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

Abstract

An automated driving ECU is an automated driving control device that enables a host vehicle (Am) to travel by means of an automated driving function. The automated driving ECU determines the occurrence of an obstructing vehicle (Ao) impeding travel of the host vehicle (Am), and when the obstructing vehicle (Ao) has arisen in front of the host vehicle (Am), sequentially implements peeking control and overtaking control. In the peeking control, the host vehicle (Am) moves so as to peek at the situation ahead of the obstructing vehicle (Ao). Then, in the overtaking control, the host vehicle (Ao) overtakes the obstructing vehicle (Ao). When the obstructing vehicle (Ao) has arisen in an intersection area (IA) located in front of the host vehicle (Am), the automated driving ECU changes the content of at least one of the peeking control and the overtaking control in accordance with information grasped in relation to the intersection area (IA).

Description

Cross - reference to related applications

[0001] This application is based on Japanese Patent Application No. 2023 - 023000 filed in Japan on February 17, 2023, and the content of the base application is incorporated herein by reference in its entirety.

Technical Field

[0002] The disclosure according to this specification relates to a technology of automatic driving control that enables a host vehicle to travel by an automatic driving function.

Background Art

[0003] In the automatic driving device disclosed in Patent Document 1, when the host vehicle is traveling through an intersection, or when obstacles around the host vehicle are recognized, a low - value manual driving switching threshold is calculated. When the operation amount of the driver is greater than or equal to the manual driving switching threshold, the automatic driving being executed is switched to manual driving.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

[0005] In the automatic driving device of Patent Document 1, when the host vehicle is traveling through an intersection, if a vehicle in front making a right or left turn becomes an obstacle, a low - value manual driving switching threshold is calculated, making it easy to interrupt the automatic driving. Thus, when it becomes easy to interrupt the automatic driving at an intersection, it becomes difficult to ensure the convenience of automatic driving.

[0006] The present disclosure aims to provide an automatic driving control device, an automatic driving control program, and an automatic driving control method capable of ensuring the convenience of automatic driving.

[0007] To achieve the above objective, one disclosed embodiment is an automatic driving control device that enables the vehicle to drive using an automatic driving function, comprising: an information sensing unit that grasps the occurrence of obstacles that hinder the vehicle's movement; and a driving control unit that, when an obstacle occurs in front of the vehicle, sequentially performs a peering control that moves the vehicle to peer into the situation beyond the obstacle, and an overtaking control that overtakes the obstacle, wherein the driving control unit modifies the content of at least one of the peering control and the overtaking control in accordance with the information grasped by the information sensing unit in relation to the intersection area when an obstacle occurs in the intersection area located in front of the vehicle.

[0008] Another disclosed embodiment is an automated driving control program that enables the vehicle to drive using an automated driving function, and includes the following processes: detecting the occurrence of an obstacle that hinders the vehicle's movement; when the obstacle occurs in front of the vehicle, sequentially performing a peering control to move the vehicle to peer into the situation beyond the obstacle, and an overtaking control to overtake the obstacle; and when an obstacle occurs in an intersection area located in front of the vehicle, modifying the content of at least one of the peering control and the overtaking control according to the information grasped in relation to the intersection area, thereby causing at least one processing unit to execute such a process.

[0009] Another disclosed embodiment is an automated driving control method that enables the vehicle to drive using an automated driving function, and includes in a process performed by at least one processing unit the following steps: to detect the occurrence of an obstacle that hinders the vehicle's movement; to sequentially perform a peering control, which moves the vehicle to peer into the situation beyond the obstacle when the obstacle occurs in front of the vehicle, and an overtaking control, which overtakes the obstacle; and to change the content of at least one of the peering control and the overtaking control according to the information obtained in relation to the intersection area when an obstacle occurs in the intersection area located in front of the vehicle.

[0010] In these embodiments, the content of at least one of the following is modified depending on the information obtained in relation to the intersection area: the peering control, which moves the vehicle to peer into the situation beyond the obstacle, and the overtaking control, which overtakes the obstacle. Therefore, even in intersection areas, the vehicle can appropriately avoid obstacles that would hinder its movement while continuing autonomous driving. Thus, the convenience of autonomous driving can be ensured.

[0011] Furthermore, the reference numbers in parentheses in the claims are merely examples of correspondences with specific configurations in the embodiments described later, and do not in any way limit the technical scope. In addition, combinations of claims not explicitly stated in the claims are also possible, provided that they do not cause any particular problems with the combination. [Brief explanation of the drawing]

[0012] [Figure 1] This figure shows the overall structure of the in-vehicle network, including the autonomous driving ECU, according to the first embodiment of this disclosure. [Figure 2] This is a block diagram showing the details of the autonomous driving ECU. [Figure 3] This diagram illustrates Scene 1, in which peeking control and overtaking control are implemented. [Figure 4] This diagram illustrates Scene 2, in which peeking control and overtaking control are implemented. [Figure 5] This diagram illustrates Scene 3, in which peeking control and overtaking control are implemented. [Figure 6] This diagram illustrates Scene 4, in which peeking control and overtaking control are implemented. [Figure 7] This diagram illustrates Scenario 5, where there is a possibility of overtaking the vehicle behind. [Figure 8] This is a diagram illustrating Scene 6, which involves multiple disabled vehicles. [Figure 9] This diagram illustrates Scene 7, in which an irregular behavior occurs in a disabled vehicle. [Figure 10] This flowchart shows the details of the main process for fault avoidance. [Figure 11] It is a flowchart showing details of peeking control processing. [Figure 12] It is a flowchart showing details of overtaking control processing together with FIG. 13. [Figure 13] It is a flowchart showing details of overtaking control processing together with FIG. 12. [Figure 14] It is a diagram for explaining Scene 8 where peeking control and overtaking control according to the second embodiment of the present disclosure are implemented. [Figure 15] It is a diagram for explaining Scene 9 where peeking control and overtaking control are implemented. [Figure 16] It is a diagram for explaining Scene 10 where peeking control and overtaking control are implemented. [Figure 17] It is a diagram for explaining Scene 11 where peeking control and overtaking control are implemented. [Figure 18] It is a diagram for explaining Scene 12 where peeking control is implemented during a right turn.

Embodiments for Carrying Out the Invention

[0013] Hereinafter, a plurality of embodiments of the present disclosure will be described based on the drawings. In each embodiment, the same reference numerals may be assigned to corresponding components, and redundant explanations may be omitted. When only a part of the configuration is described in each embodiment, the configuration of other previously described embodiments can be applied to other parts of the said configuration. Also, not only the combinations of configurations explicitly shown in the description of each embodiment, but also the configurations of multiple embodiments can be partially combined with each other without causing any problems in the combination, even if not explicitly stated. And combinations not explicitly shown between the configurations described in multiple embodiments and variations are also considered to be disclosed by the following description.

[0014] (First Embodiment) The functions of the automatic driving control device according to the first embodiment of the present disclosure are realized by the automatic driving ECU (Electronic Control Unit) 50 shown in FIGS. 1 and 2. The automatic driving ECU 50 is mounted on a vehicle (hereinafter, the host vehicle Am). By mounting the automatic driving ECU 50, the host vehicle Am becomes an automatic driving vehicle or a self-driving vehicle equipped with an automatic driving function and can travel by the automatic driving function.

[0015] The automatic driving ECU 50 is an in-vehicle ECU that realizes an autonomous driving function capable of substituting for the driver's driving operation. The automatic driving ECU 50 can perform highly advanced driving assistance or partial automatic driving of about level 2 and automatic driving of level 3 or higher in which the system is the control main body. The automatic driving level in the present disclosure is based on the standard defined by the Society of Automotive Engineers in the United States.

[0016] The automatic driving of level 2 is an automatic driving (eyes-on automatic driving) with a surrounding monitoring obligation that requires the driver to visually monitor the surroundings of the host vehicle. The automatic driving of level 2 includes hands-on automatic driving that obliges the driver to hold the steering wheel and hands-off automatic driving that does not oblige the driver to hold the steering wheel.

[0017] The automatic driving of level 3 is eyes-off automatic driving without a surrounding monitoring obligation that does not require monitoring of the surroundings of the host vehicle. The automatic driving ECU 50 may be able to execute the full automatic driving of level 4 in which the system performs all driving tasks under certain conditions and the full automatic driving of level 5 in which the system performs all driving tasks under all conditions. The automatic driving of level 4 is brain-off automatic driving in which a request for driving handover to the driver does not substantially occur. The automatic driving of level 5 is driverless automatic driving that does not require the driver to board.

[0018] The autonomous driving ECU 50 switches the control state of the autonomous driving function from among several options, which include at least autonomous driving control with surrounding monitoring obligations at Level 2 or lower, and autonomous driving control without surrounding monitoring obligations at Level 3 or higher. In the following explanation, autonomous driving control at Level 2 or lower will be referred to as "driver assistance control," and autonomous driving control at Level 3 or higher will be referred to as "autonomous driving control."

[0019] During periods of autonomous driving controlled by the vehicle Am, the driver may be permitted to perform specific actions other than driving (hereinafter referred to as "second tasks") as predetermined. Second tasks are legally permitted to the driver until a request for a driver change is issued by the Human Machine Interface Control Unit (HCU) 100 and the autonomous driving ECU 50 in cooperation, as described later. For example, watching entertainment content such as video content, operating devices such as smartphones, and eating are envisioned as second tasks.

[0020] [In-vehicle system configuration] The autonomous driving ECU 50 is communicated to the communication bus 99 of the in-vehicle network 1 installed in the vehicle Am. The communication bus 99 is connected to the driver monitor 29, surrounding monitoring sensors 30, locator 35, navigation ECU 38, in-vehicle communication device 39, driving control ECU 40, body ECU 43, and HCU 100, etc. These nodes connected to the communication bus 99 can communicate with each other. Certain nodes among these ECUs, etc., may be directly electrically connected to each other and can communicate without going through the communication bus 99.

[0021] The driver monitor 29 comprises a near-infrared light source, a near-infrared camera, and a control unit that controls them. The driver monitor 29 is installed, for example, on the top surface of the steering column or the instrument panel, with the near-infrared camera facing the headrest of the driver's seat. The driver monitor 29 captures images of the driver's head, which is illuminated with near-infrared light by the near-infrared light source, using the near-infrared camera. The images captured by the near-infrared camera are analyzed by the control unit. The control unit extracts information such as the driver's eye point position and gaze direction from the captured images. The driver monitor 29 provides the eye point position information and gaze direction information extracted by the control unit as driver status information to the HCU 100 and the autonomous driving ECU 50, etc.

[0022] 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 31, a millimeter-wave radar 32, a lidar 33, and a sonar 34. 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 autonomous driving ECU 50, etc.

[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 locator 35 further has a map database (hereinafter referred to as map DB) 36 that stores map data. The map DB 36 is mainly composed of a large-capacity storage medium that stores a large amount of 3D map data and 2D map data. The 3D map data is a so-called HD (High Definition) map and contains road information necessary for autonomous driving. Specifically, the 3D map data includes 3D shape information of roads and detailed information of each lane. The locator 35 can update the 3D map data and 2D map data to the latest information through external communication via an in-vehicle communication device 39. The locator 35 reads map data of the area around its current location from the map DB 36 and provides it to the autonomous driving ECU 50 and HCU 100, etc., along with locator information.

[0025] The navigation ECU 38 acquires destination information specified by the driver or other occupant 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 position to the destination. The navigation ECU 38 provides route information indicating the set route to the destination to the autonomous driving ECU 50 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, and notifying the driver of the vehicle's direction of travel at intersections and branching points.

[0026] Here, a user terminal such as a smartphone may be connected to the in-vehicle network 1 or HCU 100. Such a user terminal may provide the autonomous driving ECU 50, etc., with vehicle position information, direction information, and map data, etc., instead of the locator 35. Furthermore, the user terminal may provide route information to the destination to the autonomous driving ECU 50 and HCU 100, etc., instead of the navigation ECU 38.

[0027] The in-vehicle communication device 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 device 39 transmits and receives information wirelessly with roadside units installed along the road and other vehicles around the vehicle. For example, the in-vehicle communication device 39 receives traffic congestion information and traffic regulation information for the area around the vehicle Am's current location and in the direction of travel from the roadside unit. Traffic congestion information and traffic regulation information include, for example, VICS (registered trademark) information.

[0028] The in-vehicle communication device 39 may be capable of receiving signal information indicating the lighting pattern of traffic signals installed at the intersection ahead, and detection information of objects around the intersection ahead, such as stopped vehicles, parked vehicles, pedestrians Pd (see Figure 5), and cyclists, from roadside units and other vehicles. The in-vehicle communication device 39 provides the received traffic congestion information, traffic regulation information, signal information, and detection information to the automatic driving ECU 50 and HCU 100, etc.

[0029] The driving control ECU 40 is an electronic control unit mainly consisting of a microcontroller. Based on detection signals from wheel speed sensors located at the hubs of each wheel, the driving control ECU 40 generates vehicle speed information indicating the current driving speed of the vehicle Am, and sequentially outputs the generated vehicle speed information to the communication bus 99. The driving control ECU 40 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU. Based on operation commands from the driver's driving operations or control commands from the automatic driving ECU 50, the driving control ECU 40 continuously performs brake force control of each wheel, output control of the onboard power source, and steering angle control.

[0030] The body ECU 43 is an electronic control unit that mainly includes a microcontroller. The body ECU 43 has at least the function of controlling the operation of lighting devices (e.g., turn signals 44, etc.) mounted on the vehicle Am. Based on the detection of user operation input to a turn signal switch provided on the steering column, etc., the body ECU 43 starts flashing either the left or right turn signal 44 (indicator) corresponding to the direction of operation. In addition, based on control commands received from the autonomous driving ECU 50, the body ECU 43 starts flashing either the left or right turn signal 44 corresponding to the direction of movement of the vehicle Am when the vehicle changes lanes automatically due to driver assistance control or autonomous driving control.

