Automated driving control device and automated driving control method

Abstract

An automated driving ECU (50) functions as an automated driving control device and enables travel of a host vehicle (Am) by means of an automated driving function. The automated driving ECU (50) determines whether or not it is possible to pass by an oncoming vehicle (Ao) approaching from the direction of travel of the host vehicle (Am) on a narrow road (KR), and if it is possible to pass by the oncoming vehicle (Ao), controls the traveling of the host vehicle (Am) so as to pass by the oncoming vehicle (Ao) by implementing pass-by control. Furthermore, if it becomes impossible to pass by the oncoming vehicle (Ao) after the pass-by control has started, and there is a retreat area (EA) into which the host vehicle (Am) can retreat, the automated driving ECU (50) starts retreat control to direct the host vehicle (Am) toward the retreat area (EA).

Description

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

[0001] This application is based on Patent Application No. 2024-70737 filed in Japan on April 24, 2024, and Patent Application No. 2025-62048 filed in Japan on April 3, 2025, and the contents of the base applications are incorporated by reference in their entirety.

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

[0003] The host vehicle disclosed in Patent Document 1 determines whether it is possible to pass an oncoming vehicle on a narrow road or the like without a center line. The host vehicle performs driving assistance based on the result of the determination of whether it is possible to pass an oncoming vehicle. Specifically, if it is possible to pass an oncoming vehicle, the host vehicle travels along a lane defined by a virtual center line.

[0004] JP 2023-139740 A

[0005] On narrow roads, even if it is initially determined that passing an oncoming vehicle is possible, depending on the driving environment, for example, the determination result may change after the oncoming vehicle begins to pass, and it may be determined again that passing is impossible. In this case, it becomes difficult to continue passing control by the driving assistance, and the occupants of the vehicle must take over driving operations under complicated circumstances. As a result, it may be difficult to ensure convenience.

[0006] The present disclosure aims to provide an automatic driving control device and an automatic driving control method that can ensure convenience for passengers even when passing control cannot be completed.

[0007] In order to achieve the above object, one disclosed aspect is an automatic driving control device that enables the vehicle to travel using an automatic driving function, and is equipped with an area search unit that searches for an evacuation area where the vehicle can be evacuated on a narrow road, a situation judgment unit that determines whether it is possible to pass an oncoming vehicle approaching from the direction of travel of the vehicle on the narrow road, and a driving control unit that controls the travel of the vehicle so that the vehicle can pass the oncoming vehicle by implementing passing control if it is possible to pass the oncoming vehicle, and the driving control unit is an automatic driving control device that starts evacuation control to direct the vehicle toward the evacuation area if it becomes impossible to pass the oncoming vehicle after the passing control is started and an evacuation area exists.

[0008] Another disclosed aspect is an autonomous driving control method that enables the vehicle to travel using an autonomous driving function, and includes the following steps in processing performed by at least one processing unit: searching for an evacuation area where the vehicle can be evacuated on a narrow road; determining whether it is possible to pass an oncoming vehicle approaching from the direction of travel of the vehicle on the narrow road; if it is possible to pass the oncoming vehicle, controlling the travel of the vehicle so that it can pass the oncoming vehicle by implementing passing control; and if it becomes impossible to pass the oncoming vehicle after the passing control is started and an evacuation area exists, starting evacuation control to direct the vehicle toward the evacuation area.

[0009] In these aspects, even if it is determined that passing is impossible after the start of passing control with an oncoming vehicle, the vehicle is directed to the searched turn-off area and turn-off control is initiated. By transitioning from passing control to turn-off control in this way, if the vehicle can turn to the turn-off area, it will be possible for the vehicle to pass the oncoming vehicle. As a result, convenience for passengers can be ensured even if passing control cannot be completed.

[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] 1 is a diagram showing an overall view of an in-vehicle system including an autonomous driving ECU according to a first embodiment of the present disclosure. FIG. 1 is a block diagram showing details of the autonomous driving ECU together with related configurations. FIG. 2 is a diagram for explaining an example of passing control performed on a narrow road. FIG. 3 is a diagram for explaining an evacuation scene when passing control cannot be performed. FIG. 4 is a diagram for explaining an evacuation scene when passing control cannot be performed. FIG. 5 is a diagram for explaining an evacuation scene when passing control cannot be performed. FIG. 6 is a diagram for explaining a scene in which an oncoming vehicle is requested to evacuate when passing control cannot be performed. FIG. 7 is a diagram for explaining a scene in which a vehicle waits by pulling over to the side of a specific type of vehicle on a narrow road. FIG. 8 is a diagram for explaining a scene in which passing is performed by utilizing a widened section of a narrow road. FIG. 9 is a flowchart showing details of narrow road traveling processing performed by the autonomous driving ECU, together with FIG. 11. FIG. 10 is a flowchart showing details of narrow road traveling processing, together with FIG. 12. FIG. 11 is a flowchart showing details of narrow road traveling processing performed by the autonomous driving ECU. FIG. 22 is a diagram for explaining a scene in which a transition is made from evacuation control to passing control in a second embodiment. FIG. 33 is a diagram for explaining an example of passing control performed on a narrow road. FIG. 34 is a flowchart showing details of narrow road traveling processing. 10 is a flowchart showing details of a control switching process performed by an autonomous driving ECU.

[0012] Hereinafter, several embodiments will be described with reference to the drawings. Note that corresponding components in each embodiment are given the same reference numerals, and redundant description may be omitted. When only a portion of the configuration is described in each embodiment, the configuration of another embodiment described previously can be applied to the remaining portion of the configuration. Furthermore, in addition to the combinations of configurations explicitly stated in the description of each embodiment, configurations of several embodiments can also be partially combined together even if not explicitly stated, as long as there is no particular problem with the combination.

[0013] First Embodiment The functions of an 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.

[0014] 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 in this disclosure are based on standards defined by the Society of Automotive Engineers.

[0015] Level 2 autonomous driving is an autonomous driving with a perimeter monitoring obligation (eyes-on autonomous driving), which requires the driver to visually monitor the area around the vehicle. Level 2 autonomous driving includes both hands-on autonomous driving, which requires the driver to hold the steering wheel, and hands-off autonomous driving, which does not require the driver to hold the steering wheel.

[0016] Level 3 autonomous driving is eyes-off autonomous driving, which means that there is no need to monitor the area around the vehicle. 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.

[0017] The autonomous driving ECU 50 switches the control state of the autonomous driving function among a plurality of control 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 with Level 2 or lower will be referred to as "driving assistance control," and autonomous driving control with Level 3 or higher will be referred to as "autonomous driving control."

[0018] [Configuration of the In-Vehicle System] The autonomous driving ECU 50 is one of multiple in-vehicle ECUs included in the in-vehicle system 1 installed in the host vehicle Am. The autonomous driving ECU 50 is connected to a communication line 99 of an in-vehicle LAN (Local Area Network) for constructing the in-vehicle system 1. The in-vehicle LAN is constructed using communication protocols such as CAN (Controller Area Network, registered trademark) and Ethernet (registered trademark). The communication line 99 is connected to a perimeter monitoring sensor 30, a locator 35, a navigation ECU 38, an in-vehicle communication device 39, a cruise control ECU 40, a body ECU 43, an exterior display 45, an HMI control device 100, and the like. These nodes connected to the communication line 99 can communicate with each other. Furthermore, certain nodes may be directly electrically connected to each other and be able to communicate without using the communication line 99.

[0019] The perimeter monitoring sensor 30 is an autonomous sensor that monitors the environment surrounding the host vehicle Am. The perimeter monitoring sensor 30 includes, for example, one or more of a camera unit 31, a millimeter-wave radar 32, a lidar 33, and a sonar 34. 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.

[0020] 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 line 99. The locator 35 sequentially outputs position information and direction information of the host vehicle Am based on the positioning results to the communication line 99 as locator information.

[0021] The locator 35 also has a map database (hereinafter referred to as map DB) that stores map data. The map DB is mainly composed of a large-capacity storage medium that stores a large amount of 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. 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 for the area around the current location from the map DB and provides it to the autonomous driving ECU 50, the HMI control device 100, etc., along with locator information.

[0022] 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 a set route (driving route) to the destination to the autonomous driving ECU 50, the HMI control device 100, etc. The navigation ECU 38 works in conjunction with the HMI system 10 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.

[0023] Here, a user terminal such as a smartphone may be connected to the in-vehicle system 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.

[0024] The in-vehicle communication device 39 is an external communication unit mounted on the host vehicle Am and 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 and in the direction of travel of the host vehicle Am from the roadside devices. The congestion information and traffic regulation information may be, for example, VICS (registered trademark) information. The in-vehicle communication device 39 receives information detected by on-board sensors of other vehicles (hereinafter, other vehicle detection results) from communication devices mounted on the other vehicles. The other vehicle detection results include recognition information around the other vehicles detected by autonomous sensors of the other vehicles and driver status information detected by driver monitors of the other vehicles. The in-vehicle communication device 39 provides the received congestion information, traffic regulation information, other vehicle detection results, etc. to the autonomous driving ECU 50, the HMI control device 100, etc.

[0025] The cruise control ECU 40 is an electronic control device that mainly includes a microcontroller. The cruise control ECU 40 generates vehicle speed information indicating the current traveling speed of the host vehicle Am based on detection signals from wheel speed sensors provided at the hub portions of each wheel, and sequentially outputs the generated vehicle speed information to a communication line 99. The cruise control ECU 40 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU. The cruise control ECU 40 continuously controls the braking force of each wheel, the output 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.

[0026] The body ECU 43 is an electronic control device that mainly includes a microcontroller. The body ECU 43 has at least the function of controlling the operation of the lighting devices mounted on the host vehicle Am. The lighting devices include, for example, headlights, turn signals, and emergency flashers (hereinafter referred to as hazard lights 44). The body ECU 43 switches the lighting devices between on and off based on control commands received from the autonomous driving ECU 50.

