2. The series of processes ends in S1004.

[0180] According to the tenth embodiment described above, the evacuation control is a control that synchronizes with the evacuation actions of other vehicles present around the vehicle Am, which is separate from the emergency vehicle Em. By synchronizing with other surrounding vehicles, it is possible to suppress the complexity of the traffic situation and allow the emergency vehicle Em to pass through smoothly.

[0181] Furthermore, in the synchronized control system, vehicle Am is directed to a evacuation position EP located on the side of the other vehicle's direction of travel. This allows the emergency vehicle Em to pass smoothly.

[0182] Furthermore, if there is a following vehicle Om2 relative to the vehicle Am, the actions of the following vehicle Om2 are monitored. Then, evacuation control synchronized with the following vehicle Om2 is executed. Evacuation control synchronized with the following vehicle Om2 is effective because, for example, if an emergency vehicle Em is following the following vehicle Om2, the evacuation action of the following vehicle Om2, which is in a position close to the emergency vehicle Em, is expected to be more accurate.

[0183] (11th embodiment) As shown in Figure 22, the 11th embodiment is a modification of the first embodiment. The 11th embodiment will be described focusing on the differences from the first embodiment.

[0184] In the 11th embodiment, the evacuation control determination unit 76 also decides to perform evacuation control in synchronization with other vehicles, similar to the 10th embodiment. However, the execution of evacuation control is limited to cases where the evacuation control determination unit 76 searches for a safe evacuation position EP and such a safe evacuation position EP exists. A safe evacuation position EP here is a position where interference with other vehicles can be avoided.

[0185] Here, it is assumed that there are multiple lanes on the road EL0 in which the vehicle Am, which is scheduled to enter intersection IS, is currently traveling. The evacuation control decision unit 76 searches for an evacuation position EP within the lane in which the vehicle Am is currently located, in which interference with other vehicles can be avoided. If no suitable evacuation position EP is found within the lane, the evacuation control decision unit 76 decides to perform evacuation control for the emergency vehicle Em by changing lanes to a different lane from the current lane among the multiple lanes. It is preferable that the lane change here be at a low speed. A low speed here may be, for example, less than 10 km / h.

[0186] An example of the processing method by the automatic driving ECU 50b in the 11th embodiment will be explained using the flowchart in Figure 22. Steps S1101 to S1102 are the same as steps S101 to S102. After processing in S1102, proceed to S1103.

[0187] In S1103, the environmental recognition unit 62 recognizes other vehicles in the vicinity of its own vehicle Am, in addition to the emergency vehicle Em. After processing in S1103, the process proceeds to S1104.

[0188] In S1104, the evacuation control determination unit 76 searches for an evacuation position EP within the current lane of the vehicle Am. After processing in S1104, the process proceeds to S1105.

[0189] In S1105, the retraction control determination unit 76 determines whether a safe retraction position EP exists at the candidate positions extracted as a result of the search. If yes, proceed to S1106. If no, proceed to S1107.

[0190] In S1106, the evacuation control determination unit 76 decides to perform evacuation control at a safe evacuation position EP. This evacuation control is synchronized with other vehicles (for example, the preceding vehicle Om1 or the following vehicle Om2) that are present around the vehicle Am. The control execution unit 64 executes the control according to this decision. The series of processes ends with S1106.

[0191] In S1107, the evacuation control determination unit 76 decides to change the lane of its own vehicle Am at a low speed. The control execution unit 64 executes the control according to this decision. The series of processes ends with S1107.

[0192] According to the 11th embodiment described above, the vehicle Am is in one lane of a multi-lane road. In this situation, a suitable evacuation position EP is searched for in the lane where the vehicle Am is located, where interference with other vehicles can be avoided. If no suitable evacuation position EP is found, the vehicle Am is made to change lanes to another lane of the multi-lane road. In other words, it is first determined whether evacuation is possible with minimal action, and if that is difficult, the range of action is expanded. This makes it possible to achieve rational evacuation control.

[0193] (12th embodiment) As shown in Figure 23, the twelfth embodiment is a modified version of the eleventh embodiment. The twelfth embodiment will be described focusing on the differences from the eleventh embodiment.

[0194] In the 12th embodiment, the road on which the vehicle Am, which is scheduled to enter the intersection IS, is currently traveling may be a multi-lane road or a single-lane road. If no suitable escape position EP is found within the lane, the control switching unit 75 performs a driver changeover (see also the 9th embodiment for details of the driver changeover).

[0195] Here, an example of the processing method by the automatic driving ECU 50b in the 12th embodiment will be explained using the flowchart in Figure 23. Steps S1201 to S1203 are the same as steps S1101 to S1103. After processing in S1203, proceed to S1204.

[0196] In S1204, the evacuation control determination unit 76 searches for an evacuation position EP. Here, the evacuation position EP may be the current road of the vehicle Am, or it may be an appropriate position after entering the intersection IS. After processing in S1204, proceed to S1205. S1205-S1206 are the same as S1105-S1106. If the result in S1205 is No, proceed to S1207.

[0197] In S1207, the control switching unit 75 performs a change of operation. The series of processes ends with S1207.

[0198] According to the 12th embodiment described above, a relocation position EP that avoids interference with other vehicles is searched for, and if a suitable relocation position EP is not found, the authority to drive is transferred to the driver. In other words, when it is difficult to control the vehicle to relocate using autonomous driving control, the vehicle can be moved to a relocation position by the driver's manual driving, thus increasing convenience.

[0199] In the twelfth embodiment, the action determination unit 63, which includes the retraction control determination unit 76 and the control switching unit 75, corresponds to the "determination unit".

[0200] (13th Embodiment) As shown in Figure 24, the 13th embodiment is a modified version of the first embodiment. The 13th embodiment will be described focusing on the differences from the first embodiment.

[0201] In the 13th embodiment, the action decision unit 63 determines the action of its own vehicle Am according to the number of emergency vehicles Em expected to enter the intersection IS. Specifically, if there are multiple emergency vehicles Em, the control switching unit 75 performs a driver changeover (see also the 9th embodiment for details on the driver changeover). When there are multiple emergency vehicles Em, the acoustic sensor 30e cannot separate and detect multiple siren sounds, and the accuracy of autonomous environmental recognition regarding the position and speed of each emergency vehicle Em decreases compared to when there is only one. For this reason, measures such as suspending autonomous driving control are taken. On the other hand, when there is only one emergency vehicle Em, the evacuation control decision unit 76 takes appropriate action within the scope of autonomous driving control.

[0202] Here, an example of the processing method by the automated driving ECU 50b in the 13th embodiment will be explained using the flowchart in Figure 24. Steps S1301 to S1302 are the same as steps S101 to S102. After processing in S1302, proceed to S1303.

[0203] In S1303, the evacuation control determination unit 76 determines whether there are multiple emergency vehicles Em expected to enter the intersection IS. If yes, proceed to S1304. If no, proceed to S1305.

[0204] In S1304, the control switching unit 75 performs an operation change. S1305 is the same as S408. The series of processes ends with either S1304 or S1305.

[0205] According to the 13th embodiment described above, when there are multiple emergency vehicles Em that are expected to enter the intersection IS, the authority to drive is transferred to the driver of the vehicle Am. In other words, when it is difficult to control the vehicle to move out using autonomous driving control, it becomes possible to move out using manual driving by the driver, thus increasing convenience.

[0206] In the 13th embodiment, the action determination unit 63, which includes the retraction control determination unit 76 and the control switching unit 75, corresponds to the "determination unit".

[0207] (14th Embodiment) As shown in Figure 25, the 14th embodiment is a modified version of the 13th embodiment. The 14th embodiment will be described focusing on the differences from the 13th embodiment.

[0208] In the 13th embodiment, autonomous driving control is maintained even when there are multiple emergency vehicles Em that are expected to enter the intersection IS. On the other hand, the evacuation control determination unit 76 changes the conditions for selecting the evacuation position EP according to the number of emergency vehicles Em that are expected to enter the intersection IS.

[0209] Specifically, if there are multiple emergency vehicles Em, a relocation position EP that can secure a large space will be selected. For example, a relocation position EP that can secure a space of at least a predetermined area Ma will be selected. Area Ma is sufficiently larger than the area occupied by the vehicle Am, and may be an area that can maintain a distance of 0.5 vehicle lengths to 1 vehicle length or more from the emergency vehicle Em and other vehicles.

