Autonomous driving control device and autonomous driving control method

Abstract

An autonomous driving ECU (50) functions as an autonomous driving control device that controls the traveling of a host vehicle (Am). The autonomous driving ECU (50) acquires gate information indicating whether or not a gate (Gt) through which the host vehicle (Am) is to pass is a stop-required gate (GtS) at which the host vehicle (Am) is required to make a temporary stop. The autonomous driving ECU (50) recognizes a temporary stop line (TS) indicating a position at which the host vehicle (Am) should make a temporary stop. When causing the host vehicle (Am) traveling by an autonomous driving function to make a temporary stop at the stop-required gate (GtS), the autonomous driving ECU (50) sets a stopping margin distance (DTY) from the temporary stop line (TS) to a stopping position of the host vehicle (Am) to be longer than a stopping margin distance (DTY) for when the host vehicle (Am) is caused to make a temporary stop at a temporary stop line (TS) for a normal point, which is not a stop-required gate (GtS).

Description

Automatic driving control device and automatic driving control method CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application is based on Patent Application No. 2024-54720 filed in Japan on March 28, 2024, and the contents of the original application are incorporated by reference in their entirety.

[0002] The disclosure of this specification relates to an automatic driving control technology for controlling the driving of a vehicle.

[0003] Patent Literature 1 discloses an automatic driving control unit that controls a vehicle to travel along a route to a destination. The automatic driving control unit acquires information about ETC (Electronic Toll Collection, registered trademark) gates installed on expressways. The automatic driving control unit controls the vehicle to pass through a target gate selected from multiple ETC gates installed in parallel.

[0004] Patent No. 6692935

[0005] When passing through an ETC gate such as that disclosed in Patent Document 1, the vehicle does not need to stop temporarily. However, there are also ETC gates that require the vehicle to stop temporarily when passing through. At such ETC gates, the vehicle must stop temporarily at an appropriate position in front of the ETC gate. In other words, if the vehicle is not stopped at an appropriate position relative to the ETC gate, the vehicle cannot pass through the ETC gate.

[0006] The present disclosure aims to provide an automatic driving control device and an automatic driving control method that enable smooth passage through a stop gate that requires a vehicle to stop temporarily before passing through.

[0007] In order to achieve the above object, one disclosed aspect is an automatic driving control device that controls the driving of a vehicle using an automatic driving function, and is equipped with an information acquisition unit that acquires gate information indicating whether a gate that the vehicle is scheduled to pass through is a required stop gate that requires the vehicle to stop temporarily, an object recognition unit that recognizes a stop indication object that indicates the location where the vehicle should stop temporarily, and a behavior control unit that, when the vehicle traveling using the automatic driving function is made to stop temporarily at a required stop gate, makes the stopping margin distance from the stop indication object to the stopping position of the vehicle longer than the stopping margin distance when the vehicle is made to stop temporarily at a stop indication object at a normal location other than the required stop gate.

[0008] Another disclosed aspect is an autonomous driving control method for controlling the travel of a vehicle using an autonomous driving function, which includes the steps of acquiring gate information indicating whether a gate that the vehicle is scheduled to pass through is a required stop gate that requires the vehicle to stop temporarily, recognizing a stop indicator target that indicates the position where the vehicle should stop temporarily, and when the vehicle traveling using the autonomous driving function is made to stop temporarily at a required stop gate, making the stopping margin distance from the stop indicator target to the stopping position of the vehicle longer than the stopping margin distance when the vehicle is made to stop temporarily at a stop indicator target at a normal point other than the required stop gate, as part of processing performed by at least one processing unit.

[0009] In these embodiments, when the host vehicle temporarily stops at a required stop gate, a longer stopping margin distance is ensured between the stop indicator and the host vehicle's stopping position than when the host vehicle temporarily stops at a normal point other than the required stop gate. Therefore, even if the host vehicle's initial stopping position is not the appropriate position for the required stop gate, the host vehicle can move forward again to the appropriate position for the required stop gate. As a result, the host vehicle can smoothly pass through the required stop gate, which requires the host vehicle to temporarily stop before passing through.

[0010] It should be noted that the reference numbers in parentheses in the claims merely indicate an example of the correspondence with the specific configurations in the embodiments described below, and do not limit the technical scope in any way. Furthermore, claims not explicitly stated in the claims may be combined together if no particular problems arise in the combination.

[0011] Fig. 1 is a diagram showing an overall view of an in-vehicle system including an autonomous driving ECU according to an embodiment of the present disclosure; Fig. 2 is a block diagram showing details of the autonomous driving ECU together with related configurations; Fig. 3 is a diagram for explaining a scene in which the stop position of a vehicle is adjusted so that the vehicle can pass through a stop gate; Fig. 4 is a diagram for explaining a scene in which the vehicle passes through a stop gate following a preceding vehicle; Fig. 5 is a flowchart showing details of main processing of gate passing processing performed by the autonomous driving ECU; Fig. 6 is a flowchart showing details of stop passing processing performed as sub-processing of the gate passing processing;

[0012] The functions of the automatic driving control device according to one embodiment of the present disclosure are realized by an automatic driving ECU (Electronic Control Unit) 50 shown in Figures 1 and 2. The automatic driving ECU 50 is mounted on a vehicle (hereinafter, host vehicle Am). By mounting the automatic driving ECU 50, the host vehicle Am becomes an automatic driving vehicle or an autonomously traveling vehicle equipped with an automatic driving function, and is able to travel using the automatic driving function.

[0013] The autonomous driving ECU 50 is an in-vehicle ECU that realizes an autonomous driving function that can take over driving operations from the driver. The autonomous driving ECU 50 can perform advanced driving assistance or partial autonomous driving at around level 2, and autonomous driving at level 3 or higher where the system is the main control element. The autonomous driving levels (automation levels) in this disclosure are based on standards defined by the Society of Automotive Engineers.

[0014] Level 2 autonomous driving (driving control) is an autonomous driving with a perimeter monitoring obligation (eyes-on autonomous driving) that requires the driver to visually monitor the area around the vehicle. Level 2 autonomous driving includes hands-on autonomous driving, in which the driver is required to hold the steering wheel (hereinafter referred to as the steering wheel), and hands-off autonomous driving, in which the driver is not required to hold the steering wheel.

[0015] Level 3 autonomous driving (driving control) is eyes-off autonomous driving, which means that there is no need to monitor the surroundings of the vehicle and no obligation to monitor the surroundings. The autonomous driving ECU 50 may be capable of Level 4 fully autonomous driving, in which the system performs all driving tasks under certain conditions, and Level 5 fully autonomous driving, in which the system performs all driving tasks under all conditions. Level 4 autonomous driving is brain-off autonomous driving, in which there is essentially no request for the driver to take over driving. Level 5 autonomous driving is driverless autonomous driving, which does not require a driver on board.

[0016] The autonomous driving ECU 50 switches the state of driving control by the autonomous driving function among a plurality of states including at least autonomous driving control with a periphery monitoring obligation of Level 2 or lower, and autonomous driving control without a periphery monitoring obligation of Level 3 or higher. In the following description, autonomous driving control of Level 2 or lower will be referred to as "driving assistance control," and autonomous driving control of Level 3 or higher will be referred to as "autonomous driving control." Furthermore, autonomous driving Level 0 driving control means that the autonomous driving function is stopped, and is equivalent to manual driving.

[0017] [Configuration of the In-Vehicle System] The autonomous driving ECU 50 is included in an in-vehicle system mounted on the host vehicle Am. The autonomous driving ECU 50 is communicatively connected to a communication bus 99 of an in-vehicle network 1 that constitutes the in-vehicle system. The communication bus 99 is connected to an ETC in-vehicle device 28, a perimeter monitoring sensor 30, a locator 35, a navigation ECU 38, an in-vehicle communication device 39, a cruise control ECU 40, and an HMI (Human Machine Interface) control device 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 be able to communicate without going through the communication bus 99.

[0018] The ETC vehicle-mounted device 28 is a vehicle-side communication device that constitutes an electronic toll collection system. The ETC vehicle-mounted device 28 performs wireless communication with a roadside wireless device GC (see FIG. 3 ) installed at a toll booth or the like on a toll road such as an expressway. An expressway is a national expressway or a roadway for automobiles only, where pedestrians, cyclists, and some small vehicles are prohibited from entering. Roads other than expressways are general roads. The ETC vehicle-mounted device 28 performs wireless communication with the roadside wireless device GC when passing through a toll booth, thereby enabling automatic collection of expressway tolls according to the vehicle classification and traffic section of the vehicle Am.