[0031] The HCU100, along with multiple display devices, an audio device 24, ambient lighting 25, and an operating device 26, constitutes the HMI (Human Machine Interface) system 10. The HMI system 10 has an input interface function that accepts operations from the driver or other occupants of the vehicle Am, and an output interface function that presents information to the driver.

[0032] The display device presents information to the driver through visual means, such as image display. The display device includes a meter display 21, a center information display (hereinafter referred to as CID) 22, and a head-up display (hereinafter referred to as HUD) 23, etc. The CID 22 has touch panel functionality and detects touch operations on the display screen by the driver or the like.

[0033] The audio system 24 has multiple speakers installed in the cabin in a configuration surrounding the driver's seat, and reproduces notification sounds or voice messages in the cabin through the speakers. The ambient light 25 is provided on the instrument panel and steering wheel, etc. The ambient light 25 provides information using the driver's peripheral vision by changing the color of the emitted light.

[0034] The operating device 26 is an input unit that receives user input from the driver or other user. User inputs to the operating device 26 include, for example, user operations related to the activation and deactivation of the autonomous driving function, and user operations related to setting the destination for route guidance. The operating device 26 includes steering switches provided on the spokes of the steering wheel, operating levers provided on the steering column, and a voice input device that recognizes the content of the driver's speech.

[0035] The HCU100 is a computer that primarily includes a control circuit equipped with a processing unit 11, RAM 12, storage unit 13, input / output interface 14, and a bus connecting these components. The HCU100 functions as a presentation control device and comprehensively controls information presentation using multiple display devices, audio equipment 24, and ambient light 25.

[0036] The HCU100, in cooperation with the autonomous driving ECU50, presents information related to autonomous driving. The HCU100 obtains control status information indicating the operating status of the autonomous driving function, and requests to present information related to the autonomous driving function, from the autonomous driving ECU50. Based on the control status information and requests, the HCU100 provides content and presents information that matches the operating status of the autonomous driving. For example, if the autonomous driving ECU50 is scheduled to terminate autonomous driving control, the HCU100 will issue a notification requesting the driver to take over, in other words, a notification requesting a driver change.

[0037] The HCU100 acquires operation information indicating the content of user operations from the CID22 and the operation device 26, etc. The HCU100 provides operation information of user operations related to the autonomous driving function to the autonomous driving ECU50. The HCU100 provides operation information of user operations setting the destination of the vehicle Am to the navigation ECU38.

[0038] [Configuration of the Autonomous Driving ECU] The autonomous driving ECU 50 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 executes various processes (instructions) to realize the autonomous driving control method of this disclosure by accessing the RAM 52. The storage unit 53 stores various programs (autonomous driving control programs, etc.) executed by the processing unit 51. Through the execution of programs by the processing unit 51, the autonomous driving ECU 50 is configured with multiple functional units for realizing autonomous driving functions, such as an information linkage unit 61, an environment recognition unit 62, an action judgment unit 63, a control execution unit 64, and an equipment control unit 65 (see Figure 2).

[0039] The information linkage unit 61 provides information to the HCU 100 and acquires information from the HCU 100 and the driver monitor 29. The information linkage unit 61 acquires control state information indicating the operating status of the autonomous driving function from the action decision unit 63 and provides the acquired control state information to the HCU 100. The control state information includes information indicating the autonomous driving level of the autonomous driving function that is in operation. The information linkage unit 61 has an HMI information acquisition unit 71 and a notification request unit 72 as sub-function units for information linkage with the HCU 100 and the driver monitor 29.

[0040] The HMI information acquisition unit 71 understands the content of user operations input to the CID 22 and operation device 26, etc., by the driver, etc., based on operation information acquired from the HCU 100. The HMI information acquisition unit 71 understands, for example, Level 2 transition operations that instruct a transition from manual driving to driver assistance control, and Level 3 transition operations that instruct a transition from driver assistance control to autonomous driving control. Furthermore, the HMI information acquisition unit 71 understands the driver's actions based on driver status information acquired from the driver monitor 29. During the period of driving under driver assistance control or autonomous driving control, the HMI information acquisition unit 71 continuously understands the driver's driving posture, gaze direction, whether or not surrounding monitoring is being performed, whether or not a second task is being performed, and the degree of alertness, etc.

[0041] The notification request unit 72 enables the HCU 100 to perform notifications synchronized with the operating status of the autonomous driving function by outputting a notification request to the HCU 100. For example, if the autonomous driving control is scheduled to end, the notification request unit 72 outputs a notification request to the HCU 100 requesting a driver change. The notification request unit 72 also outputs notifications related to the peeking control and overtaking control described later to the HCU 100. Based on the notification requests received from the notification request unit 72, the HCU 100 performs notifications by appropriately combining virtual image display or screen display by a display device, playback of notification sounds or messages by the audio device 24, and ambient display by ambient light 25.

[0042] The environmental recognition unit 62 recognizes the driving environment of its own vehicle Am by combining locator information and map data acquired from the locator 35 and detection information acquired from the surrounding monitoring sensor 30. The environmental recognition unit 62 can use the detection information received by the in-vehicle communication device 39 to recognize the driving environment. The environmental recognition unit 62 acquires route information from the navigation ECU 38 and provides the acquired route information to the action decision unit 63. The environmental recognition unit 62 acquires vehicle speed information indicating the current driving speed from the communication bus 99 as information indicating the state of its own vehicle Am. The environmental recognition unit 62 has a vehicle detection unit 73 and a road detection unit 74 as sub-function units for driving environment recognition.

[0043] The other vehicle detection unit 73 grasps the relative position and relative speed of dynamic objects around the vehicle, such as other vehicles traveling around the vehicle Am. The other vehicle detection unit 73 also grasps the occurrence of obstacles that obstruct the movement of the vehicle Am (see Obstacle Vehicle Ao in Figure 3) in scenes where, for example, the peeking control and overtaking control described later are performed. The other vehicle detection unit 73 grasps the relative position of vehicles such as temporarily stopped vehicles, parked vehicles, and construction vehicles located in front of the vehicle Am. Furthermore, the other vehicle detection unit 73 grasps the relative position and relative speed of other vehicles traveling in the adjacent lane Lnd (see Figure 3) and determines whether there is space for the vehicle Am to move in the adjacent lane Lnd.

[0044] The road awareness unit 74 acquires information related to the road on which the vehicle Am is traveling or the road on which it is scheduled to travel. Specifically, when the vehicle Am is traveling on a road with multiple lanes, the road awareness unit 74 identifies the location of the vehicle's lane Lns (see Figure 3) in which the vehicle Am is traveling. In addition, the road awareness unit 74 acquires route information from the navigation ECU 38 and identifies the lane in which the vehicle Am should travel among the multiple lanes.

[0045] The road awareness unit 74 determines whether the road on which the vehicle Am is traveling or is scheduled to travel is within a pre-defined permitted area. In the permitted area, Level 3 or higher autonomous driving control is permitted. The condition for whether or not it is a permitted area corresponds to the road conditions within the Operational Design Domain. The Operational Design Domain is a set of specific conditions related to the design driving environment that is the premise for the normal operation of the autonomous driving ECU 50, and is set according to the capabilities of the autonomous driving ECU 50. Information indicating whether or not it is a permitted area may be recorded in the map data stored in the map DB 36, or it may be included in the received information received by the in-vehicle communication device 39. For example, expressways, motorways, and certain general roads that have been prepared to enable autonomous driving are considered permitted areas.

[0046] If the autonomous driving ECU 50 has control over the driving operation, the action decision unit 63 generates a planned driving line for the vehicle Am based on the results of the driving environment recognition by the environment recognition unit 62 and the route information generated by the navigation ECU 38. The action decision unit 63 outputs the generated planned driving line to the control execution unit 64. The action decision unit 63 has a control switching unit 75 as a sub-function unit for controlling the operating state of the autonomous driving function.

[0047] The control switching unit 75 works in conjunction with the HCU 100 to control the driver changeover between the autonomous driving ECU 50 and the driver. The control switching unit 75 switches between Level 2 driver assistance control, which requires the driver to monitor the surroundings, and Level 3 or higher autonomous driving control, which does not require the driver to monitor the surroundings. The control switching unit 75 permits Level 3 or higher autonomous driving on roads within the permitted area, and only permits Level 2 autonomous driving on roads outside the permitted area. Furthermore, the control switching unit 75 switches between Level 3 autonomous driving and Level 4 or Level 5 autonomous driving within the autonomous driving control that does not require the driver to monitor the surroundings. The control switching unit 75 generates control state information indicating the current operating state of the autonomous driving function and provides the generated control state information to the information linkage unit 61, etc.

[0048] When the automatic driving ECU 50 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 planned driving line generated by the action decision unit 63. Specifically, the control execution unit 64 generates control commands based on the planned driving line and sequentially outputs the generated control commands to the driving control ECU 40.

[0049] The equipment control unit 65 controls the start and end of the flashing operation of the turn signals 44 by outputting control commands directed to the body ECU 43. The equipment control unit 65 causes the flashing operation of the turn signals 44 on the adjacent lane Lnd and the own lane Lns to be performed continuously in conjunction with the implementation of the peeking control and overtaking control described later (see Figure 6).

[0050] [Peering control and overtaking control] The autonomous driving ECU 50 described above includes a driving control unit 76 as a sub-function unit within the action decision unit 63. When the environment recognition unit 62 detects an obstacle in front of the vehicle that is hindering the vehicle's movement, the driving control unit 76 performs overtaking control to pass the obstacle. At this time, the driving control unit 76 performs peering control before starting the overtaking control. Peering control is a low-speed movement control that moves the front of the vehicle Am closer to the adjacent lane to check what is beyond the obstacle. With peering control, the front of the vehicle Am will extend into the adjacent lane depending on the situation. By performing peering control, the driver or the surrounding monitoring sensor 30, which is monitoring the surroundings, can more easily check what is beyond the obstacle.

[0051] The above-described lean-in control and overtaking control are implemented, for example, in scenarios such as overtaking a parked vehicle that acts as an obstacle on a two-lane road. Furthermore, lean-in control and overtaking control are implemented not only in scenarios where the vehicle is driving on public roads, but also in scenarios such as passing through intersections. Lean-in control and overtaking control are implemented both under Level 2 (hands-off) control conditions where the driver has an obligation to monitor the surroundings, and under Level 3 or higher control conditions where the driver does not have an obligation to monitor the surroundings.

[0052] More specifically, in the intersection area IA (see Figure 3), the environmental recognition unit 62 recognizes vehicles located in front of the vehicle Am as obstacle vehicles Ao (see Figure 3), including parked vehicles waiting to turn right or left, parked vehicles on the road, and construction vehicles involved in road construction. The intersection area IA is defined, for example, between the stop lines surrounding the intersection, so as to include the area where a pedestrian crossing is provided. The environmental recognition unit 62 also grasps information related to the intersection area IA, such as whether the vehicle Am is located within the intersection area IA, whether a traffic signal TL (see Figure 3) is installed at the intersection, and whether there is a vehicle Ab (see Figures 6 and 7) behind the vehicle. In addition, the environmental recognition unit 62 grasps whether the planned section for overtaking control overlaps with the intersection area IA, whether there is space for the vehicle Am beyond the intersection area IA, and whether there is an oncoming vehicle Ac (see Figures 6 and 7). Furthermore, the environmental recognition unit 62 determines whether the remaining distance from the vehicle Am to the intersection area IA (such as the stop line on the near side) exceeds a predetermined distance.

[0053] When an obstructing vehicle Ao occurs in the intersection area IA located in front of the vehicle Am, the driving control unit 76 changes the content of at least one of the peeking control and overtaking control according to the above information grasped by the environment recognition unit 62 in relation to the intersection area IA. Specifically, the driving control unit 76 changes the content of the peeking control depending on whether the vehicle Am is located in the intersection area IA, whether a traffic signal TL is installed in the intersection area IA, and whether there is a vehicle Ab behind. In addition, the driving control unit 76 changes the content of the overtaking control depending on whether the planned section for overtaking control overlaps with the intersection area IA, whether there is space for the vehicle Am beyond the intersection area IA, and whether there is an oncoming vehicle Ac. Furthermore, the driving control unit 76 changes the content of the overtaking control depending on whether the remaining distance from the vehicle Am to the intersection area IA exceeds a predetermined distance.

[0054] The following details of several scenes in which peeking control and overtaking control are implemented in intersection area IA will be explained based on Figures 3 to 9, with reference to Figures 1 and 2.

[0055] The following explanation assumes a traffic environment where vehicles travel on the left side of the road. However, the overtaking control and overtaking control described herein are also applicable to traffic environments where vehicles travel on the right side of the road. More specifically, the controls described below for overtaking an obstructing vehicle Ao from the right side are applicable to the controls for overtaking an obstructing vehicle Ao from the left side in a traffic environment where vehicles travel on the right side of the road. Similarly, the controls described below for overtaking an obstructing vehicle Ao from the left side are applicable to the controls for overtaking an obstructing vehicle Ao from the right side in a traffic environment where vehicles travel on the right side of the road. Furthermore, in a traffic environment where vehicles travel on the left side of the road, a right turn involves passing through an intersection that crosses the oncoming lane Lno, while a left turn involves passing through an intersection that does not cross the oncoming lane Lno. In contrast, in a traffic environment where vehicles travel on the right side of the road, a left turn involves passing through an intersection that crosses the oncoming lane Lno, while a right turn involves passing through an intersection that does not cross the oncoming lane Lno. Therefore, the matters related to right and left turns, which will be discussed later, can also be applied to traffic environments where vehicles travel on the right side of the road, by simply reversing the left and right directions.

