Automatic driving control device and automatic driving control method

Abstract

An automatic driving ECU (50) functions as an automatic driving control device and executes risk minimization control when an automatic driving function cannot continue a driving task. The automatic driving ECU (50) determines whether or not a host vehicle lane (Lns) in which a host vehicle (Am) travels is a first lane (Ln1) on the basis of the start of the risk minimization control. When the host vehicle lane (Lns) is different from the first lane (Ln1), the automatic driving ECU (50) detects a movement destination space (DS) of an adjacent lane to which the host vehicle (Am) is moved by a lane change in the risk minimization control toward the first lane (Ln1). When there is no movement destination space (DS) in the adjacent lane and the adjacent lane is congested, the automatic driving ECU (50) causes the host vehicle (Am) to enter the adjacent lane in a state in which the host vehicle (Am) is decelerated to an interruption allowable speed.

Description

Automatic driving control apparatus and automatic driving control method Cross-reference to Related Applications

[0001] This application is based on Japanese Patent Application No. 2025-30731 filed with Japan on February 27, 2025, the entire content of which is incorporated herein by reference.

[0002] The disclosure according to the present specification relates to an automatic driving control technique for executing risk minimization control.

[0003] Patent Document 1 discloses a travel control apparatus that executes a Minimum Risk Maneuver (MRM) when authority cannot be delegated to a driver. In this travel control apparatus, if the own vehicle is traveling in a lane other than the first lane when the MRM is activated, the ACC (Adaptive Cruise Control) travel of the own vehicle is continued until the own vehicle moves to the first lane.

[0004] Japanese Patent No. 7545660

[0005] The travel control apparatus of Patent Document 1 does not assume risk minimization control in a congested traffic environment. Therefore, when there is no space for moving the own vehicle to the first lane or the like, ACC travel is continued as it is, and there is a possibility that lane change by risk minimization control becomes difficult to implement.

[0006] The present disclosure aims to provide an automatic driving control apparatus and an automatic driving control method capable of implementing smooth risk minimization control even in a congested traffic environment.

[0007] To achieve the above objective, one disclosed embodiment is an automated driving control device that performs risk minimization control when the automated driving function is unable to continue the driving task, comprising: a lane determination unit that determines whether the lane in which the vehicle is traveling is the first lane based on the start of risk minimization control; an external detection unit that detects the destination space in the adjacent lane to which the vehicle will move in a lane change with risk minimization control toward the first lane if the vehicle's lane is different from the first lane; and a movement execution unit that, if there is no destination space in the adjacent lane and the adjacent lane is congested, moves the vehicle into the adjacent lane while decelerating it to the permissible cutting speed.

[0008] Another disclosed embodiment is an automated driving control method that performs risk minimization control when the automated driving function is unable to continue the driving task, and includes the following steps, performed by at least one processing unit: determining whether the lane the vehicle is traveling in is the first lane based on the start of risk minimization control; if the vehicle's lane is different from the first lane, detecting the destination space in the adjacent lane to which the vehicle will move in a lane change using risk minimization control toward the first lane; and if there is no destination space in the adjacent lane and the adjacent lane is congested, decelerating the vehicle to the permissible cutting speed and allowing the vehicle to enter the adjacent lane.

[0009] In these configurations, if the vehicle's lane is different from the first lane at the start of the risk minimization control, and there is no space in the adjacent lane to move the vehicle to during the lane change in the risk minimization control, the congestion status of the adjacent lane is further assessed. If the adjacent lane is congested, the vehicle slows down to the permissible cutting speed and enters the adjacent lane. This cutting control of the vehicle can prompt the vehicle traveling in the adjacent lane to yield space to the vehicle. As a result, smooth risk minimization control can be implemented even in congested traffic environments.

[0010] Furthermore, the reference numbers in parentheses in the claims are merely examples of correspondences with specific configurations in the embodiments described later, and do not in any way limit the technical scope. In addition, combinations of claims not explicitly stated in the claims are also possible, provided that they do not cause any particular problems with the combination.