[0019] The perimeter monitoring sensor 30 is an autonomous sensor mounted on the host vehicle Am and monitors the environment surrounding the host vehicle Am. The perimeter monitoring sensor 30 is capable of detecting moving objects and stationary objects within a detection range around the host vehicle. The perimeter monitoring sensor 30 provides detection information of objects around the host vehicle to the autonomous driving ECU 50, etc. The perimeter monitoring sensor 30 includes at least a camera unit 31. The perimeter monitoring sensor 30 may further include a millimeter-wave radar, a lidar, a sonar, an external acoustic sensor, etc.

[0020] The camera unit 31 includes a front camera module, a rear camera module, a left side camera module, and a right side camera module. The camera unit 31 includes multiple camera modules, so that it can capture images of the entire surroundings of the vehicle Am. The camera unit 31 provides the autonomous driving ECU 50 with image data captured by each camera module or analysis information of the image data as detection information.

[0021] The locator 35 includes a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, etc. The locator 35 sequentially determines the position and traveling direction of the host vehicle Am by combining positioning signals received from multiple positioning satellites by the GNSS receiver, measurement results from the inertial sensor, and vehicle speed information output to the communication bus 99. The locator 35 sequentially outputs position information and direction information of the host vehicle Am based on the positioning results to the communication bus 99 as locator information.

[0022] The locator 35 also has a map database that stores map data. The map database is primarily composed of a large-capacity storage medium that stores a large amount of three-dimensional map data and two-dimensional map data. The three-dimensional map data is a so-called high-definition (HD) map and includes road information necessary for autonomous driving. Specifically, the three-dimensional map data includes three-dimensional road shape information and detailed information about each lane. The locator 35 can update the three-dimensional map data and two-dimensional map data to the latest information through external communication via the on-board communication device 39. The locator 35 reads map data about the area around the current location from the map database and provides it to the autonomous driving ECU 50, the HMI control device 100, etc., along with locator information.

[0023] The navigation ECU 38 acquires information about a destination specified by a passenger such as a driver based on operation information acquired from the HMI control device 100. The navigation ECU 38 acquires vehicle position information and direction information from the locator 35, and sets a route from the current position to the destination. The navigation ECU 38 provides route information indicating the set route to the destination to the autonomous driving ECU 50, the HMI control device 100, etc. The navigation ECU 38 works in cooperation with the HMI control device 100 to provide route guidance to the destination by combining screen displays and voice messages, etc., and notifying the driver of the direction of travel of the vehicle Am at intersections, branching points, etc.

[0024] Here, a user terminal such as a smartphone or tablet may be connected to the in-vehicle network 1 or the HMI control device 100. Such a user terminal may provide the autonomous driving ECU 50 with information such as vehicle position information, direction information, and map data, instead of the locator 35. Furthermore, the user terminal may provide the autonomous driving ECU 50 and the HMI control device 100 with information such as route information to a destination, instead of the navigation ECU 38.

[0025] The in-vehicle communication device 39 is an external communication unit mounted on the host vehicle Am. The in-vehicle communication device 39 functions as a V2X (Vehicle to Everything) communication device. The in-vehicle communication device 39 transmits and receives information via wireless communication between roadside devices installed on the side of the road, and other vehicles around the host vehicle. As an example, the in-vehicle communication device 39 receives congestion information and traffic regulation information around the current location of the host vehicle Am and in the direction of travel from the roadside devices. The congestion information and traffic regulation information are, for example, VICS (registered trademark) information. The in-vehicle communication device 39 provides the received congestion information and traffic regulation information to the autonomous driving ECU 50, the HMI control device 100, etc.

[0026] The cruise control ECU 40 is an electronic control device that mainly includes a microcontroller. The cruise control ECU 40 generates vehicle speed information indicating the current traveling speed of the host vehicle Am based on detection signals from wheel speed sensors provided at the hub portions of each wheel, and sequentially outputs the generated vehicle speed information to the communication bus 99. The cruise control ECU 40 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU. The cruise control ECU 40 continuously controls the braking force of each wheel, the output of the on-board power source, and the steering angle based on operation commands based on the driver's driving operation or control commands from the automatic driving ECU 50.

[0027] The HMI control device 100, together with a plurality of display devices, an audio device 24, an ambient light 25, an operation device 26, etc., constitutes an HMI system 10. The HMI system 10 has an input interface function that accepts operations by an occupant such as a driver of the host vehicle Am, and an output interface function that presents information to the driver.

[0028] The display devices present information to the driver's vision by displaying images, etc. The display devices include 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. The CID 22 has a touch panel function and detects touch operations on the display screen by the driver, etc.

[0029] The audio system 24 has multiple speakers installed in the vehicle cabin surrounding the driver's seat, and reproduces alarm sounds, voice messages, etc. through the speakers. The ambient lights 25 are provided on the instrument panel, steering wheel, etc. The ambient lights 25 present information using the driver's peripheral vision by changing the color of the emitted light.

[0030] The operation device 26 is an input unit that accepts user operations by the driver, etc. User operations related to activation and deactivation of the autonomous driving function, user operations related to setting a destination for route guidance, etc. are input to the operation device 26. The operation device 26 includes a steering switch provided on the spokes of the steering wheel, an operation lever provided on the steering column, and a voice input device that recognizes what the driver is saying.

[0031] The HMI control device 100 is a computer mainly including a processing unit 11, a RAM 12, a storage unit 13, an input / output interface 14, and a control circuit equipped with a bus connecting these units. The processing unit 11 accesses the RAM 12 to execute various processes (instructions) for implementing the presentation control method according to the present disclosure. The storage unit 13 stores various programs (presentation control programs, etc.) executed by the processing unit 11. The HMI control device 100 functions as a presentation control device and comprehensively controls information presentation using multiple display devices, an audio device 24, and ambient light 25.

[0032] The HMI control device 100 presents information related to autonomous driving in cooperation with the autonomous driving ECU 50. The HMI control device 100 acquires control status information indicating the operating status of the autonomous driving function and a request to present information related to the autonomous driving function from the autonomous driving ECU 50. The HMI control device 100 provides content and presents information according to the operating status of the autonomous driving based on the control status information and the implementation request. For example, when the autonomous driving ECU 50 plans to end autonomous driving control, the HMI control device 100 issues a notification requesting the implementation of a driving operation, in other words, a notification requesting a driver change.

[0033] The HMI control device 100 acquires operation information indicating the content of a user operation from the CID 22, the operation device 26, etc. The HMI control device 100 provides operation information of a user operation related to the autonomous driving function to the autonomous driving ECU 50. The HMI control device 100 provides operation information of a user operation for setting a destination of the host vehicle Am to the navigation ECU 38.

[0034] [Configuration of Autonomous Driving ECU] The autonomous driving ECU 50 is a computer that mainly includes a processing unit 51, a RAM 52, a storage unit 53, an input / output interface 54, and a control circuit that includes a bus connecting these elements. The processing unit 51 accesses the RAM 52 to execute various processes (instructions) for implementing the autonomous driving control method according to the present disclosure. The storage unit 53 stores various programs (autonomous driving control programs, etc.) that are executed by the processing unit 51. As the processing unit 51 executes the programs, the autonomous driving ECU 50 is configured with an information linkage unit 61, an environment recognition unit 62, a behavior determination unit 63, a control execution unit 64, etc. as functional units for implementing the autonomous driving function.

[0035] The information linking unit 61 provides information to the HMI control device 100 and acquires information from the HMI control device 100. The information linking unit 61 enables the sharing of acquired information between the autonomous driving ECU 50 and the HMI control device 100. The information linking unit 61 provides the HMI control device 100 with control status information indicating the operating state of the autonomous driving function, and the recognition results of the surroundings of the vehicle by the environment recognition unit 62. The information linking unit 61 acquires operation information from the HMI control device 100 and grasps the content of user operations input by the driver or the like to the CID 22, the operation device 26, etc. The information linking unit 61 grasps, for example, a level 2 transition operation that instructs a transition from manual driving to driving assistance control, and a level 3 transition operation that instructs a transition from driving assistance control to autonomous driving control, etc.