[0056] [Scene 1: Overtaking a vehicle waiting to turn left] In Scene 1 shown in Figure 3, peering control and overtaking control are performed to avoid obstructing vehicle Ao waiting to turn left within intersection area IA. In Scene 1, vehicle Am performs peering control outside intersection area IA. In such scenes, the environment recognition unit 62 determines whether vehicle Am is inside intersection area IA, or in other words, whether vehicle Am has entered intersection area IA.

[0057] The driving control unit 76 changes the content of the peering control depending on whether the peering control is performed within the intersection area IA (see Figure 6) or outside the intersection area IA. Specifically, the driving control unit 76 changes the distance VD between the vehicle and the obstacle vehicle Ao that is the target of the peering control, depending on whether it is inside or outside the intersection area IA. When the driving control unit 76 performs peering control outside the intersection area IA, it shortens the distance VD between the vehicle Am and the obstacle vehicle Ao compared to when the peering control is performed inside the intersection area IA.

[0058] The driving control unit 76 changes the threshold for the speed of implementation of the peering control depending on whether the peering control is performed within the intersection area IA or outside the intersection area IA. When performing peering control outside the intersection area IA, the driving control unit 76 causes its own vehicle Am to come to a complete stop in front of the obstructing vehicle Ao. After coming to a complete stop, vehicle Am begins to move toward the adjacent lane Lnd to perform the peering. On the other hand, when performing peering control within the intersection area IA, the driving control unit 76 omits the complete stop in front of the obstructing vehicle Ao.

[0059] In the peering control, the driving control unit 76 controls the steering toward the overtaking side (to the right in Figure 3) while moving the vehicle Am to a position where the driver or the surrounding monitoring sensor 30 can perceive the situation ahead of the obstructed vehicle Ao. The driving control unit 76 may, in cooperation with the environment recognition unit 62, move the vehicle Am forward until the detection range of the surrounding monitoring sensor 30 satisfies predetermined conditions. The driving control unit 76 temporarily stops the vehicle Am with its front end extending beyond the side of the obstructed vehicle Ao toward the overtaking side. The front end of the vehicle Am may be extending into the adjacent lane Lnd.

[0060] The environmental recognition unit 62, upon implementation of the peering control, checks whether there is space for the vehicle Am in the lane to which the vehicle Am will return after the overtaking control (vehicle lane Lns). If it is confirmed that there is space for the vehicle Am beyond the intersection area IA, the driving control unit 76 transitions from peering control to overtaking control. At this time, the notification request unit 72 causes the HMI system 10 to provide notification (hereinafter referred to as control transition notification) to the driver or other occupants of the transition from peering control to overtaking control. For example, the transition from peering control to overtaking control is notified to the driver or other occupants by a change in the status display on the meter display 21.

[0061] The driving control unit 76 changes the content of the overtaking control depending on whether it is performed in a section that includes intersection area IA or in a section that does not include intersection area IA. Specifically, when the driving control unit 76 performs overtaking control in a section that includes intersection area IA, it suppresses the driving speed of the vehicle Am in the overtaking control compared to when it performs overtaking control in a section that does not include intersection area IA, and performs overtaking at a lower speed. As an example, the driving control unit 76 sets the upper limit of the driving speed of the vehicle Am in the overtaking control to a speed that is a predetermined speed (for example, about 20 km / h) greater (higher) than the driving speed in the peering control (for example, slow speed).

[0062] The driving control unit 76 causes vehicle Am to travel at a low speed so as to pass the obstacle vehicle Ao to the right. After overtaking the obstacle vehicle Ao, vehicle Am begins to move to the left within the intersection area IA and returns to its own lane Lns. When the driving control unit 76 performs overtaking control in a section that includes the intersection area IA, it increases the degree to which vehicle Am swerves away from the obstacle vehicle Ao (to the right in Figure 3) compared to when the overtaking control is performed in a section that does not include the intersection area IA.

[0063] If the environmental recognition unit 62 detects at least one of the oncoming vehicle Ac and the following vehicle Ab, the equipment control unit 65 activates the turn signal 44 in conjunction with the overtaking control (see Figure 6). Conversely, if the environmental recognition unit 62 does not detect the oncoming vehicle Ac and the following vehicle Ab, the activation of the turn signal 44 in the overtaking control is omitted.

[0064] Here, a traffic signal TL is installed in intersection area IA shown in Figure 3. The environmental recognition unit 62 determines whether or not a traffic signal TL is installed in intersection area IA. If a traffic signal TL is installed in intersection area IA, the environmental recognition unit 62 further determines the status of the traffic signal TL in front of the vehicle, that is, the lighting pattern (light status) of the traffic signal TL. The environmental recognition unit 62 determines whether the traffic signal TL is lit in blue, yellow, or red. If the environmental recognition unit 62 cannot determine the lighting pattern of the traffic signal TL in front of the vehicle, it may determine whether or not the traffic signal is red by determining the lighting patterns of the traffic signal TL to the left or right.

[0065] The driving control unit 76 performs peeking control and overtaking control when a traffic signal TL is installed in intersection area IA and the traffic signal TL in front of the vehicle is green, or when both traffic signals TL to the left and right are red. Conversely, the driving control unit 76 restricts the performance of peeking control when the traffic signal TL in front of the vehicle is yellow or red. The driving control unit 76 immediately stops peeking control when the traffic signal TL changes from a green light to a yellow light. If the traffic signal TL is yellow, the driving control unit 76 does not start peeking control, similar to when the traffic signal TL is red.

[0066] The driving control unit 76 restricts the implementation of peeking control and overtaking control if there is no traffic signal TL installed in the intersection area IA. Specifically, the driving control unit 76 does not implement peeking control and overtaking control in the intersection area IA where there is no traffic signal TL. Alternatively, in the intersection area IA where there is no traffic signal TL, the driving control unit 76 may implement overtaking control while maintaining the slow speed for peeking control, or it may implement peeking control and overtaking control so as to drive in a position where it is not in a blind spot for other surrounding vehicles.

[0067] [Scene 2: A scene showing traffic congestion ahead in the intersection area] In Scene 2 shown in Figure 4, similar to the scene shown in Figure 3, peering control and overtaking control are performed to avoid the obstructing vehicle Ao waiting to turn left within the intersection area IA. In the scene shown in Figure 4, there is congestion beyond the intersection area IA. Therefore, by performing peering control, the environment recognition unit 62 determines that there is no space for the vehicle Am in the vehicle lane Lns beyond the intersection area IA before the vehicle Am enters the intersection area IA.

[0068] If there are many preceding vehicles beyond the intersection area IA and vehicle Am cannot exit the intersection area IA, the driving control unit 76 modifies the overtaking control so that a predetermined space is secured beyond the intersection area IA. For example, the driving control unit 76 restricts vehicle Am's entry into the intersection area IA through overtaking control. Vehicle Am waits before the intersection area IA, straddling its own lane Lns and the adjacent lane Lnd, for a space to become available beyond the intersection area IA. The driving control unit 76 starts vehicle Am when a predetermined space becomes available beyond the intersection area IA.

[0069] As another example, if there is no predetermined space beyond the intersection area IA, the driving control unit 76 suppresses the driving speed of its own vehicle Am in overtaking control compared to when space is available. The driving control unit 76 adjusts the speed of its own vehicle Am as it travels through the intersection area IA so that it reaches the area beyond the intersection area IA at the timing when the predetermined space is secured by the movement of the preceding vehicle.

[0070] [Scene 3: Overtaking scene with pedestrians waiting to cross the road] In Scene 3 shown in Figure 5, similar to the scenes shown in Figure 3, peeking control and overtaking control are performed to avoid the obstructing vehicle Ao waiting to turn left within the intersection area IA. In the scene shown in Figure 5, a pedestrian Pd is present in the waiting area WA facing the intersection area IA. Pedestrian Pd is waiting near the roadway (vehicle lane Lns) for the pedestrian traffic signal TLp to change in order to cross the crosswalk.

[0071] The environment recognition unit 62 determines whether or not a pedestrian Pd is present in the waiting area WA on one side of the left-right direction (the left side in Figure 5) where the vehicle moves during the latter half of the overtaking control. If a pedestrian Pd is present in the waiting area WA, the driving control unit 76 changes the driving line of the vehicle Am during the overtaking control. Specifically, if a pedestrian Pd is present in the waiting area WA, the driving control unit 76 increases the degree to which the vehicle Am bulges away from the pedestrian Pd (to the right side in Figure 5) compared to when there is no pedestrian Pd in ​​the waiting area WA. In other words, the driving control unit 76 extends the planned overtaking control section forward and adjusts the driving line to delay the timing of returning from the adjacent lane Lnd to the vehicle's lane Lns. This ensures a safe distance between the pedestrian Pd and the vehicle Am, and makes it less likely for the pedestrian Pd to feel that the vehicle Am is approaching.

[0072] [Scene 4: Overtaking a vehicle waiting to turn right] In Scene 4 shown in Figure 6, peering control and overtaking control are performed to avoid obstructing vehicle Ao waiting to turn right within intersection area IA. In the scene shown in Figure 6, vehicle Am performs peering control and overtaking control after entering intersection area IA. The environment recognition unit 62 determines that vehicle Am is located within intersection area IA.

[0073] When the driving control unit 76 performs peering control within the intersection area IA, it makes the distance VD to the obstacle vehicle Ao that is the target of the peering control longer than when the peering control is performed outside the intersection area IA (see Figure 3). In addition, when performing peering control within the intersection area IA, the driving control unit 76 omits the temporary stop that is performed before the obstacle vehicle Ao. The driving control unit 76 slows down its own vehicle Am to a slow speed, then steers it toward the overtaking side (left side in Figure 6) to move toward the adjacent lane Lnd for peering.

[0074] Before starting the peering control, the environmental recognition unit 62 identifies the vehicle Af located in front of the vehicle Am in intersection area IA. The vehicle Af may be an obstructing vehicle Ao waiting to turn right in intersection area IA. The environmental recognition unit 62 also identifies the presence of the vehicle Af and whether or not the vehicle Af is stopped. During the peering control, the environmental recognition unit 62 identifies the presence of a vehicle Ab traveling behind the vehicle Am, and an oncoming vehicle Ac waiting to turn right in the oncoming lane Lno. If the environmental recognition unit 62 identifies the presence of the vehicle Ab, it further identifies the relative position and relative speed of this vehicle Ab with respect to the vehicle Am.

[0075] The driving control unit 76 restricts the implementation of peering control, which treats the vehicle ahead Af as an obstacle vehicle Ao, if the vehicle ahead Af is moving. That is, if the vehicle ahead Af is not stopped, the driving control unit 76 does not perform peering control to ascertain the situation ahead of the vehicle ahead Af. The driving control unit 76 changes the content of peering control when the environment recognition unit 62 detects a vehicle behind Ab. If a vehicle behind Ab is present, the driving control unit 76 changes the peering position in the peering control according to the relative position of the vehicle behind Ab. Specifically, if a vehicle behind Ab is present in the adjacent lane Lnd on the moving side of the vehicle Am (left side in Figure 6), the driving control unit 76 suppresses the amount of peering of the vehicle Am in the peering control compared to when the vehicle behind Ab is in the vehicle's lane Lns. The amount of peering is the amount the front of the vehicle Am protrudes from the reference position to the adjacent lane Lnd, with the lane marking between the vehicle's lane Lns and the adjacent lane Lnd as the reference position. The driving control unit 76, when a vehicle Ab behind is present in the adjacent lane Lnd, reduces the amount of leaning over to approximately zero and temporarily stops the vehicle Am in a position where the front of the adjacent lane Lnd does not extend into the extended area within the intersection area IA. The reference position for defining the amount of leaning over may be the side of the obstructing vehicle Ao on the adjacent lane Lnd side, rather than the lane marking between the vehicle's own lane Lns and the adjacent lane Lnd.

[0076] The driving control unit 76 increases or decreases the amount of leaning in according to the relative speed of the rear vehicle Ab when a rear vehicle Ab is present. The driving control unit 76 decreases the amount of leaning in the greater the relative speed of the rear vehicle Ab, and increases the amount of leaning in the greater the relative speed of the rear vehicle Ab. Furthermore, when a rear vehicle Ab is present in the adjacent lane Lnd, the driving control unit 76 ensures a longer distance VD between the vehicle Am and the obstacle vehicle Ao than when a rear vehicle Ab is present in the vehicle's own lane Lns.

[0077] The control unit 65 activates the turn signal 44 when at least one of the oncoming vehicle Ac and the following vehicle Ab is recognized by the environment recognition unit 62. The control unit 65 starts flashing the moving turn signal 44 (left side in Figure 6) after the following vehicle Ab has overtaken the vehicle Am, but before driving under overtaking control begins. The control unit 65 stops flashing the turn signal 44 before the vehicle Am overtakes the obstructing vehicle Ao. Furthermore, the control unit 65 starts flashing the returning turn signal 44 (right side in Figure 6) at the moment the oncoming vehicle Ac and the vehicle Am pass each other. The control unit 65 stops flashing the turn signal 44 at the moment the vehicle Am returns to its own lane Lns.

[0078] [Scene 5: A scene where the vehicle behind takes priority in overtaking] In Scene 5 shown in Figure 7, similar to the scene shown in Figure 6, the obstructing vehicle Ao, which is waiting to turn right within intersection area IA, is the target of the overlooking control. In the scene shown in Figure 7, there is a vehicle Ab behind in the vehicle's lane Lns. In order to overtake the vehicle Am and the obstructing vehicle Ao, the vehicle Ab changes lanes to the adjacent lane Lnd (left side in Figure 7).