[0027] The exterior display 45 is provided on the outer surface of the host vehicle Am. The exterior display 45 is an exterior alarm that displays information to the outside of the host vehicle Am. The exterior display 45 is configured to be able to display text. The host vehicle Am is equipped with at least one of a front display, a side display, a rear display, etc. as the exterior display 45. The exterior display 45 notifies pedestrians, cyclists, drivers of other vehicles, etc. around the host vehicle Am of the operating status of the autonomous driving of the host vehicle Am and various information grasped by the host vehicle Am. Note that the host vehicle Am may also be provided with an exterior speaker as an exterior alarm that plays an alarm sound or a voice message to the outside of the vehicle. The exterior display 45 may also be a light-emitting device that indicates information by changing the light-emitting pattern.

[0028] The HMI (Human Machine Interface) control device 100 is a computer mainly including a control circuit having a processing unit 11, a RAM 12, a storage unit 13, an input / output interface 14, and a bus connecting these components. 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. The display devices include a meter display 21, a center information display (hereinafter, CID) 22, and a head-up display (hereinafter, HUD) 23. The HMI control device 100, together with the multiple display devices, the audio device 24, the ambient light 25, and an operation device 26, 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 vehicle Am, and an output interface function that presents information to the driver.

[0029] The HMI control device 100 acquires operation information indicating the content of a user operation and provides the operation information of the 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. 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 operation status of the autonomous driving function and a request for presentation of 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 operation 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 execution of a driving operation, in other words, a notification requesting a driver change.

[0030] [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.

[0031] The information linking unit 61 provides information to each device installed in the host vehicle Am and acquires information from each device. The information linking unit 61 enables each device to link with the autonomous driving ECU 50. The information linking unit 61 controls each device in accordance with the operation of the autonomous driving function. The information linking unit 61 has an HMI linking unit 71 and an exterior notification control unit 72 as sub-functional units for information linking.

[0032] The HMI linking unit 71 acquires information from the HMI control device 100 and provides the information to the HMI control device 100. The HMI linking unit 71 enables information sharing between the autonomous driving ECU 50 and the HMI control device 100. Specifically, the HMI linking unit 71 acquires operation information and control requests related to autonomous driving from the HMI control device 100. The HMI linking unit 71 generates control status information indicating the operating state of the autonomous driving function and provides the generated control status information to the HMI control device 100. The HMI linking unit 71 outputs a request to execute a notification to the HMI control device 100, thereby enabling the HMI control device 100 to issue a notification synchronized with the operating state of the autonomous driving function.

[0033] The exterior notification control unit 72 controls exterior notifications related to autonomous driving. Specifically, the exterior notification control unit 72 controls the start and end of blinking of the turn signals, hazard lights 44, etc. by outputting control commands to the body ECU 43. As an example, when the autonomous driving function causes the host vehicle Am to temporarily stop at the side of a road, the exterior notification control unit 72 cooperates with the body ECU 43 to cause the turn signals or hazard lights 44 to blink. The exterior notification control unit 72 controls the exterior display 45 to notify other vehicles, pedestrians, etc. outside the vehicle of control information currently being performed by the autonomous driving function and advance notice information of operations scheduled to be performed by the autonomous driving function. The exterior notification control unit 72 cooperates with the in-vehicle communication device 39 to transmit advance notice information and control information related to the autonomous driving function to other vehicles around the host vehicle via vehicle-to-vehicle communication.

[0034] The environment recognition unit 62 recognizes the driving environment around the vehicle by combining locator information, map data, route information, detection information, etc. The environment recognition unit 62 may use received information received by the on-board communication device 39 to recognize the driving environment. Specifically, the environment recognition unit 62 acquires other vehicle detection results detected by an autonomous sensor (other vehicle autonomous sensor) of the oncoming vehicle Ao (see FIG. 3 ) by receiving the other vehicle detection results from the oncoming vehicle Ao, and uses the results to recognize the driving environment around the oncoming vehicle Ao. The environment recognition unit 62 acquires other vehicle detection results detected by a driver monitor of the oncoming vehicle Ao by receiving the other vehicle detection results from the oncoming vehicle Ao, and recognizes the state of the driver of the oncoming vehicle Ao. The environment recognition unit 62 has an other vehicle recognition unit 73 and a road recognition unit 74 as sub-functional units for recognizing the driving environment.

[0035] The other vehicle grasping unit 73 grasps the size, type, relative position, relative speed, etc. of dynamic targets around the host vehicle. Dynamic targets include, for example, other vehicles traveling around the host vehicle and pedestrians moving around the host vehicle. The other vehicle grasping unit 73 also grasps the size, type, and relative position of static targets around the host vehicle. Static targets include, for example, buildings on the side of the road, and installed objects such as road signs and utility poles.

[0036] The other vehicle recognition unit 73 detects other vehicles on the narrow road KR, such as an oncoming vehicle Ao approaching from the direction of travel of the host vehicle Am and a following vehicle Ab traveling behind the host vehicle Am, and recognizes the size, type, relative position, relative speed, etc. of the detected other vehicles (see FIG. 3 ). Furthermore, the other vehicle recognition unit 73 determines whether the detected oncoming vehicle Ao corresponds to a predetermined specific type vehicle Ax. Examples of the specific type vehicle Ax include risk vehicles that repeatedly flash their lights, risk vehicles that honk their horns, risk vehicles that approach at a speed significantly exceeding the speed limit, and priority vehicles driven by drivers with beginner or elderly driver marks who are unsure about their driving.

[0037] The road recognition unit 74 acquires information related to the road on which the host vehicle Am is traveling or is scheduled to travel. The road recognition unit 74 determines whether a road on which the host vehicle Am, traveling under driving assistance control and autonomous driving control, is scheduled to travel is a narrow road KR (see FIG. 3 ). A narrow road KR is a road with a narrow road width that makes it difficult for vehicles to pass each other. The road recognition unit 74 may determine a narrow street or the like registered in map data as a narrow road KR, or a road with a road width narrower than a predetermined value based on detection information from the perimeter monitoring sensor 30 as a narrow road KR. Furthermore, the road recognition unit 74 may determine a road without a center line, in other words, a road where the host vehicle's lane and oncoming traffic lanes are not separated, as a narrow road KR.

[0038] When the host vehicle Am is traveling on a narrow road KR, the road recognition unit 74 searches for an escape area EA (see FIG. 4) where the host vehicle Am can escape. The escape area EA may be a widened area WA (see FIG. 4) where the narrow road KR is partially widened, or a connecting road CR (see FIG. 5) connected to the narrow road KR. The road recognition unit 74 continuously searches for an escape area EA even when the behavior determination unit 63 is not performing escape control, in other words, even before escape control is initiated. Therefore, in a scene where the host vehicle Am passes an oncoming vehicle Ao on the narrow road KR (see FIG. 3), the road recognition unit 74 searches for and recognizes the escape area EA while the host vehicle Am is moving forward toward the oncoming vehicle Ao. The road recognition unit 74 is capable of searching for multiple escape areas EA, and among the multiple escape areas EA, the escape area EA closest to the host vehicle Am is designated as the first escape destination candidate. When a following vehicle Ab is present on a narrow road KR, the road recognition unit 74 searches for an escape area EA where both the host vehicle Am and the following vehicle Ab can escape (see FIG. 4).

[0039] The behavior determination unit 63 acquires route information and the recognition results of the driving environment, including road information and target object information, from the environment recognition unit 62. 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 and the recognition results of the driving environment. The behavior determination unit 63 generates a planned driving line along which the host vehicle Am will travel, and outputs the generated planned driving line to the control execution unit 64. The behavior determination unit 63 has a situation determination unit 75 and a driving control unit 76 as sub-functional units related to driving on narrow roads KR.

[0040] When the road recognition unit 74 determines that the road on which the host vehicle Am is traveling is a narrow road KR and the other vehicle recognition unit 73 detects an oncoming vehicle Ao approaching from the direction of travel of the host vehicle Am (see the upper part of FIG. 3 ), the situation determination unit 75 determines whether or not it is possible for the host vehicle Am to pass the oncoming vehicle Ao. The situation determination unit 75 recognizes the traveling speeds of the host vehicle Am and the other vehicle and identifies a passing section RS (see the dotted area in FIG. 3 ) ahead where passing will occur. The situation determination unit 75 recognizes the road width of the passing section RS and the vehicle width of the oncoming vehicle Ao based on the detection information. The situation determination unit 75 compares the sum of the vehicle width of the oncoming vehicle Ao and the stored vehicle width of the host vehicle Am with the road width of the passing section RS. The situation determination unit 75 determines that passing is possible when the sum of the vehicle widths of the two vehicles is less than the road width.

[0041] The situation determination unit 75 grasps the state of the driver of the oncoming vehicle Ao (hereinafter referred to as the oncoming driver) based on information detected by the driver monitor of the oncoming vehicle Ao, which is the other vehicle detection result acquired by the environment recognition unit 62. The situation determination unit 75 estimates whether or not the oncoming driver intends to yield space to the host vehicle Am based on the monitoring behavior of the oncoming driver. When the oncoming driver behaves as if searching for space around the vehicle, the situation determination unit 75 estimates that the oncoming driver intends to yield space to the host vehicle Am.

[0042] When it is impossible for the host vehicle Am to pass the oncoming vehicle Ao, the situation determination unit 75 determines which of the host vehicle Am and the oncoming vehicle Ao is more suitable for implementing the evacuation control, based on the host vehicle detection result detected by the perimeter monitoring sensor 30 of the host vehicle Am and the other vehicle detection result acquired from the oncoming vehicle Ao. As an example, when there is no evacuation area EA at the road edge ER on the host vehicle side but there is an evacuation area EAo at the road edge ERo on the oncoming vehicle side (see FIG. 7 ), the situation determination unit 75 determines that the oncoming vehicle Ao is more suitable for implementing the evacuation control than the host vehicle Am. When the situation determination unit 75 estimates that the oncoming driver has an intention to yield, it is more likely to determine that the oncoming vehicle Ao is more suitable for implementing the evacuation control than when it estimates that the oncoming driver has no intention to yield.