[0011] This figure shows an overall view of an in-vehicle network including an autonomous driving ECU according to one embodiment of the present disclosure. This is a block diagram showing the details of the autonomous driving ECU. This figure shows the details of the evasive action in Scene 1 when the MRM is activated in the overtaking lane. This figure shows the details of the evasive action in Scene 2 when the MRM is activated in the overtaking lane. This is a flowchart showing the details of the evasive control processing performed in conjunction with the activation of the MRM, along with Figure 6. This is a flowchart showing the details of the evasive control processing performed in conjunction with the activation of the MRM, along with Figure 5.

[0012] The functions of the automatic driving control device according to one embodiment of this disclosure are realized by the automatic driving ECU (Electronic Control Unit) 50 shown in Figures 1 and 2. The automatic driving ECU 50 is mounted on the vehicle (hereinafter referred to as "vehicle Am"). By mounting the automatic driving ECU 50, vehicle Am becomes an automatic driving vehicle or autonomous driving vehicle equipped with an automatic driving function, and becomes capable of driving using the automatic driving function.

[0013] The autonomous driving ECU 50 is an in-vehicle ECU that enables autonomous driving functions capable of taking over the driver's driving operations. The autonomous driving ECU 50 is capable of performing advanced driver assistance or partial autonomous driving at around Level 2, as well as autonomous driving at Level 3 or higher, where the system is the primary control entity. The autonomous driving levels in this disclosure are based on standards defined by the Society of Automotive Engineers.

[0014] Level 2 autonomous driving (driving control) is an autonomous driving system with an obligation to monitor the surroundings of the vehicle by visually observing the driver (eyes-on autonomous driving). Level 2 autonomous driving includes hands-on autonomous driving, in which the driver is required to hold the steering wheel, and hands-off autonomous driving, in which the driver is not required to hold the steering wheel.

[0015] Level 3 autonomous driving (driving control) is eyes-off autonomous driving, which does not require monitoring of the surroundings of the vehicle and is not subject to the obligation of surrounding monitoring. The autonomous driving ECU 50 may be capable of performing Level 4 fully autonomous driving, in which the system performs all driving tasks under certain conditions, and Level 5 fully autonomous driving, in which the system performs all driving tasks under all conditions. Level 4 autonomous driving is brain-off autonomous driving, in which no request for a driver change of driving is substantially made to the driver. Level 5 autonomous driving is driverless autonomous driving, which does not require a driver to be on board.

[0016] The autonomous driving ECU 50 switches the state of driving control by the autonomous driving function from among several options, which include at least autonomous driving control with surrounding monitoring obligations at level 2 or lower, and autonomous driving control without surrounding monitoring obligations at level 3 or higher. In the following explanation, autonomous driving control at level 2 or lower will be referred to as "driving assistance control," and autonomous driving control at level 3 or higher will be referred to as "autonomous driving control." Furthermore, driving control at autonomous driving level 0 means the deactivation of the autonomous driving function and is equivalent to manual driving.

[0017] During the autonomous driving period in which the vehicle Am is driven under autonomous driving control by the autonomous driving ECU 50, the driver may be permitted to perform specific actions other than driving (hereinafter referred to as "second tasks") as predetermined. Second tasks are legally permitted to the driver until a request for a change of driver is issued by the autonomous driving ECU 50 in cooperation with the HMI (Human Machine Interface) control device 100. For example, watching entertainment content such as videos, operating devices such as smartphones, and eating are envisioned as second tasks.

[0018] [Configuration of the In-Vehicle System] The autonomous driving ECU 50 is included in the in-vehicle system installed in the vehicle Am. The autonomous driving ECU 50 is communicatively connected to the communication bus 99 of the in-vehicle network 1 that constitutes the in-vehicle system. The driver monitor 29, surrounding monitoring sensor 30, locator 35, navigation ECU 38, in-vehicle communication device 39, driving control ECU 40, body ECU 43, and HMI control device 100 are connected to the communication bus 99, etc. These nodes connected to the communication bus 99 can communicate with each other. Certain nodes among these ECUs, etc., may be directly electrically connected to each other and can communicate without going through the communication bus 99.