[0210] On the other hand, when there is one emergency vehicle Em, it is only necessary to secure a space through which the emergency vehicle Em can somehow pass. For example, an evacuation position EP where a space of at least a preset area Mb can be secured is selected. The area Mb may be smaller than the area Ma and slightly larger than the area occupied by the host vehicle Am.

[0211] Here, an example of the processing method by the automatic driving ECU 50b in the 14th embodiment will be described using the flowchart of FIG. 25. S1401 to 1403 are the same as S1301 to 1303. If Yes at S1403, proceed to S1404. If No, proceed to S1405.

[0212] At S1404, the evacuation control determination unit 76 determines to evacuate the host vehicle Am to an evacuation space with an area of at least Ma. The control execution unit 64 executes control according to this determination. A series of processes end at S1404.

[0213] At S1405, the evacuation control determination unit 76 determines to evacuate the host vehicle Am to an evacuation space with an area of at least Mb (<Ma). The control execution unit 64 executes control according to this determination. A series of processes end at S1404.

[0214] According to the 14th embodiment described above, when there are a plurality of emergency vehicles Em whose entry into the intersection IS is predicted, compared to the case where there is one, the host vehicle Am is evacuated to an evacuation position EP where a wider space can be secured. By doing so, when a plurality of emergency vehicles Em pass through the intersection IS, it becomes easier to avoid a situation where the emergency vehicle Em stalls.

[0215] (15th Embodiment) As shown in FIG. 26, the 15th embodiment is a modification of the 1st embodiment. The 15th embodiment will be described focusing on the points different from the 1st embodiment.

[0216] In the 15th embodiment, the environment recognition unit 62 grasps information about the emergency vehicle Em, specifically information about the type of emergency vehicle Em. The types include, for example, ambulances, fire trucks, and police vehicles. The control switching unit 75 then decides whether or not to perform a driver change depending on these types (see also the 9th embodiment for details on driver changes). In other words, the evacuation control determination unit 76 decides on the appropriate evacuation control response for the emergency vehicle Em depending on these types.

[0217] More specifically, the evacuation control decision unit 76 calculates a driver change decision value. Here, the driver change decision value may also be called the authority transfer decision value. The driver change decision value is a numerical representation of the necessity of performing a driver change, and is calculated based on various parameters. These various parameters include parameters based on the shape of the intersection IS and the shape of the roads connected to the intersection IS, parameters based on the position of the emergency vehicle Em and its predicted trajectory TEm, and parameters based on the type of emergency vehicle Em.

[0218] Here, the driver change judgment value is configured to be higher when the vehicle type is an ambulance than when the vehicle type is a fire truck. Furthermore, the driver change judgment value is configured to be higher when the vehicle type is a fire truck than when the vehicle type is a police vehicle.

[0219] Here, an example of the processing method by the automated driving ECU 50b in the 15th embodiment will be explained using the flowchart in Figure 26. Steps S1501 to S1502 are the same as steps S101 to S102. However, in S1502, the type of emergency vehicle Em is also identified. After processing in S1502, the process proceeds to S1503.

[0220] In S1503, the evacuation control determination unit 76 calculates the driver change determination value. After processing in S1503, the process proceeds to S1504.

[0221] In S1504, the evacuation control determination unit 76 determines whether the driver change determination value is equal to or greater than the determination threshold. If yes, proceed to S1505. If no, proceed to S1506.

[0222] In S1505, the control switching unit 75 performs an operation change. S1506 is the same as S408. The series of processes ends with S1505 or S1506.

[0223] According to the 15th embodiment described above, depending on the type, it is determined whether or not to perform evacuation control to move the emergency vehicle Em to a safe location using autonomous driving control. Since the response is determined considering the urgency and difficulty of the evacuation control according to the type, the convenience of autonomous driving control is enhanced.

[0224] Furthermore, if the authority delegation judgment value calculated from various parameters is equal to or greater than a preset judgment threshold, it is determined whether or not to delegate driving authority to the driver of the vehicle Am. Here, the authority delegation judgment value is calculated to be higher when the vehicle type is an ambulance than when the vehicle type is a fire truck, and when the vehicle type is a fire truck, it is calculated to be higher than when the vehicle type is a police vehicle. Depending on the evacuation control capability in autonomous driving control, appropriate action will be taken regarding the emergency vehicle Em, thus increasing convenience.

[0225] In the 15th embodiment, the action determination unit 63, which includes the retraction control determination unit 76 and the control switching unit 75, corresponds to the "determination unit".

[0226] (16th Embodiment) As shown in Figure 27, the 16th embodiment is a modified version of the 15th embodiment. The 16th embodiment will be described focusing on the differences from the 15th embodiment.

[0227] In the 16th embodiment, the evacuation control determination unit 76 does not calculate a driver change determination value, but simply determines the response to the evacuation control for the emergency vehicle Em based solely on the type of emergency vehicle Em. If the type is an ambulance or a fire truck, the control switching unit 75 performs a driver change. If the type is a police vehicle, the evacuation control is performed while autonomous driving control is maintained.

[0228] Here, an example of the processing method by the automatic driving ECU 50b in the 16th embodiment will be explained using the flowchart in Figure 27. Steps S1601 to S1602 are the same as steps S1501 to S1502. After processing in S1602, proceed to S1603.

[0229] In S1603, the evacuation control determination unit 76 determines whether the emergency vehicle Em is an ambulance or a fire truck. If yes, proceed to S1604. If no, proceed to S1605. S1604-1605 are the same as S1505-1506. The series of processes ends with S1604 or S1605.

[0230] According to the 16th embodiment described above, when the vehicle type is an ambulance or a fire truck, the authority to drive is transferred to the driver of the vehicle Am. Depending on the evacuation control capability of the autonomous driving control, appropriate action is taken against the emergency vehicle Em, thus increasing convenience.

[0231] (17th Embodiment) As shown in Figure 28, the 17th embodiment is a modified version of the 15th embodiment. The 17th embodiment will be described focusing on the differences from the first embodiment.

[0232] In the 17th embodiment, when there are multiple emergency vehicles Em expected to enter the intersection IS, instead of deciding to implement driver changes according to their type, the emergency vehicles Em to be prioritized for evacuation are determined according to their type. Specifically, when there is an ambulance and emergency vehicles Em of other types, the evacuation control determination unit 76 decides to prioritize evacuation control for the ambulance.

[0233] Here, an example of the processing method by the automatic driving ECU 50b in the 17th embodiment will be explained using the flowchart in Figure 28. Steps S1701 to S1702 are the same as steps S1501 to S1502. After processing in S1702, proceed to S1703.

[0234] In S1703, the evacuation control determination unit 76 determines whether there are multiple emergency vehicles Em expected to enter the intersection IS. If yes, proceed to S1704. If no, proceed to S1706.

[0235] In S1704, the evacuation control determination unit 76 determines whether or not there are ambulances and other types of emergency vehicles Em. If yes, proceed to S1705. If no, proceed to S1706.

[0236] In S1705, the evacuation control determination unit 76 decides to prioritize the execution of evacuation control for the ambulance. The control execution unit 64 executes the control according to this decision. S1706 is the same as S408. The series of processes ends with S1705 or S1706.

[0237] According to the 17th embodiment described above, when there are multiple emergency vehicles Em expected to enter the intersection IS, and both ambulances and other types of vehicles are present, priority is given to evacuating the ambulances. Prioritizing life-saving by ambulances enhances convenience.

[0238] (18th embodiment) As shown in Figures 29-31, the 18th embodiment is a modification of the first embodiment. The 18th embodiment will be described focusing on the differences from the first embodiment.

[0239] In the 18th embodiment, the evacuation control determination unit 76 responds to the acquisition of information regarding the emergency vehicle Em, outputs a control command to the HMI system 10 via the information linkage unit 61, and realizes evacuation control linked to notification to the occupants using the HMI system 10.

[0240] In the HMI system 10, the execution of a program by the processing unit 11 constructs multiple functional units in the HCU 100, such as a notification command recognition unit 81, a content generation unit 82, and a device control unit 83, to realize the notification function (see Figures 1 and 29).

[0241] The notification command recognition unit 81 acquires a control command requesting notification output from the automatic driving ECU 50b and understands its content. The content generation unit 82 generates the actual content to be broadcast to the display device 21 and speaker 22 based on the content of the control command recognized by the notification command recognition unit 81. The device control unit 83 controls the display device 21 and speaker 22 to broadcast the content generated by the content generation unit 82 to the display device 21 and speaker 22 at the timing requested by the control command.