[0036] The information linking unit 61 has a notification requesting unit 72 as a sub-functional unit for information linking with the HMI control device 100. The notification requesting unit 72 enables the HMI control device 100 to issue a notification synchronized with the operating state of the autonomous driving function by outputting a request to issue a notification to the HMI control device 100. For example, when the end of autonomous driving control is scheduled, the notification requesting unit 72 outputs a request to issue a notification requesting a driver change to the HMI control device 100.

[0037] The environment recognition unit 62 recognizes the driving environment of the host vehicle Am by combining the locator information and map data acquired from the locator 35 with the detection information acquired from the perimeter monitoring sensor 30. The environment recognition unit 62 acquires route information from the navigation ECU 38 and provides the acquired route information to the action determination unit 63. The environment recognition unit 62 acquires, for example, vehicle speed information indicating the current driving speed as information indicating the state of the host vehicle Am from the communication bus 99. The environment recognition unit 62 has a target recognition unit 73 and a road recognition unit 74 as sub-functional units for recognizing the driving environment.

[0038] The target recognition unit 73 recognizes dynamic targets and static targets present around the host vehicle based on detection information generated by the perimeter monitoring sensor 30. The target recognition unit 73 recognizes the size, type, relative position, relative speed, etc. of other vehicles traveling around the host vehicle Am. The target recognition unit 73 recognizes static targets indicating positions where the host vehicle Am should stop in a driving scene where the host vehicle Am needs to stop. The target recognition unit 73 recognizes static targets such as road signs, road markings (stop lines TS, see FIG. 3), and opening and closing bars GB (see FIG. 3). The target recognition unit 73 recognizes the size, type, and relative position of the recognized static targets. The target recognition unit 73 provides the recognition results related to targets around the host vehicle to the action determination unit 63.

[0039] The road recognition unit 74 acquires road information related to the roads on which the host vehicle Am is traveling and the roads on which the host vehicle Am is scheduled to travel, based on route information acquired from the navigation ECU 38. For example, in a driving scene in which the host vehicle Am passes through a toll gate, the road recognition unit 74 acquires road information related to gates Gt (see FIG. 3 ) installed at the toll gate (hereinafter, “gate information”) before the host vehicle Am arrives at the toll gate. The gate information includes information indicating the location (latitude and longitude) of the toll gate, information indicating the number of gates Gt installed at the toll gate, information indicating the type of gate Gt, and information indicating the road shape of the sections before and after the toll gate. Detailed road information such as gate information may be recorded in map data stored in a map database or may be included in information received by the on-board communication device 39 from a roadside device. The road recognition unit 74 provides the acquired road information to the behavior determination unit 63.

[0040] When the autonomous driving ECU 50 has control of driving operations, the behavior determination unit 63 determines the behavior of the host vehicle Am based on the route information, road information, and recognition results of the driving environment acquired from the environment recognition unit 62. The behavior determination unit 63 generates a planned driving line along which the host vehicle Am will travel as a driving plan that defines the behavior of the host vehicle Am, and outputs the generated planned driving line to the control execution unit 64. The behavior determination unit 63 has a control switching unit 77 as a sub-functional unit.

[0041] The control switching unit 77 cooperates with the cruise control ECU 40 to switch the control state of the host vehicle Am between automatic driving and manual driving. The control switching unit 77 switches the automation level of cruise control (automatic driving control) performed by the automatic driving function. The automation level of cruise control is, in other words, the state of cruise control executed by the automatic driving function. For example, when the information linking unit 61 detects an input of an operation to transition to level 3 or level 4, the control switching unit 77 switches the automation level of cruise control from manual driving or driving assistance control of level 2 or lower to autonomous cruise control of level 3 or higher. When the control switching unit 77 determines to end the autonomous cruise control, it switches the automation level of cruise control from autonomous cruise control to driving assistance control or manual driving.

[0042] When the autonomous driving ECU 50 has control of driving operations, the control execution unit 64 cooperates with the cruise control ECU 40 to execute acceleration / deceleration control, steering control, and the like of the host vehicle Am in accordance with the planned driving line generated by the action determination 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 cruise control ECU 40.

[0043] [Details of Stop Gates Requiring a Temporary Stop] The vehicle Am described above is equipped with an ETC vehicle-mounted device 28, and therefore can pass through gates Gt equipped with a roadside wireless device GC (see FIG. 3) by simply slowing down to a predetermined speed. However, some gates Gt provided on expressways and the like require the vehicle to temporarily stop before passing through, even if the roadside wireless device GC is provided. Such gates Gt are provided, for example, at smart interchanges (hereinafter referred to as smart ICs).

[0044] A smart IC is a simplified interchange that can only be passed by vehicles equipped with an ETC onboard unit 28. A smart IC is installed to allow access to general roads from existing facilities on the expressway, specifically, service areas and parking areas. A smart IC may be installed on a rampway that connects the main roadway of the expressway with a general road.

[0045] In the following description, a gate Gt installed at a smart IC that requires a temporary stop will be referred to as a "stop gate GtS," and a gate Gt that vehicles equipped with an ETC onboard unit 28 can pass through without stopping will be referred to as a "normal gate." The normal gates include so-called ETC-only lanes that only vehicles equipped with an ETC onboard unit 28 can pass through, as well as "ETC / general" mixed lanes that vehicles not equipped with an ETC onboard unit 28 can also pass through.

[0046] 3 is provided with a stop line TS, a vehicle detection device KS, a roadside wireless device GC, a gate GB, an intercom IP, etc. The stop gate GtS may further be provided with a reading device for reading the license plate of a passing vehicle, etc.

[0047] A stop line TS is laid on the road surface of the smart IC lane. The stop line TS indicates the position where the vehicle Am must stop at the stop gate GtS. The section before the stop line TS is the approach lane LnA of the stop gate GtS. A vehicle detection device KS is installed near the stop line TS and the gate GB. The vehicle detection device KS detects vehicles that have stopped in front of the stop line TS.

[0048] When the vehicle detection device KS detects a vehicle stopped at the stop line TS, the roadside wireless device GC performs wireless communication with the ETC vehicle-mounted device 28 of the stopped vehicle. If the stop gate GtS is an exit gate Gt, the expressway toll is automatically calculated through wireless communication between the roadside wireless device GC and the ETC vehicle-mounted device 28.

[0049] The opening and closing bar GB is installed on the far side of the stop line TS as seen from a vehicle passing through the stop gate GtS. The opening and closing bar GB lifts the bar portion that was blocking the lane based on the completion of toll payment via wireless communication. When the opening and closing bar GB changes from a closed state to an open state, the vehicle is able to pass through the stop gate GtS. When the vehicle detection device KS detects the passage of a vehicle, the opening and closing bar GB lowers the bar portion to block the lane.

[0050] The stop gate GtS may be provided with two opening / closing bars GB, an entrance gate bar GB1 and an exit gate bar GB2 (see FIG. 3). The section between the entrance gate bar GB1 and the exit gate bar GB2 is a U-turn permitted section UtS. The U-turn permitted section UtS is provided with a U-turn road and a circular road exit road, etc. A vehicle that mistakenly enters the stop gate GtS can return to the expressway or general road on the entrance side via the U-turn road or the circular road exit road. Note that the stop gate GtS does not necessarily have to have a U-turn permitted section UtS (see FIG. 4). Such a stop gate GtS is provided with only one opening / closing bar GB.

[0051] The interphone IP is located just before the stop line TS. If the vehicle stops at the stop line TS but the opening and closing barrier GB does not open, the driver can call an attendant using the interphone IP. This allows the driver to respond to the situation by following the attendant's instructions.

[0052] [Driving Control at Stop Gate Using Automatic Driving Function] Even when the host vehicle Am travels through the stop gate GtS described above using the automatic driving function, the opening and closing bar GB may not open depending on the temporary stop position of the host vehicle Am relative to the vehicle detection device KS and the roadside wireless device GC. Details of the driving control for traveling through the stop gate GtS so as to reliably open the opening and closing bar GB will be described below with reference to Figures 3 and 4.

[0053] The automation level of the driving control executed by the autonomous driving ECU 50 when passing through the stop gate GtS may be any automation level (autonomous driving level) as long as it is level 2 or higher. In other words, the driving control at the stop gate GtS described below may be applied to any of hands-on autonomous driving, hands-off autonomous driving, eyes-off autonomous driving, brain-off autonomous driving, and driverless autonomous driving.