[0019] The driver monitor 29 continuously monitors the condition of the occupant seated in the driver's seat. The driver monitor 29 includes a near-infrared light source, a near-infrared camera, and a control unit that controls them. The driver monitor 29 is installed, for example, on the top surface of the steering column or the instrument panel, with the near-infrared camera facing the headrest of the driver's seat. The driver monitor 29 captures images of the driver's head, which is illuminated with near-infrared light by the near-infrared light source, using the near-infrared camera. The images captured by the near-infrared camera are analyzed by the control unit. The control unit extracts information such as the driver's face orientation, eye point position, gaze direction, and degree of eye opening from the captured images. Based on the information extracted from the captured images, the control unit further detects any abnormalities in the driver's physical condition. The control unit provides the face orientation information, eye point position information, gaze direction information, degree of eye opening information, and physical condition abnormality information extracted from the captured images as driver status information to the automatic driving ECU 50 and HMI control device 100, etc.

[0020] The surrounding monitoring sensor 30 is mounted on the vehicle Am and monitors the surrounding environment of the vehicle Am. The surrounding monitoring sensor 30 can detect moving and stationary objects within its detection range around the vehicle. The surrounding monitoring sensor 30 provides the detection information of objects around the vehicle to the autonomous driving ECU 50, etc. The surrounding monitoring sensor 30 includes external sensors (or autonomous sensors) such as a camera unit 31, a millimeter-wave radar 32, and a lidar 33. The surrounding monitoring sensor 30 may further include a sonar sensor as an external sensor.

[0021] The camera unit 31 includes a front camera module, a rear camera module, a left front side camera module, a right front side camera module, a left rear side camera module, and a right rear side camera module, among others. By having multiple camera modules, the camera unit 31 is capable of capturing images of the entire surroundings of the vehicle Am. The camera unit 31 provides the image data captured by each camera module, or analysis information of the image data, to the autonomous driving ECU 50 as detection information.

[0022] The millimeter-wave radar 32 emits millimeter waves or quasi-millimeter waves towards the vehicle. The millimeter-wave radar 32 provides detection information generated by receiving reflected waves reflected by moving and stationary objects to the autonomous driving ECU 50. The lidar 33 emits laser light towards the vehicle. The lidar 33 provides detection information (point cloud data) generated by receiving laser light reflected by moving and stationary objects within its irradiation range to the autonomous driving ECU 50. In addition to the millimeter-wave radar 32 and lidar 33 that detect the area in front of and behind the vehicle, the vehicle Am may also be equipped with millimeter-wave radar 32 and lidar 33 that detect the area to the front sides and rear sides of the vehicle.

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

[0024] The locator 35 further has a map database that stores map data. The map database is mainly composed of a large-capacity storage medium that stores a large amount of 3D map data and 2D map data. The 3D map data is a so-called HD (High Definition) map and contains road information necessary for autonomous driving. Specifically, the 3D map data includes 3D shape information of roads and detailed information of individual lanes. The locator 35 can update the 3D map data and 2D map data to the latest information through external communication via the in-vehicle communication device 39. The locator 35 reads map data of the area around its current location from the map database and provides it to the autonomous driving ECU 50 and HMI control device 100, etc., along with locator information.

[0025] The navigation ECU 38 acquires destination information specified by the driver or other passenger based on operation information obtained from the HMI control device 100. The navigation ECU 38 acquires vehicle position information and direction information from the locator 35 and sets a route from the current position to the destination. The navigation ECU 38 provides route information indicating the set route to the destination to the autonomous driving ECU 50 and the HMI control device 100, etc. The navigation ECU 38 works in conjunction with the HMI control device 100 to provide route guidance to the destination, combining screen displays and voice messages, etc., and notifies the driver of the direction of travel of the vehicle Am at intersections and branching points.

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

[0027] The on-board communication device 39 is an external communication unit mounted on the vehicle Am. The on-board communication device 39 functions as a V2X (Vehicle to Everything) communication device. The on-board communication device 39 transmits and receives information wirelessly with roadside units installed on the side of the road, etc., and with other vehicles around the vehicle. For example, the on-board communication device 39 receives traffic congestion information and traffic regulation information for the area around the vehicle Am's current location and in the direction of travel from the roadside unit. The traffic congestion information and traffic regulation information are, for example, VICS (registered trademark) information. The on-board communication device 39 provides the received traffic congestion information and traffic regulation information to the automated driving ECU 50 and HMI control device 100, etc.

[0028] The driving control ECU 40 is an electronic control unit mainly consisting of a microcontroller. Based on detection signals from wheel speed sensors provided on the hubs of each wheel, the driving control ECU 40 generates vehicle speed information indicating the current driving speed of the vehicle Am, and sequentially outputs the generated vehicle speed information to the communication bus 99. The driving control ECU 40 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU. Based on operation commands based on the driver's driving operations or control commands from the automatic driving ECU 50, the driving control ECU 40 continuously performs brake force control of each wheel, output control of the onboard power source, and steering angle control.