[0242] When the evacuation control decision unit 76 detects the siren sound of the emergency vehicle Em, it outputs a control command to the HCU 100 to execute the first stage of notification. Next, when the evacuation control decision unit 76 recognizes the position of the emergency vehicle Em, it outputs a control command to the HCU 100 to execute the second stage of notification. Next, when the evacuation control decision unit 76 recognizes the direction of travel of the emergency vehicle Em, it outputs a control command to the HCU 100 to execute the third stage of notification.

[0243] The first stage of notification consists of a notification indicating the presence of an emergency vehicle Em and a notification prompting the emergency vehicle Em to evacuate and the driver to monitor the surroundings. The notification indicating the presence of the emergency vehicle Em and the notification prompting the emergency vehicle Em to evacuate and the driver to monitor the surroundings may be given with a time difference. For example, the first notification could be given by speaker 22 indicating the presence of the emergency vehicle Em, and then the notification prompting the emergency vehicle Em to evacuate and the driver to monitor the surroundings could be given by display device 21 and speaker 22. The notification prompting the emergency vehicle Em to evacuate and the driver to monitor the surroundings is a notification to prompt the driver to prepare for a driver change in the event that there is a possibility of a driver change to allow the emergency vehicle Em to evacuate.

[0244] The second stage of notification is a notification indicating the location of the emergency vehicle Em. This notification may be implemented by content that overlays the location of the emergency vehicle Em onto a map including an intersection IS. This notification may also be implemented by displaying an image IMa showing an overhead view of the vehicle Am and an image IMb showing an overhead view of the emergency vehicle Em, and indicating the location of the emergency vehicle Em based on their relative positions. In conjunction with this display, an audio notification indicating a display update may be broadcast by speaker 22.

[0245] The third stage notification indicates the direction of travel of the emergency vehicle Em. This notification may be implemented by adding an arrow image IMc indicating the direction of travel to the image IMb of the emergency vehicle Em in the second stage content, as shown in the example display in Figure 30. If the evacuation position EP has been determined when the third stage content is displayed, an image IMd indicating the evacuation position EP of the vehicle Am may also be displayed. In conjunction with this display, an audio notification indicating a display update may be broadcast by the speaker 22. Figure 30 shows the display screen 21a of the display device 21. These displays by the display device 21 may be implemented in combination with the meter display and CID.

[0246] Here, an example of the processing method by the automatic driving ECU 50b and HCU 100 in the 18th embodiment will be explained using the flowchart in Figure 31. S1801 is the same as S101. After processing in S1801, proceed to S1802.

[0247] In S1802, the environmental recognition unit 62 detects the siren sound of an emergency vehicle Em. After processing in S1802, the process proceeds to S1803.

[0248] In S1803, the retraction control determination unit 76 outputs a control command for the first stage of notification. In response, the content generation unit 82 generates content for the first stage of notification, and the speaker 22 and display device 21 execute the notification via the device control unit 83. After processing in S1803, the process proceeds to S1804.

[0249] In S1804, the environmental recognition unit 62 recognizes the location of the emergency vehicle Em. After processing in S1804, the process proceeds to S1805.

[0250] In S1805, the retraction control determination unit 76 outputs a control command for the second stage of notification. In response, the content generation unit 82 generates content for the second stage of notification, and the speaker 22 and display device 21 execute the notification via the device control unit 83. After processing in S1805, the process proceeds to S1806.

[0251] In S1806, the environmental recognition unit 62 recognizes the direction of travel of the emergency vehicle Em. After processing in S1806, the process proceeds to S1807.

[0252] In S1807, the retraction control determination unit 76 outputs a control command for the third stage of notification. In response, the content generation unit 82 generates content for the third stage of notification, and the speaker 22 and display device 21 execute the notification via the device control unit 83. After processing in S1807, the process proceeds to S1808.

[0253] In S1808, the retraction control determination unit 76 decides to execute retraction control in conjunction with the third stage notification. The control execution unit 64 executes the control according to this decision. The series of processes ends with S1808.

[0254] According to the 18th embodiment described above, the detection information from the sensor that detects the siren sound emitted from the emergency vehicle Em is obtained as information about the emergency vehicle Em. Accordingly, the speaker 22 notifies the presence of the emergency vehicle Em. Subsequently, the display device 21 notifies content that encourages the emergency vehicle Em to evacuate and for the driver to monitor the surroundings.

[0255] Also, the position of the emergency vehicle Em is grasped as information regarding the emergency vehicle Em. Along with this, the display device 21 notifies the content indicating the position of the emergency vehicle Em. Further, the traveling direction of the emergency vehicle Em is grasped as information regarding the emergency vehicle Em. Along with this, the display device 21 notifies the content indicating the traveling direction of the emergency vehicle Em. By gradually executing the notification that can be implemented with the grasped information in this way, the passengers can know the information of the emergency vehicle Em at an early stage and can easily understand the situation.

[0256] Note that, in the 18th embodiment, the HMI system 10 corresponds to the "notification system".

[0257] (19th embodiment) As shown in FIGS. 32 to 33, the 19th embodiment is a modified example of the 1st embodiment. The 19th embodiment will be described centering on the points different from the 1st embodiment.

[0258] As shown in FIG. 32, the HMI system 10a of the 19th embodiment also corresponds to an external notification system that executes notification not only inside the vehicle but also to the outside of the vehicle. For this purpose, the HMI system 10a includes an external display device 21a and an external speaker 22b.

[0259] The external display device 21a is a device for performing display toward other vehicles and pedestrians outside the vehicle. The external display device 21a may be provided in a separate number for each direction in order to perform display toward at least one of the front, side, and rear of the vehicle Am. The external display device may be able to display a high-resolution image such as a liquid crystal display, or may be able to dot-display characters or the like. The external display device may be similar to a lamp such as a hazard lamp, or may perform notification by an optical signal using the lighting pattern of the lamp. The external speaker 22b emits a notification sound, a voice message, or the like toward other vehicles and pedestrians outside the vehicle.

[0260] The HMI system 10a may further include an in-vehicle communication device 39 as a device for performing notifications to the outside of the vehicle. That is, notifications to the outside of the vehicle may be made by messages transmitted via vehicle-to-vehicle communication.

[0261] In the 19th embodiment, in addition to the evacuation control at the intersection IS of the first embodiment, the following control is performed on the road on which the vehicle Am is traveling. The road on which the vehicle Am is traveling may be a road other than the intersection IS, or it may include the intersection IS. In the 19th embodiment, the other vehicle detection unit 72 not only detects the emergency vehicle Em, but also detects the content of the notification from the emergency vehicle Em to the vehicle Am. The notification from the emergency vehicle Em to the vehicle Am may be realized by a notification sound or voice message from an external speaker mounted on the emergency vehicle Em, a display or light signal from an external display device mounted on the emergency vehicle Em, a message transmitted from an in-vehicle communication device mounted on the emergency vehicle Em, etc.

[0262] Notifications from an emergency vehicle Em to the vehicle Am may include, in particular, a request to stop from a police vehicle. A request to stop may be, for example, an audio message such as "Pass the car in front" spoken by a police officer in a police vehicle through an external speaker. The other vehicle detection unit 72 may determine that the audio message is a request to stop by analyzing the sensor data of the acoustic sensor 30e using artificial intelligence or the like.

[0263] The notification from the emergency vehicle Em to the vehicle Am may further include a request for a stopping position in the event of a forced stop from the police vehicle. The request for a stopping position may be, for example, an audio message from a police officer in the police vehicle via an external speaker, such as "Pull over to the shoulder of the road before the intersection." The request for a stopping position may also be text information displayed on an external display facing the rear of the police vehicle.

[0264] Upon recognition of a forced stop request, the evacuation control decision unit 76 determines an appropriate stopping position for its own vehicle Am and decides to stop its own vehicle Am. On the other hand, upon recognition of a request for a stopping position, the evacuation control decision unit 76 decides to cancel the stopping position determined by its own vehicle Am and instead stop its vehicle Am at the stopping position requested by the police vehicle.

[0265] Furthermore, the evacuation control determination unit 76 generates a control command to send a notification to the police vehicle indicating the intention to stop when such a stop is performed. The evacuation control determination unit 76 then outputs the control command to the HCU 100a of the external notification system 1a.