[0054] <Scene 1: Adjusting the Stop Position at a Stop Gate That Cannot Be Passed Through> The road recognition unit 74 refers to route information acquired from the navigation ECU 38, and when a route that passes through a gate Gt is set, acquires gate information about the gate Gt. The gate information includes information indicating whether or not the gate GtS is a stop gate GtS. Based on the gate information, the road recognition unit 74 determines whether or not the gate Gt that the host vehicle Am is to pass through is a stop gate GtS before the host vehicle Am enters the entrance lane LnA.

[0055] The notification request unit 72 cooperates with the HMI control device 100 to prompt the driver to monitor the surroundings, even when the autonomous driving ECU 50 is driving the host vehicle Am under eyes-off autonomous driving control (autonomous driving level 3). The notification request unit 72 outputs a notification implementation request requesting periphery monitoring to the HMI control device 100 when the host vehicle Am, which is driving under eyes-off autonomous driving control, enters the entrance lane LnA. Based on the implementation request obtained from the notification request unit 72, the HMI control device 100 displays a text message such as "Please check the gate status" on at least one display device while the host vehicle Am is driving in the entrance lane LnA. The HMI control device 100 may also play a voice message such as "You are passing through the gate. Please check the surroundings" in the vehicle cabin using the audio device 24.

[0056] When the host vehicle Am enters the entrance lane LnA, the target recognition unit 73 recognizes the stop line TS and the opening and closing bar GB (entrance gate bar GB1) associated with the stop gate GtS. The target recognition unit 73 recognizes the relative positions of the stop line TS and the opening and closing bar GB present ahead of the host vehicle based on the detection information from the camera unit 31. In other words, the target recognition unit 73 recognizes the remaining distance from the host vehicle Am to the stop line TS and the remaining distance DNB from the host vehicle Am to the opening and closing bar GB. In addition, the target recognition unit 73 further recognizes the open / closed state of the opening and closing bar GB.

[0057] The behavior determination unit 63 stops the host vehicle Am at the stop gate GtS just before the stop line TS. The behavior determination unit 63 stops the host vehicle Am with a sufficient distance from the stop line TS, rather than stopping the host vehicle Am just before the stop line TS. The distance from the stop line TS to the stopping position of the host vehicle Am when it first stops is the stopping margin distance DTY.

[0058] The behavior determination unit 63 sets the stopping margin distance DTY when traveling through a required stop gate GtS longer than the stopping margin distance DTY when the host vehicle Am is forced to stop at a stop line TS at a normal point. A normal point is a point different from the required stop gate GtS, specifically an intersection or a railroad crossing on a general road. When the host vehicle Am is forced to stop before the stop line TS at a normal point, the behavior determination unit 63 sets the stopping margin distance DTY to preferably less than 2 meters, more preferably approximately 0.5 to 1 meter. In contrast, the behavior determination unit 63 sets the stopping margin distance DTY at the required stop gate GtS to approximately several times the stopping margin distance DTY at a normal point. The behavior determination unit 63 sets the stopping margin distance DTY at the required stop gate GtS to, for example, approximately 2 to 4 meters.

[0059] If a predetermined time (e.g., about 5 seconds) has passed since the host vehicle Am first temporarily stopped in front of the stop line TS without the stop gate GtS being passable, the behavior determination unit 63 causes the host vehicle Am to move forward a predetermined distance. If a predetermined time has passed with the entrance gate bar GB1 remaining closed after the host vehicle Am has stopped at a position that is the stopping margin distance DTY from the stop line TS, the behavior determination unit 63 causes the host vehicle Am to move forward a predetermined distance (e.g., about 0.5 to 1 meter). After moving forward the predetermined distance, the behavior determination unit 63 again temporarily stops the host vehicle Am and waits until the stop gate GtS is passable (the entrance gate bar GB1 opens).

[0060] If the host vehicle Am is temporarily stopped before the stop line TS and the stop gate GtS is not passable, the behavior determination unit 63 repeatedly moves the host vehicle Am forward a predetermined distance and waits in a temporary stop state for a predetermined time. In this way, when the host vehicle Am repeatedly moves forward and stops before the stop line TS at the stop gate GtS that is not passable, the behavior determination unit 63 temporarily stops the host vehicle Am and then restarts the host vehicle Am after a predetermined time has elapsed. The predetermined distance to move forward toward the stop line TS may be a fixed distance or may be gradually shortened. Furthermore, the predetermined time to wait in a stopped state for the entrance gate bar GB1 to open may be a fixed time or may be gradually lengthened. The predetermined distance and the predetermined time may be changeable by a user operation.

[0061] The control switching unit 77 determines to end level 2 or higher automatic driving control when the vehicle Am has advanced a predetermined distance a predetermined number of times (e.g., about 3 to 5 times) or when the remaining distance DNB to the entrance gate bar GB1 becomes less than the approach determination distance (e.g., about 0.5 meters). The control switching unit 77 switches the control state of the vehicle Am to manual driving while the vehicle Am is maintained stopped.

[0062] The notification request unit 72 outputs a request to the HMI control device 100 to issue a notification requesting a change of driving mode based on the control switching unit 77's decision to shift control to manual driving. The HMI control device 100 displays a text message such as "The gate will not open properly. Cruise control will be terminated" on at least one display device based on the request received from the notification request unit 72. The HMI control device 100 may also play a voice message such as "The gate will not open, so automatic driving will be terminated" in the vehicle cabin using the audio device 24. The driver who has acquired control of the driving operation can respond to the abnormality in the opening / closing bar GB by asking for instructions from an attendant via the intercom IP.

[0063] After temporarily stopping the host vehicle Am before the stop line TS, the behavior determination unit 63 starts the host vehicle Am when the opening and closing bar GB opens, allowing the host vehicle Am to pass through the stop gate GtS. The behavior determination unit 63 sets the traveling speed of the host vehicle Am when passing through the stop gate GtS to be slower than the traveling speed of the host vehicle Am when passing through a normal gate that does not require a temporary stop. Specifically, the behavior determination unit 63 sets the traveling speed (upper limit speed) of the host vehicle Am to approximately 20 km / h in a scene where the host vehicle Am passes through a normal gate. On the other hand, in a scene where the host vehicle Am passes through the stop gate GtS, the behavior determination unit 63 sets the traveling speed (upper limit speed) of the host vehicle Am to approximately 5 to 10 km / h (preferably approximately 5 km / h). The traveling speed in a scene where the host vehicle Am passes through the stop gate GtS may be changeable by a user operation within a range slower than the traveling speed in a scene where the host vehicle Am passes through a normal gate.

[0064] 4, there is a preceding vehicle Af located ahead of the host vehicle Am. The target object recognition unit 73 recognizes the preceding vehicle Af located ahead of the host vehicle Am based on detection information from the camera unit 31. The preceding vehicle Af may be another vehicle that has been traveling ahead of the host vehicle Am continuously until the host vehicle Am reaches the required stop gate GtS, or may be another vehicle that has been waiting in the entrance lane LnA at the time the host vehicle Am reaches the required stop gate GtS.

[0065] When the host vehicle Am follows the preceding vehicle Af toward the required stop gate GtS, the behavior determination unit 63 changes the setting to increase the forward inter-vehicle distance DF between the preceding vehicle Af and the host vehicle Am before entering the required stop gate GtS. In other words, when a route that passes through the required stop gate GtS is set, the behavior determination unit 63 switches the inter-vehicle distance setting with respect to the preceding vehicle Af to be followed to a wider setting near the required stop gate GtS. The behavior determination unit 63 changes the setting to increase the forward inter-vehicle distance DF at a point a predetermined distance away from the required stop gate GtS.

[0066] When the host vehicle Am enters an expressway from a general road using a stop gate GtS, the behavior determination unit 63 changes the setting to increase the set inter-vehicle distance DF at a point closer to the stop gate GtS than when the host vehicle Am exits the expressway onto a general road. As an example, when the host vehicle Am passes through the stop gate GtS that serves as an entrance to the expressway, the behavior determination unit 63 changes the setting to increase the inter-vehicle distance DF on the general road at a point on the expressway where the distance to the stop gate GtS is about 300 m. On the other hand, when the host vehicle Am passes through the stop gate GtS that serves as an exit from the expressway, the behavior determination unit 63 changes the setting to increase the inter-vehicle distance DF on the expressway at a point on the expressway where the distance to the stop gate GtS is about 1000 m.