[0029] The body ECU 43 is an electronic control unit mainly consisting of a microcontroller. The body ECU 43 has at least the function of controlling the operation of the lighting devices mounted on the vehicle Am. The lighting devices include, for example, headlights, turn signals (hereinafter referred to as turn signals), and hazard lights (hereinafter referred to as hazard lamps 44). The body ECU 43 can switch the lighting devices on and off based on control commands received from the automatic driving ECU 50.

[0030] The HMI control device 100, together with multiple display devices, an audio device 24, ambient lighting 25, and an operating device 26, constitutes the HMI system 10. The HMI system 10 includes an input interface function that accepts operations from the driver or other occupants of the vehicle Am, and an output interface function that presents information to the driver.

[0031] The display device presents information to the driver through visual means, such as image display. The display device includes a meter display 21, a center information display (hereinafter referred to as CID) 22, and a head-up display (hereinafter referred to as HUD) 23, etc. The CID 22 has a touch panel function and detects touch operations on the display screen by the driver or the like.

[0032] The audio system 24 has multiple speakers installed in the vehicle interior in a configuration surrounding the driver's seat, and reproduces notification sounds or voice messages in the vehicle interior through the speakers. The ambient light 25 is provided on the instrument panel and steering wheel, etc. The ambient light 25 presents information using the driver's peripheral vision by changing the color of the emitted light.

[0033] The operating device 26 is an input unit that receives user input from the driver or other user. User inputs to the operating device 26 include, for example, user operations related to the activation and deactivation of the autonomous driving function, and user operations related to setting the destination for route guidance. The operating device 26 includes steering switches provided on the spokes of the steering wheel, operating levers provided on the steering column, and a voice input device that recognizes the content of the driver's speech.

[0034] The HMI control device 100 is a computer mainly comprising a control circuit that includes a processing unit 11, RAM 12, storage unit 13, input / output interface 14, and a bus connecting these. The processing unit 11 executes various processes (instructions) to realize the presentation control method according to this disclosure by accessing the RAM 12. The storage unit 13 stores various programs (presentation control programs, etc.) executed by the processing unit 11. The HMI control device 100 functions as a presentation control device and integrally controls information presentation using multiple display devices, audio devices 24, and ambient lights 25.

[0035] The HMI control device 100, in cooperation with the autonomous driving ECU 50, presents information related to autonomous driving. The HMI control device 100 obtains control status information indicating the operating status of the autonomous driving function and requests for the presentation of information related to the autonomous driving function from the autonomous driving ECU 50. Based on the control status information and requests, the HMI control device 100 provides content and presents information in accordance with the operating status of autonomous driving. For example, if the autonomous driving ECU 50 is scheduled to terminate autonomous driving control, the HMI control device 100 issues a notification requesting the execution of driving operations, in other words, a notification requesting a change of driver. The HMI control device 100 also obtains operation information indicating the content of user operations from the CID 22 and the operation device 26, etc. The HMI control device 100 provides the autonomous driving ECU 50 with operation information of user operations related to the autonomous driving function. The HMI control device 100 provides the navigation ECU 38 with operation information of user operations to set the destination of the vehicle Am.

[0036] [Configuration of the Automated Driving ECU] The automated driving ECU 50 is a computer that mainly includes a control circuit equipped with a processing unit 51, RAM 52, storage unit 53, input / output interface 54, and a bus connecting these. The processing unit 51 executes various processes (instructions) to realize the automated driving control method according to this disclosure by accessing the RAM 52. The storage unit 53 stores various programs (automated driving control programs, etc.) executed by the processing unit 51. Through the execution of programs by the processing unit 51, the automated driving ECU 50 is configured with an information linkage unit 61, an environment recognition unit 62, an action judgment unit 63, and a control execution unit 64, etc., as functional units for realizing automated driving functions.