[0079] When the environmental recognition unit 62 detects a vehicle Ab behind the vehicle in its own lane Lns, it determines whether there is a possibility (hereinafter referred to as "overtaking possibility") that this vehicle Ab will attempt to overtake the vehicle Am and the obstructing vehicle Ao. If the environmental recognition unit 62 detects the operation of the turn signal 44b of the vehicle Ab behind, it determines that there is an overtaking possibility for the vehicle Ab behind. In addition, if the environmental recognition unit 62 detects that the vehicle Ab behind is moving laterally toward the adjacent lane Lnd, it determines that there is an overtaking possibility for the vehicle Ab behind. Furthermore, if the relative speed of the vehicle Ab behind is above a predetermined speed, the environmental recognition unit 62 determines that there is an overtaking possibility for the vehicle Ab behind.

[0080] If the driving control unit 62 determines that there is a possibility of overtaking the vehicle behind Ab, the driving control unit 76 restricts the implementation of the peering control. If the possibility of overtaking the vehicle behind Ab is determined before the start of the peering control, the driving control unit 76 postpones the start of the peering control. On the other hand, if the possibility of overtaking the vehicle behind Ab is determined after the start of the peering control, the driving control unit 76 interrupts the peering control and puts the vehicle Am into standby mode. At this time, the equipment control unit 65 stops the flashing of the turn signal 44 on the adjacent lane Lnd side and starts the flashing of the hazard lamp 144.

[0081] [Scene 6: A scene with multiple disabled vehicles] In Scene 6 shown in Figure 8, similar to the scenes shown in Figure 3, etc., an obstructing vehicle Ao waiting to turn left within the intersection area IA is targeted for the peering control. In the scene shown in Figure 8, multiple vehicles Af ahead are waiting to turn left as obstructing vehicles Ao. The environment recognition unit 62 recognizes the presence of multiple obstructing vehicles Ao through peering control. In this case, the environment recognition unit 62 further determines the remaining distance from its own vehicle Am to the intersection area IA.

[0082] The driving control unit 76 changes the permission criteria for transitioning from overtaking control to passing control according to the remaining distance. Specifically, if the remaining distance to intersection area IA exceeds a predetermined distance, in other words, if the vehicle Am is far from intersection area IA, the driving control unit 76 permits the transition from overtaking control to passing control, even if there are multiple obstructing vehicles Ao. On the other hand, if the distance to intersection area IA does not exceed a predetermined distance (is within a predetermined distance), in other words, if the vehicle Am is located near intersection area IA (see Figure 8), the driving control unit 76 does not permit the transition from overtaking control to passing control. In this case, the vehicle Am may cancel passing control, or may wait in its own lane Lns to start passing control until the number of obstructing vehicles Ao decreases to one.

[0083] [Scene 7: A scene where the disabled vehicle exhibits irregular behavior] In Scene 7 shown in Figure 9, similar to the scenes shown in Figure 3, etc., the obstructing vehicle Ao (forward vehicle Af) waiting to turn right within the intersection area IA is targeted for the peering control. In the scene shown in Figure 9, the obstructing vehicle Ao's course is suddenly changed from a left turn to going straight. The environment recognition unit 62 recognizes this irregular behavior of the obstructing vehicle Ao. The environment recognition unit 62 determines that irregular behavior has occurred in the obstructing vehicle Ao when the flashing of the obstructing vehicle Ao's turn signal 44o stops, or when the obstructing vehicle Ao begins to move in the straight direction.

[0084] If the environmental recognition unit 62 detects irregular behavior after the start of overtaking control, the driving control unit 76 interrupts the overtaking control and temporarily stops the vehicle Am. After the obstacle vehicle Ao leaves the intersection area IA, the driving control unit 76 resumes driving the vehicle Am and changes lanes to the vehicle's lane Lns. Conversely, if the environmental recognition unit 62 detects irregular behavior before the start of overtaking control, the driving control unit 76 makes the vehicle Am follow the obstacle vehicle Ao and leave the intersection area IA.

[0085] [Details of the failure avoidance process] Next, in order to realize the peering control and overtaking control described above, the details of the obstacle avoidance process performed by the autonomous driving ECU 50 will be explained below, based on Figures 10 to 13 and with reference to Figures 1 to 9.

[0086] The main obstacle avoidance process shown in Figure 10 is initiated by the automated driving ECU 50 when the vehicle approaches the intersection area IA to a predetermined distance (for example, about 1 km). Based on the main process, peeking control and overtaking control are performed in sequence. The main process continues until the vehicle passes through the intersection area IA and ends after passing through the intersection area IA.

[0087] In the main process S11, the environment recognition unit 62 detects the presence of an obstructing vehicle Ao that would hinder the movement of the vehicle Am. The environment recognition unit 62 determines whether or not an obstructing vehicle Ao exists within the intersection area IA. If it is determined in S11 that an obstructing vehicle Ao exists within the intersection area IA, the peering control process (see Figure 11) is performed in S12.

[0088] In S13, the driving control unit 76 determines whether it is possible to transition from peering control to overtaking control. The permission criteria for allowing the transition to overtaking control are changed according to the remaining distance to intersection area IA. If the peering control process confirms the situation beyond the obstructed vehicle Ao and determines that it is possible to transition from peering control to overtaking control (S13: YES), then in S14, the overtaking control process (see Figures 12 and 13) is performed.

[0089] On the other hand, if control is canceled during the peering control process (see Figure 11, S131), or if multiple obstructed vehicles Ao are present near intersection area IA (see Figure 8, Scene 6), the driving control unit 76 determines that it cannot transition from peering control to overtaking control. If it determines that it cannot transition to overtaking control (S13: NO), the driving control unit 76 decides to cancel overtaking control in S15. Following the decision in S15, a request to perform surrounding area monitoring or a request for driver change may be made to the driver.

[0090] In the peering control process shown in Figure 11, the content of the peering control is changed according to information related to the intersection area IA. Specifically, in step S121 of the peering control process, it is determined whether the vehicle Am is inside the intersection area IA or not. Based on the determination in S121, the content of the peering control is changed depending on whether the peering control is performed inside the intersection area IA or outside the intersection area IA.

[0091] If the vehicle Am is located within the intersection area IA (S121: YES, see Figure 6, Scene 4), the driving control unit 76 applies the settings for within the intersection area IA in S122. In the settings for within the intersection area IA, the distance VD between the vehicle Am and the obstacle vehicle Ao during the peering control is made longer than in the settings for outside the intersection area IA. Furthermore, in the settings for within the intersection area IA, the temporary stop when performing peering control is omitted.

[0092] On the other hand, if the vehicle Am is located outside the intersection area IA (S121:NO, see Figure 3 Scene 1), the driving control unit 76 applies the setting for outside the intersection area IA in S123. In the setting for outside the intersection area IA, the distance VD between the vehicle Am and the obstructing vehicle Ao in the peering control is made shorter than in the setting for inside the intersection area IA. Furthermore, in the setting for outside the intersection area IA, a temporary stop is implemented when performing peering control.

[0093] In S124, it is determined whether or not a traffic signal TL is installed in intersection area IA. If a traffic signal TL is installed in intersection area IA (S124: YES), the driving control unit 76 permits the implementation of peeking control. On the other hand, if a traffic signal TL is not installed in intersection area IA (S124: NO), the driving control unit 76 restricts the implementation of peeking control in S131. Specifically, in S131, it is decided to cancel both peeking control and overtaking control.

[0094] In S125, the presence or absence of the vehicle Ab behind is determined. Depending on the presence or absence of the vehicle Ab behind, the driving control unit 76 changes the content of the peering control. If the vehicle Ab behind is not present (S125: NO), the driving control unit 76 performs the peering control in S130. On the other hand, if the vehicle Ab behind is present (S125: YES), information about the vehicle Ab behind is obtained in S126.

[0095] In S127, it is determined whether there is a possibility that the following vehicle Ab (see Figure 7, Scene 5), which is traveling in the vehicle's lane Lns, will overtake the vehicle Am. If in S127 it is determined that the following vehicle Ab is in the vehicle's lane Lns and that there is a possibility of overtaking (S127: YES), the implementation of the peering control is restricted. Specifically, the start of the peering control is suspended by repeating steps S125 to S127. If there is a possibility of overtaking by the following vehicle Ab, the driving control unit 76 may decide in S131 to cancel the peering control and the overtaking control.

[0096] In S128, it is determined whether there is a following vehicle Ab (see Figure 6, Scene 4) traveling in the adjacent lane Lnd. If there is no following vehicle Ab traveling in the adjacent lane Lnd (S128: NO), the driving control unit 76 performs peeking control in S130. On the other hand, if there is a following vehicle Ab traveling in the adjacent lane Lnd (S128: YES), the driving control unit 76 adjusts the behavior of the peeking control in S129.

[0097] Specifically, in S129, the amount of leaning by the own vehicle Am in the leaning control is suppressed. In addition, in S129, the distance VD between the own vehicle Am and the obstacle vehicle Ao is adjusted to be longer. Also, in S129, the smaller the relative speed of the rear vehicle Ab, the greater the amount of leaning by the own vehicle Am in the leaning control. The driving control unit 76 reflects the adjustments made in S129 and performs the leaning control in S130. After starting the leaning control in S130, if the driving control unit 76 determines that there is a possibility of overtaking the rear vehicle Ab traveling in the own vehicle lane Lns, it interrupts the leaning control.

[0098] In the overtaking control process shown in Figures 12 and 13, the content of the overtaking control is changed according to information related to the intersection area IA. Specifically, in step S141 of the overtaking control process, it is determined whether or not the planned section for overtaking control includes the intersection area IA. Based on the determination in S141, the content of the overtaking control is changed depending on whether overtaking control is performed in a section that includes the intersection area IA or in a section that does not include the intersection area IA.

[0099] If the planned section for overtaking control does not include the intersection area IA (S141: NO), the driving control unit 76 applies the setting for outside the intersection area IA in S142. In the setting for outside the intersection area IA, the upper limit of the vehicle Am's speed during overtaking control is relaxed compared to the setting for inside the intersection area IA. Furthermore, in the setting for outside the intersection area IA, the degree to which the vehicle Am bulges away from the obstructing vehicle Ao is reduced compared to the setting for inside the intersection area IA. Based on the setting applied in S142, the driving control unit 76 performs overtaking control in S143.

[0100] If the planned section for overtaking control includes an intersection area IA (S141: YES), the driving control unit 76 applies the settings for within the intersection area IA in S144. With the settings for within the intersection area IA, the driving speed of the vehicle Am during overtaking control is suppressed more than with the settings for outside the intersection area IA. Furthermore, with the settings for within the intersection area IA, the degree to which the vehicle Am bulges away from the obstructing vehicle Ao is increased compared to the settings for outside the intersection area IA.

[0101] In S145, it is determined whether or not there is any irregular behavior of the obstructing vehicle Ao. If irregular behavior of the obstructing vehicle Ao is detected in S145 (S145: YES), the driving control unit 76 starts the vehicle Am to follow the obstructing vehicle Ao ahead in S146. On the other hand, if no irregular behavior of the obstructing vehicle Ao is detected (S145: NO), in S147, a control transition notification indicating a transition to overtaking control is given to the occupants inside the vehicle. Note that a control transition notification may also be given at the start of overtaking control (S143) when the planned section for overtaking control does not include the intersection area IA.

[0102] In S148, the presence or absence of an oncoming vehicle Ac and a following vehicle Ab is determined. If either an oncoming vehicle Ac or a following vehicle Ab is present (S148: YES), in S149, the equipment control unit 65 decides whether to activate the turn signal 44 during overtaking control. Conversely, if neither an oncoming vehicle Ac nor a following vehicle Ab is present (S148: NO), the activation of the turn signal 44 is omitted. In S150, the driving control unit 76 performs overtaking control that reflects the setting in S144.

[0103] In S151, the environmental recognition unit 62 determines whether there is space for the vehicle Am beyond the intersection area IA before the vehicle Am enters the intersection area IA. If there is no space for the vehicle Am (S151: NO), the driving control unit 76, in S152, either suppresses the driving speed of the vehicle Am in overtaking control or makes the vehicle Am temporarily stop before the intersection area IA (see Figure 4, Scene 2).

[0104] In S153, the environment recognition unit 62 determines whether or not a pedestrian Pd is present in the waiting area WA. If a pedestrian Pd is present in the waiting area WA (S153: YES), the driving control unit 76 adjusts the driving line in overtaking control in S154, increasing the degree to which the vehicle Am expands away from the pedestrian Pd (see Figure 5, Scene 3).

[0105] In S155, the environment recognition unit 62 determines whether there is any irregular behavior of the faulty vehicle Ao. If irregular behavior of the faulty vehicle Ao is detected (S155: YES), the driving control unit 76 temporarily stops its own vehicle Am in S156 (see Figure 9, Scene 7). In this case, the driving control unit 76 waits for the faulty vehicle Ao to leave the intersection area IA, and then resumes driving towards its own vehicle Am.

[0106] (Summary of the first embodiment) In the first embodiment described above, the content of at least one of the following is modified depending on the information obtained in relation to the intersection area IA: the peering control, which moves the vehicle Am to peer into the situation beyond the obstructing vehicle Ao, and the overtaking control, which overtakes the obstructing vehicle Ao. Therefore, even in the intersection area IA, the vehicle Am can appropriately avoid the obstructing vehicle Ao that would hinder the vehicle Am's movement while continuing autonomous driving. Thus, the convenience of autonomous driving can be ensured.

[0107] In addition, in the first embodiment, the content of the peering control is changed depending on whether the peering control is performed inside the intersection area IA or outside the intersection area IA. Therefore, both inside and outside the intersection area IA, the peering control can move the vehicle Am to a position where the driver or the surrounding monitoring sensor 30 can appropriately grasp the situation beyond the obstructed vehicle Ao.