[0266] In the HCU100a, the notification command recognition unit 81 acquires a control command requesting notification output from the automatic driving ECU50b and understands its content. The content generation unit 82 generates the actual content to be displayed on the external display device 21a and external speaker 22a based on the content of the control command recognized by the notification command recognition unit 81. The device control unit 83 controls the external display device 21a and external speaker 22a to display the content generated by the content generation unit 82 on the external display device 21a and external speaker 22a at the timing requested by the control command.

[0267] Specifically, when the HCU 100a receives a control command to execute a notification indicating the intention to stop, the content generation unit 82 and the device control unit 83, for example, display content indicating the intention to stop on the external display device 21a and transmit the stopping position via the external speaker. Alternatively, the in-vehicle communication device 39 may transmit a message indicating the intention to stop.

[0268] Here, an example of the processing method by the autonomous driving ECU 50b and HCU 100a in the 19th embodiment will be explained using the flowchart in Figure 33. In S1901, the environment recognition unit 62 recognizes the environmental information of the road on which the vehicle Am is traveling. After processing in S1901, the process proceeds to S1902.

[0269] In S1902, the evacuation control determination unit 76 determines, based on environmental information, whether or not there is a request for a forced stop from a police vehicle. If yes, proceed to S1903. If no, terminate the series of processes.

[0270] In S1903, the evacuation control decision unit 76 determines, based on environmental information, whether or not there is a request for a stopping position from the police vehicle. If yes, proceed to S1904. If no, proceed to S1905.

[0271] In S1904, the evacuation control determination unit 76 generates and outputs a control command to execute a notification indicating the intention to stop the police vehicle. In response, the content generation unit 82 generates content, and the external speaker 22a and external display device 21a execute the notification via the device control unit 83. Furthermore, the in-vehicle communication device 39 transmits the message.

[0272] Simultaneously, the evacuation control determination unit 76 decides to stop its own vehicle Am at the stopping position requested by the police vehicle. The control execution unit 64 executes the control according to this decision. The series of processes ends at S1904.

[0273] In S1905, the evacuation control determination unit 76 generates and outputs a control command similar to that in S1904. Notification is executed in accordance with the control command. At the same time, the evacuation control determination unit 76 decides to stop vehicle Am at the stopping position determined by vehicle Am. The control execution unit 64 executes the control according to this decision. The series of processes ends with S1905.

[0274] According to the 19th embodiment described above, when vehicle Am is traveling on a road, it recognizes a request to stop from a police vehicle acting as an emergency vehicle Em, and is instructed to stop vehicle Am. By complying with the police vehicle, it becomes possible to ensure that the police vehicle can carry out its official duties smoothly.

[0275] According to the 19th embodiment, the host vehicle Am is equipped with an out-vehicle notification system 10a that includes at least one of an out-vehicle speaker 22a, an out-vehicle display device 21a, and an in-vehicle communication device 39, and executes notification to the outside of the host vehicle Am. Then, along with the stop in response to the forced stop request, a control command for executing notification indicating the intention to stop is output to the out-vehicle notification system 10a. Since the police vehicle can recognize the intention to stop, it becomes possible to smoothly perform the official duties of the police vehicle.

[0276] According to the 19th embodiment, along with recognizing the request for the stop position from the police vehicle, the host vehicle Am is made to stop at the stop position according to the request from the police vehicle. By complying with the request for the stop position of the police vehicle, it becomes possible to smoothly perform the official duties of the police vehicle.

[0277] (20th embodiment) As shown in FIGS. 34 to 35, the 20th embodiment is a modification of the 19th embodiment. The 20th embodiment will be described focusing on the points different from the 19th embodiment.

[0278] In the evacuation control determination unit 76 of the automatic driving ECU 50b in the 20th embodiment, as shown in FIG. 34, it is configured to be able to execute control of the host vehicle Am in cooperation with the automatic parking unit 50aA of the driving support ECU 50a. The automatic parking unit 50aA is provided as a functional unit for realizing the automatic parking function, and executes an automatic parking application installed as a program in the storage unit of the driving support ECU 50a in response to a request from the driver or the automatic driving ECU 50b.

[0279] The automatic parking application can generate a trajectory including a turn from the current position of the host vehicle Am to the designated position in order to move the host vehicle Am to the designated position. The automatic parking application can move the host vehicle Am at a low speed along the trajectory including the turn. The designated position may be a parking space in a parking lot or other positions.

[0280] The evacuation control determination unit 76 then determines the buffer time required to complete the evacuation control, based on the relative positions of the vehicle Am and the emergency vehicle Em, and the type of emergency vehicle Em. For example, on Japanese roads, police vehicles are more likely to be traveling at higher speeds than ambulances, so it is better to complete the evacuation control earlier. For this reason, the evacuation control determination unit 76 sets the buffer time for police vehicles to be shorter than the buffer time for ambulances. Alternatively, the evacuation control determination unit 76 may determine the buffer time based on the speed of the recognized emergency vehicle Em, instead of the type.

[0281] Next, the evacuation control determination unit 76 determines an evacuation control mode that can be completed within the available time. The evacuation control mode includes the selection of the evacuation position EP and the attitude at the evacuation position. As a result, the evacuation control modes can be classified into a first mode in which the aircraft can return from the evacuation position EP to the planned trajectory TAm without reversing, and a second mode in which the aircraft can return to trajectory TAm with reversing. The first mode is also called ideal evacuation control because it is easy to return to. The second mode is also called emergency evacuation control because it is difficult to return to.

[0282] If the mode of evacuating control is the first mode, after the execution of evacuating control, the evacuating control determination unit 76 decides to return to the planned track TAm using only the automatic driving function of the automatic driving ECU 50b, since counter-turning control is not required. On the other hand, if the mode of evacuating control is the second mode, after the execution of evacuating control, the evacuating control determination unit 76 decides to return to the planned track TAm with the support of the automatic parking application of the driving support ECU 50a, since counter-turning control is required. The automatic parking application may only perform the control of the reverse movement within the return track to track TAm. Note that any driving support application that includes counter-turning can be used as a substitute for the automatic parking application, such as a reverse assist application.

[0283] Furthermore, if the mode of evacuation control is the second mode, the evacuation control determination unit 76 may decide to transfer driving authority to the driver of the vehicle Am instead of using the automatic parking application. That is, the vehicle Am will return to the planned track TAm under manual driving by the driver. After returning to track TAm, the authority may be transferred to the system again, or the driver may continue to drive manually.

[0284] Furthermore, after determining the type of evacuation control, the evacuation control determination unit 76 generates a control command to send a notification to the occupants of its own vehicle Am indicating the type of evacuation control, and has the notification sent via the HCU 100.

[0285] Here, an example of the processing method by the automatic driving ECU 50b and HCU 100 in the 20th embodiment will be explained using the flowchart in Figure 35. S2001 and S2002 are the same as S1901 in the 19th embodiment. After processing in S2002, proceed to S2003.

[0286] In S2003, the evacuation control determination unit 76 sets a buffer time to complete the evacuation control according to the type of emergency vehicle Em, etc. In S2004, after processing in S2003, the evacuation control determination unit 76 determines the type of evacuation control that can be completed within the buffer time determined in S2003. After processing in S2004, the process proceeds to S2005.

[0287] In S2005, the retraction control determination unit 76 determines whether the retraction control is an emergency measure or not. If yes, proceed to S2006. If no, proceed to S2008.

[0288] In S2006, the evacuation control determination unit 76 decides to perform emergency evacuation control. The control execution unit 64 executes the control according to this decision. Furthermore, the evacuation control determination unit 76 generates and outputs a control command to perform a notification indicating that the current form of evacuation control is an emergency measure. In response, the content generation unit 82 generates content, and the speaker 22 and display device 21, via the device control unit 83, perform a notification directed to the occupants of the vehicle Am. After the processing in S2006, that is, after the completion of the evacuation control, the process proceeds to S2007.

[0289] In S2007, the retraction control decision unit 76 decides to return to the planned track TAm using the automatic parking application. That is, the return position is output to the automatic parking unit 50aA, and the automatic parking unit 50aA activates the automatic parking application, causing the vehicle Am to return to the return position from the track including the maneuver via the driving control ECU 40. The series of processes ends in S2007.