[0043] The driving control unit 76 performs passing control, offset control, pulling over control, and avoidance control on the narrow road KR. Passing control is performed when the situation determination unit 75 determines that it is possible to pass the oncoming vehicle Ao. By performing passing control, the driving control unit 76 controls the driving of the host vehicle Am so that the host vehicle Am passes the oncoming vehicle Ao (see the middle to bottom rows of FIG. 3 ).

[0044] Offset control is a driving control that shifts the driving position of the host vehicle Am outward in the road width direction. The driving control unit 76 shifts the driving position of the host vehicle Am outward to a position where it can pass the oncoming vehicle Ao (see the top and upper middle sections of Figure 3). The driving control unit 76 starts offset control immediately after detecting the oncoming vehicle Ao on the narrow road KR, to indicate to the oncoming driver the intention to pass. The driving control unit 76 controls the driving of the host vehicle Am through offset control so that the outer front and rear wheels are aligned with the road edge ER. If the oncoming vehicle Ao widens inward in the road width direction after starting offset control, the driving control unit 76 further shifts the driving position of the host vehicle Am outward (see the upper middle section of Figure 3).

[0045] The pulling-together control is a driving control that temporarily stops the host vehicle Am while pulling to the road edge ER of the narrow road KR (see FIG. 8 ). When the other vehicle recognition unit 73 determines that the oncoming vehicle Ao corresponds to a specific type vehicle Ax, the driving control unit 76 suspends the implementation of the passing control and the offset control and instead implements the pulling-together control. The driving control unit 76 uses the pulling-together control to move the host vehicle Am closer to the road edge ER than the passing control would.

[0046] The turn-off control is a driving control that directs the host vehicle Am to the turn-off area EA (see FIG. 4 ) and stops the host vehicle Am in the turn-off area EA. The driving control unit 76 implements the turn-off control when the situation determination unit 75 determines that it is impossible for the host vehicle Am to pass the oncoming vehicle Ao. Even if the possibility determination by the situation determination unit 75 changes after the passing control has been initiated and it becomes impossible for the host vehicle Am to pass the oncoming vehicle Ao, the driving control unit 76 initiates the turn-off control if the turn-off area EA exists around the host vehicle.

[0047] The driving control unit 76 changes the content of the evacuation control depending on the type and relative position of the evacuation area EA. The driving control unit 76 performs at least one of reverse avoidance control (see FIG. 4), reroute control (see FIG. 5), and forward avoidance control (see FIG. 6) as the evacuation control. The reverse avoidance control is driving control that causes the host vehicle Am to back up into the evacuation area EA behind the host vehicle. The reroute control is control that resets the planned driving route of the host vehicle Am so as to escape from the narrow road KR. The change in the planned driving route by the reroute control may be realized by a process in which the action determination unit 63 changes the planned driving line, or may be realized by a process in which a reroute request is output to the navigation ECU 38. The forward avoidance control is driving control that causes the host vehicle Am to evacuate into the evacuation area EA between the host vehicle Am and the oncoming vehicle Ao.

[0048] 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.

[0049] [Control for passing an oncoming vehicle on a narrow road] Next, details of several scenes in which passing an oncoming vehicle Ao is performed on a narrow road KR while driving control at autonomous driving level 2 or higher is being executed will be explained based on Figures 4 to 9, with reference to Figures 1 and 2.

[0050] [Scene 1: Evacuation scene by backing up after determining that passing is impossible] In scene 1 shown in Figure 4, the host vehicle Am, the oncoming vehicle Ao, and the following vehicle Ab are traveling on a narrow road KR. The traveling control unit 76 starts offset control based on the recognition of the oncoming vehicle Ao on the narrow road KR. The host vehicle Am approaches the oncoming vehicle Ao with the offset control being performed. The road recognition unit 74 searches for an evacuation area EA while the host vehicle Am is moving forward toward the oncoming vehicle Ao. In scene 1, the widened area WA on the road edge ER on the host vehicle's side (left side) is recognized as the evacuation area EA (see the upper part of Figure 4). In addition, since the following vehicle Ab is present in scene 1, an evacuation area EA into which both the host vehicle Am and the following vehicle Ab can evacuate is recognized by the search.

[0051] The situation determination unit 75 repeatedly determines whether the oncoming vehicle Ao can pass the oncoming vehicle Ao until the oncoming vehicle Ao has completely passed the oncoming vehicle Ao. Even after the driving control unit 76 starts the passing control, the driving control unit 76 continues to determine whether the oncoming vehicle Ao can pass the oncoming vehicle Ao. Therefore, even if the driving control unit 76 initially determines that the oncoming vehicle Ao can pass the oncoming vehicle Ao, the determination result may be overturned depending on the driving environment. For example, if the road width of the drivable range in the passing section RS is narrower than previously expected, or if there is an obstacle on the side of the road in the passing section RS that obstructs the vehicle Ao's travel, the situation determination unit 75 changes the determination result to "cannot pass the oncoming vehicle Ao." Furthermore, if the oncoming driver's driving skill is insufficient and the oncoming vehicle Ao veers inward more than initially expected, the situation determination unit 75 also changes the determination result to "cannot pass the oncoming vehicle Ao."

[0052] The driving control unit 76 starts the turn-off control when it becomes impossible for the host vehicle Am to pass the oncoming vehicle Ao after the start of the passing control and there is a turn-off area EA into which the host vehicle Am can turn. In scene 1, since there is a turn-off area EA to the left rear of the host vehicle Am, the driving control unit 76 performs the back-up avoidance control to move the host vehicle Am backward, thereby moving the host vehicle Am toward the turn-off area EA (see the upper middle part of FIG. 4 ).

[0053] When the evacuation control is performed, the vehicle exterior notification control unit 72 notifies the outside of the vehicle that the evacuation control is being performed. Specifically, the vehicle exterior notification control unit 72 starts flashing the hazard lights 44 before the host vehicle Am starts to back up. When the host vehicle Am is equipped with a rear display as the exterior display 45, the vehicle exterior notification control unit 72 uses the rear display to provide a notification to the following vehicle Ab urging the following vehicle Ab to decelerate. The vehicle exterior notification control unit 72 may notify the following vehicle Ab and the oncoming vehicle Ao of the implementation of the evacuation control to head toward the rear evacuation area EA via vehicle-to-vehicle communication.

[0054] The driving control unit 76 moves the host vehicle Am to the turn-off area EA and then stops the host vehicle Am within the turn-off area EA (see the lower middle part of Figure 4). By both the host vehicle Am and the following vehicle Ab moving to the turn-off area EA, the oncoming vehicle Ao can easily pass the host vehicle Am and the following vehicle Ab. The driving control unit 76 causes the host vehicle Am to wait within the turn-off area EA until the oncoming vehicle Ao passes by the side of the host vehicle Am.

[0055] The situation determination unit 75 determines whether the oncoming vehicle Ao has disappeared. If the situation determination unit 75 determines that the oncoming vehicle Ao has disappeared, it determines whether the host vehicle Am can restart based on the latest recognition result of the driving environment. If a new oncoming vehicle Ao has not been detected and no other dynamic targets are approaching, the situation determination unit 75 determines that the host vehicle Am can restart. The traveling control unit 76 starts the host vehicle Am based on the determination by the situation determination unit 75 that the host vehicle Am can restart (hereinafter referred to as a start permission determination) (see the lower part of FIG. 4 ).

[0056] The driving control unit 76 also starts the host vehicle Am if the driver inputs a start instruction operation to instruct the host vehicle Am to start before the situation determination unit 75 determines that the host vehicle Am can be restarted. The start instruction operation may be, for example, pressing a specific switch on the steering wheel or lightly depressing the accelerator pedal. When the driving control unit 76 temporarily stops the host vehicle Am to pass an oncoming vehicle Ao, the driving control unit 76 changes the driving control after restarting from the temporary stop depending on whether or not a start instruction operation has been performed. The driving control unit 76 increases the acceleration allowed for restarting when a start instruction operation has been performed compared to the acceleration allowed for restarting when no start instruction operation has been performed. As described above, when a start instruction operation is performed by the driver who has performed periphery monitoring, the driving control unit 76 quickly accelerates the host vehicle Am and causes it to leave the turn-off area EA. On the other hand, when the driver is not monitoring the periphery and the determination is dependent on the situation determination unit 75, the driving control unit 76 causes the host vehicle Am to leave the turn-off area EA while maintaining very low speed.

[0057] [Scene 2: Evacuation scene by rerouting after determining that passing is impossible] In scene 2 shown in Figure 5, the host vehicle Am and the oncoming vehicle Ao are traveling on a narrow road KR. In scene 2, a connecting road CR exists in the section of the narrow road KR between the host vehicle Am and the oncoming vehicle Ao. The connecting road CR is connected to the road edge ER on the host vehicle side. The road recognition unit 74 recognizes the connecting road CR between the host vehicle Am and the oncoming vehicle Ao as an evacuation area EA (see the upper part of Figure 5).

[0058] If it becomes impossible for the host vehicle Am to pass the oncoming vehicle Ao after the start of the passing control, the driving control unit 76 performs evacuation control to move the host vehicle Am to the connecting road CR. The driving control unit 76 performs reroute control to reset the planned driving route of the host vehicle Am as the evacuation control. The driving control unit 76 turns the host vehicle Am left toward the connecting road CR to avoid passing the oncoming vehicle Ao (see the middle part of Figure 5). The driving control unit 76 outputs a reroute request to the navigation ECU 38, causing the navigation ECU 38 to generate a new driving route that assumes travel onto the connecting road CR.

[0059] By having the host vehicle Am leave the narrow road KR and enter the connecting road CR, the oncoming vehicle Ao can pass behind the host vehicle Am (see the lower part of Figure 5). Here, if it is difficult to find a new driving route that assumes travel onto the connecting road CR, the driving control unit 76 may reverse the host vehicle Am toward the narrow road KR after the oncoming vehicle Ao has passed, and resume traveling on the narrow road KR. Furthermore, if the width of the connecting road CR is sufficiently larger (wider) than the overall length of the host vehicle Am, the driving control unit 76 may, instead of performing rerouting control, retreat the outer (left) portion of the host vehicle Am onto the connecting road CR. In this case, the driving control unit 76 causes the host vehicle Am to wait in the retreat area EA until the oncoming vehicle Ao passes by, and then causes the host vehicle Am to re-enter the narrow road KR after the oncoming vehicle Ao has disappeared.