[0108] Furthermore, in the first embodiment, the distance VD between the vehicle Am and the obstructed vehicle Ao during the peering control is changed depending on whether the peering control is performed within the intersection area IA or outside the intersection area IA. Therefore, both inside and outside the intersection area IA, the peering control can move the vehicle Am to a position where the driver or the surrounding monitoring sensor 30's ability to perceive the surrounding situation is less likely to be obstructed by the obstructed vehicle Ao.

[0109] Furthermore, in the first embodiment, when peering control is performed within the intersection area IA, the distance VD between the vehicle Am and the obstructing vehicle Ao is longer than when peering control is performed outside the intersection area IA. Within the intersection area IA, monitoring in the left and right directions is more important than outside the intersection area IA. Therefore, by ensuring a distance VD to the obstructing vehicle Ao within the intersection area IA, the range that the driver or the surrounding monitoring sensor 30 can monitor is less likely to be narrowed by the obstructing vehicle Ao.

[0110] In addition, in the first embodiment, when the peering control is performed outside the intersection area IA, the vehicle Am is made to stop temporarily. Therefore, the anxiety of the occupants when transitioning to peering control can be reduced. On the other hand, when the peering control is performed inside the intersection area IA, the temporary stop is omitted. In this way, if the peering control is executed immediately inside the intersection area IA, the vehicle Am can quickly exit the intersection area IA while avoiding the obstructing vehicle Ao.

[0111] In the first embodiment, a rear vehicle Ab traveling behind the vehicle Am is detected, and the content of the peering control is changed depending on the presence or absence of this rear vehicle Ab. Therefore, while reducing the risk to the rear vehicle Ab, the vehicle Am can move to a position where the driver or the surrounding monitoring sensor 30 can appropriately grasp the situation beyond the obstructed vehicle Ao.

[0112] Furthermore, in the first embodiment, when a vehicle Ab is in the adjacent lane Lnd on the side to which the vehicle Am is moving due to the peering control, the amount of peering by the vehicle Am in the peering control is suppressed compared to when the vehicle Ab is in the same lane Lns on which the vehicle Am is traveling. Therefore, it becomes less likely that the vehicle Am, which has moved to the adjacent lane Lnd due to the peering control, will obstruct the progress of the vehicle Ab traveling in the adjacent lane Lnd.

[0113] In addition, in the first embodiment, when a rear vehicle Ab is present in the adjacent lane Lnd on the side of travel where the vehicle Am is moving, the following distance VD from the vehicle Am to the obstructing vehicle Ao is made longer than when the rear vehicle Ab is present in the vehicle's own lane Lns. In this way, by ensuring the following distance VD, even if the amount of peeking is suppressed, the range that the driver or the surrounding monitoring sensor 30 can monitor is less likely to be narrowed by the obstructing vehicle Ao.

[0114] In the first embodiment, the relative speed of the rear vehicle Ab to the vehicle Am is determined, and the smaller the relative speed, the greater the amount of leaning the vehicle Am makes in the leaning control. This control method makes it possible to suppress the occupant's anxiety regarding the rear vehicle Ab while ensuring sufficient leaning.

[0115] Furthermore, in the first embodiment, if a vehicle Ab is present in the lane Lns in which the vehicle Am is traveling, it is determined whether or not there is a possibility that the vehicle Ab will overtake the vehicle Am. If it is determined that there is a possibility that the vehicle Ab will overtake, the implementation of the peering control is restricted. Therefore, it becomes less likely that the progress of the vehicle Ab will be hindered by the implementation of the peering control.

[0116] In addition, in the first embodiment, if it is determined that the rear vehicle Ab may overtake the vehicle Am after the start of the peering control, the peering control is interrupted. This interruption of the peering control allows the occupant to recognize that the behavior of the rear vehicle Ab is being monitored by the system. Therefore, it becomes possible to increase the occupant's confidence in the peering control.

[0117] In the first embodiment, it is determined whether or not a traffic signal TL is installed in the intersection area IA. If a traffic signal TL is installed in the intersection area IA, peering control is performed, while if a traffic signal TL is not installed in the intersection area IA, the implementation of peering control is restricted. Thus, the difficulty of autonomous driving in the intersection area IA changes depending on the presence or absence of a traffic signal TL. Therefore, in the intersection area IA without a traffic signal TL, where the difficulty of autonomous driving is high, it is desirable to restrict the implementation of peering control.

[0118] Furthermore, in the first embodiment, the status of the traffic signal TL installed in intersection area IA is monitored. If the traffic signal TL is in a yellow state, the implementation of the peering control is restricted. Therefore, situations in which peering control is forcibly initiated when it is difficult to pass through intersection area IA can be avoided.

[0119] In addition, in the first embodiment, the vehicle Af located in front of the vehicle Am in the intersection area IA is identified. If the vehicle Af is moving, the implementation of the peering control, which treats the vehicle Af as an obstacle vehicle Ao, is restricted. If the implementation of the peering control is postponed as described above, the vehicle Am can exit the intersection area IA after the vehicle Af (obstacle vehicle Ao) waiting to turn right has disappeared, without its ability to perceive what is ahead being obstructed by the obstacle vehicle Ao.

[0120] Furthermore, in the first embodiment, the content of the overtaking control is changed depending on whether the overtaking control is performed in a section including the intersection area IA or in a section not including the intersection area IA. Therefore, the overtaking control can appropriately avoid the obstructing vehicle Ao both inside and outside the intersection area IA.

[0121] Furthermore, in the first embodiment, when overtaking control is performed in a section including intersection area IA, the driving speed of the vehicle Am during overtaking control is suppressed more than when overtaking control is performed in a section not including intersection area IA. Therefore, the anxiety of the occupants when overtaking control is performed in a section including intersection area IA can be suppressed.

[0122] In addition, in the first embodiment, it is determined whether or not there is space for vehicle Am beyond the intersection area IA before vehicle Am enters the intersection area IA. If no space exists, the vehicle Am's speed during overtaking control is reduced compared to when space exists. With this control, vehicle Am can move smoothly behind the vehicle ahead located beyond the intersection area IA.

[0123] Furthermore, in the first embodiment, if there is no space beyond the intersection area IA, the overtaking control restricts the vehicle Am from entering the intersection area IA. Therefore, the situation in which the vehicle Am becomes unable to exit the intersection area IA due to the overtaking control becomes less likely to occur.

[0124] Furthermore, in the first embodiment, when overtaking control is performed in a section including intersection area IA, the degree to which the vehicle Am bulges away from the obstacle vehicle Ao that is to be overtaken is greater than when overtaking control is performed in a section not including intersection area IA. Since there are no lane markings within intersection area IA, a larger bulge is more easily tolerated. In addition, by moving away from the obstacle vehicle Ao, the detection range of the surrounding monitoring sensor 30 is less likely to be narrowed by the obstacle vehicle Ao.

[0125] In addition, in the first embodiment, it is determined whether or not a pedestrian Pd is present in the waiting area WA facing the intersection area IA. If a pedestrian Pd is present in the waiting area WA, the degree to which the vehicle expands away from the pedestrian Pd during overtaking control is increased compared to when the pedestrian Pd is not present in the waiting area WA. Therefore, the pedestrian Pd is less likely to feel uneasy when the vehicle Am performs overtaking control within the intersection area IA.

[0126] In the first embodiment, irregular behavior of the obstructing vehicle Ao located within the intersection area IA is detected. If irregular behavior is detected after the start of overtaking control, the vehicle Am will come to a temporary stop. If irregular behavior is detected before the start of overtaking control, the vehicle Am will follow the obstructing vehicle Ao. With this control, the vehicle Am can appropriately avoid the obstructing vehicle Ao that is exhibiting irregular behavior.

[0127] Furthermore, in the first embodiment, an oncoming vehicle Ac traveling in the oncoming lane Lno is detected in the intersection area IA. If an oncoming vehicle Ac is present in the oncoming lane Lno, the turn signal 44 of the vehicle Am is activated in conjunction with the overtaking control. On the other hand, if there is no oncoming vehicle Ac in the oncoming lane Lno, the activation of the turn signal 44 in conjunction with the overtaking control is omitted. As a result, it is possible to appropriately communicate the behavior of the vehicle Am to the oncoming vehicle Ac while suppressing the inconvenience caused by the activation of the turn signal 44 when an oncoming vehicle Ac is present.

[0128] In addition, in the first embodiment, the remaining distance from the vehicle Am to the intersection area IA is determined. The permission criteria for transitioning from lean control to overtaking control are then changed according to the remaining distance. By adjusting these permission criteria, it becomes possible to achieve both risk reduction and convenience in overtaking control.

[0129] In the first embodiment, if multiple obstructed vehicles Ao are detected after the start of the peering control, a transition to overtaking control is permitted if the remaining distance exceeds a predetermined distance. On the other hand, if the remaining distance does not exceed a predetermined distance, a transition to overtaking control is not permitted. This control avoids the implementation of high-risk overtaking control, such as overtaking multiple obstructed vehicles Ao near the intersection area IA.

[0130] In the first embodiment described above, the environmental recognition unit 62 corresponds to the "information acquisition unit," the obstructed vehicle Ao corresponds to the "obstacle" and the "vehicle ahead," the inter-vehicle distance VD corresponds to the "distance," and the automatic driving ECU 50 corresponds to the "automatic driving control device."

[0131] (Second embodiment) The second embodiment of this disclosure is a modification of the first embodiment. The autonomous driving ECU 50 of the second embodiment performs intersection driving control, including peering control, in intersection area IA of scenes 8 to 12, which will be described later, in addition to scenes 1 to 7 of the first embodiment. The details of the intersection driving control performed in scenes 8 to 12 will be described below with reference to Figures 14 to 18, and with reference to Figures 1 and 2.

[0132] [Scene 8: Avoiding an oncoming vehicle on a single-lane road] In Scene 8 shown in Figure 14, vehicle Am is traveling on a single-lane road in each direction, including its own lane Lns and the oncoming lane Lno. Following vehicle Am is vehicle Ab in its own lane Lns. Oncoming vehicle Ac is traveling towards intersection area IA in the oncoming lane Lno. The autonomous driving ECU 50 performs peering control and overtaking control to avoid obstacle vehicle Ao, which is waiting to turn left within intersection area IA.

[0133] The environmental recognition unit 62 determines whether the road on which the vehicle Am is traveling is a single-lane road in each direction. The environmental recognition unit 62 determines the status of the traffic signal TL installed in the intersection area IA, specifically the lighting pattern of the traffic signal TL. The environmental recognition unit 62 determines the following vehicle Ab traveling behind the vehicle Am and the oncoming vehicle Ac traveling in the oncoming lane Lno.

[0134] When the vehicle Am is traveling on a road with one lane in each direction, the driving control unit 76 performs two types of control: a peeking control that causes the vehicle to extend beyond its own lane Lns, and a peeking control that causes the vehicle to remain within its own lane Lns. The peeking control that causes the vehicle to extend beyond its own lane Lns is a driving control that causes the right front of the vehicle Am to extend beyond the virtual lane line SL (see the dashed line in Figure 14), which separates the vehicle's own lane Lns from the opposing lane Lno.

[0135] The driving control unit 76 switches between a viewing control that causes the vehicle to extend beyond its own lane Lns and a viewing control that keeps the vehicle within its own lane Lns, depending on the position of the obstructing vehicle Ao. If most of the obstructing vehicle Ao remains within its own lane Lns, the driving control unit 76 allows the viewing control that causes the vehicle to extend beyond its own lane Lns. On the other hand, if most of the obstructing vehicle Ao is on the exit road after a left turn, the driving control unit 76 prohibits the viewing control that causes the vehicle to extend beyond its own lane Am. The driving control unit 76 changes the content of the vehicle control depending on whether it is using the viewing control that causes the vehicle to extend beyond its own lane Lns or the viewing control that keeps the vehicle within its own lane Lns.

[0136] When the driving control unit 76 performs a leaning control that causes the vehicle to deviate from its own lane Lns, it increases the distance VD between the vehicle Am and the obstacle vehicle Ao compared to when it performs a leaning control that keeps the vehicle within its own lane Lns. In other words, the driving control unit 76 performs a leaning control that causes the vehicle to deviate from its own lane Lns while maintaining space between itself and the obstacle vehicle Ao in front of it.

[0137] If the driving control unit 76 detects an oncoming vehicle Ac through the overlooking control that extends beyond the vehicle's lane Lns, it performs avoidance control to evade the oncoming vehicle Ac. As an avoidance control, the driving control unit 76 reverses the vehicle Am toward the vehicle's lane Lns. If the driving control unit 76 does not detect a vehicle Ab behind it, it reverses the vehicle Am until it exits the intersection area IA. Conversely, if a vehicle Ab behind it is detected, the driving control unit 76 reverses the vehicle Am so that the entire vehicle Am moves out of the area on the oncoming lane Lno side, within a range that does not cause contact with the vehicle Ab behind it.

[0138] The driving control unit 76 also performs avoidance control to avoid oncoming vehicle Ac if it detects oncoming vehicle Ac through the peering control that keeps the vehicle within its own lane Lns. If rear vehicle Ab is not detected, the driving control unit 76 reverses vehicle Am until it exits intersection area IA, similar to when peering control is performed that causes the vehicle to deviate from its own lane Lns. On the other hand, if rear vehicle Ab is detected, the driving control unit 76 restricts the implementation of avoidance control. In this case, the driving control unit 76 stops reversing vehicle Am due to avoidance control and keeps vehicle Am in its current position.

[0139] If the traffic signal TL in front of the vehicle changes from green to yellow after the start of the peering control and before the start of the overtaking control, the driving control unit 76 starts evasive control. In this case of evasive control, the driving control unit 76 also moves the vehicle Am backward toward the vehicle's lane Lns. Even in evasive control caused by the transition to a yellow light, if the vehicle Ab behind is not detected, the driving control unit 76 moves the vehicle Am backward until it exits the intersection area IA.