[0290] In S2008, if the determined evacuation control is not a stopgap measure, in other words, ideal, the evacuation control determination unit 76 decides to execute the ideal evacuation control. The control execution unit 64 executes the control according to this decision. Furthermore, the evacuation control determination unit 76 generates and outputs a control command to execute a notification indicating that the current evacuation control is an ideal one. In response, the content generation unit 82 generates content, and the speaker 22 and display device 21 execute a notification directed to the occupants of the vehicle Am via the device control unit 83. After processing in S2008, that is, after the completion of the evacuation control, the process proceeds to S2008.

[0291] In S2009, the evacuation control decision unit 76 decides to return to the planned trajectory TAm based on the processing of the automatic driving ECU 50b (action decision unit 63 and control execution unit 64). The control execution unit 64 executes the control according to this decision. The series of processes ends in S2009.

[0292] According to the 20th embodiment described above, the information regarding the emergency vehicle Em includes information about the type of emergency vehicle Em. Depending on the type, a buffer time is determined for completing the evacuation control to move the vehicle Am to a safe location, and the evacuation control for the vehicle Am is executed in a manner that can be completed within the buffer time. Therefore, the evacuation control can be executed appropriately according to the type of emergency vehicle Em.

[0293] Furthermore, according to the 20th embodiment, the information regarding the emergency vehicle Em includes information on the speed of the emergency vehicle Em. Based on the speed, a margin of time is determined to complete the evacuation control that moves the vehicle Am to the side, and the evacuation control of the vehicle Am is executed in a manner that can be completed within the margin of time. Therefore, the evacuation control is completed before the emergency vehicle Em reaches the vehicle Am, and the emergency vehicle Em is allowed to pass through smoothly.

[0294] Furthermore, according to the 20th embodiment, the vehicle Am is equipped with a notification system 10 that provides notification to the occupants of the vehicle Am, comprising at least one of a speaker 22 and a display device 21. The modes of evacuation control include a first mode in which the vehicle can return from the evacuation position EP to the planned track TAm without reversing, and a second mode in which the vehicle can return to track TAm with reversing. A control command is output to the notification system 10 to provide content indicating whether the mode of evacuation control is the first mode or the second mode. By recognizing the mode of evacuation control, the occupants of the vehicle Am can easily prepare for the transfer of authority to the driver in an emergency.

[0295] Furthermore, according to the 20th embodiment, the mode of retraction control includes a first mode in which the vehicle can return from the retraction position EP to the planned track TAm without reversing, and a second mode in which the vehicle can return to the track TAm with reversing. When the mode of retraction control is the second mode, after the execution of the retraction control, the vehicle Am is returned to the track TAm by reversing control using the automatic parking application. By utilizing the automatic parking application, the vehicle Am can be returned smoothly even when reversing is necessary for the return.

[0296] Furthermore, according to the 20th embodiment, the mode of the evacuation control includes a first mode in which the vehicle can return from the evacuation position EP to the planned track TAm without reversing, and a second mode in which the vehicle can return to track TAm with reversing. When the mode of the evacuation control is the second mode, after the execution of the evacuation control, the authority to drive the vehicle Am is transferred to the driver. By having the driver operate the vehicle manually, the vehicle Am can be returned smoothly even if reversing is required to return.

[0297] (21st Embodiment) As shown in Figure 36, the 21st embodiment is a modified version of the 20th embodiment. The 21st embodiment will be described focusing on the differences from the 20th embodiment.

[0298] In the 21st embodiment, the evacuation control determination unit 76 determines the mode of evacuation control considering the presence of vulnerable road users. Vulnerable road users include, for example, pedestrians and cyclists. Specifically, consider the case where the road on which the vehicle Am is traveling is near an intersection IS. In this case, the evacuation control determination unit 76 determines whether or not there are vulnerable road users within the intersection IS and decides to perform evacuation control to an evacuation position that is at least a preset distance threshold away from any vulnerable road users whose presence has been recognized. In other words, the area within a radius of the vulnerable road user within the aforementioned distance threshold is excluded from the evacuation position. The distance threshold may be, for example, 1 meter or 2 meters.

[0299] Next, a detailed example of how to determine the mode of the evacuation control in S2005 will be explained using the flowchart in Figure 36. In the first step, S2151, the evacuation control determination unit 76 determines whether or not there are vulnerable road users within the intersection IS. If yes, proceed to S2152. If no, proceed to S2154.

[0300] In S2152, the evacuation control determination unit 76 limits the evacuation position in determining the mode of evacuation control to candidate positions that are at least the distance threshold mentioned above from vulnerable road users. In S2153, following the processing in S2152, the evacuation control determination unit 76 determines the evacuation position and evacuation posture at the candidate positions limited in S2152 so that evacuation control can be completed within the available time. The series of processes ends with S2153.

[0301] In S2154, the retraction control determination unit 76 determines the retraction position and retraction posture so that the retraction control can be completed within the available time, without specifically limiting the retraction position. The series of processes ends with S2154.

[0302] According to the 21st embodiment described above, upon detecting the presence of a vulnerable road user within the intersection IS, the vehicle Am is moved to a evacuation position at a predetermined distance threshold or greater from the vulnerable road user. Therefore, the safety of the vulnerable road user is ensured while allowing the emergency vehicle Em to pass smoothly.

[0303] (22nd Embodiment) As shown in Figure 37, the 22nd embodiment is a modified version of the first embodiment. The 22nd embodiment will be described focusing on the differences from the first embodiment.

[0304] In the 21st embodiment, the evacuation control determination unit 76, after completing the evacuation control, checks whether the evacuation position EP was appropriate, and if it is not appropriate, decides to move the vehicle Am. Specifically, the evacuation control determination unit 76 determines whether the evacuation position EP is the destination of the emergency vehicle Em, and if it is the destination of the emergency vehicle Em, decides to move the vehicle Am.

[0305] The evacuation control determination unit 76 can determine, for example, that the evacuation position EP is the destination of the emergency vehicle Em if the emergency vehicle Em approaches the vehicle Am and waits at the same location for a period of time longer than a preset time threshold.

[0306] Next, a detailed example of the verification method after the implementation of the evacuation control will be explained using the flowchart in Figure 37. S2201 and S2202 are the same as S101 and S102. After processing S2202, proceed to S2203.

[0307] In S2203, the evacuation control determination unit 76 determines whether the vehicle Am has evacuated to the destination of the emergency vehicle Em. If yes, proceed to S2204. If no, proceed to S2205.

[0308] In S2204, the evacuation control determination unit 76 decides to quickly move its own vehicle Am away from the destination of the emergency vehicle Em. The control execution unit 64 executes the control according to this decision. The series of processes ends in S2204.

[0309] In S2205, the evacuation control determination unit 76 decides to have vehicle Am wait until the emergency vehicle Em passes near it. The series of processes ends with S2205.

[0310] According to the 22nd embodiment described above, if the evacuation control determines that the vehicle Am has evacuated to the destination of the emergency vehicle Em, the vehicle Am is then made to evacuate from its destination. Therefore, the emergency vehicle Em can reach its destination quickly.

[0311] (Other embodiments) Although several embodiments have been described above, this disclosure is not limited to those embodiments and can be applied to various embodiments and combinations without departing from the spirit of this disclosure.

[0312] As another embodiment, the processing method of the ninth embodiment may be applied to scenes other than those in which an emergency vehicle Em follows a convoy TJ. For example, in a scene in which an emergency vehicle Em is attempting to enter an intersection IS from a road different from the road in which the convoy TJ, including the vehicle Am, is located, the vehicle Am may be controlled in synchronization with the preceding vehicle Om1.

[0313] In another embodiment, in the 18th embodiment, if the position and direction of travel of the emergency vehicle Em are recognized at substantially the same time, the evacuation control determination unit 76 may skip the second stage from the first stage of notification and proceed to the third stage of notification. If the presence, position, and direction of travel of the emergency vehicle Em are recognized at substantially the same time through vehicle-to-vehicle communication or the like, the evacuation control determination unit 76 may start notification from the third stage.

[0314] Furthermore, in the 17th embodiment, assuming that the fire engine will rescue lives at the scene of a fire, it may be decided that, when ambulances and fire engines, as well as other types of vehicles, priority should be given to implementing evacuation control for ambulances and fire engines.

[0315] Furthermore, in the 18th embodiment, the HCU 100 may determine the stage and timing of the notification instead of the retraction control determination unit 76.