[0060] 6, a widening area WA exists between the host vehicle Am and the oncoming vehicle Ao traveling on a narrow road KR. While the host vehicle Am is traveling toward the oncoming vehicle Ao, the road recognition unit 74 recognizes the widening area WA located to the left and in front of the host vehicle Am as a retreat area EA (see the upper part of FIG. 6).

[0061] If it becomes impossible for the host vehicle Am to pass the oncoming vehicle Ao after the start of the passing control, the traveling control unit 76 starts forward avoidance control to move the host vehicle Am toward the turn-off area EA located to the left of the host vehicle (see the upper middle part of FIG. 6 ). The traveling control unit 76 stops the host vehicle Am in the turn-off area EA and causes the host vehicle Am to wait in the turn-off area EA until the oncoming vehicle Ao passes by the side (see the lower middle part of FIG. 6 ).

[0062] The situation determination unit 75 sequentially determines whether the oncoming vehicle Ao has disappeared and whether the host vehicle Am can be restarted. The driving control unit 76 starts the host vehicle Am based on the situation determination unit 75 determining that the host vehicle Am can be restarted (see the lower part of Figure 6). In scene 3, the driving control unit 76 also changes the driving control after restarting from a temporary stop depending on whether a start instruction operation is performed. If a start instruction operation is performed by the driver who has monitored the periphery, the driving control unit 76 quickly accelerates the host vehicle Am and causes the host vehicle Am to leave the avoidance area EA.

[0063] [Scene 4: A scene in which an oncoming vehicle is requested to move out after determining that passing is impossible] In scene 4 shown in Figure 7, a widening area WA exists at the road edge ERo on the oncoming vehicle's side. The widening area WA provides a space that can be used as an evacuation area EAo for the oncoming vehicle Ao. On the other hand, no widening area WA that can serve as an evacuation area EA exists at the road edge ER on the host vehicle's side. The road recognition unit 74 uses the other vehicle detection result obtained through vehicle-to-vehicle communication to recognize the existence of a widening area WA to the left rear of the oncoming vehicle Ao (see the upper part of Figure 7). The road recognition unit 74 further recognizes that there is no evacuation area EA on the host vehicle's side based on the detection information (host vehicle detection result) of the perimeter monitoring sensor 30.

[0064] When it becomes impossible for the host vehicle Am to pass the oncoming vehicle Ao after the start of the passing control, the situation determination unit 75 determines which of the host vehicle Am and the oncoming vehicle Ao should perform the turning-away control. The situation determination unit 75 determines which of the host vehicle Am and the oncoming vehicle Ao is suitable for performing the turning-away control based on the host vehicle detection result and the other vehicle detection result. At this time, the situation determination unit 75 estimates whether the oncoming driver intends to give way to the host vehicle Am. When the oncoming driver intends to give way and the widened area WA is present only near the oncoming vehicle Ao, the situation determination unit 75 determines that the oncoming vehicle Ao is suitable for performing the turning-away control.

[0065] When the situation determination unit 75 determines that the oncoming vehicle Ao is suitable for implementing evacuation control, the vehicle exterior notification control unit 72 uses vehicle-to-vehicle communication to issue a notification to the oncoming vehicle Ao urging it to evacuate. If the oncoming vehicle Ao is being driven manually, a message requesting the oncoming vehicle Ao to evacuate by backing up is displayed on a meter display or the like. On the other hand, if the oncoming vehicle Ao is being driven automatically, a message notifying the onset of evacuation by backing up is displayed on a CID or the like. If the host vehicle Am is equipped with a front display as the exterior display 45, the vehicle exterior notification control unit 72 may use the front display to issue a notification to the oncoming vehicle Ao urging the oncoming vehicle Ao to evacuate into the widening area WA.

[0066] In response to a request from the host vehicle Am, the oncoming vehicle Ao starts moving toward the widening area WA located to the left and in front of the host vehicle Am (see the middle part of FIG. 7 ). When the situation determination unit 75 determines that the oncoming vehicle Ao has started to move away, the driving control unit 76 resumes driving to pass the oncoming vehicle Ao. When the situation determination unit 75 determines that the oncoming vehicle Ao has completely moved away into the widening area WA, the driving control unit 76 controls the host vehicle Am to move past the oncoming vehicle Ao (see the bottom part of FIG. 7 ).

[0067] [Scene 5: Scene of waiting for a specific type vehicle to pass] In scene 5 shown in Fig. 8 , the driving control unit 76 also starts offset control based on the detection of an oncoming vehicle Ao on a narrow road KR (see the upper part of Fig. 8 ). In scene 5, the oncoming vehicle Ao is a predefined specific type vehicle Ax. After the start of offset control, the situation determination unit 75 determines that the approaching oncoming vehicle Ao is a specific type vehicle Ax.

[0068] When it is determined that the oncoming vehicle Ao corresponds to the specific type vehicle Ax, the driving control unit 76 suspends the implementation of the passing control. Instead of the passing control, the driving control unit 76 implements a pulling-over control, and temporarily stops the host vehicle Am in a state where the host vehicle Am is pulled over to the road edge ER of the narrow road KR (see the lower part of FIG. 8 ). By this pulling-over control, the host vehicle Am waits for the oncoming vehicle Ao to pass at a position closer to the road edge ER than in the passing control.

[0069] The vehicle exterior notification control unit 72 starts the blinking operation of the turn indicators or hazard lights 44 in synchronization with the start of the pulling-over control by the driving control unit 76. The vehicle exterior notification control unit 72 continues the blinking operation of the turn indicators or hazard lights 44 until immediately before the host vehicle Am starts moving again.

[0070] The traveling control unit 76 continues the temporary stop state until the special type vehicle Ax passes beside the host vehicle, and makes the host vehicle Am wait near the road edge ER. The traveling control unit 76 resumes traveling on the narrow road KR based on the fact that the special type vehicle Ax has passed beside the host vehicle and the situation determination unit 75 has determined that the host vehicle Am can restart.

[0071] [Scene 6: Scene in which vehicles pass each other using a widened section] In scene 6 shown in Figure 9, the road width of the narrow road KR is smaller (narrower) than the combined width of the host vehicle Am and the oncoming vehicle Ao. Therefore, the host vehicle Am and the oncoming vehicle Ao cannot pass each other in the normal section of the narrow road KR. Meanwhile, the narrow road KR includes a widened section WS (see the dotted area in Figure 9) where the road width is partially widened by including a widened area WA. The widened area WA is located at the road edge ER of the host vehicle Am. The road width of the widened section WS is larger (wider) than the combined width of the host vehicle Am and the oncoming vehicle Ao.

[0072] The situation determination unit 75 determines that passing is possible in the widened section WS. The driving control unit 76 performs passing control in the widened section WS by utilizing the widened area WA based on the determination of the situation determination unit 75. When performing passing control in the widened section WS, the driving control unit 76 sequentially performs an approach waiting action and a side passing action in accordance with the movement of the oncoming vehicle Ao.

[0073] The travel control unit 76 causes the host vehicle Am to enter the widening area WA in an approach waiting behavior. The travel control unit 76 positions the host vehicle Am so that the front of the host vehicle Am faces outward from the widening section WS. The travel control unit 76 waits for the approach of the oncoming vehicle Ao with the host vehicle Am facing outward (see the upper part of FIG. 9 ).

[0074] The situation determination unit 75 determines that almost the entirety of the advancing oncoming vehicle Ao has entered the widened section WS. When the oncoming vehicle Ao enters the widened section WS and comes sufficiently close to the host vehicle Am, the driving control unit 76 starts a side passing action. In the side passing action, the driving control unit 76 moves the host vehicle Am forward and aligns the front-to-rear direction of the host vehicle Am with the road edge ER (see the middle part of Figure 9). The driving control unit 76 either stops the host vehicle Am temporarily within the widened area WA or moves the host vehicle Am forward at a very low speed. As a result, the host vehicle Am and the oncoming vehicle Ao pass each other while being approximately parallel to each other.

[0075] The situation determination unit 75 determines whether the oncoming vehicle Ao passing beside the host vehicle has passed halfway along the entire length of the host vehicle Am, in other words, whether the rear end of the oncoming vehicle Ao has passed the midpoint between the front and rear of the host vehicle Am. When the oncoming vehicle Ao has passed halfway along the entire length of the host vehicle Am, the travel control unit 76 moves the host vehicle Am forward so that the front of the host vehicle Am faces the inside of the narrow road KR. Then, the travel control unit 76 moves the host vehicle Am from the side of the oncoming vehicle Ao to the rear of the oncoming vehicle Ao (see the lower part of Figure 9). This completes the process of passing each other in the widened section WS.

[0076] [Narrow Road Travel Processing and Restart Processing] Next, the details of the narrow road travel processing and restart processing performed by the autonomous driving ECU 50 to realize the narrow road travel control described above will be described based on Figures 10 to 12 and with reference to Figures 1 to 9.

[0077] 10 and 11 is started by the autonomous driving ECU 50 based on the narrow road determination by the road recognition unit 74. The narrow road traveling process is repeatedly performed until the host vehicle Am leaves the narrow road KR.

[0078] In S11 of the narrow road traveling processing, the road recognition unit 74 starts searching for and recognizing the turn-around area EA. In S12, the other vehicle recognition unit 73 determines whether or not an oncoming vehicle Ao has been detected. If an oncoming vehicle Ao has not been detected (S12: NO), the road recognition unit 74 continues to detect the oncoming vehicle Ao by repeating the determination process of S12. On the other hand, if an oncoming vehicle Ao has been detected (S12: YES), in S13 the situation determination unit 75 determines whether or not it is possible to pass the oncoming vehicle Ao. If it is determined that it is possible to pass the oncoming vehicle Ao (S13: YES), in S14 the traveling control unit 76 performs offset control.