[0140] [Scene 9: Evacuation scene from the intersection area] In Scene 9 shown in Figure 15, vehicle Am is traveling on a multi-lane road that includes its own lane Lns, the adjacent lane Lnd, and two oncoming lanes Lno. Vehicle Am is traveling in the right-hand lane of the two lanes. In the adjacent lane Lnd, there is a following vehicle Ad traveling towards intersection area IA. Within intersection area IA, the vehicle ahead Af and the oncoming vehicle Ac are waiting to turn right. The automated driving ECU 50 identifies the vehicle ahead Af, which is waiting to turn right within intersection area IA, as an obstacle vehicle Ao, and performs peeking control and overtaking control to avoid this obstacle vehicle Ao.

[0141] The environmental recognition unit 62 determines whether the road on which the vehicle Am is traveling is a road with multiple lanes in one direction. The environmental recognition unit 62 determines the status (lighting pattern) of the traffic signal TL installed in the intersection area IA. The environmental recognition unit 62 determines the presence of a following vehicle Ad traveling in the adjacent lane Lnd. If the environmental recognition unit 62 determines the presence of a following vehicle Ad, it further determines the relative position and relative speed of this following vehicle Ad with respect to the vehicle Am.

[0142] If the traffic signal TL changes from green to yellow while the driving control unit 76 is performing peering control within the intersection area IA of a road with multiple lanes on one side, the driving control unit 76 will move the vehicle Am away from its current position. The driving control unit 76 will move the vehicle Am from the pedestrian crossing CW to the area outside the pedestrian crossing CW. If there is no following vehicle Ad in the adjacent lane Lnd, the driving control unit 76 will permit the vehicle Am to move to the adjacent lane Lnd outside the intersection area IA. In this case, the driving control unit 76 will move the vehicle Am backward to a position just before the stop line of the adjacent lane Lnd.

[0143] Conversely, if a following vehicle Ad is present in the adjacent lane Lnd and the following vehicle Ad is approaching the intersection area IA at a predetermined speed or higher, the driving control unit 76 moves the vehicle Am to its own lane Lns outside the intersection area IA. For example, if the traffic signal TL turns yellow and the following vehicle Ad accelerates rapidly, the driving control unit 76 sets the vehicle Am's retreat location to its own lane Lns. The driving control unit 76 moves the vehicle Am to a position just before the stop line in its own lane Lns.

[0144] If the relative speed of the following vehicle Ad is below a predetermined speed, the driving control unit 76 will move vehicle Am to the adjacent lane Lnd within the intersection area IA. For example, the driving control unit 76 will move vehicle Am to the area of ​​the adjacent lane Lnd that is beyond the pedestrian crossing CW. Also, if the following vehicle Ad is already stopped near the stop line of the adjacent lane Lnd, the driving control unit 76 will move vehicle Am to the area of ​​the adjacent lane Lnd that is beyond the pedestrian crossing CW.

[0145] [Scene 10: Overtaking scene in a complex driving environment] In Scene 10 shown in Figure 16, a restricted area RS occurs just before the intersection area IA. The restricted area RS is an area where driving is restricted due to, for example, an accident or road construction. The restricted area RS spans both the vehicle's lane Lns and the adjacent lane Lnd. The automated driving ECU 50 performs multiple lane changes before its own vehicle Am reaches the restricted area RS. Specifically, the automated driving ECU 50 performs a first lane change, moving vehicle Am from its own lane Lns to the adjacent lane Lnd, and a second lane change, moving vehicle Am from the adjacent lane Lnd to the right-turn lane Lnr.

[0146] Within intersection area IA, the vehicle ahead Af and the oncoming vehicle Ac are both waiting to turn right. The autonomous driving ECU 50 identifies the vehicle ahead Af, which is waiting to turn right within intersection area IA, as an obstacle vehicle Ao, and performs peering control and overtaking control to avoid this obstacle vehicle Ao.

[0147] The environmental recognition unit 62 determines whether or not there are impassable areas RS before and after intersection area IA on the road on which the vehicle Am is traveling. If the determination of impassable areas RS necessitates multiple lane changes before and after intersection area IA, the notification request unit 72, in cooperation with the HMI system 10, notifies the driver of the vehicle Am of information regarding the multiple lane changes. This lane change notification is implemented through screen displays such as the meter display 21 and CID 22. The HMI system 10 informs the driver through the lane change notification that there is an impassable area RS and that multiple lane changes will be necessary before reaching intersection area IA due to the impassable area RS. Furthermore, the lane change notification also informs the driver that there is no change in the route through intersection area IA.

[0148] The driving control unit 76 suppresses the amount of vehicle Am peering during peering control when multiple lane changes are required before and after the intersection area IA, compared to when multiple lane changes are not required. Considering the possibility that the driving environment within and near the intersection area IA may be complex due to the impassable area RS, the driving control unit 76 carefully performs movement using peering control to check the situation beyond the obstructed vehicle Ao (vehicle Af ahead).

[0149] Based on the confirmation that the oncoming vehicle Ac has stopped through the peering control, the driving control unit 76 starts overtaking control to overtake the obstructing vehicle Ao. In the overtaking control, the driving control unit 76 may move its own vehicle Am to the adjacent lane Lnd (right lane) or to its own lane Lns (left lane). Furthermore, even if there is a no-travel area RS beyond the intersection area IA and multiple lane changes are necessary beyond the intersection area IA, the driving control unit 76 suppresses the amount of peering of its own vehicle Am in the peering control.

[0150] [Scene 11: A scene in which the viewer peeks at both the left and right sides] In Scene 11 shown in Figure 17, the vehicle Am is traveling on a single-lane road in each direction, including the vehicle's lane Lns and the oncoming lane Lno. There is no traffic signal TL (see Figure 14) in intersection area IA. In the area of ​​intersection area IA on the vehicle's lane Lns side, there is an obstructing vehicle Ao waiting to turn left, and a vehicle Af ahead attempting to overtake obstructing vehicle Ao. In the area of ​​intersection area IA on the oncoming lane Lno side, there is an oncoming vehicle Ac waiting to turn right. The autonomous driving ECU 50 performs peering control and overtaking control to avoid obstructing vehicle Ao waiting to turn left in intersection area IA.

[0151] The driving control unit 76 also performs a peering control on the left side of the vehicle Am, opposite to the overtaking side (right side) where overtaking control is performed. More specifically, in Scene 11, the situation beyond the obstructing vehicle Ao becomes difficult to confirm with only the peering control on the overtaking side due to obstruction by the vehicle Af in front. If the situation beyond the obstructing vehicle Ao cannot be confirmed with the peering control on the overtaking side, the driving control unit 76 performs a peering control on the opposite side. If there is a vehicle Af in front traveling to the right within the vehicle's lane Lns, the driving control unit 76 may omit the peering control on the overtaking side and perform only the peering control on the opposite side. Furthermore, if the situation beyond the intersection area IA can be confirmed with the peering control on the overtaking side, the driving control unit 76 omits the peering control on the opposite side even in scenes where a vehicle Af in front is present.

[0152] The driving control unit 76 determines whether or not to perform a peering control to the opposite side based on the lane width of the vehicle's lane Lns, as determined by the environment recognition unit 62. If the lane width of the vehicle's lane Lns is narrower than a predetermined width, the driving control unit 76 performs a peering control to the opposite side. As a result, it becomes possible to detect other oncoming vehicles Ac, etc., approaching the intersection area IA from the gaps between the vehicle ahead Af and the obstructing vehicle Ao, which are located within the intersection area IA.

[0153] If there are no traffic signals installed in the intersection area IA, the driving control unit 76 performs both a lookout control towards the overtaking side and a lookout control towards the opposite side. With this lookout control to both the left and right, the environmental recognition unit 62 can confirm the conditions of the intersecting roads on both the left and right that intersect with the vehicle's own lane Lns and the oncoming lane Lno. The environmental recognition unit 62 grasps the situation of pedestrians Pd crossing the crosswalk CW, and the presence or absence of other vehicles traveling on the intersecting road towards the intersection area IA.

[0154] [Scene 12: Right turn scene at an intersection] In Scene 12 shown in Figure 18, the vehicle Am is waiting to turn right in the area corresponding to the right-turn lane Lnr within intersection area IA. Within intersection area IA, an oncoming vehicle Ac (hereinafter referred to as the first oncoming vehicle Ac1) located directly in front of the vehicle Am is waiting to turn right. Furthermore, behind the first oncoming vehicle Ac1, another oncoming vehicle Ac (hereinafter referred to as the second oncoming vehicle Ac2) following the first oncoming vehicle Ac1 is waiting to turn right. The autonomous driving ECU 50 identifies the first oncoming vehicle Ac1 in front as an obstacle vehicle Ao and performs a peering control to check the situation beyond this obstacle vehicle Ao, and an intersection exit control to cross the oncoming lane Lno.

[0155] The environmental recognition unit 62 detects the first oncoming vehicle Ac1 and the second oncoming vehicle Ac2 when the vehicle Am makes a right turn in intersection area IA. The driving control unit 76 controls the vehicle Am to look over into the oncoming lane Lno beyond the first oncoming vehicle Ac1 (obstructive vehicle Ao) as part of the viewing control when crossing the oncoming lane Lno during a right turn.

[0156] The driving control unit 76 changes the amount of vehicle Am peering into the intersection during peering control depending on whether or not a second opposing vehicle Ac2 is present. When a second opposing vehicle Ac2 is present, the driving control unit 76 increases the amount of vehicle Am that protrudes to the right from the obstructing vehicle Ao compared to when a second opposing vehicle Ac2 is not present. In addition, when a second opposing vehicle Ac2 is not present, the driving control unit 76 slows down the movement speed of vehicle Am during peering control compared to when a second opposing vehicle Ac2 is present. Furthermore, during peering control while waiting to turn right, the driving control unit 76 does not perform continuous movement, but instead gradually moves vehicle Am forward by repeatedly starting and stopping. When the driving control unit 76 confirms through peering control that there is no opposing vehicle Ac proceeding straight through the intersection area IA, it switches from peering control to intersection exit control and moves vehicle Am out of the intersection area IA.

[0157] (Summary of the second embodiment) In the second embodiment described above, the content of the peering control is modified to move the vehicle Am so as to peer into the situation beyond the obstructing vehicle Ao. Therefore, the vehicle Am can appropriately avoid the obstructing vehicle Ao while continuing autonomous driving in the intersection area IA. Thus, the convenience of autonomous driving can be ensured.

[0158] In addition, in the second embodiment, a peering control is performed on the side opposite to the overtaking side in the left-right direction of the vehicle Am. This peering control on the opposite side makes it possible to check the situation ahead of the obstructing vehicle Ao in various scenarios.

[0159] In the second embodiment, if the situation ahead of the obstructed vehicle Ao cannot be confirmed by the overtaking-side peering control, peering control is performed on the opposite side. As described above, if peering control on both the left and right sides is performed sequentially, the autonomous driving ECU 50 can more reliably grasp the situation ahead of the obstructed vehicle Ao.

[0160] Furthermore, in the second embodiment, it is determined whether or not to perform the control to look to the opposite side depending on the lane width of the vehicle's lane Lns in which the vehicle Am is traveling. Therefore, the control to look to the opposite side can be appropriately implemented in road environments where it is effective in checking the situation ahead of the obstructed vehicle Ao.

[0161] In addition, in the second embodiment, if a traffic signal TL is not installed in the intersection area IA, both the overtaking-side peeking control and the opposite-side peeking control are performed. Therefore, the autonomous driving ECU 50 can more reliably grasp the situation of pedestrians Pd crossing the crosswalk CW of the intersecting road, and the presence or absence of other vehicles on the intersecting road traveling towards the intersection area IA.

[0162] In the second embodiment, it is determined whether the road on which the vehicle Am is traveling is a single-lane road in each direction. If the vehicle Am is traveling on a single-lane road in each direction, the vehicle control is changed between a peering control that extends beyond the vehicle's lane Lns and a peering control that remains within the vehicle's lane Lns. As a result, appropriate peering control according to the driving scene can be implemented, enabling the autonomous driving ECU 50 to more reliably confirm the situation beyond the obstacle vehicle Ao.

[0163] Furthermore, in the second embodiment, a rear vehicle Ab traveling behind the own vehicle Am, and an oncoming vehicle Ac traveling in the oncoming lane Lno are detected. If the oncoming vehicle Ac is detected by the peeking control that extends beyond the own lane Lns, avoidance control is performed to avoid the oncoming vehicle Ac. On the other hand, even if the oncoming vehicle Ac is detected by the peeking control that remains within the own lane Lns, if the rear vehicle Ab is also detected, the implementation of avoidance control is limited. With the above avoidance control, even if peeking control is performed, the movement of the oncoming vehicle Ac and the rear vehicle Ab becomes less likely to be obstructed by the own vehicle Am.

[0164] In addition, in the second embodiment, avoidance control is performed to reverse the vehicle Am toward its own lane Lns. As described above, if the vehicle Am is returned to its own lane Lns by the avoidance control, even if a peeking control is performed that causes the vehicle Am to encroach upon the oncoming lane Lno, the situation in which the vehicle Am obstructs the oncoming vehicle Ac's movement becomes even less likely to occur.

[0165] In the second embodiment, avoidance control is initiated when the traffic signal TL changes from a green light to a yellow light. As a result, the peering control in the intersection area IA can be interrupted at an appropriate timing.

[0166] Furthermore, in the second embodiment, when performing a leaning control that extends beyond the vehicle's lane Lns, the distance VD between the vehicle Am and the obstacle vehicle Ao is made longer than when performing a leaning control that remains within the vehicle's lane Lns. By securing space in advance in front of the vehicle Am in this way, it becomes possible to keep the difficulty of performing avoidance control caused by the interruption of the leaning control low.