[0067] When a preceding vehicle Af waiting to pass is present in the entrance lane LnA, the target object recognition unit 73 recognizes the preceding vehicle Af located in front of the host vehicle Am in the entrance lane LnA based on the detection information from the camera unit 31. The target object recognition unit 73 recognizes that the preceding vehicle Af has stopped just before the stop line TS, whether this is the first time the preceding vehicle Af has been recognized after the host vehicle Am has entered the entrance lane LnA or whether the preceding vehicle Af has been continuously recognized before the host vehicle Am has entered the entrance lane LnA.

[0068] When the target recognition unit 73 recognizes a preceding vehicle Af waiting to pass through the stop gate GtS, and when the host vehicle Am enters the entrance lane LnA following the preceding vehicle Af, the behavior determination unit 63 causes the host vehicle Am to temporarily stop behind the preceding vehicle Af. The behavior determination unit 63 causes the host vehicle Am to stop temporarily behind the preceding vehicle Af while ensuring a sufficient distance from the preceding vehicle Af. Even when both vehicles are stopped, the distance between the preceding vehicle Af and the host vehicle Am is the forward inter-vehicle distance DF.

[0069] The behavior determination unit 63 sets the forward inter-vehicle distance DF when traveling through the required stop gate GtS longer than the forward inter-vehicle distance DF when the host vehicle Am is temporarily stopped behind the leading vehicle Af at a normal point. For example, situations in which the host vehicle Am is temporarily stopped behind the leading vehicle Af at a normal point include waiting to turn right or left at an intersection, waiting for a train to pass at a railroad crossing, and being in a traffic jam. When the host vehicle Am is temporarily stopped following the leading vehicle Af at a normal point, the behavior determination unit 63 sets the forward inter-vehicle distance DF to, for example, about 0.5 to 1 meter. In contrast, the behavior determination unit 63 sets the forward inter-vehicle distance DF at the required stop gate GtS to, for example, about 2 to 4 meters.

[0070] When the behavior determination unit 63 changes the setting to increase the set inter-vehicle distance while following the leading vehicle Af, the behavior determination unit 63 may maintain the changed set inter-vehicle distance so that the front inter-vehicle distance DF when passing through the stop gate GtS is longer than the front inter-vehicle distance DF at the normal point. Furthermore, even when the behavior determination unit 63 changes the setting to increase the set inter-vehicle distance while following the leading vehicle Af, the behavior determination unit 63 may change the setting to further increase the set inter-vehicle distance at the stop gate GtS.

[0071] When the target recognition unit 73 recognizes that the forward vehicle Af has started moving, the behavior determination unit 63 causes the host vehicle Am to follow the forward vehicle Af. The behavior determination unit 63 causes the host vehicle Am to move forward while maintaining a forward inter-vehicle distance DF so that a stop line TS on the lane road surface is recognized by the target recognition unit 73. The target recognition unit 73 can also detect that the forward vehicle Af has passed through a required stop gate GtS. When the behavior determination unit 63 has temporarily stopped the host vehicle Am at the stop line TS of the required stop gate GtS, the behavior determination unit 63 may cause the host vehicle Am to start moving after the forward vehicle Af has passed through the required stop gate GtS.

[0072] The behavior determination unit 63 causes the host vehicle Am to temporarily stop at a position where the host vehicle Am is a stopping margin distance DTY from the stop line TS. The behavior determination unit 63 waits for the opening and closing bar GB to close before the stop line TS. When the opening and closing bar GB opens and the host vehicle Am can pass through the stop gate GtS, the behavior determination unit 63 causes the host vehicle Am to start moving.

[0073] [Gate Passing Process Executed When Passing Through a Gate] Next, details of the gate passing process executed when the host vehicle Am passes through the gate Gt will be described based on Figures 5 and 6 and with reference to Figures 1 to 4. The gate passing process is initiated by the autonomous driving ECU 50 when the host vehicle Am, which is traveling under cruise control at autonomous driving level 2 or higher, reaches a position within a predetermined distance (for example, approximately 1 km) from the gate Gt. If the host vehicle Am can pass through the gate Gt, the autonomous driving ECU 50 maintains the autonomous driving level of the cruise control being executed.

[0074] 5, the road recognition unit 74 acquires road information related to the gate Gt. In S11, the road recognition unit 74 acquires at least gate information indicating whether the gate Gt, which the host vehicle Am is planning to pass through, is a stop gate GtS that requires the host vehicle Am to stop temporarily. In S12, the road recognition unit 74 determines whether the gate Gt, which the host vehicle Am is planning to pass through, is a stop gate GtS based on the acquired gate information.

[0075] If the autonomous driving ECU 50 determines that the host vehicle Am is scheduled to pass through a normal gate (NO at S12), the autonomous driving ECU 50 executes a deceleration / passing process in S13 to allow the host vehicle Am to pass through the normal gate. In the deceleration / passing process, travel control is executed to decelerate the host vehicle Am to a predetermined speed and allow the host vehicle Am to pass through the normal gate. On the other hand, if the host vehicle Am is scheduled to pass through a stop-required gate GtS (YES at S12), the autonomous driving ECU 50 executes a stop / passing process in S14.

[0076] In S31 of the stop passing process shown in FIG. 6 , the target recognition unit 73 adjusts parameters used in the image recognition process. Specifically, the recognized position of a target identified by image recognition inevitably deviates from its actual position. The target recognition unit 73 estimates in advance the amount of deviation that will occur in the recognized position of the target to be recognized. When recognizing the stop line TS, the gate GB, the preceding vehicle Af, etc. at the stop gate GtS, the target recognition unit 73 specifies a larger amount of deviation in the assumed recognized position than when recognizing these targets at a normal location. By setting the amount of deviation that will occur in image recognition in advance with a margin, a situation in which the stopping margin distance DTY, the remaining distance DNB, and the preceding vehicle distance DF are insufficient can be avoided.

[0077] In S32, the control switching unit 77 determines the autonomous driving level of the driving control currently being executed. The control switching unit 77 determines whether autonomous driving level 3 driving control (eyes-off autonomous driving control) is currently being executed. If autonomous driving level 3 driving control is currently being executed (S32: YES), the notification request unit 72 cooperates with the HMI control device 100 in S33 to prompt the driver to monitor the surroundings. On the other hand, if autonomous driving level 2 or lower or autonomous driving level 4 or higher driving control is currently being executed (S32: NO), the processing of S33 is skipped.

[0078] In S34, the target recognition unit 73 determines whether or not the preceding vehicle Af is recognized. If the preceding vehicle Af is present (S34: YES), the behavior determination unit 63 performs control to follow the preceding vehicle Af in S35. When performing control to follow the preceding vehicle Af, the behavior determination unit 63 sets a wider inter-vehicle distance to the preceding vehicle Af than usual before entering the entrance lane LnA. The behavior determination unit 63 changes the inter-vehicle distance setting at a point a predetermined distance away from the stop gate GtS.

[0079] The behavior determination unit 63, based on the forward vehicle following control, causes the host vehicle Am to temporarily stop behind the forward vehicle Af in the approach lane LnA while maintaining a predetermined forward inter-vehicle distance DF between the forward vehicle Af and the host vehicle Am. The forward inter-vehicle distance DF maintained by the following travel control at the stop gate GtS is longer (wider) than the forward inter-vehicle distance DF maintained by the following travel control at a normal point. Then, when the target recognition unit 73 confirms that the forward vehicle Af has passed through the stop gate GtS (S34: NO), the behavior determination unit 63 causes the host vehicle Am to start moving.

[0080] If there is no preceding vehicle Af, or if the preceding vehicle Af has passed through the required stop gate GtS (S34: NO), the target object recognition unit 73 recognizes the stop line TS and the opening and closing bar GB in S36. The behavior determination unit 63 causes the host vehicle Am to temporarily stop in front of the stop line TS in S37. The stopping margin distance DTY ensured by temporarily stopping at the required stop gate GtS is set longer (wider) than the stopping margin distance DTY ensured by temporarily stopping at a normal point.

[0081] In S38, the target recognition unit 73 determines whether the opening and closing bar GB is open or closed. If the opening and closing bar GB is open (S38: YES) and the vehicle is able to pass through the stop gate GtS, the behavior determination unit 63 starts the vehicle Am and passes through the stop gate GtS in S43. On the other hand, if the opening and closing bar GB remains closed (S38: NO), the behavior determination unit 63 determines in S39 whether a predetermined time has elapsed since the vehicle Am stopped temporarily. If the predetermined time has not yet elapsed (S39: NO), the behavior determination unit 63 maintains the stopped state at the current position and waits until the stop gate GtS becomes passable. Then, if the predetermined time has elapsed without the vehicle being able to pass through the stop gate GtS (S39: YES), the behavior determination unit 63 determines in S40 whether the vehicle has advanced a predetermined distance a predetermined number of times before reaching the stop line TS. If the vehicle has not moved forward a predetermined number of times (S40: NO), the target recognition unit 73 determines whether the vehicle has approached the opening and closing bar GB based on whether the remaining distance DNB from the vehicle Am to the opening and closing bar GB is less than the approach judgment distance.