[0079] In S15, the situation determination unit 75 determines whether the oncoming vehicle Ao is a special-type vehicle Ax. If the oncoming vehicle Ao is not a special-type vehicle Ax (S15: NO), the driving control unit 76 starts passing control in S16. On the other hand, if the oncoming vehicle Ao is a special-type vehicle Ax (S15: YES), in S17, the vehicle exterior alarm control unit 72 starts flashing the hazard lamps 44. Furthermore, in S18, the driving control unit 76 starts pulling over control to temporarily stop the host vehicle Am while pulling over to the road edge ER.

[0080] In S21, the situation determination unit 75 determines whether the host vehicle Am and the oncoming vehicle Ao have completed passing each other. If the passing has been completed (S21: YES), the current narrow road traveling process is terminated. On the other hand, if the passing continues (S21: NO), the situation determination unit 75 determines in S22 whether the situation has changed to one in which passing is impossible. If the situation in which passing is possible continues (S22: NO), the situation determination unit 75 continues the determinations in S21 and S22. On the other hand, if the situation has changed to one in which passing is impossible (S22: YES), the detection result is shared between the host vehicle Am and the oncoming vehicle Ao in S23. Specifically, in S23, the onboard communication device 39 and the environment recognition unit 62 cooperate to receive and acquire the other vehicle detection result via vehicle-to-vehicle communication. In S23, the host vehicle detection result may be transmitted to the oncoming vehicle Ao via vehicle-to-vehicle communication.

[0081] The situation determination unit 75 determines whether the oncoming vehicle Ao is suitable for implementing the evacuation control, out of the oncoming vehicle Am and the oncoming vehicle Ao, based on the result of the detection of the oncoming vehicle and the result of the detection of the other vehicle, in S24. If it is determined that the oncoming vehicle Ao is suitable for implementing the evacuation control (S24: NO), the vehicle exterior notification control unit 72 issues an exterior notification to the oncoming vehicle Ao, urging the oncoming vehicle Ao to evacuate, in S25, using vehicle-to-vehicle communication and an exterior notification means such as the exterior display 45.

[0082] On the other hand, if it is determined that passing the oncoming vehicle Ao is impossible (S13: NO), or if it is determined that the host vehicle Am is suitable for implementing the evacuation control (S24: YES), the situation determination unit 75 determines in S26 whether or not there is an evacuation area EA into which the host vehicle Am can evacuate. If there is no evacuation area EA (S26: NO), in S27, it is determined that the ongoing automatic driving control will be terminated, in other words, that the driving will be handed over to the driver. If the host vehicle Am is a remotely controlled automatic driving vehicle, the control of the driving operation may be transferred to an operator who manages the host vehicle Am.

[0083] On the other hand, if the evacuation area EA exists (S26: NO), the driving control unit 76 starts evacuation control in S28. Furthermore, in S29, the exterior notification control unit 72 notifies the outside of the vehicle that evacuation control is being performed using vehicle-to-vehicle communication and an exterior notification means such as the exterior display 45.

[0084] <Restarting Process> The restarting process shown in FIG. 12 is started when the host vehicle Am is temporarily stopped at the narrow road KR due to the narrow road traveling process.

[0085] In S51 of the restart processing, when an oncoming vehicle Ao passes beside the host vehicle Am that is temporarily stopped, it is determined whether the oncoming vehicle Ao has disappeared from the detection range of the perimeter monitoring sensor 30. If the oncoming vehicle Ao continues to be detected (S51: NO), the situation determination unit 75 waits for the oncoming vehicle Ao to disappear by repeating the determination in S51. Then, if the oncoming vehicle Ao has disappeared (S51: YES), the traveling control unit 76 determines in S52 whether the driver has input a start instruction operation. If the driver has input a start instruction operation (S52: YES), the traveling control unit 76 performs driver restart control in S55 to quickly start the host vehicle Am.

[0086] On the other hand, if the driver has not input a start instruction operation (S52: NO), the traveling control unit 76 determines in S53 whether or not a start permission determination has been made by the situation determination unit 75. If the situation determination unit 75 has not made a start permission determination (S53: NO), the traveling control unit 76 continues the determinations of S52 and S53. On the other hand, if a start permission determination has been made (S53: NO), the traveling control unit 76 performs system restart control to start the host vehicle Am at a very low speed.

[0087] (Summary of First Embodiment) In the first embodiment described so far, even if it is determined that passing is impossible after the start of passing control with the oncoming vehicle Ao, turning-off control is started to direct the host vehicle Am to the searched turning-off area EA. By transitioning from passing control to turning-off control in this way, if the host vehicle Am can turn-off to the turning-off area EA, passing with the oncoming vehicle Ao becomes possible. As a result, convenience for passengers can be ensured even if passing control cannot be completed.

[0088] In addition, in the first embodiment, the turn-around area EA is detected by searching while the host vehicle Am is moving forward toward the oncoming vehicle Ao. This advance search allows the turn-around area EA behind the host vehicle to be reliably detected. As a result, when passing control becomes impossible, a transition to reverse avoidance control is smoothly implemented.

[0089] In the first embodiment, when a following vehicle Ab is traveling behind the host vehicle Am on a narrow road KR, an escape area EA where both the host vehicle Am and the following vehicle Ab can escape is searched for. Therefore, it is possible to make both the host vehicle Am and the following vehicle Ab wait in the escape area EA and allow the oncoming vehicle Ao to pass.

[0090] Furthermore, in the first embodiment, the other-vehicle detection result detected by the other-vehicle autonomous sensor of the oncoming vehicle Ao is received from the oncoming vehicle Ao. Then, if passing the oncoming vehicle Ao is impossible, a determination is made as to which of the host vehicle Am and the oncoming vehicle Ao is more suitable for implementing the turn-around control, based on the host vehicle detection result detected by the perimeter monitoring sensor 30 of the host vehicle Am and the other-vehicle detection result obtained from the oncoming vehicle Ao. As a result of the above, even if there is no turn-around area EA on the host vehicle side, it is possible to pass the oncoming vehicle Ao with the cooperation of the oncoming vehicle Ao when there is a turn-around area EAo on the oncoming vehicle side.

[0091] In addition, in the first embodiment, when it is determined that the oncoming vehicle Ao is suitable for implementing the evacuation control, a notification is issued to the oncoming vehicle Ao to urge the oncoming vehicle Ao to evacuate. In this way, if the system requests the oncoming vehicle Ao or the oncoming driver to evacuate, convenience for the passengers of the host vehicle Am can be further improved.

[0092] In the first embodiment, when the evacuation control is being performed, the fact that the evacuation control is being performed is notified to the outside of the vehicle. Therefore, even when the host vehicle Am is backing up toward the rear evacuation area EA, it is possible to guide the following vehicle Ab to take action such as decelerating so as not to obstruct the evacuation.

[0093] Furthermore, in the first embodiment, the other vehicle detection result detected by the driver monitor of the oncoming vehicle Ao is received and acquired from the oncoming vehicle Ao. Then, based on the other vehicle detection result acquired from the oncoming vehicle Ao, it is estimated whether the oncoming driver intends to yield space to the host vehicle Am. As a result of the above, the oncoming driver's intention to back up is taken into account, and therefore the success rate of passing the oncoming vehicle Ao that requires the cooperation of the oncoming vehicle Ao can be improved.

[0094] Additionally, in the first embodiment, when the host vehicle Am is temporarily stopped, the driving control after restarting from the temporary stop is changed depending on whether or not a start instruction operation to instruct the host vehicle Am to start is performed. Restarting after passing another vehicle requires checking the surrounding environment, which requires more confirmation items than normal driving and is more difficult than slow driving. Therefore, by changing the driving control depending on whether the driver is monitoring the surroundings or not, a smooth restart can be achieved according to each situation.

[0095] In the first embodiment, the acceleration allowed for restarting when a start instruction operation is given is set to be greater than the acceleration allowed for restarting when no start instruction operation is given, so that a smooth restart can be achieved on the assumption that the driver has monitored the surroundings.

[0096] Furthermore, in the first embodiment, based on the detection of the oncoming vehicle Ao on the narrow road KR, offset control is performed to shift the traveling position of the host vehicle Am to the outside in the road width direction. As a result, the intention to pass is indicated to the oncoming vehicle Ao at an early stage, which leads to a smooth passing.

[0097] In addition, in the first embodiment, if the oncoming vehicle Ao moves inward in the road width direction after the offset control is started, the traveling position is further shifted outward. As a result, it is possible to flexibly respond to the movement of the oncoming vehicle Ao and smoothly pass each other.

[0098] In the first embodiment, when the oncoming vehicle Ao corresponds to a predetermined specific type of vehicle Ax, the execution of passing control is suspended. Then, the approaching control is executed to bring the host vehicle Am to a temporary stop while approaching the road edge ER of the narrow road KR. As a result, the anxiety of the occupants can be reduced when passing the high-risk oncoming vehicle Ao.

[0099] Furthermore, in the first embodiment, the host vehicle Am is brought closer to the road edge ER than in the passing control. As a result, a larger space can be secured to the side of the host vehicle Am to allow the oncoming vehicle Ao to pass. As a result, the anxiety of the occupants when passing the oncoming vehicle Ao can be further alleviated.

[0100] Additionally, in the first embodiment, when passing control is performed in a widened section WS where the road width of the narrow road KR is partially widened, an approaching waiting action and a side passing action are performed in sequence. In the approaching waiting action, the host vehicle Am waits for the approach of the oncoming vehicle Ao with its front facing the outside of the widened section WS. In the side passing action, the host vehicle Am moves from the side to the rear of the approaching oncoming vehicle Ao while facing its front toward the inside of the narrow road KR. According to the above-described passing control, passing becomes possible using the widened section WS even on an extremely narrow narrow road KR where passing is difficult in a normal section.