[0167] In addition, in the second embodiment, it is determined whether the road on which the vehicle Am is traveling is a road with multiple lanes in one direction or not. Then, if the traffic signal TL changes from green to yellow while the vehicle Am is performing peering control in intersection area IA of a road with multiple lanes in one direction, the vehicle Am moves from its own lane Lns to the adjacent lane Lnd. When the traffic signal TL turns yellow, the following vehicle Ad traveling in the adjacent lane Lnd usually slows down, making it easier for the vehicle Am to move to the adjacent lane Lnd. Therefore, by moving to the adjacent lane Lnd, the vehicle Am can smoothly pass through intersection area IA after the traffic signal TL turns green again.

[0168] In the second embodiment, a following vehicle Ad traveling in the adjacent lane Lnd towards the intersection area IA is detected. If, while the vehicle is performing the peering control in the intersection area IA, the traffic signal TL changes from green to yellow, and the following vehicle Ad approaches the intersection area IA at a predetermined speed or higher, the vehicle Am moves to its own lane Lns. As a result, if the following vehicle Ad in the adjacent lane Lnd accelerates after the traffic signal TL turns yellow, the vehicle Am will avoid this following vehicle Ad and return to its own lane Lns.

[0169] Furthermore, in the second embodiment, if multiple lane changes are required before and after the intersection area IA, the driver of the vehicle Am is notified of the multiple lane changes through lane change notification. With such lane change notification, the driver and other passengers are less likely to feel anxious about multiple lane changes. As a result, the convenience of autonomous driving as perceived by the driver may be further improved.

[0170] In addition, in the second embodiment, when multiple lane changes are required, the amount of leaning of the vehicle Am in the leaning control is suppressed compared to when multiple lane changes are not required. In scenes where multiple lane changes are required before and after an intersection area IA, the driving environment within and near the intersection area IA tends to be complex. Therefore, by performing careful leaning control with suppressed leaning and ensuring a high margin of error, it becomes possible to smoothly perform leaning control and overtaking control while suppressing driver anxiety.

[0171] In the second embodiment, when vehicle Am makes a right or left turn crossing the oncoming lane Lno in intersection area IA, a first oncoming vehicle Ac1 located directly in front of vehicle Am and a second oncoming vehicle Ac2 following the first oncoming vehicle Ac1 are identified. Then, in the peering control during the scene of crossing the oncoming lane Lno, vehicle Am moves to peer at the situation of the oncoming lane Lno beyond the first oncoming vehicle Ac1. Furthermore, the amount of peering by vehicle Am in the peering control is changed depending on whether or not the second oncoming vehicle Ac2 is present. With the above peering control, even in the scene of making a right or left turn crossing the oncoming lane Lno, the situation of the oncoming lane Lno beyond the first oncoming vehicle Ac1 can be reliably identified.

[0172] Furthermore, in the second embodiment, when a second opposing vehicle Ac2 is present, the amount of peering during peering control is increased compared to when the second opposing vehicle Ac2 is not present. As a result, even when a second opposing vehicle Ac2 is present, the status of opposing vehicle Ac ahead of the second opposing vehicle Ac2 can be reliably grasped.

[0173] In addition, in the second embodiment, if there is no second opposing vehicle Ac2, the movement speed of the self-vehicle Am in the peering control is slower than when there is a second opposing vehicle Ac2. Therefore, even if there is no second opposing vehicle Ac2 and another opposing vehicle Ac appears from behind the first opposing vehicle Ac1 proceeding straight through the intersection area IA, the self-vehicle Am can respond to the other opposing vehicle Ac with ample margin. In the second embodiment described above, the notification request unit 72 corresponds to the "notification implementation unit".

[0174] (Other embodiments) Although several embodiments of this disclosure have been described above, this disclosure is not to be construed as being limited to the above embodiments, and can be applied to various embodiments and combinations without departing from the gist of this disclosure.

[0175] In the modified example 1 of the above embodiment, the content of the peering control is changed depending on whether the driver has an obligation to monitor the surroundings or not. As an example, the driving control unit 76 increases the amount of peering when the driver has an obligation to monitor the surroundings compared to when the driver does not. This makes it easier for the driver to visually confirm the situation in front of the obstructed vehicle Ao. Furthermore, the amount of peering in the peering control may be changed according to the mounting position of the autonomous sensor mounted on the vehicle Am as the surrounding monitoring sensor 30.

[0176] In the above embodiment, the intersection area IA was defined as the area enclosed by the stop line. However, the intersection area may be defined as, for example, the area inside the pedestrian crossing. Furthermore, the form of the intersection is not limited to a crossroads as in the above embodiment. For example, peeking control and overtaking control may be implemented in various types of intersections, such as multi-way intersections (e.g., six-way intersections), Y-junctions, T-junctions, and roundabouts.

[0177] In the above embodiment, the contents of the lean-in control and overtaking control were described assuming a traffic environment in which vehicles travel on the left side of the road. However, as mentioned above, the traffic environment in which the vehicle travels may also be one in which vehicles travel on the right side of the road. The lean-in control and overtaking control may be modified as appropriate to correspond to a traffic environment in which vehicles travel on the right side of the road. As described above, the automated driving control according to this disclosure may be optimized as appropriate according to the road traffic laws of each country and region, as well as the position of the vehicle's steering wheel, etc.

[0178] The obstacles targeted for peeking control and overtaking control are not limited to the obstructing vehicle Ao in the above embodiment. The automated driving ECU 50 can set installations and other objects placed on the road inside and outside the intersection area IA as targets for peeking control and overtaking control. Furthermore, the automated driving ECU 50 may change the content of the peeking control depending on the type and shape (size) of the target of control.

[0179] In the above embodiment, the contents of both the peering control and the overtaking control were changed according to information related to the intersection area. However, only one of the control contents of the peering control and the overtaking control may be changed according to information related to the intersection area IA. Furthermore, the contents of each of the peering control and overtaking control may also be changed as appropriate.

[0180] In the overtaking control of the above embodiment, a lateral movement was performed to return to the vehicle's own lane Lns after crossing into the adjacent lane Lnd. However, the driving control unit 76 may interrupt the control to return to the vehicle's own lane Lns depending on the situation of other vehicles in the surrounding area. That is, a lane change to the adjacent lane Lnd may be performed during overtaking control.

[0181] In the modified example 2 of the above embodiment, a driver assistance ECU that performs Level 2 driver assistance control is provided separately from the autonomous driving ECU 50. As in this modified example 2, an autonomous driving system including multiple in-vehicle ECUs may correspond to an "autonomous driving control device".

[0182] In Modification 3 of the above embodiment, the functions of the automatic driving ECU 50 and HCU 100 are provided by a single integrated ECU. In this Modification 3, the integrated ECU corresponds to the "automatic driving control device," and the HCU 100 corresponds to the "notification implementation unit."

[0183] In the above embodiment, each function provided by the autonomous driving ECU and HCU can also be provided by software and the hardware that executes it, software only, hardware only, or a combination thereof. Furthermore, when such functions are provided by electronic circuits as hardware, each function can also be provided by digital circuits including a large number of logic circuits, or by analog circuits. In addition, the software for realizing such functions may include at least a portion of code automatically generated by a neural network or language model trained using real-world camera images.

[0184] Each processing unit in the above-described embodiment includes at least one computing core, such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit). The processing unit may further include an FPGA (Field-Programmable Gate Array), an NPU (Neural Network Processing Unit), and other IP cores with dedicated functions. The processing unit is not limited to a configuration in which it is individually mounted on a printed circuit board. The processing unit may be mounted on an ASIC (Application Specific Integrated Circuit), a SoC (System on Chip), a chiplet integrated circuit, or an FPGA.

[0185] The form of the storage medium (non-transitory tangible storage medium) that stores various programs, etc., may be changed as appropriate. Furthermore, the storage medium is not limited to a configuration provided on a circuit board, but may be provided in the form of a memory card or the like, inserted into a slot, and electrically connected to a control circuit such as an automatic driving ECU or HCU. In addition, the storage medium may be an optical disk, hard disk drive, or solid-state drive, etc., which serves as the source for copying or distributing programs to the automatic driving ECU or HCU.

[0186] Vehicles equipped with the above-mentioned autonomous driving ECU and HMI system are not limited to typical private passenger cars, but may also include rental cars, manned taxis, ride-sharing vehicles, cargo vehicles, buses, etc.

[0187] 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.

[0188] (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 optionally refer to preceding paragraphs. Furthermore, some paragraphs are written in a multiple dependent form, referring to other multiple dependent forms. These paragraphs written in multiple dependent forms define several technical concepts.