[0037] The information sharing unit 61 provides information to the HMI control device 100 and acquires information from the HMI control device 100. The information sharing unit 61 enables the sharing of acquired information between the autonomous driving ECU 50 and the HMI control device 100. By outputting a notification request to the HMI control device 100, the information sharing unit 61 enables the HMI control device 100 to provide notification synchronized with the operating status of the autonomous driving function. For example, if the end of autonomous driving control is scheduled, the information sharing unit 61 outputs a notification request to the HMI control device 100 requesting a driver change.

[0038] The information sharing unit 61 provides the HMI control device 100 with control status information indicating the operating status of the automated driving function. The information sharing unit 61 acquires operation information from the HMI control device 100 and understands the content of user operations input to the CID 22 and operation device 26 by the driver or the like. The information sharing unit 61 understands, for example, Level 2 transition operations that instruct a transition from manual driving to driver assistance control, and Level 3 transition operations that instruct a transition from driver assistance control to autonomous driving control.

[0039] The information linkage unit 61 works in conjunction with the body ECU 43 to switch the hazard lamps 44 on and off. For example, based on the start of Minimum Risk Maneuver (MRM), the information linkage unit 61 outputs a control command to the body ECU 43 to start lighting (flashing) the hazard lamps 44. The information linkage unit 61 acquires driver status information from the driver monitor 29 and provides the acquired driver status information to the action decision unit 63.

[0040] The environmental recognition unit 62 recognizes the driving environment of the vehicle Am by combining locator information and map data acquired from the locator 35 with detection information acquired from the surrounding monitoring sensor 30. The environmental recognition unit 62 acquires route information from the navigation ECU 38 and provides the acquired route information to the action decision unit 63. The environmental recognition unit 62 acquires information indicating the state of the vehicle Am, such as vehicle speed information indicating the current driving speed, from the communication bus 99. The environmental recognition unit 62 has a target detection unit 73 and a road information acquisition unit 74 as sub-function units for driving environment recognition.

[0041] The target detection unit 73 recognizes moving and stationary objects around the vehicle based on detection information generated by numerous external sensors included in the surrounding monitoring sensor 30 and the fusion results thereof. For example, the target detection unit 73 grasps the size, type, relative position, and relative speed of other vehicles traveling around the vehicle Am. If information about other vehicles is provided to the on-board communication device 39 via vehicle-to-infrastructure communication or vehicle-to-vehicle communication, the target detection unit 73 may grasp the relative position and relative speed of the other vehicles based on the information received by the on-board communication device 39. The target detection unit 73 provides the recognition results related to targets around the vehicle to the action decision unit 63.

[0042] The road information acquisition unit 74 acquires road information related to the roads on which the vehicle Am is traveling and the roads on which the vehicle Am is scheduled to travel, based on route information acquired from the navigation ECU 38 and locator information and map data acquired from the locator 35. The road information acquisition unit 74 provides the acquired road information to the action decision unit 63. The road information acquisition unit 74 acquires information on the type of road on which the vehicle Am is traveling and determines whether the vehicle Am is traveling on a general road or on a highway or expressway other than a general road. The road information acquisition unit 74 determines whether the road on which the vehicle Am is traveling or the road it is scheduled to travel is a pre-set automated driving area (hereinafter referred to as the AD area). The AD area is an area where driving using automated driving functions of level 3 or higher is permitted. Highways and expressways are examples of AD areas.

[0043] The road information acquisition unit 74 determines whether the road on which the vehicle Am is traveling is a road with two or more lanes on one side, including multiple lanes. If the road being traveled on includes multiple lanes, the road information acquisition unit 74 identifies the position of the lane on which the vehicle Am is traveling (hereinafter referred to as the vehicle's lane Lns, see Figure 3) based on the detected information, locator information, and map data, etc. Based on this, the road information acquisition unit 74 determines whether the vehicle's lane Lns is the first lane Ln1.

[0044] Here, the first lane Ln1 is generally referred to as the traveling lane. In a road environment where vehicles travel on the left side, the lane located on the farthest left among a plurality of lanes is the first lane Ln1. Conversely, in a road environment where vehicles travel on the right side, the lane located on the farthest right among a plurality of lanes is the first lane Ln1. Typically, vehicles traveling at a lower speed than other vehicles travel on the first lane Ln1. The second lane Ln2 is a lane adjacent to the first lane Ln1. In a road environment where vehicles travel on the left side, the second lane Ln2 is adjacent to the right side of the first lane Ln1. On the other hand, in a road environment where vehicles travel on the right side, the second lane Ln2 is adjacent to the left side of the first lane Ln1. In the case of a road with two lanes on one side, the second lane Ln2 serves as an overtaking lane. The second lane Ln2 is used when overtaking other vehicles traveling on the first lane Ln1. In the case of a road with three or more lanes on one side, the second lane Ln2 serves as another traveling lane (second traveling lane). In the case of a road with three or more lanes on one side, the lane located at the end opposite to the first lane Ln1 serves as the overtaking lane.