[0316] In other embodiments, vehicle control by the autonomous driving ECU 50b can be appropriately optimized according to the road traffic laws and customs of each country and region. For example, while embodiments 1 to 18 assumed left-hand traffic, vehicle control can be optimized assuming right-hand traffic. Furthermore, if the evacuation position EP and evacuation method for emergency vehicles Em are restricted by road traffic laws, etc., vehicle control can be optimized according to those restrictions.

[0317] In another embodiment, the intersection IS, where information is used to determine whether to perform evacuation control, may be various types of intersections. For example, the evacuation control determination unit 76 may determine whether to perform evacuation control for an emergency vehicle Em at a multi-way intersection such as a T-junction, a five-way intersection, a six-way intersection, a complex intersection including an overpass, a roundabout, and its surroundings.

[0318] In other embodiments, the vehicle having the above-described vehicle system 1 is not limited to a typical private passenger car, but may be a rental car, a manned taxi, a ride-sharing vehicle, etc.

[0319] The control unit and method described herein may be implemented by a dedicated computer comprising a processor programmed to perform one or more functions embodied by a computer program. Alternatively, the apparatus and method described herein may be implemented by a dedicated hardware logic circuit. Alternatively, the apparatus and method described herein may be implemented by one or more dedicated computers comprising a combination of a processor that executes a computer program and one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by the computer on a computer-readable non-transitional tangible recording medium.

[0320] (Disclosure of technical ideas) This specification discloses several technical concepts, as listed in the following paragraphs. Some paragraphs are written in a multiple dependent form, where subsequent paragraphs alternately refer to preceding paragraphs. These paragraphs written in a multiple dependent form define several technical concepts.

[0321] <Technical philosophy 1> A vehicle control device that autonomously controls the operation of its own vehicle (Am), Information gathering unit (62) that grasps information, The vehicle comprises a determination unit (63, 75, 76) that makes decisions regarding the autonomous driving control of the vehicle, The information gathering unit gathers information regarding the environment of the intersection (IS) that the vehicle is scheduled to travel through, and information regarding emergency vehicles (Em) present in the vicinity of the vehicle. The determination unit is a vehicle control device that determines whether or not to perform evacuation control to move the emergency vehicle out of the way based on the environment of the intersection.

[0322] <Technical philosophy 2> When the aforementioned vehicle is entering the intersection and intends to proceed through the intersection in a predetermined direction, and the emergency vehicle is following the aforementioned vehicle from behind, The vehicle control device according to Technical Concept 1, wherein the determination unit searches for an evacuation position (EP) that is outside the predicted trajectory (TEm) of the emergency vehicle and from which it is possible to return to the direction of travel, and determines to move the vehicle to the evacuation position.

[0323] <Technical philosophy 3> The vehicle control device according to Technical Concept 2, wherein the determination unit determines to move the vehicle to the retracted position in a vehicle posture that allows it to return to the direction of travel.

[0324] <Technical philosophy 4> A vehicle control device according to any one of technical concepts 1 to 3, further comprising a control execution unit (64) that performs the aforementioned evacuation control of the vehicle while the hazard lamps (45) are illuminated.

[0325] <Technical philosophy 5> When the aforementioned vehicle is planning to enter the intersection from the current road, and the emergency vehicle is about to enter the intersection from a road other than the current road that connects to the intersection, The vehicle control device according to any one of the technical concepts 1 to 4, wherein the determination unit determines that the vehicle itself will stop and wait on the current road.

[0326] <Technical philosophy 6> The information gathering unit gathers detection information from a sensor that detects the siren sound emitted from the emergency vehicle as information related to the emergency vehicle. The vehicle control device according to Technical Concept 1, wherein the determination unit, upon detecting the siren sound, temporarily stops the vehicle, and then, once at least one of the location and direction of travel of the emergency vehicle has been identified, determines the next action of the vehicle.

[0327] <Technical philosophy 7> When the aforementioned vehicle is located within the intersection, and the direction of travel of the emergency vehicle is the same as the direction of travel of the aforementioned vehicle, and the distance between the aforementioned vehicle and the emergency vehicle is greater than or equal to a predetermined threshold distance, The vehicle control device according to technical concept 6, wherein the determination unit determines to restart the vehicle in order to escape the intersection.

[0328] <Technical philosophy 8> When the aforementioned vehicle is located within the intersection, and the direction of travel of the emergency vehicle is the same as the direction of travel of the aforementioned vehicle, and the distance between the aforementioned vehicle and the emergency vehicle is less than a predetermined threshold distance, The determination unit is a vehicle control device according to the technical concept 6 or 7 which continues the temporary suspension of the vehicle.

[0329] <Technical philosophy 9> When the aforementioned vehicle is located within the intersection, and the direction of travel of the emergency vehicle is different from the direction of travel of the aforementioned vehicle, The vehicle control device according to any one of the technical concepts 6 to 8, wherein the determination unit determines to restart the vehicle in order to escape the intersection.

[0330] <Technical Thought 10> When the vehicle is located within the intersection, The vehicle control device according to technical concept 6, wherein the determination unit determines whether to continue the temporary stop of the vehicle or to restart the vehicle to escape the intersection, depending on whether there is a space available for the vehicle to move aside on the road connected to the intersection and located ahead in the direction of travel of the vehicle.

[0331] <Technical Thought 11> When the vehicle is on the road before entering the intersection, and the emergency vehicle is following the vehicle from behind, The vehicle control device according to Technical Concept 1, wherein the determination unit determines, if the vehicle is at the front of the road before entering the intersection, to move the vehicle to the outer perimeter (ISo) of the intersection.

[0332] <Technical Thought 12> When the vehicle is on the road before entering the intersection, and the emergency vehicle is following the vehicle from behind, The vehicle control device according to technical concept 1 or 11, wherein the determination unit determines, if the vehicle is following the leading vehicle on the road before entering the intersection, to move the vehicle to the road before entering the intersection.

[0333] <Technical Thought 13> When the vehicle is on the road before entering the intersection, and the emergency vehicle is following the vehicle from behind, The vehicle control device according to Technical Concept 1, wherein the determination unit determines to execute the evacuation control that deviates from traffic rules when the traffic signal (CTS) related to the direction of travel of the vehicle indicates a stop signal.

[0334] <Technical Thought 14> The vehicle control device according to technical concept 13, wherein the determination unit, in the avoidance control for deviating from the traffic rules, causes the vehicle to move to an avoidance position located within a range of less than or equal to a preset avoidance distance from the vehicle's entry point (AP) into the intersection.

[0335] <Technical Thought 15> When the aforementioned vehicle is scheduled to pass through the intersection, and the emergency vehicle is following the aforementioned vehicle from behind, and there is another vehicle (Om) in the intersection, The vehicle control device according to Technical Concept 1, wherein the determination unit determines to have the vehicle temporarily stop and issue an external notification to the other vehicle urging it to leave the intersection.

[0336] <Technical Thought 16> The vehicle control device according to technical concept 15, wherein the determination unit determines to execute the retreat control of its own vehicle when the other vehicle leaves the intersection.

[0337] <Technical Thought 17> As a result of the vehicle executing the evacuation control, the traffic signal in the direction of travel of the vehicle shows a stop signal, and the vehicle is left stranded within the intersection. The vehicle control device according to Technical Concept 1, wherein the determination unit determines that the vehicle should issue a notification to the driver of the vehicle, prompting the driver to resolve the situation through manual operation.

[0338] <Technical Thought 18> The vehicle control device according to Technical Concept 1, wherein the determination unit determines that, as a result of the vehicle executing the evacuation control, the traffic signal related to the direction of travel of the vehicle indicates a stop signal, and the vehicle is left stranded in the intersection, and then determines that after the vehicle has executed the evacuation control, the vehicle will travel in a direction different from the direction of travel that the vehicle had planned to travel.

[0339] <Technical Thought 19> If the vehicle is in a line of vehicles (TJ) on the road before entering the intersection, and the emergency vehicle is recognized, The vehicle control device according to Technical Concept 1, wherein the determination unit determines whether or not to transfer the authority to drive the vehicle to the driver of the vehicle, according to the relative position of the vehicle in the convoy.

[0340] <Technical Thought 20> The vehicle control device according to technical concept 19, wherein the determination unit determines to perform the authority transfer when the vehicle itself is at the front of the convoy.