[0082] If the remaining distance DNB is equal to or greater than the approach determination distance and there is a sufficient distance DNB remaining to the opening and closing bar GB (S41: NO), the behavior determination unit 63 moves the host vehicle Am forward a predetermined distance in S42 and stops the host vehicle Am at a position closer to the stop line TS. After the host vehicle Am moves forward the predetermined distance, the target recognition unit 73 continues to determine the open / closed state of the opening and closing bar GB in S38.

[0083] If the opening / closing bar GB does not open, the control of moving the vehicle forward a predetermined distance is repeated by the processes of S38, S39, and S42. At this time, in order to prevent the occupants from feeling uncomfortable due to the vehicle behavior caused by the repeated starting and stopping, when the vehicle starts and stops, the behavior determination unit 63 maintains the stopped state for a predetermined time before restarting the vehicle Am.

[0084] When the vehicle becomes able to pass through the stop gate GtS, the behavior determination unit 63 starts the vehicle Am and passes through the stop gate GtS. In a scene where the vehicle passes through the stop gate GtS where a temporary stop is required, the vehicle speed when passing through the gate Gt is adjusted to be slower than that of a normal gate where a temporary stop is not required.

[0085] On the other hand, if the number of repeated stops and forward movements reaches a predetermined number (S40: YES), or if the remaining distance DNB becomes less than the approach determination distance (S41: YES), the notification request unit 72 cooperates with the HMI control device 100 in S51 to request the driver to take over driving. When the driver starts driving in response to the request to take over driving, the control switching unit 77 switches the driving control state of the host vehicle Am to manual driving in S52. As a result, the response to the stop gate GtS that cannot be passed through is handed over from the system of the host vehicle Am to the driver.

[0086] In the embodiment described so far, when the host vehicle Am temporarily stops at the required stop gate GtS, the stopping margin distance DTY from the stop line TS to the stopping position of the host vehicle Am is longer than when the host vehicle Am temporarily stops at a normal point. Therefore, even if the host vehicle Am initially stops at a position that is not appropriate for the required stop gate GtS, the host vehicle Am can move forward again to an appropriate position for the required stop gate GtS.

[0087] Specifically, even if the vehicle detection device KS and the roadside wireless device GC cannot properly detect the vehicle Am and the ETC device 28 at the initial stopping position, the vehicle Am can be advanced to a position where they can be properly detected. As a result, the vehicle Am can smoothly pass through the stop gate GtS, which requires the vehicle Am to stop temporarily before passing through.

[0088] Additionally, in this embodiment, when recognizing a stop line TS at a required stop gate GtS, the amount of deviation of the recognized position of the stop line TS is set to be larger than when recognizing a stop line TS at a normal stop point. Image recognition inevitably generates deviations in the recognized position of the recognition target. By assuming a large amount of deviation in advance, it is possible to reliably ensure that the stopping margin distance DTY at the required stop gate GtS is longer than the stopping margin distance DTY at a normal stop point.

[0089] In this embodiment, if a predetermined time has passed since the host vehicle Am was temporarily stopped in front of the stop line TS without the host vehicle Am being able to pass through the stop gate GtS, the host vehicle Am moves forward a predetermined distance. As a result, the host vehicle Am can be appropriately moved toward a position where the host vehicle Am can pass through the stop gate GtS.

[0090] Furthermore, in this embodiment, if the host vehicle Am is temporarily stopped before the stop line TS and the host vehicle Am is not able to pass through the stop gate GtS, the host vehicle Am alternately moves forward a predetermined distance and waits in the temporary stop state for a predetermined time. As a result, the stopping position of the host vehicle Am can be appropriately adjusted so that the host vehicle Am can pass through the stop gate GtS.

[0091] In addition, in this embodiment, when the vehicle advances a predetermined distance a predetermined number of times, the driver is requested to take over driving. As a result, when the gate GB does not open and the stop gate GtS is not open, the control of the vehicle Am can be appropriately transferred to the driver.

[0092] In this embodiment, the gate GB associated with the stop gate GtS is recognized. When the remaining distance DNB from the vehicle Am to the gate GB becomes less than the approach determination distance, the driver is requested to take over driving. In this way, even in a situation where the gate GB does not open and the stop gate GtS is not passable, the control of the vehicle Am can be appropriately transferred to the driver.

[0093] Furthermore, in this embodiment, when the vehicle cannot pass through the stop gate GtS, the vehicle repeatedly moves forward and stops before the stop gate GtS. In such a situation, the behavior determination unit 63 temporarily stops the vehicle Am, and then restarts the vehicle Am after a predetermined time has elapsed. As a result, the discomfort felt by the occupants due to the vehicle behavior of repeatedly starting and stopping can be reduced.

[0094] In addition, in this embodiment, the traveling speed of the host vehicle Am when passing through the stop gate GtS is set to be slower than the traveling speed when passing through a normal gate that does not require a temporary stop, so that the burden on the occupants can be reduced even if the host vehicle Am repeatedly accelerates and decelerates when passing through the stop gate GtS.

[0095] In this embodiment, the preceding vehicle Af located in front of the host vehicle Am is recognized. When the host vehicle Am is forced to temporarily stop behind the preceding vehicle Af at the stop gate GtS, the forward inter-vehicle distance DF between the preceding vehicle Af and the host vehicle Am is set longer than the forward inter-vehicle distance DF when the host vehicle Am is forced to temporarily stop behind the preceding vehicle Af at a normal point. As described above, if the forward inter-vehicle distance DF is ensured, it is possible to avoid a situation in which the host vehicle Am is unable to recognize the stop line TS on the road surface due to the preceding vehicle Af blocking its view. As a result, the host vehicle Am can reliably temporarily stop at a position where the stopping margin distance DTY is secured from the stop line TS.

[0096] Furthermore, in this embodiment, when following the preceding vehicle Af toward the stop gate GtS, a setting change is made to increase the forward inter-vehicle distance DF between the preceding vehicle Af and the host vehicle Am before the host vehicle Am enters the stop gate Gt. By changing the inter-vehicle distance setting in this manner, even if the preceding vehicle Af makes an unexpected temporary stop near the stop gate GtS, the host vehicle Am is less likely to suddenly decelerate.

[0097] In addition, in this embodiment, the setting is changed to increase the distance DF ahead at a point a predetermined distance away from the stop gate GtS. In this way, by ensuring the distance DF ahead early, the occurrence of sudden deceleration of the host vehicle Am can be suppressed.

[0098] In this embodiment, when the host vehicle Am stops temporarily at the required stop gate GtS, the host vehicle Am starts moving after the preceding vehicle Af has passed through the required stop gate GtS. In this way, by controlling the host vehicle Am to postpone starting until it is confirmed that the preceding vehicle Af has passed through the gate, it becomes less likely that the host vehicle Am will be unable to recognize the stop line TS, the opening and closing bar GB, and the like due to being blocked by the preceding vehicle Af.

[0099] Furthermore, in this embodiment, even when the host vehicle Am enters the stop gate GtS under eyes-off automated driving control, in which the driver is not required to monitor the surroundings, the driver is prompted to monitor the surroundings. As described above, the host vehicle Am may enter the stop gate GtS while the driver is monitoring the surroundings. As a result, the driver is less likely to feel uneasy about the behavior of the host vehicle Am, which temporarily stops at the stop gate GtS. Furthermore, if the opening / closing bar GB does not open, control can be smoothly transferred to the driver.

[0100] In the above embodiment, the behavior determination unit 63 corresponds to the “behavior control unit”, the notification request unit 72 corresponds to the “request implementation unit”, the target grasping unit 73 corresponds to the “target recognition unit”, the road grasping unit 74 corresponds to the “information acquisition unit”, and the automatic driving ECU 50 corresponds to the “automatic driving control device”. Furthermore, the opening and closing bar GB corresponds to the “passage restriction target”, and the stop line TS corresponds to the “stop instruction target”.