[0045] When the autonomous driving ECU 50 has the control right for driving operation, the action determination unit 63 determines the action of the host vehicle Am based on route information, road information, recognition results of the driving environment and the like acquired from the environment recognition unit 62. The action determination unit 63 generates a planned traveling line on which the host vehicle Am is to travel as a traveling plan that defines the action of the host vehicle Am, and outputs the generated planned traveling line to the control execution unit 64. The action determination unit 63 includes a control switching unit 77 and an evacuation control unit 78 as sub-function units.

[0046] The control switching unit 77 cooperates with the travel control ECU 40 to switch the control state of the host vehicle Am between autonomous driving and manual driving. The control switching unit 77 switches the automation level of travel control (autonomous driving control) implemented by the autonomous driving function. For example, when an input of an operation to shift to level 3 is recognized by the information cooperation unit 61, the control switching unit 77 raises the automation level of travel control from manual driving or driving assistance control of level 2 or lower to level 3 autonomous travel control. When the control switching unit 77 determines that autonomous travel control is to be terminated, it lowers the automation level of travel control from autonomous travel control to driving assistance control or manual driving.

[0047] The evacuation control unit 78 determines to implement MRM when it becomes difficult to continue the driving task by the automatic driving function under the situation that the host vehicle Am is traveling in level 3 autonomous driving control. The evacuation control unit 78 executes MRM when the host vehicle Am is likely to deviate from the AD area, or when an abnormality occurs in a system related to automatic driving, and the driver does not respond to a driving handover request. The evacuation control unit 78 may also determine to execute MRM when an abnormality in the driver's physical condition is detected by the driver monitor 29, or when an operation stop operation indicating an emergency is performed by a passenger.

[0048] The evacuation control unit 78 controls the behavior of the host vehicle Am based on the start of MRM such that the risk of the host vehicle Am is suppressed to a minimum. Specifically, the evacuation control unit 78 monitors the traffic conditions and road environment around the host vehicle, and calculates an optimal planned travel route for moving the host vehicle Am to the safest place. After starting MRM, the evacuation control unit 78 gradually decelerates the host vehicle Am while searching for an evacuation location (on a road shoulder or a lane) where the host vehicle Am can be properly stopped. The evacuation control unit 78 guides the host vehicle Am to the searched evacuation location and stops the host vehicle Am at the evacuation location.

[0049] The control execution unit 64 executes driving tasks such as acceleration / deceleration control and steering control of the host vehicle Am according to the planned travel route generated by the behavior determination unit 63 through cooperation with the travel control ECU 40, when the automatic driving ECU 50 has the control right of driving operation. Specifically, the control execution unit 64 generates a control command based on the planned travel route, and sequentially outputs the generated control command to the travel control ECU 40.

[0050] [Details of MRM operation when adjacent lanes are congested] The automated driving ECU 50 described above will attempt to move to the shoulder adjacent to the first lane Ln1 if MRM is initiated while the vehicle is traveling in a lane other than the first lane Ln1 under autonomous driving control at Level 3 of automated driving. If the adjacent lane to which the vehicle would move when changing lanes toward the first lane Ln1 is congested and the automated driving ECU 50 cannot secure enough space to change lanes, it will change the behavior of the vehicle Am according to the speed of the adjacent vehicle As traveling in the adjacent lane. Below, the details of MRM operation when the vehicle is traveling in a lane other than the first lane Ln1 on expressways and highways will be explained based on Figures 3 and 4, with reference to Figures 1 and 2.