[0341] <Technical Thought 21> When the emergency vehicle is following the convoy at the rear, The vehicle control device according to technical concept 19 or 20, wherein the determination unit determines to perform the delegation of authority when the vehicle itself is at the rear of the convoy.

[0342] <Technical Thought 22> The vehicle control device according to any one of the technical concepts 19 to 21, wherein the determination unit determines, when there is a preceding vehicle (Om1) relative to the vehicle in the convoy, to deny the execution of the authority transfer and to have the vehicle execute the evacuation control so that the vehicle follows the preceding vehicle.

[0343] <Technical Thought 23> The vehicle control device according to any one of the technical concepts 1, 19 to 22, wherein the determination unit determines to perform the transfer of authority if the emergency vehicle is stationary for a predetermined threshold time or longer.

[0344] <Technical Thought 24> The vehicle control device according to Technical Concept 1, wherein the evacuation control is a control that synchronizes with the evacuation actions of other vehicles present in the vicinity of the vehicle, separate from the emergency vehicle.

[0345] <Technical Thought 25> The vehicle control device according to technical concept 24, wherein the determination unit determines to move to a retraction position located on the side of the other vehicle's direction of travel.

[0346] <Technical Thought 26> The information gathering unit, when there is a vehicle following the vehicle (Om2), grasps the actions of the following vehicle, The vehicle control device according to technical concept 24 or 25, wherein the determination unit decides to perform the evacuation control in synchronization with the following vehicle.

[0347] <Technical Thought 27> When the aforementioned vehicle is in one of the lanes of a multi-lane road, The vehicle control device according to technical concept 24, wherein the determination unit searches for a siding in the lane where interference with other vehicles can be avoided, and if a suitable siding is not found, the vehicle changes lanes to another lane on the multi-lane road.

[0348] <Technical Thought 28> The vehicle control device according to technical concept 24, wherein the determination unit searches for a relocation position in which interference with other vehicles can be avoided, and if no suitable relocation position is found, it decides to transfer the authority to drive the vehicle to the driver of the vehicle.

[0349] <Technical Thought 29> The vehicle control device according to Technical Concept 1, wherein the determination unit determines that if there are multiple emergency vehicles that are expected to enter the intersection, it will perform the transfer of driving authority to the driver of its own vehicle.

[0350] <Technical Thought 30> The vehicle control device according to Technical Concept 1 is configured such that, when there are multiple emergency vehicles expected to enter the intersection, the vehicle moves to a relocation position that can secure a wider space than when there is only one vehicle.

[0351] <Technical Thought 31> The information relating to the emergency vehicle includes information relating to the type of emergency vehicle, The vehicle control device according to Technical Concept 1, wherein the determination unit determines whether or not to autonomously execute the evacuation control to evacuate the emergency vehicle according to the type.

[0352] <Technical Thought 32> The aforementioned categories include ambulances, fire engines, and police vehicles. The determination unit determines whether or not to transfer the authority to drive the vehicle to the driver if the authority transfer determination value calculated from various parameters is equal to or greater than a predetermined determination threshold. The vehicle control device according to technical concept 31, configured such that the authority delegation determination value is calculated to be a higher value when the type is an ambulance than when the type is a fire truck, and when the type is a fire truck, it is calculated to be a higher value than when the type is a police vehicle.

[0353] <Technical Thought 33> The aforementioned categories include ambulances, fire engines, and police vehicles. The vehicle control device according to technical concept 31, wherein the determination unit determines that the vehicle type is the ambulance or the fire truck, and performs the transfer of driving authority to the driver of the vehicle.

[0354] <Technical Thought 34> The aforementioned categories include ambulances and categories other than ambulances. The vehicle control device according to any one of the technical concepts 31 to 33, wherein the determination unit determines that when there are multiple emergency vehicles that are expected to enter the intersection, and both the ambulance and vehicles of other types are present, it will prioritize the execution of the evacuation control for the ambulance.

[0355] <Technical Thought 35> The vehicle is equipped with a notification system (10) that includes a speaker (22) and a display device (21) to provide notification to the occupants of the vehicle. A vehicle control device according to any one of Technical Concepts 1 to 34, wherein, upon the information gathering unit grasping detection information from a sensor that detects a siren sound emitted from the emergency vehicle as information related to the emergency vehicle, the determination unit outputs to the notification system a control command to notify the presence of the emergency vehicle via the speaker, and subsequently a control command to notify the display device of content prompting the emergency vehicle to evacuate and the driver to monitor the surroundings.

[0356] <Technical Thought 36> The vehicle control device according to technical concept 35, wherein, upon the information acquisition unit acquiring the location of the emergency vehicle as information relating to the emergency vehicle, the determination unit outputs a control command to the notification system to cause the display device to notify content indicating the location of the emergency vehicle.

[0357] <Technical Thought 37> The vehicle control device according to technical concept 36, wherein, upon the information acquisition unit acquiring the direction of travel of the emergency vehicle as information related to the emergency vehicle, the determination unit outputs a control command to the notification system to cause the display device to notify content indicating the direction of travel of the emergency vehicle.

[0358] <Technical Thought 38> A vehicle control device according to any one of the technical concepts 1 to 37, wherein, upon the information gathering unit recognizing a request for a forced stop from a police vehicle acting as an emergency vehicle on the road in which the vehicle is traveling, the determination unit decides to execute a stop for the vehicle.

[0359] <Technical Thought 39> The vehicle is equipped with an external notification system (10a) that performs notification to the outside of the vehicle, comprising at least one of an external speaker (22a), an external display device (21a), and a communication device (39). The vehicle control device according to technical concept 38, wherein the determination unit outputs a control command to the external notification system to perform a notification to the police vehicle indicating the intention to stop in conjunction with the stopping.

[0360] <Technical Thought 40> A vehicle control device according to technical concept 38 or 39, wherein, upon recognition by the information acquisition unit of a request for a stopping position from the police vehicle, the determination unit decides to stop its own vehicle at the stopping position requested by the police vehicle.

[0361] <Technical Thought 41> The information relating to the emergency vehicle includes information relating to the type of emergency vehicle, The vehicle control device according to Technical Concept 1, wherein the determination unit determines a margin of time to complete the evacuation control that moves the vehicle to a safe place according to the type, and determines to execute the evacuation control of the vehicle in a manner that can be completed within the margin of time.

[0362] <Technical Thought 42> The information relating to the emergency vehicle includes information on the speed of the emergency vehicle. The vehicle control device according to Technical Concept 1, wherein the determination unit determines a margin of time to complete the evacuation control that moves the vehicle to the side, according to the speed, and determines to execute the evacuation control of the vehicle in a manner that can be completed within the margin of time.

[0363] <Technical Thought 43> The vehicle is equipped with a notification system (10) that provides notification to the occupants of the vehicle, which includes at least one of a speaker (22) and a display device (21). The modes of the retraction control include a first mode in which the vehicle can return from the retraction position (EP) to the planned track (TAm) without switching, and a second mode in which the vehicle can return to the track with switching. The vehicle control device according to technical concept 41 or 42, wherein the determination unit outputs a control command to the notification system to notify content indicating whether the mode of the evacuation control is the first mode or the second mode.

[0364] <Technical Thought 44> The modes of the retraction control include a first mode in which the vehicle can return from the retraction position (EP) to the planned track (TAm) without switching, and a second mode in which the vehicle can return to the track with switching. The vehicle control device according to any one of the technical concepts 41 to 43, wherein the determination unit determines, when the mode of the evacuation control is the second mode, to return the vehicle to the track after the execution of the evacuation control by reverse control using a driving support application including reverse control.

[0365] <Technical Thought 45> The modes of the retraction control include a first mode in which the vehicle can return from the retraction position (EP) to the planned track (TAm) without switching, and a second mode in which the vehicle can return to the track with switching. The vehicle control device according to any one of the technical concepts 41 to 43, wherein the determination unit determines, when the mode of the evacuation control is the second mode, to transfer the authority to drive the vehicle to the driver of the vehicle after the execution of the evacuation control.

[0366] <Technical Thought 46> A vehicle control device according to any one of Technical Concepts 1 to 45, wherein, upon the information gathering unit's determination of the presence of a vulnerable road user within the intersection, the determination unit decides to execute the evacuation control to move the vulnerable road user to an evacuation position at a distance threshold set in advance.