[0101] In the above embodiment, the perimeter monitoring sensor 30 corresponds to the “subject vehicle autonomous sensor,” and the autonomous driving ECU 50 corresponds to the “autonomous driving control device.” Furthermore, the environment recognition unit 62 corresponds to the “other vehicle information acquisition unit,” the outside-vehicle notification control unit 72 corresponds to the “external-vehicle notification implementation unit,” and the road recognition unit 74 corresponds to the “area search unit.”

[0102] Second Embodiment A second embodiment of the present disclosure is a modified example of the first embodiment. The autonomous driving ECU 50 of the second embodiment also performs driving control at autonomous driving level 2 or higher to allow the vehicle to pass an oncoming vehicle Ao on a narrow road KR. Details of two scenes in which the autonomous driving ECU 50 controls the vehicle to pass another vehicle Ao on a narrow road KR will be described below based on FIGS. 13 and 14 and with reference to FIGS. 1 and 2.

[0103] [Scene 7: Scene in which turn-around control is canceled after determining that passing is impossible] In scene 7 shown in Figure 13, on a narrow road KR on which the host vehicle Am and the oncoming vehicle Ao are traveling, widened areas WA exist at both the road edge ER on the host vehicle side and the road edge ERo on the oncoming vehicle side. The widened area WA on the host vehicle side provides the host vehicle Am with a space that can be used as a turn-around area EA. Similarly, the widened area WA on the oncoming vehicle side provides the oncoming vehicle Ao with a space that can be used as a turn-around area EAo. While the host vehicle Am is moving forward toward the oncoming vehicle Ao, the road recognition unit 74 searches for the turn-around area EA at least on the host vehicle side (left side).

[0104] In scene 7, the situation determination unit 75 determines that it is impossible for the oncoming vehicle Ao to pass in a section of the narrow road KR that does not have a widening area WA. The driving control unit 76 determines to implement turn-off control if it is impossible for the oncoming vehicle Ao to pass and there is space available for a turn-off area EA. In scene 7, because the turn-off area EA is located to the left rear of the host vehicle Am, the driving control unit 76 performs reverse avoidance control to direct the host vehicle Am toward the turn-off area EA (see the upper part of FIG. 13 ).

[0105] In scene 7, after the reverse avoidance control of the host vehicle Am is started, the oncoming vehicle Ao also starts backing up toward the turn-off area EAo (see the upper middle part of FIG. 13 ). The situation determination unit 75 continues to determine whether it is possible to pass the oncoming vehicle Ao even after the reverse avoidance control (turn-off control) is started. When the oncoming vehicle Ao turns to the turn-off area EAo, the situation determination unit 75 determines that it is possible to pass the oncoming vehicle Ao.

[0106] When the oncoming vehicle Ao's turning-off behavior enables the host vehicle Am to pass the oncoming vehicle Ao after the start of the reverse avoidance control (turn-off control), the traveling control unit 76 determines whether the distance traveled by the host vehicle Am during the turn-off control exceeds a predetermined distance (for example, approximately 10 m). If the distance traveled by the host vehicle Am during the turn-off control exceeds the predetermined distance, the traveling control unit 76 continues the turn-off control toward the turn-off area EA. After moving the host vehicle Am to the turn-off area EA, the traveling control unit 76 temporarily stops the host vehicle Am at the turn-off area EA. After temporarily stopping the host vehicle Am, the traveling control unit 76 cancels (interrupts) the turn-off control and starts the passing control (see the host vehicle Am indicated by the dashed line in the upper middle section of FIG. 13 ).

[0107] On the other hand, if the distance traveled by the host vehicle Am when passing becomes possible is less than or equal to the predetermined distance, the traveling control unit 76 immediately suspends the turning-around control, temporarily stops the host vehicle Am at the current position, and then initiates the turning-around control. Based on the start of the turning-around control, the traveling control unit 76 starts the host vehicle Am toward the oncoming vehicle Ao. The turning-around action of the host vehicle Am that is interrupted by the turning-around action of the oncoming vehicle Ao is not limited to the retreat avoidance control. Turn-around control that advances the host vehicle Am toward the turning-around area EA located to the left and forward of the host vehicle Am (forward avoidance control, see FIG. 6 ), turning-around control that moves the host vehicle Am away from the narrow road KR (reroute control, see FIG. 5 ), and the like may be suspended in response to the turning-around action of the oncoming vehicle Ao.

[0108] As described above, the other vehicle recognition unit 73 detects dynamic and static targets present around the host vehicle Am. Dynamic targets in scene 7 include, for example, an oncoming vehicle Ao and a pedestrian passing through the narrow road KR. Static targets in scene 7 include a roadside wall WL that separates the narrow road KR. When both dynamic and static targets are detected, the driving control unit 76 performs offset control to shift the driving position of the host vehicle Am toward the static target (the roadside wall WL) (see the lower middle section of FIG. 13 ). The driving control unit 76 shifts the driving position of the host vehicle Am toward the roadside wall WL (outside) until it can pass the oncoming vehicle Ao stopped in the turn-around area EAo.

[0109] The traveling control unit 76 continues to move the host vehicle Am forward while performing offset control. As a result, the host vehicle Am passes beside the oncoming vehicle Ao that has retreated to the retreat area EAo (see the lower part of FIG. 13 ). When the host vehicle Am has moved behind the oncoming vehicle Ao upon completion of passing each other, the traveling control unit 76 ends the offset control.

[0110] [Scene 8: Passing Scene in Which the Behavior of the Host Vehicle is Controlled to Match the Behavior of an Oncoming Vehicle] In Scene 8 shown in Figure 14 , the situation determination unit 75 also grasps the respective traveling speeds of the host vehicle Am and the oncoming vehicle Ao and sets a passing section RS (see the dotted area in Figure 14 ) ahead where passing will occur. The situation determination unit 75 determines that passing is possible based on the fact that the total vehicle width of the host vehicle Am and the oncoming vehicle Ao is less than the road width of the passing section RS. When the situation determination unit 75 determines that passing with the oncoming vehicle Ao is possible, the traveling control unit 76 sequentially performs offset control and passing control to complete passing with the oncoming vehicle Ao on the narrow road KR.

[0111] In more detail, the driving control unit 76 performs offset control to shift the driving position of the host vehicle Am outward to a position where the host vehicle Am can pass the oncoming vehicle Ao before reaching the passing section RS (see the upper part of FIG. 14 ). The situation determination unit 75 continues to grasp the behavior of the oncoming vehicle Ao during the period in which the driving control unit 76 performs passing control in the passing section RS.

[0112] The driving control unit 76 initiates passing control when the host vehicle Am approaches or enters the passing section RS (see the upper middle part of FIG. 14 ). The driving control unit 76 controls the behavior of the host vehicle Am in accordance with the behavior of the oncoming vehicle Ao through passing control. The driving control unit 76 reduces the movement of the host vehicle Am as the movement of the oncoming vehicle Ao increases. For example, the higher the traveling speed of the oncoming vehicle Ao, the more the driving control unit 76 reduces the traveling speed of the host vehicle Am. If the traveling speed of the oncoming vehicle Ao exceeds a predetermined speed (e.g., the speed limit of the narrow road KR), the driving control unit 76 may perform the above-mentioned pulling over control to temporarily stop the host vehicle Am. Furthermore, if the oncoming vehicle Ao is moving at a speed in the road width direction, the driving control unit 76 does not move the host vehicle Am in the road width direction. In this case, the driving control unit 76 may also perform pulling over control to temporarily stop the host vehicle Am.

[0113] When the host vehicle Am approaches the oncoming vehicle Ao further, the driving control unit 76 controls the driving of the host vehicle Am in the passing control so that only one of the host vehicle Am and the oncoming vehicle Ao moves forward. Specifically, when the oncoming vehicle Ao is stopped, the driving control unit 76 moves the host vehicle Am (forward) (see the middle part of FIG. 14). Furthermore, when the oncoming vehicle Ao is moving (forward), the driving control unit 76 temporarily stops the host vehicle Am while pulling over to the road edge ER of the narrow road KR (see the lower middle part of FIG. 14). When the oncoming vehicle Ao passes beside the host vehicle Am and the situation determination unit 75 determines that the host vehicle Am can restart, the driving control unit 76 starts the host vehicle Am (see the lower part of FIG. 14).

[0114] [Narrow Road Driving Processing and Control Switching Processing] Next, the details of the narrow road driving processing and control switching processing performed by the autonomous driving ECU 50 to realize the narrow road driving control of the second embodiment described so far will be explained based on Figures 15 and 16, and with reference to Figures 1, 2, 13, and 14.

[0115] 15 is started by the autonomous driving ECU 50 based on the narrow road determination by the road recognition unit 74, and is repeatedly executed until the host vehicle Am leaves the narrow road KR, as in the first embodiment. Note that in S11 to S14, S16, S21, S22, and S26 to S29 of the narrow road traveling processing according to the second embodiment, substantially the same processing as in the first embodiment is executed.

[0116] After the passing control is started in S16, the situation determination unit 75 starts detecting the behavior of the oncoming vehicle Ao in S217. The situation determination unit 75 continues to grasp the behavior of the oncoming vehicle Ao during the period in which the passing control is being performed by the driving control unit 76.

[0117] In S218, the driving control unit 76 adjusts the behavior of the host vehicle Am to balance the amount of movement of the oncoming vehicle Ao and the host vehicle Am, depending on the behavior of the oncoming vehicle Ao grasped by the situation determination unit 75. Specifically, when the vehicle behavior of the oncoming vehicle Ao is large, the driving control unit 76 reduces the control amount (movement amount) of the host vehicle Am. Conversely, when the vehicle behavior of the oncoming vehicle Ao is small, the driving control unit 76 increases the control amount of the host vehicle Am. The adjustment of the host vehicle behavior by the driving control unit 76 continues until the host vehicle has completed passing the oncoming vehicle Ao (S21: YES) or until it becomes impossible to pass the oncoming vehicle Ao (S22: YES). The driving control unit 76 terminates the narrow road traveling process based on the completion of the passing. Furthermore, if it becomes impossible to continue passing before the passing is completed, the driving control unit 76 starts evacuation control in S28 and terminates the narrow road traveling process.