[0189] (Technical thought 1) An automatic driving control device that enables the vehicle (Am) to drive using an autonomous driving function, An information gathering unit (62) that detects the occurrence of an obstacle (Ao) that obstructs the movement of the vehicle, The vehicle includes a driving control unit (76) that, when the aforementioned obstacle appears in front of the vehicle, sequentially performs a peering control to move the vehicle to peer into the situation beyond the obstacle, and an overtaking control to overtake the obstacle. The aforementioned driving control unit modifies the content of at least one of the peeking control and the overtaking control in accordance with the information obtained by the information acquisition unit in relation to the intersection area (IA) located in front of the vehicle when an obstacle occurs in the intersection area (IA) located in front of the vehicle. (Technical thought 2) The automatic driving control device according to Technical Concept 1, wherein the driving control unit changes the content of the peering control depending on whether the peering control is performed within the intersection area or outside the intersection area. (Technical Thought 3) The automatic driving control device according to technical concept 1 or 2, wherein the driving control unit changes the distance (VD) from the vehicle to the obstacle in the peering control depending on whether the peering control is performed within the intersection area or outside the intersection area. (Technical Thought 4) The automatic driving control device according to any one of the technical concepts 1 to 3, wherein when the driving control unit performs the peering control within the intersection area, the distance (VD) from the vehicle to the obstacle is longer than when the peering control is performed outside the intersection area. (Technical Thought 5) The aforementioned driving control unit, When performing the above-mentioned peeking control outside the aforementioned intersection area, the vehicle shall be made to come to a complete stop. An automatic driving control device according to any one of the technical concepts 1 to 4, which omits the temporary stop when performing the peering control within the aforementioned intersection area. (Technical Thought 6) The information gathering unit identifies a vehicle (Ab) traveling behind its own vehicle, The automatic driving control device according to any one of Technical Concepts 1 to 5, wherein the driving control unit modifies the content of the peering control according to the presence or absence of the rear vehicle as determined by the information acquisition unit. (Technical Thought 7) The automatic driving control device according to Technical Concept 6, wherein the driving control unit suppresses the amount of the vehicle peering in the peering control when the vehicle behind is in the adjacent lane (Lnd) on the moving side in the peering control, compared to when the vehicle behind is in the vehicle's own lane (Lns) in which the vehicle is traveling. (Technical Thought 8) The automatic driving control device according to technical concept 6 or 7, wherein the driving control unit, in the case of the peering control, makes the distance (VD) from the vehicle to the obstacle longer than when the vehicle is in the vehicle's own lane (Lns) in which the vehicle is traveling, if the vehicle is in the adjacent lane (Lnd) on the moving side. (Technical Thought 9) The information gathering unit grasps the relative speed of the rear vehicle with respect to the vehicle itself. The automatic driving control device according to any one of the technical concepts 6 to 8, wherein the driving control unit increases the amount of the vehicle being peered at in the peering control as the relative speed decreases. (Technical Thought 10) The information gathering unit determines whether there is a possibility that the vehicle behind the vehicle will overtake the vehicle if the vehicle behind is in the same lane (Lns) in which the vehicle is traveling. The automatic driving control device according to any one of Technical Concepts 6 to 9, wherein the driving control unit determines that the vehicle behind may overtake its own vehicle, and restricts the implementation of the peering control. (Technical Thought 11) The automatic driving control device according to technical concept 10, wherein the driving control unit interrupts the peering control if it determines after the start of the peering control that the vehicle behind may overtake the vehicle. (Technical Thought 12) The information gathering unit determines whether or not a traffic signal (TL) is installed in the intersection area. The aforementioned driving control unit, If the aforementioned traffic signal is installed in the aforementioned intersection area, the peering control is performed, An automatic driving control device according to any one of the technical concepts 1 to 11 that restricts the implementation of the peering control when the aforementioned traffic signal is not installed in the aforementioned intersection area. (Technical Thought 13) The information gathering unit grasps the status of the traffic signals (TL) installed in the intersection area, The automatic driving control device according to any one of Technical Concepts 1 to 12, wherein the driving control unit restricts the implementation of the peering control when the traffic signal is in a yellow state. (Technical Thought 14) The information gathering unit identifies the vehicle (Af) located in front of the vehicle in the intersection area, The automatic driving control device according to any one of the technical concepts 1 to 13, wherein the driving control unit restricts the implementation of the peering control that treats the vehicle in front as an obstacle when the vehicle in front is moving. (Technical Thought 15) The aforementioned driving control unit performs the peeking control on the side opposite to the overtaking side in the left-right direction of the vehicle, as described in any one of Technical Concepts 1 to 14. (Technical Thought 16) The automatic driving control device according to technical concept 15, wherein if the driving control unit is unable to confirm the situation ahead of the obstacle by the overtaking side looking control, it performs the looking control on the opposite side. (Technical Thought 17) The automatic driving control device according to technical concept 15 or 16, wherein the driving control unit determines whether or not to perform the peering control to the opposite side according to the lane width of the vehicle's lane (Lns) in which the vehicle is traveling. (Technical Thought 18) The information gathering unit determines whether or not a traffic signal (TL) is installed in the intersection area. The driving control unit, when the traffic signal is not installed in the intersection area, performs both the overtaking-side peeking control and the opposite-side peeking control, as described in any one of the technical concepts 15 to 17, an automatic driving control device. (Technical Thought 19) The automatic driving control device according to any one of the technical concepts 1 to 18, wherein the driving control unit changes the content of the overtaking control depending on whether the overtaking control is performed in a section including the intersection area or in a section not including the intersection area. (Technical Thought 20) The automatic driving control device according to any one of Technical Concepts 1 to 19, wherein when the driving control unit performs the overtaking control in a section including the intersection area, the driving speed of the vehicle during the overtaking control is suppressed compared to when the overtaking control is performed in a section not including the intersection area. (Technical Thought 21) The information gathering unit determines, before the vehicle enters the intersection area, whether or not there is space for the vehicle beyond the intersection area. The automatic driving control device according to any one of the technical concepts 1 to 20, wherein the driving control unit suppresses the driving speed of the vehicle in the overtaking control in the absence of the space compared to the presence of the space. (Technical Thought 22) The information gathering unit determines, before the vehicle enters the intersection area, whether or not there is space for the vehicle beyond the intersection area. The driving control unit, when the space does not exist, restricts the entry of the vehicle into the intersection area in the overtaking control, as described in any one of Technical Concepts 1 to 21. (Technical Thought 23) The automatic driving control device according to any one of the technical concepts 1 to 22, wherein when the driving control unit performs the overtaking control in a section including the intersection area, the degree to which the vehicle bulges out in the direction away from the obstacle to be overtaken is greater than when the overtaking control is performed in a section not including the intersection area. (Technical Thought 24) The information gathering unit determines whether or not there are pedestrians (Pd) in the waiting area (WA) facing the intersection area. The automatic driving control device according to any one of the technical concepts 1 to 23, wherein when the pedestrian is present in the waiting area, the degree to which the vehicle swerves in the direction away from the pedestrian during the overtaking control is greater than when the pedestrian is not present in the waiting area. (Technical Thought 25) When the information gathering unit identifies a vehicle (Af) located within the intersection area as an obstacle, it further identifies any irregular behavior of the vehicle ahead. The aforementioned driving control unit, If the irregular behavior is detected after the start of the overtaking control, the vehicle will be temporarily stopped. An automatic driving control device according to any one of the technical concepts 1 to 24, which causes the vehicle to follow the vehicle ahead if the irregular behavior is detected before the start of the overtaking control. (Technical Thought 26) The information gathering unit identifies an oncoming vehicle (Ac) traveling in the opposite lane (Lno) in the intersection area. An automatic driving control device according to any one of technical concepts 1 to 25, further comprising: an equipment control unit (65) that activates the turn signal of the vehicle in accordance with the overtaking control when there is an oncoming vehicle in the oncoming lane, and omits the activation of the turn signal in accordance with the overtaking control when there is no oncoming vehicle in the oncoming lane. (Technical Thought 27) The information gathering unit determines the remaining distance from the vehicle to the intersection area, The automatic driving control device according to any one of the technical concepts 1 to 26, wherein the driving control unit changes the permission criteria for allowing a transition from the peeking control to the overtaking control according to the remaining distance. (Technical Thought 28) The automatic driving control device according to technical concept 27, wherein, after the start of the peering control, when a plurality of vehicles ahead (Af) are identified as obstacles by the information acquisition unit, the driving control unit permits a transition to the overtaking control if the remaining distance exceeds a predetermined distance, and does not permit a transition to the overtaking control if the remaining distance does not exceed the predetermined distance. (Technical Thought 29) The information gathering unit determines whether the road on which the vehicle is traveling is a single-lane road in each direction. The driving control unit modifies the content of vehicle control between the peeking control that causes the vehicle to deviate from its own lane (Lns) and the peeking control that causes the vehicle to remain in its own lane, as described in any one of Technical Concepts 1 to 28, when the vehicle is traveling on the road with one lane in each direction. (Technical Thought 30) The information gathering unit identifies a vehicle traveling behind its own vehicle (Ab) and an oncoming vehicle traveling in the opposite lane (Lno) (Ac), The aforementioned driving control unit, If the vehicle deviates from its own lane and an oncoming vehicle is detected by the aforementioned peeking control, the vehicle will perform avoidance control to evade the oncoming vehicle. An automatic driving control device according to technical concept 29, which restricts the implementation of avoidance control if an oncoming vehicle is detected by the aforementioned peering control that keeps the vehicle in its own lane, but a vehicle behind is detected. (Technical Thought 31) The aforementioned driving control unit is an automatic driving control device according to technical concept 30, which, as the avoidance control, causes the vehicle to reverse toward the vehicle's lane. (Technical Thought 32) The information gathering unit grasps the status of the traffic signals (TL) installed in the intersection area, The automatic driving control device according to technical concept 30 or 31, wherein the driving control unit initiates the avoidance control when the traffic signal changes from a green light to a yellow light. (Technical Thought 33) The automatic driving control device according to any one of the technical concepts 29 to 32, wherein when the driving control unit performs the leaning control which causes the vehicle to deviate from its own lane, the distance (VD) from the vehicle to the obstacle is longer than when the leaning control which causes the vehicle to remain in its own lane. (Technical Thought 34) The information gathering unit grasps the status of the traffic signals (TL) installed in the intersection area and whether the road on which the vehicle is traveling is a road with multiple lanes in one direction. The automatic driving control device according to any one of Technical Concepts 1 to 33, wherein the driving control unit permits the vehicle to move from its own lane (Lns) to an adjacent lane (Lnd) when the traffic signal changes from a green light to a yellow light while the driving control unit is performing the peering control in the intersection area of ​​the road with multiple lanes on one side. (Technical Thought 35) The information gathering unit identifies the following vehicle (Ad) traveling in the adjacent lane towards the intersection area, The automatic driving control device according to technical concept 34, wherein the driving control unit, while performing the peering control in the intersection area, causes the traffic signal to change from a green light to a yellow light, and the following vehicle approaches the intersection area at a predetermined speed or higher, causes the vehicle to move into its own lane. (Technical Thought 36) An automated driving control device according to any one of the technical concepts 1 to 35, further comprising a notification implementing unit (72) that notifies the driver of the vehicle of information regarding multiple lane changes when multiple lane changes are required before and after the intersection area. (Technical Thought 37) The automatic driving control device according to technical concept 36, wherein the driving control unit suppresses the amount of the vehicle being peered at in the peering control when multiple lane changes are required, compared to when multiple lane changes are not required. (Technical Thought 38) When the vehicle makes a right or left turn crossing the oncoming lane (Lno) in the intersection area, the information gathering unit identifies a first oncoming vehicle (Ac1) located directly in front of the vehicle and a second oncoming vehicle (Ac2) following the first oncoming vehicle. The aforementioned driving control unit, As the peering control in the scene where the vehicle crosses the oncoming lane, the vehicle is moved so as to peer at the situation in the oncoming lane ahead of the first oncoming vehicle. An automatic driving control device according to any one of Technical Concepts 1 to 37, which changes the amount of the vehicle being peered at in the peering control depending on whether or not the second oncoming vehicle is present. (Technical Thought 39) The automatic driving control device according to technical concept 38, wherein the driving control unit increases the amount of leaning when the second opposing vehicle is present compared to when the second opposing vehicle is not present. (Technical Thought 40) The automatic driving control device according to technical concept 38 or 39, wherein the driving control unit slows down the speed of the vehicle in the peering control when there is no second opposing vehicle compared to when there is a second opposing vehicle.

Claims

1. An automatic driving control device that enables the vehicle (Am) to drive using an automatic driving function, An information gathering unit (62) that detects the occurrence of an obstacle (Ao) that obstructs the movement of the vehicle, The vehicle includes a driving control unit (76) that, when the aforementioned obstacle appears in front of the vehicle, sequentially performs a peering control to move the vehicle to peer into the situation beyond the obstacle, and an overtaking control to overtake the obstacle. The aforementioned driving control unit is an automatic driving control device that, when an obstacle occurs in an intersection area (IA) located in front of the vehicle, modifies the content of at least one of the peeking control and the overtaking control according to the information obtained by the information acquisition unit in relation to the intersection area.

2. The automatic driving control device according to claim 1, wherein the driving control unit changes the content of the peering control depending on whether the peering control is performed within the intersection area or outside the intersection area.

3. The automatic driving control device according to claim 1, wherein the driving control unit changes the distance (VD) from the vehicle to the obstacle in the peering control depending on whether the peering control is performed within the intersection area or outside the intersection area.

4. The automatic driving control device according to claim 1, wherein when the driving control unit performs the peering control within the intersection area, the distance (VD) from the vehicle to the obstacle is longer than when the peering control is performed outside the intersection area.

5. The aforementioned driving control unit, When performing the peering control outside the aforementioned intersection area, the vehicle shall be made to come to a complete stop. The automatic driving control device according to claim 1, wherein when the peering control is performed within the aforementioned intersection area, the temporary stop is omitted.

6. The information gathering unit identifies a vehicle (Ab) traveling behind its own vehicle, The automatic driving control device according to any one of claims 1 to 5, wherein the driving control unit changes the content of the peering control according to the presence or absence of the rear vehicle as determined by the information acquisition unit.

7. The information gathering unit determines whether or not a traffic signal (TL) is installed in the intersection area. The aforementioned driving control unit, If the traffic signal is installed in the aforementioned intersection area, the peering control is performed, The automatic driving control device according to claim 1, wherein the implementation of the peering control is restricted when the traffic signal is not installed in the intersection area.

8. The information gathering unit grasps the status of the traffic signals (TL) installed in the intersection area, The automatic driving control device according to claim 1, wherein the driving control unit restricts the implementation of the peering control when the traffic signal is in a yellow state.

9. The information gathering unit identifies the vehicle ahead (Af) located in front of the vehicle in the intersection area, The automatic driving control device according to claim 1, wherein the driving control unit restricts the implementation of the peering control that treats the vehicle in front as an obstacle when the vehicle in front is moving.

10. The automatic driving control device according to claim 1, wherein the driving control unit performs the peeking control on the side opposite to the overtaking side in the left-right direction of the vehicle in which the overtaking control is performed.

11. The automatic driving control device according to claim 1, wherein the driving control unit changes the content of the overtaking control depending on whether the overtaking control is performed in a section including the intersection area or in a section not including the intersection area.

12. The automatic driving control device according to claim 1, wherein when the driving control unit performs the overtaking control in a section including the intersection area, it suppresses the driving speed of the vehicle during the overtaking control compared to when the overtaking control is performed in a section not including the intersection area.

13. The information gathering unit determines, before the vehicle enters the intersection area, whether or not there is space for the vehicle beyond the intersection area. The automatic driving control device according to claim 1, wherein the driving control unit suppresses the driving speed of the vehicle in the overtaking control when the space does not exist compared to when the space exists.

14. The information gathering unit determines, before the vehicle enters the intersection area, whether or not there is space for the vehicle beyond the intersection area. The automatic driving control device according to claim 1, wherein the driving control unit restricts the entry of the vehicle into the intersection area in the overtaking control when the space does not exist.

15. The automatic driving control device according to claim 1, wherein when the driving control unit performs the overtaking control in a section including the intersection area, the degree to which the vehicle bulges out in the direction away from the obstacle to be overtaken is greater than when the overtaking control is performed in a section not including the intersection area.

16. The information gathering unit determines whether or not there are pedestrians (Pd) in the waiting area (WA) facing the intersection area. The automatic driving control device according to claim 1, wherein the driving control unit, when a pedestrian is present in the waiting area, increases the degree to which the vehicle swerves in the direction away from the pedestrian during the overtaking control compared to when a pedestrian is not present in the waiting area.

17. When the information gathering unit identifies a vehicle (Af) located within the intersection area as an obstacle, it further identifies any irregular behavior of the vehicle ahead. The aforementioned driving control unit, If the irregular behavior is detected after the start of the overtaking control, the vehicle will be temporarily stopped. The automatic driving control device according to claim 1, which causes the vehicle to follow the vehicle ahead if the irregular behavior is detected before the start of the overtaking control.

18. The information gathering unit identifies an oncoming vehicle (Ac) traveling in the opposing lane (Lno) in the intersection area. The automatic driving control device according to claim 1, further comprising: an equipment control unit (65) that, when an oncoming vehicle is present in the oncoming lane, activates the turn signal of the own vehicle in accordance with the overtaking control, and when no oncoming vehicle is present in the oncoming lane, omits the activation of the turn signal in accordance with the overtaking control.

19. An autonomous driving control program that enables the vehicle (Am) to drive using an autonomous driving function, The occurrence of an obstacle (Ao) that obstructs the movement of the vehicle is identified (S11), When the aforementioned obstacle appears in front of the vehicle, the following actions are performed in order: a peering control to move the vehicle to peer into the situation beyond the obstacle, and an overtaking control to overtake the obstacle (S12, S14). If an obstacle occurs in the intersection area (IA) located in front of the vehicle, the contents of at least one of the peeking control and the overtaking control are changed according to the information obtained in relation to the intersection area. An automatic driving control program that causes at least one processing unit (51) to perform a process including the above.

20. An automated driving control method that enables the vehicle (Am) to drive using an automated driving function, The occurrence of an obstacle (Ao) that obstructs the movement of the vehicle is identified (S11), When the aforementioned obstacle appears in front of the vehicle, the following actions are performed in order: a peering control to move the vehicle to peer into the situation beyond the obstacle, and an overtaking control to overtake the obstacle (S12, S14). If an obstacle occurs in the intersection area (IA) located in front of the vehicle, the contents of at least one of the peeking control and the overtaking control are changed according to the information obtained in relation to the intersection area. An automatic driving control method that includes the following step in a process performed in at least one processing unit (51).

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