[0367] <Technical Thought 47> The vehicle control device according to any one of claims 1 to 46, wherein the determination unit determines, based on the evacuation control, that its own vehicle has evacuated to the destination of the emergency vehicle, and then determines to evacuate from the destination.

[0368] <Technical Thought 48> A vehicle control method for autonomously controlling the operation of its own vehicle (Am), which is executed by at least one processor, This involves obtaining information regarding the environment of the intersection (IS) that the vehicle is scheduled to travel through, and information regarding emergency vehicles (Em) present in the vicinity of the vehicle. A vehicle control method comprising determining whether or not to perform evacuation control to move the emergency vehicle out of the way based on the environment of the intersection.

[0369] <Technical Thought 49> A vehicle control device that autonomously controls the operation of its own vehicle (Am), Information gathering unit (62) that grasps information, The vehicle comprises a determination unit (63, 75, 76) that makes decisions regarding the autonomous driving control of the vehicle, The information gathering unit gathers information regarding the road environment on which the vehicle is traveling and information regarding emergency vehicles (Em) present in the vicinity of the vehicle. A vehicle control device in which, upon the information gathering unit recognizing a request for a forced stop from a police vehicle acting as an emergency vehicle on the road in which the vehicle is traveling, the determination unit decides to stop the vehicle.

Claims

1. A vehicle control device that autonomously controls the operation of its own vehicle (Am), Information gathering unit (62) that grasps information, The vehicle includes a determination unit (63, 75, 76) that makes decisions regarding the autonomous driving control of the vehicle, The information gathering unit gathers information regarding the environment of the intersection (IS) that the vehicle is scheduled to travel through, and information regarding emergency vehicles (Em) present in the vicinity of the vehicle. The determination unit determines, based on the environment of the intersection, whether or not to perform evacuation control to move the emergency vehicle to a safe place. When the aforementioned vehicle is entering the intersection and intends to proceed through the intersection in a predetermined direction, and the emergency vehicle is following the aforementioned vehicle from behind, The determination unit searches for an evacuation position (EP) that is outside the predicted trajectory (TEm) of the emergency vehicle and from which it can return to the direction of travel, and determines to move the vehicle to the evacuation position.

2. The vehicle control device according to claim 1, wherein the determination unit determines to move the vehicle to a retracted position in a vehicle posture that allows it to return to the direction of travel.

3. The vehicle control device according to claim 1 or 2, further comprising a control execution unit (64) that performs the evacuation control of the vehicle while the hazard lamps (45) are illuminated.

4. When the aforementioned vehicle is planning to enter the intersection from the current road, and the emergency vehicle is about to enter the intersection from a road other than the current road that connects to the intersection, The vehicle control device according to claim 1, wherein the determination unit determines that the vehicle itself should stop and wait on the current road.

5. The information gathering unit gathers detection information from a sensor that detects the siren sound emitted from the emergency vehicle as information related to the emergency vehicle. The vehicle control device according to claim 1, wherein the determination unit, upon detecting the siren sound, temporarily stops the vehicle, and then, once at least one of the location and direction of travel of the emergency vehicle has been identified, determines the next action of the vehicle.

6. When the aforementioned vehicle is located within the intersection, and the direction of travel of the emergency vehicle is the same as the direction of travel of the aforementioned vehicle, and the distance between the aforementioned vehicle and the emergency vehicle is greater than or equal to a predetermined threshold distance, The vehicle control device according to claim 5, wherein the determination unit determines to restart the vehicle in order to escape the intersection.

7. When the aforementioned vehicle is located within the intersection, and the direction of travel of the emergency vehicle is the same as the direction of travel of the aforementioned vehicle, and the distance between the aforementioned vehicle and the emergency vehicle is less than a predetermined threshold distance, The vehicle control device according to claim 5, wherein the determination unit continues to temporarily stop the vehicle.

8. When the aforementioned vehicle is located within the intersection, and the direction of travel of the emergency vehicle is different from the direction of travel of the aforementioned vehicle, The vehicle control device according to claim 5, wherein the determination unit determines to restart the vehicle in order to escape the intersection.

9. When the vehicle is located within the intersection, The vehicle control device according to claim 5, wherein the determination unit determines whether there is space available for the vehicle to move aside on a road connected to the intersection and ahead in the direction of travel of the vehicle, and whether to continue the vehicle's temporary stop or to restart the vehicle to move away from the intersection.

10. When the vehicle is on the road before entering the intersection, and the emergency vehicle is following the vehicle from behind, The vehicle control device according to claim 1, wherein the determination unit determines, if the vehicle is at the front of the road before entering the intersection, to move the vehicle to the outer perimeter (Iso) of the intersection.

11. When the vehicle is on the road before entering the intersection, and the emergency vehicle is following the vehicle from behind, The vehicle control device according to claim 1 or 10, wherein the determination unit determines, if the vehicle is following the leading vehicle on the road before entering the intersection, to move the vehicle to the road before entering the intersection.

12. When the vehicle is on the road before entering the intersection, and the emergency vehicle is following the vehicle from behind, The vehicle control device according to claim 1, wherein the determination unit determines to execute the evacuation control that deviates from traffic rules when the traffic signal (CTS) related to the direction of travel of the vehicle indicates a stop signal.

13. The vehicle control device according to claim 12, wherein the determination unit causes the vehicle to move to a safe position within a range less than or equal to a preset safe distance from the point of entry (AP) of the vehicle into the intersection in the safe position control for deviating from the traffic rules.

14. When the aforementioned vehicle is scheduled to pass through the intersection, and the emergency vehicle is following the aforementioned vehicle from behind, and there is another vehicle (Om) in the intersection, The vehicle control device according to claim 1, wherein the determination unit determines to have the vehicle temporarily stop and issue an external notification to the other vehicle urging it to leave the intersection.

15. The vehicle control device according to claim 14, wherein the determination unit determines to execute the evacuation control of its own vehicle when the other vehicle leaves the intersection.

16. As a result of the vehicle executing the evacuation control, the traffic signal in the direction of travel of the vehicle shows a stop signal, and the vehicle is left stranded within the intersection. The vehicle control device according to claim 1, wherein the determination unit determines that the vehicle should issue a notification to the driver of the vehicle prompting the driver to resolve the situation through manual operation.

17. The vehicle control device according to claim 1, wherein the determination unit determines that, as a result of the vehicle performing the evacuation control, the traffic signal related to the direction of travel of the vehicle indicates a stop signal, and the vehicle is left stranded in the intersection, and then determines that after the vehicle performs the evacuation control, the vehicle will travel in a direction different from the direction of travel that the vehicle had planned to travel.

18. If the vehicle is in a line of vehicles (TJ) on the road before entering the intersection, and the emergency vehicle is recognized, The vehicle control device according to claim 1, wherein the determination unit determines whether or not to transfer the authority to drive the vehicle to the driver of the vehicle, according to the relative position of the vehicle in the convoy.

19. A vehicle control program that autonomously controls the operation of its own vehicle (Am), At least one processing unit (51) This involves obtaining information regarding the environment of the intersection (IS) that the vehicle is scheduled to travel through, and information regarding emergency vehicles (Em) present in the vicinity of the vehicle. Based on the environment of the aforementioned intersection, it is configured to determine whether or not to perform evacuation control to move the emergency vehicle to a safe place, and to perform the following: When the aforementioned vehicle is entering the intersection and intends to proceed through the intersection in a predetermined direction, and the emergency vehicle is following the aforementioned vehicle from behind, A vehicle control program that, in making the above determination, searches for an evacuation position (EP) that is outside the predicted trajectory (TEm) of the emergency vehicle but from which it is possible to return to the direction of travel, and decides to move the vehicle to the evacuation position.

20. A vehicle control method for autonomously controlling the operation of its own vehicle (Am), which is performed by at least one processing unit (51), This involves obtaining information regarding the environment of the intersection (IS) that the vehicle is scheduled to travel through, and information regarding emergency vehicles (Em) present in the vicinity of the vehicle. This includes determining whether or not to perform evacuation control to move the emergency vehicle out of the way based on the environment of the intersection, When the aforementioned vehicle is entering the intersection and intends to proceed through the intersection in a predetermined direction, and the emergency vehicle is following the aforementioned vehicle from behind, A vehicle control method that, in making the above determination, searches for a retreat position (EP) that is outside the predicted trajectory (TEm) of the emergency vehicle but from which it is possible to return to the direction of travel, and decides to move the vehicle to the retreat position.

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