[0118] 16 is a process for canceling the evacuation control and resuming the passing control. The control switching process is started by the autonomous driving ECU 50 based on the start of the evacuation control in S28 of the narrow road traveling process (see FIG. 15).

[0119] In S271 of the control switching process, the behavior determination unit 63 determines whether the evacuation control has been completed. When the movement of the host vehicle Am into the evacuation area EA and the passage of the oncoming vehicle Ao are confirmed, the behavior determination unit 63 determines that the evacuation control has been completed. When the evacuation control has been completed (S271: YES), the control switching process is terminated. On the other hand, when the evacuation control is continuing (S271: NO), the situation determination unit 75 determines in S272 whether or not it is possible to pass the oncoming vehicle Ao. When it is not possible to pass the oncoming vehicle Ao (S272: NO), the situation determination unit 75 continues to determine whether or not it is possible to pass the oncoming vehicle Ao until the evacuation control is completed.

[0120] On the other hand, if the oncoming vehicle Ao has taken an action to avoid the obstacles and is now able to pass the oncoming vehicle after the start of the avoidance control (S272: YES), the traveling control unit 76 determines in S273 whether the distance traveled by the host vehicle Am in the avoidance control performed up to this point has exceeded a predetermined distance. If the distance traveled in the avoidance control is equal to or less than the predetermined distance (S273: NO), the traveling control unit 76 cancels the currently performed avoidance control in S276. Furthermore, the traveling control unit 76 starts the passing control in S277.

[0121] On the other hand, if the distance traveled by the host vehicle Am during the turn-off action exceeds the predetermined distance (S273: YES), the traveling control unit 76 continues the turn-off control until the host vehicle Am reaches the turn-off area EA (S274, S275: NO). Then, when the host vehicle Am reaches the turn-off area EA (S275: YES), the traveling control unit 76 cancels the ongoing turn-off control in S276 while temporarily stopping the host vehicle Am in the turn-off area EA. After the host vehicle Am has moved to the turn-off area EA, the traveling control unit 76 starts passing control in S277.

[0122] (Summary of the Second Embodiment) The second embodiment described so far also achieves the same effect as the first embodiment, and when it is determined that passing is impossible, turning-off control is initiated to direct the host vehicle Am to the turning-off area EA. By transitioning from passing control to turning-off control in this way, if the host vehicle Am can turn-off to the turning-off area EA, it will also be possible for the host vehicle Am to pass the oncoming vehicle Ao. Therefore, convenience for the occupants can be ensured even when passing control cannot be completed.

[0123] In addition, in the second embodiment, even after the start of the evacuating control, the determination of whether or not passing the oncoming vehicle Ao is possible continues. Then, if the oncoming vehicle Ao takes an evacuating action and it becomes possible to pass the oncoming vehicle Ao after the start of the evacuating control, the evacuating control is interrupted and the passing control is started. As described above, by flexibly responding to the behavior of the oncoming vehicle Ao and enabling switching from the evacuating control to the passing control, smoother passing on narrow roads KR is possible.

[0124] In the second embodiment, dynamic and static targets around the host vehicle Am are detected. When both dynamic and static targets are detected, offset control is performed to shift the host vehicle Am's traveling position toward the static targets. Avoidance control tends to pose a higher risk than passing control. Therefore, by performing offset control toward obstacles such as stationary targets and actively allowing passing control, the risk to the host vehicle Am on narrow roads KR can be effectively reduced.

[0125] Furthermore, in the second embodiment, when it becomes possible for the host vehicle Am to pass the oncoming vehicle Ao after the start of the turn-off control, if the distance traveled by the host vehicle Am during the turn-off control exceeds a predetermined distance, the passing control is initiated after the host vehicle Am has moved to the turn-off area EA. Even if it becomes possible for the host vehicle Am to pass the oncoming vehicle Ao, the traveling control unit 76 does not immediately start the passing control, but instead completes the turn-off to the turn-off area EA. In this way, by completing the continuous movement to the turn-off area EA once before starting the next passing control, it is possible to provide a sense of security to the occupants.

[0126] Additionally, in the second embodiment, the behavior of the oncoming vehicle Ao is continuously monitored during the period when the passing control is being performed. During the passing control, the movement of the host vehicle Am decreases as the movement of the oncoming vehicle Ao increases. As described above, by reducing the control amount of the host vehicle Am when the movement of the oncoming vehicle Ao increases, and balancing the vehicle behaviors of the host vehicle Am and the oncoming vehicle Ao, smooth passing that is less likely to cause anxiety to the occupants is possible even on narrow roads KR.

[0127] In the passing control of the second embodiment, when the oncoming vehicle Ao is moving, the host vehicle Am stops temporarily, and when the oncoming vehicle Ao is stopped, the host vehicle Am moves. In this way, by adjusting the behavior of the host vehicle Am so that only one of the host vehicle Am and the oncoming vehicle Ao moves, passing on the narrow road KR can be performed more stably. In the above embodiment, the other vehicle recognition unit 73 corresponds to the "target detection unit."

[0128] (Other Embodiments) Although multiple embodiments of the present disclosure have been described above, the present disclosure should not be construed as being limited to the above-described embodiments, and can be applied to various embodiments and combinations within the scope that does not deviate from the gist of the present disclosure.

[0129] The offset control and the side-driving control that are performed in the above embodiment may not be performed. In addition, among the reverse avoidance control, the reroute control, and the forward avoidance control, there may be an evacuation control that is not performed by the driving control unit 76. Furthermore, if the oncoming vehicle Ao is a non-connected vehicle that does not have an on-board communication device, the detection results may not be shared.

[0130] In the above embodiment, the hazard lamps 44, the exterior display 45, and vehicle-to-vehicle communication are used as means for providing an exterior notification. However, the means for providing an exterior notification may be changed as appropriate. For example, if the host vehicle Am is a bus or the like that carries passengers, a large exterior display 45 may be installed on the vehicle. In such a moving vehicle, the front and rear displays installed as the exterior display 45 may be more actively used for providing an exterior notification.

[0131] In a first modification of the above embodiment, the functions of the automatic driving ECU 50 and the HMI control device 100 are provided by a single integrated ECU. In this first modification, the integrated ECU corresponds to the "automatic driving control device." Furthermore, the automatic driving ECU 50 and the HMI control device 100 may cooperate with each other to realize the functions of the automatic driving control device according to the present disclosure. In this embodiment, a system including the automatic driving ECU 50 and the HMI control device 100 corresponds to the "automatic driving control device."

[0132] 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.

[0133] 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.

[0134] 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.

[0135] 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.

[0136] In each process of the above embodiment, the combinations of "greater than or equal to / less than" and "greater than / less than or equal to" when making a judgment based on a comparison with a threshold value may be changed as appropriate. In other words, when the value to be judged is the same as the threshold value, it may be included in either the case where it is greater than the threshold value or the case where it is smaller than the threshold value.

[0137] 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.

[0138] (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.