[0101] (Other Embodiments) Although one embodiment of the present disclosure has been described above, the present disclosure should not be construed as being limited to the above embodiment, and can be applied to various embodiments and combinations within the scope that does not deviate from the gist of the present disclosure.

[0102] In the above embodiment, the stop line TS and the open / close bar GB are recognized as the stop indication target and the passage restriction target, respectively. However, the targets corresponding to the stop indication target and the passage restriction target are not limited to the stop line TS and the open / close bar GB. At least one of the stop line TS and the open / close bar GB does not have to be installed at the stop gate GtS.

[0103] For example, signs or billboards installed beside the lane of the stop gate GtS may be recognized as stop indication targets and passage restriction targets. Furthermore, virtual boundary targets (position information) defined by communication between the in-vehicle communication device 39 and the roadside radio device GC (or roadside device) may be recognized as stop indication targets and passage restriction targets. Furthermore, multiple types of targets may be recognized as stop indication targets and passage restriction targets. In addition, at least one of the stop line TS and the opening / closing bar GB may correspond to both the stop indication target and the passage restriction target. Specifically, the stop line TS may also serve as a passage restriction target, or the opening / closing bar GB may also serve as a stop indication target.

[0104] In the above embodiment, the stop gate GtS is a gate Gt related to an expressway and is provided at a smart IC or the like. However, the installation location of the stop gate GtS is not limited to a smart IC. The stop gate GtS may be, for example, a gate Gt provided at the entrance / exit of a parking lot or the like for toll collection. Furthermore, the travel control for passing through the stop gate GtS described in the above embodiment may be performed when entering the expressway, parking lot, or the like, or may be performed when exiting the expressway, parking lot, or the like.

[0105] In the above embodiment, the target recognition unit 73 recognizes the stop command target and the pass restriction target by image recognition processing based on the detection information of the camera unit 31. On the other hand, in the first modification of the above embodiment, the stop command target and the pass restriction target are recognized by a detection method different from image recognition. Specifically, the target recognition unit 73 recognizes the stop command target and the pass restriction target based on point cloud data as detection information generated by the lidar.

[0106] The stopping margin distance DTY and the leading distance DF at the stop gate GtS, the stopping margin distance DTY and the leading distance DF at the normal point, and the remaining distance DNB to the barrier GB may be changeable by user operation. For example, the behavior determination unit 63 may switch these distances between three levels, such as "long (far), medium, and short (close)," or five levels, such as "long, somewhat long, medium, somewhat short, and short," based on user operation. Even when these distances are changed collectively, the relationship between the distances is maintained. Furthermore, the behavior determination unit 63 may switch the values ​​of each distance individually based on user operation while maintaining the relationship between the distances. Furthermore, the setting change to increase the leading distance DF may be achieved by adding a predetermined time to collision (TTC) to a reference time to inter-vehicle.

[0107] In a second modification of the above embodiment, the control of gradually moving the host vehicle Am forward after temporarily stopping the host vehicle Am before the stop line TS is omitted. In the second modification, if the host vehicle Am is not able to pass through the stop gate GtS at the initial stopping position, the notification request unit 72 requests the driver to take over driving. As a result, the driver who takes over driving operations from the system moves the host vehicle Am forward to the position where the opening and closing bar GB opens.

[0108] In a third modification of the above embodiment, a notification requesting the driver to monitor the surroundings is not issued even when the host vehicle Am enters the entrance lane LnA under driving control at autonomous driving level 3. In the third modification, if the host vehicle Am is unable to pass through the stop gate GtS after reaching a position just before the stop line TS, the notification request unit 72 outputs a request to the HMI control device 100 to issue a notification requesting that the host vehicle Am monitor the surroundings.

[0109] In a fourth modification of the above embodiment, the functions of the autonomous driving ECU 50 and the HMI control device 100 are provided by a single integrated ECU. In this fourth modification, the integrated ECU corresponds to the "autonomous driving control device." Furthermore, the functions of the autonomous driving control device according to the present disclosure may be realized by cooperation between the autonomous driving ECU 50 and the HMI control device 100. In this embodiment, a system including the autonomous driving ECU 50 and the HMI control device 100 corresponds to the "autonomous driving control device," and a presentation control unit built in the HMI control device 100 corresponds to the "request implementation unit."

[0110] In the above embodiment, each function provided by the autonomous driving ECU 50 can be provided by software and hardware that executes the software, software alone, hardware alone, or a combination of these. Furthermore, when such functions are provided by electronic circuits as hardware, each function can also be provided by digital circuits including multiple logic circuits or analog circuits. Furthermore, the software for realizing such functions may include, at least in part, code automatically generated by a neural network or language model trained using a large amount of learning data.

[0111] Each processing unit in the above embodiments is hardware for arithmetic processing coupled to a RAM. The processing unit includes at least one arithmetic core, such as a central processing unit (CPU) and a graphics processing unit (GPU). The processing unit may further include a field-programmable gate array (FPGA), a neural network processing unit (NPU), and an IP core with other dedicated functions. Furthermore, the processing unit is not limited to being individually mounted on a printed circuit board. The processing unit may be mounted on an application-specific integrated circuit (ASIC), a system on chip (SoC), a chiplet integration, an FPGA, or the like.

[0112] In the above embodiments, the form of the storage medium (non-transitory tangible storage medium) that stores various programs and the like may be changed as appropriate. Furthermore, the storage medium is not limited to a configuration provided on a circuit board, but may be provided in the form of a memory card or the like, inserted into a slot, and electrically connected to a control circuit such as an autonomous driving ECU. Furthermore, the storage medium may be an optical disk, hard disk drive, solid state drive, or the like that serves as a source from which programs are copied or distributed to the autonomous driving ECU or the like.

[0113] Vehicles equipped with the above-described autonomous driving ECUs and the like are not limited to general private passenger cars (Personally Owned Vehicles, POVs). Vehicles equipped with these may also be rental cars, manned taxis, ride-sharing vehicles, freight vehicles, buses, etc. Furthermore, vehicles equipped with autonomous driving ECUs and the like may be right-hand drive vehicles or left-hand drive vehicles. Furthermore, the traffic environment in which the vehicle travels may be a traffic environment based on left-hand traffic or a traffic environment based on right-hand traffic. The autonomous driving control and information presentation control according to the present disclosure may be optimized as appropriate according to the road traffic laws of each country and region, as well as the steering wheel position of the vehicle.

[0114] The controller and methods described herein may be implemented by a special-purpose computer comprising a processor programmed to perform one or more functions embodied in a computer program. Alternatively, the apparatus and methods described herein may be implemented by special-purpose hardware logic circuitry. Alternatively, the apparatus and methods described herein may be implemented by one or more special-purpose computers comprising a processor executing a computer program in combination with one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by a computer on a computer-readable non-transitory storage medium.

[0115] (Disclosure of Technical Ideas) This specification discloses multiple technical ideas described in the following multiple clauses. Some clauses may be described in a multiple dependent form, with the subsequent clause alternatively referring to the preceding clause. Furthermore, some clauses may be described in a multiple dependent form, with the subsequent clause referring to another multiple dependent clause. These multiple dependent clauses define multiple technical ideas.