[0139] (Technical Idea 1) An automatic driving control device that enables a host vehicle (Am) to travel using an automatic driving function, comprising: an area search unit (74) that searches for an escape area (EA) where the host vehicle can escape on a narrow road (KR), a situation determination unit (75) that determines whether it is possible to pass an oncoming vehicle (Ao) approaching from the direction of travel of the host vehicle on the narrow road, and a driving control unit (76) that, if it is possible to pass the oncoming vehicle, controls the travel of the host vehicle to pass the oncoming vehicle by implementing passing control, and if it becomes impossible to pass the oncoming vehicle after the passing control is started and the escape area exists, the driving control unit starts escape control to direct the host vehicle toward the escape area. (Technical Idea 2) An automatic driving control device according to Technical Idea 1, in which the area search unit identifies the escape area by searching while the host vehicle is moving forward toward the oncoming vehicle. (Technical Idea 3) The autonomous driving control device according to Technical Idea 1 or 2, wherein the area search unit searches for the turn-around area where both the host vehicle and the following vehicle can turn-around, when there is a following vehicle (Ab) traveling behind the host vehicle on the narrow road. (Technical Idea 4) The autonomous driving control device according to any one of Technical Ideas 1 to 3, further comprising an other vehicle information acquisition unit (62) that acquires, by receiving from the oncoming vehicle, an other vehicle detection result detected by an other vehicle autonomous sensor of the oncoming vehicle, and wherein, when it is not possible for the host vehicle to pass the oncoming vehicle, the situation determination unit determines which of the host vehicle and the oncoming vehicle is suitable for implementing the turn-around control, based on the host vehicle detection result detected by the host vehicle autonomous sensor (30) of the host vehicle and the other vehicle detection result acquired from the oncoming vehicle. (Technical Idea 5) The autonomous driving control device according to Technical Idea 4, further comprising an outside-vehicle notification implementation unit (72) that issues a notification to the oncoming vehicle to encourage it to turn-around, when the situation determination unit determines that the oncoming vehicle is suitable for implementing the turn-around control. (Technical Idea 6) The automatic driving control device according to any one of Technical Ideas 1 to 5, further including an outside-vehicle notification implementation unit (72) that, when the evacuation control is being implemented, notifies outside the vehicle that the evacuation control is being implemented.(Technical Idea 7) The autonomous driving control device according to any one of Technical Ideas 1 to 6, further comprising an other vehicle information acquisition unit (62) that acquires, by receiving from the oncoming vehicle, a result of another vehicle detection detected by a driver monitor of the oncoming vehicle, wherein the situation determination unit estimates whether or not the driver of the oncoming vehicle intends to yield space to the host vehicle based on the other vehicle detection result acquired from the oncoming vehicle. (Technical Idea 8) The autonomous driving control device according to any one of Technical Ideas 1 to 7, wherein, when the host vehicle is temporarily stopped, the cruise control unit changes cruise control after restarting from the temporary stop depending on whether or not a start instruction operation is performed by an occupant of the host vehicle to start. (Technical Idea 9) The autonomous driving control device according to Technical Idea 8, wherein the cruise control unit increases the acceleration allowed for restarting when the start instruction operation is performed compared to the acceleration allowed for restarting when the start instruction operation is not performed. (Technical Idea 10) The automatic driving control device according to any one of Technical Ideas 1 to 9, wherein the driving control unit performs offset control to shift the driving position of the host vehicle outward in the road width direction based on detection of the oncoming vehicle on the narrow road. (Technical Idea 11) The automatic driving control device according to Technical Idea 10, wherein the driving control unit further shifts the driving position outward if the oncoming vehicle widens inward in the road width direction after start of the offset control. (Technical Idea 12) The automatic driving control device according to any one of Technical Ideas 1 to 11, wherein the driving control unit suspends implementation of the passing control and performs pulling-toward control to temporarily stop the host vehicle in a state pulled to the road edge (ER) of the narrow road if the oncoming vehicle corresponds to a predetermined specific type of vehicle (Ax). (Technical Idea 13) The automatic driving control device according to Technical Idea 12, wherein the driving control unit brings the host vehicle closer to the road edge in the pulling-toward control than in the passing control.(Technical Idea 14) The automatic driving control device according to any one of Technical Ideas 1 to 13, wherein, when performing the passing control in a widening section (WS) where the road width of the narrow road is partially widened, the traveling control unit sequentially performs an approach waiting behavior in which the host vehicle waits for the approach of the oncoming vehicle with a front part of the host vehicle facing outward from the widening section, and a side passing behavior in which the host vehicle moves from the side to the rear of the approaching oncoming vehicle while facing the front part of the host vehicle toward the inside of the narrow road in the widening section. (Technical Idea 15) The automatic driving control device according to any one of Technical Ideas 1 to 14, wherein the situation determination unit continues to determine whether or not it is possible to pass the oncoming vehicle even after the start of the turn-around control, and the traveling control unit interrupts the turn-around control and starts the passing control when it becomes possible to pass the oncoming vehicle after the start of the turn-around control due to the turn-around behavior of the oncoming vehicle. (Technical Idea 16) The autonomous driving control device according to Technical Idea 15, further comprising a target detection unit (73) that detects dynamic targets and static targets present around the host vehicle, wherein the traveling control unit performs offset control to shift the traveling position of the host vehicle toward the static target when both the dynamic target and the static target are detected. (Technical Idea 17) The autonomous driving control device according to Technical Idea 15 or 16, wherein when it becomes possible for the host vehicle to pass the oncoming vehicle after starting the turn-off control due to the turn-off behavior of the oncoming vehicle, and if a movement distance of the host vehicle in the turn-off control exceeds a predetermined distance, the traveling control unit moves the host vehicle to the turn-off area and then starts the passing control. (Technical Idea 18) The autonomous driving control device according to any one of Technical Ideas 1 to 17, wherein the situation determination unit continues to grasp the behavior of the oncoming vehicle during a period in which the traveling control unit performs the passing control, and the traveling control unit reduces the movement of the host vehicle in the passing control as the movement of the oncoming vehicle increases. (Technical Idea 19) The automatic driving control device according to Technical Idea 18, wherein the driving control unit, in the passing control, causes the host vehicle to temporarily stop when the oncoming vehicle is moving, and causes the host vehicle to move when the oncoming vehicle is stopped.(Technical Idea 20) An automatic driving control program that enables a host vehicle (Am) to travel using an automatic driving function, the automatic driving control program causing at least one processing unit (51) to execute processing including: searching for an evacuation area (EA) where the host vehicle can be evacuated on a narrow road (KR) (S11); determining whether it is possible to pass an oncoming vehicle approaching from the direction of travel of the host vehicle on the narrow road (S13); if it is possible to pass the oncoming vehicle, controlling the travel of the host vehicle to pass the oncoming vehicle by implementing passing control (S16); and if it becomes impossible to pass the oncoming vehicle after the passing control is started and the evacuation area exists, starting evacuation control to direct the host vehicle toward the evacuation area (S28).

Claims

1. An automatic driving control device that enables the driving of a host vehicle (Am) using an automatic driving function, comprising: an area search unit (74) that searches for an evacuation area (EA) where the host vehicle can be evacuated on a narrow road (KR); a situation determination unit (75) that determines whether it is possible to pass an oncoming vehicle (Ao) approaching from the direction of travel of the host vehicle on the narrow road; and a driving control unit (76) that controls the driving of the host vehicle so that the host vehicle can pass the oncoming vehicle by implementing passing control if it is possible to pass the oncoming vehicle, wherein the driving control unit starts evacuation control to direct the host vehicle toward the evacuation area if it becomes impossible to pass the oncoming vehicle after the passing control has started and the evacuation area exists.

2. The automatic driving control device according to claim 1, wherein the area search unit determines the evacuation area by searching while the host vehicle is moving forward toward the oncoming vehicle.

3. The automatic driving control device according to claim 1, wherein the area search unit searches for an evacuation area where both the host vehicle and the following vehicle can escape when there is a following vehicle (Ab) traveling behind the host vehicle on the narrow road.

4. An automatic driving control device as described in claim 1, further comprising an other vehicle information acquisition unit (62) that acquires other vehicle detection results detected by the other vehicle autonomous sensor of the oncoming vehicle by receiving them from the oncoming vehicle, and wherein when it is impossible for the vehicle to pass the oncoming vehicle, the situation determination unit determines which of the host vehicle and the oncoming vehicle is more suitable for implementing the evacuation control based on the host vehicle detection results detected by the host vehicle autonomous sensor (30) of the host vehicle and the other vehicle detection results acquired from the oncoming vehicle.

5. An automatic driving control device as described in claim 4, further comprising an exterior notification implementation unit (72) that issues a notification to the oncoming vehicle urging it to evacuate when the situation determination unit determines that the oncoming vehicle is suitable for implementing the evacuation control.

6. An automatic driving control device as described in claim 1, further comprising an outside vehicle notification implementation unit (72) that, when the evacuation control is being implemented, notifies the outside of the vehicle that the evacuation control is being implemented.

7. An automatic driving control device as described in claim 1, further comprising an other vehicle information acquisition unit (62) that acquires other vehicle detection results detected by the driver monitor of the oncoming vehicle by receiving them from the oncoming vehicle, and the situation determination unit estimates whether the driver of the oncoming vehicle intends to give way to the vehicle based on the other vehicle detection results acquired from the oncoming vehicle.

8. An automatic driving control device as described in claim 1, wherein the driving control unit, when the vehicle is temporarily stopped, changes the driving control after restarting from the temporary stop depending on whether or not a start instruction operation is performed by an occupant of the vehicle to instruct the vehicle to start.

9. An automatic driving control device as described in claim 8, wherein the driving control unit increases the acceleration allowed for restarting when the start instruction operation is performed, compared to the acceleration allowed for restarting when the start instruction operation is not performed.

10. An automatic driving control device as described in claim 1, wherein the driving control unit performs offset control to shift the driving position of the vehicle outward in the road width direction based on the detection of the oncoming vehicle on the narrow road.

11. The automatic driving control device according to claim 10, wherein the driving control unit further shifts the driving position outward when the oncoming vehicle widens inward in the road width direction after the offset control is started.

12. The automatic driving control device described in claim 1, wherein, when the oncoming vehicle corresponds to a predetermined specific type of vehicle (Ax), the driving control unit suspends the implementation of the passing control and implements a side-passing control that brings the vehicle to a temporary stop while moving close to the edge of the narrow road (ER).

13. The automatic driving control device according to claim 12, wherein the driving control unit brings the host vehicle closer to the road edge in the side-by-side control than in the passing control.

14. The automatic driving control device of claim 1, wherein when the driving control unit performs the passing control in a widening section (WS) where the width of the narrow road is partially widened, the driving control unit sequentially performs an approach waiting action in which the front of the vehicle is facing toward the outside of the widening section and waits for the oncoming vehicle to approach, and a side passing action in which the vehicle moves from the side to the rear of the approaching oncoming vehicle while facing the front of the vehicle toward the inside of the narrow road in the widening section.

15. An automatic driving control device as described in claim 1, wherein the situation determination unit continues to determine whether it is possible to pass the oncoming vehicle even after the start of the avoidance control, and the driving control unit interrupts the avoidance control and starts the passing control if the oncoming vehicle's avoidance action makes it possible to pass the oncoming vehicle after the start of the avoidance control.

16. An automatic driving control device as described in claim 15, further comprising a target detection unit (73) that detects dynamic targets and static targets present around the vehicle, and wherein the driving control unit performs offset control to shift the driving position of the vehicle toward the static target when both the dynamic targets and the static targets are detected.

17. The automatic driving control device described in claim 15, wherein when the oncoming vehicle's evacuating action makes it possible for the host vehicle to pass the oncoming vehicle after the evacuating control has started, if the distance traveled by the host vehicle during the evacuating control exceeds a predetermined distance, the driving control unit moves the host vehicle to the evacuating area and then starts the evacuating control.

18. An automatic driving control device as described in claim 1, wherein the situation determination unit continues to grasp the behavior of the oncoming vehicle during the period in which the driving control unit performs the passing control, and the driving control unit reduces the movement of the host vehicle during the passing control as the movement of the oncoming vehicle increases.

19. An automatic driving control device as described in claim 18, wherein the driving control unit, in the passing control, causes the host vehicle to temporarily stop when the oncoming vehicle is moving, and causes the host vehicle to move when the oncoming vehicle is stopped.

20. An autonomous driving control method that enables a host vehicle (Am) to travel using an autonomous driving function, the autonomous driving control method including the following steps in processing performed by at least one processing unit (51): searching for an evacuation area (EA) where the host vehicle can be evacuated on a narrow road (KR) (S11); determining whether it is possible to pass an oncoming vehicle approaching from the direction of travel of the host vehicle on the narrow road (S13); if it is possible to pass the oncoming vehicle, controlling the travel of the host vehicle so that the host vehicle can pass the oncoming vehicle by implementing passing control (S16); and if it becomes impossible to pass the oncoming vehicle after the start of the passing control and the evacuation area exists, starting evacuation control to direct the host vehicle toward the evacuation area (S28).

Images