[0116] (Technical Idea 1) An automatic driving control device that controls the traveling of a host vehicle (Am) using an automatic driving function, comprising: an information acquisition unit (74) that acquires gate information indicating whether a gate (Gt) through which the host vehicle plans to pass is a required stop gate (GtS) that requires the host vehicle to temporarily stop; a target recognition unit (73) that recognizes a stop indication target (TS) that indicates a location where the host vehicle should temporarily stop; and a behavior control unit (63) that, when the host vehicle traveling using the automatic driving function is to be temporarily stopped at the required stop gate, sets a stopping margin distance (DTY) from the stop indication target to the stopping position of the host vehicle longer than the stopping margin distance when the host vehicle is to be temporarily stopped at the stop indication target at a normal point other than the required stop gate. (Technical Idea 2) The automatic driving control device according to Technical Idea 1, wherein the target recognition unit specifies a deviation amount of an assumed recognized position of the stop indication target to be larger when recognizing the stop indication target at the required stop gate than when recognizing the stop indication target at the normal point. (Technical Idea 3) The automatic driving control device according to Technical Idea 1 or 2, wherein the behavior control unit causes the host vehicle to advance a predetermined distance if a predetermined time has elapsed without the host vehicle being able to pass through the stop gate after temporarily stopping the host vehicle in front of the stop instruction target. (Technical Idea 4) The automatic driving control device according to Technical Idea 3, wherein the behavior control unit repeats advancing the predetermined distance and waiting in a temporary stop state if the host vehicle is not able to pass through the stop gate after temporarily stopping the host vehicle in front of the stop instruction target. (Technical Idea 5) The automatic driving control device according to Technical Idea 4, further comprising a request execution unit (72) that requests the driver of the host vehicle to take over driving if advancing the predetermined distance has been repeated a predetermined number of times. (Technical Idea 6) An automatic driving control device according to Technical Idea 4 or 5, further comprising a request execution unit (72) that requests the driver of the host vehicle to take over driving, wherein the target recognition unit recognizes a passage restriction target (GB) associated with the required stop gate and determines whether the remaining distance (DNB) from the host vehicle to the passage restriction target is less than the approach judgment distance, and the request execution unit requests the driver to take over driving when the remaining distance is less than the approach judgment distance.(Technical Idea 7) The autonomous driving control device according to any one of Technical Ideas 4 to 6, wherein the behavior control unit temporarily stops the host vehicle when repeatedly moving forward and waiting in front of the stop gate that does not allow passage, and then restarts the host vehicle after the predetermined time has elapsed. (Technical Idea 8) The autonomous driving control device according to any one of Technical Ideas 1 to 7, wherein the behavior control unit reduces the traveling speed of the host vehicle when passing through the stop gate compared to the traveling speed of the host vehicle when passing through a normal gate that does not require a temporary stop. (Technical Idea 9) The autonomous driving control device according to any one of Technical Ideas 1 to 8, wherein the target recognition unit recognizes a leading vehicle (Af) located in front of the host vehicle, and the behavior control unit, when temporarily stopping the host vehicle behind the leading vehicle at the stop gate, increases a forward inter-vehicle distance (DF) between the leading vehicle and the host vehicle compared to the forward inter-vehicle distance when temporarily stopping the host vehicle behind the leading vehicle at the normal point. (Technical Idea 10) The autonomous driving control device according to any one of Technical Ideas 1 to 9, wherein the target recognition unit recognizes a preceding vehicle (Af) located in front of the host vehicle, and the action control unit, when following the preceding vehicle toward the required stop gate, changes a setting to increase a forward distance (DF) between the preceding vehicle and the host vehicle before entering the required stop gate. (Technical Idea 11) The autonomous driving control device according to Technical Idea 10, wherein the action control unit changes a setting to increase the forward distance at a point a predetermined distance away from the required stop gate. (Technical Idea 12) The autonomous driving control device according to Technical Idea 10 or 11, wherein the target recognition unit detects that the preceding vehicle has passed the required stop gate, and the action control unit, at the required stop gate, starts the host vehicle after the preceding vehicle has passed the required stop gate. (Technical Idea 13) An automatic driving control device according to any one of Technical Ideas 1 to 12, further comprising a request execution unit (72) that prompts the driver to monitor the surroundings even when the vehicle enters the stop gate under automatic driving control that does not require the driver of the vehicle to monitor the surroundings.(Technical Idea 14) An automatic driving control program that controls the traveling of a host vehicle (Am) using an automatic driving function, the automatic driving control program causing at least one processing unit (51) to execute processing including: acquiring gate information indicating whether a gate (Gt) that the host vehicle plans to pass through is a stop gate (GtS) that requires the host vehicle to stop temporarily (S11); recognizing a stop indication target (TS) that indicates a position where the host vehicle should stop temporarily (S36); and when the host vehicle traveling using the automatic driving function is made to stop temporarily at the stop indication gate, making the stopping margin distance (DTY) from the stop indication target to the stopping position of the host vehicle longer than the stopping margin distance when the host vehicle is made to stop temporarily at the stop indication target at a normal point other than the stop gate (S37).

Claims

1. An automatic driving control device that controls the driving of a host vehicle (Am) using an automatic driving function, comprising: an information acquisition unit (74) that acquires gate information indicating whether a gate (Gt) that the host vehicle is scheduled to pass through is a stop gate (GtS) that requires the host vehicle to stop temporarily; a target recognition unit (73) that recognizes a stop indication target (TS) that indicates a position where the host vehicle should stop temporarily; and a behavior control unit (63) that, when the host vehicle traveling using the automatic driving function is made to stop temporarily at the stop indication gate, makes the stopping margin distance (DTY) from the stop indication target to the stopping position of the host vehicle longer than the stopping margin distance when the host vehicle is made to stop temporarily at the stop indication target at a normal point other than the stop gate.

2. The automatic driving control device of claim 1, wherein the target recognition unit specifies a larger deviation amount for the recognition position of the expected stop indication target when recognizing the stop indication target at the required stop gate than when recognizing the stop indication target at the normal point.

3. The automatic driving control device of claim 1, wherein the behavior control unit causes the vehicle to move forward a predetermined distance if a predetermined time has passed without the vehicle being able to pass through the stop gate after temporarily stopping the vehicle in front of the stop indication target.

4. The automatic driving control device of claim 3, wherein the behavior control unit, after temporarily stopping the vehicle in front of the stop indication target, if the vehicle is not able to pass through the stop gate, alternates between moving forward the specified distance and waiting in a temporarily stopped state.

5. The automatic driving control device according to claim 4, further comprising a request execution unit (72) that requests the driver of the host vehicle to take over driving when the vehicle has repeated the advance of the predetermined distance a predetermined number of times.

6. An automatic driving control device as described in claim 4, further comprising a request execution unit (72) that requests the driver of the vehicle to take over driving, wherein the target recognition unit recognizes a passage restriction target (GB) associated with the required stop gate and determines whether the remaining distance (DNB) from the vehicle to the passage restriction target is less than the approach judgment distance, and the request execution unit requests the driver to take over driving when the remaining distance is less than the approach judgment distance.

7. An automatic driving control device as described in claim 4, wherein the behavior control unit temporarily stops the vehicle when the vehicle repeatedly moves forward and waits in front of the stop gate that does not allow passage, and then restarts the vehicle after the predetermined time has elapsed.

8. The automatic driving control device described in claim 1, wherein the behavior control unit reduces the traveling speed of the vehicle when passing through the stop gate to be slower than the traveling speed of the vehicle when passing through a normal gate that does not require a temporary stop.

9. The automatic driving control device of claim 1, wherein the target recognition unit recognizes a preceding vehicle (Af) located in front of the host vehicle, and the behavior control unit, when causing the host vehicle to temporarily stop behind the preceding vehicle at the stop gate, makes the forward inter-vehicle distance (DF) between the preceding vehicle and the host vehicle longer than the forward inter-vehicle distance when the host vehicle is temporarily stopped behind the preceding vehicle at the normal point.

10. The automatic driving control device of claim 1, wherein the target recognition unit recognizes a preceding vehicle (Af) located in front of the host vehicle, and the behavior control unit, when following the preceding vehicle toward the stop gate, changes settings to increase the forward distance (DF) between the preceding vehicle and the host vehicle before entering the stop gate.

11. The automatic driving control device according to claim 10, wherein the behavior control unit changes the setting to increase the distance between the vehicles ahead at a point a predetermined distance away from the stop gate.

12. The automatic driving control device described in claim 10, wherein the target recognition unit detects that the preceding vehicle has passed through the required stop gate, and the behavior control unit starts the subject vehicle at the required stop gate after the preceding vehicle has passed through the required stop gate.

13. An automatic driving control device as described in claim 1, further comprising a request execution unit (72) that prompts the driver to monitor the surroundings even when the vehicle enters the stop gate under automatic driving control that does not require the driver of the vehicle to monitor the surroundings.

14. An autonomous driving control method for controlling the travel of a host vehicle (Am) using an autonomous driving function, the autonomous driving control method including the following steps in processing performed by at least one processing unit (51): acquiring gate information indicating whether a gate (Gt) through which the host vehicle is scheduled to pass is a stop gate (GtS) that requires the host vehicle to temporarily stop (S11); recognizing a stop indicator (TS) that indicates a position where the host vehicle should temporarily stop (S36); and when the host vehicle traveling using the autonomous driving function is to be temporarily stopped at the stop indicator gate, making the stopping margin distance (DTY) from the stop indicator to the stopping position of the host vehicle longer than the stopping margin distance when the host vehicle is to be temporarily stopped at the stop indicator at a normal point other than the stop gate (S37).