[0051] <Scene 1: Lane change when adjacent lanes are congested> In Scene 1 shown in Figure 3, the MRM (Multi-Road Maneuver) is initiated in the vehicle Am, which is traveling in the second lane Ln2, which is the overtaking lane. In Scene 1, the second lane Ln2 is the vehicle's lane Lns at the start of the MRM. In the first lane Ln1, which is the driving lane, many adjacent vehicles As are traveling at a low speed (for example, 20 km / h or less) (see Figure 3, left diagram). The first lane Ln1 is congested due to the many adjacent vehicles As, and there is no available space (hereinafter, destination space DS) where the vehicle Am can change lanes. The vehicle Am is traveling in its lane Lns at a higher (greater) speed than the adjacent vehicles As.

[0052] Based on the start of MRM, the retraction control unit 78 works in cooperation with the information linkage unit 61 and the body ECU 43 to switch the hazard lamps 44 of its own vehicle Am to the ON (flashing) state. The target detection unit 73 grasps the relative positions and travel speeds of multiple side vehicles As traveling in the first lane Ln1. In addition, the target detection unit 73 detects the clearance between each side vehicle As and determines whether it can be used as a destination space DS.

[0053] If the target detection unit 73 cannot detect the destination space DS from the first lane Ln1, it determines whether the speed of the group of side vehicles As is below the congestion threshold THj (see Figure 5). If the speed of the group of side vehicles As is below the congestion threshold THj, the target detection unit 73 determines that the first lane Ln1 is congested. The congestion threshold THj is set based on a slow speed. Specifically, the congestion threshold THj is set to approximately 20 km / h. The target detection unit 73 may compare the average speed of multiple side vehicles As that are within the detection range of the surrounding monitoring sensor 30 with the congestion threshold THj, or it may compare the speed of the fastest side vehicle As or the speed of the slowest side vehicle As with the congestion threshold THj. Furthermore, the target detection unit 73 may compare the speed of a side vehicle As traveling behind and to the side of its own vehicle Am with the congestion threshold THj.

[0054] The evacuation control unit 78 decelerates its own vehicle Am to the allowable cut-in speed THi if the destination space DS is not in the first lane Ln1 and the first lane Ln1 is congested. The allowable cut-in speed THi is the speed at which smooth cutting into the group of side vehicles As is possible. The allowable cut-in speed THi is set based on a slow speed, similar to the congestion threshold THj. Specifically, the allowable cut-in speed THi is set to about 20 km / h. The allowable cut-in speed THi may be the same speed value as the congestion threshold THj, or it may be the same speed value as the traveling speed of the group of side vehicles As compared to the congestion threshold THj. The control to decelerate the own vehicle Am to the allowable cut-in speed THi is, for example, a gentle deceleration control that causes a deceleration of about 0.1 to 0.2 G in the own vehicle Am.

[0055] The evacuation control unit 78 gradually decelerates vehicle Am to match the speed of the adjacent vehicle As in the traffic jam. With vehicle Am decelerated to the allowable cutting speed THi, the evacuation control unit 78 moves vehicle Am into the adjacent lane. Vehicle Am enters the first lane Ln1 with its hazard lights 44 flashing continuously (see Figure 3, center view). After moving vehicle Am across the lane marking that separates the first lane Ln1 and the second lane Ln2, the evacuation control unit 78 moves vehicle Am closer to a specific adjacent vehicle As. By controlling the vehicle Am's behavior to cut in between two adjacent vehicles As1 and As2 lined up one behind and the other, the evacuation control unit 78 prompts the adjacent vehicle As2, located to the rear and side of vehicle Am, to yield space to vehicle Am.

[0056] When the siding control unit 78 determines that a destination space DS is secured between the two siding vehicles As1 and As2 due to the deceleration of the siding vehicle As2, it moves its own vehicle Am to this destination space DS (see Figure 3, right diagram). After moving to the first lane Ln1, the siding control unit 78 starts tracking control of its own vehicle Am targeting the siding vehicle As1 ahead. Furthermore, the siding control unit 78 moves its own vehicle Am to the shoulder adjacent to the first lane Ln1. The information linkage unit 61 keeps the hazard lamps 44 on until at least the siding to the shoulder and stopping are complete.

[0057] Furthermore, if the vehicle's lane Lns at the start of the MRM is the third lane or the like, and it is not possible to reach the first lane Ln1 in a single lane change, the evacuation control unit 78 can repeat the lane change multiple times. If the adjacent lane is congested during each lane change, the control unit 78 may sequentially perform behavioral control to insert the vehicle Am between the adjacent vehicles As1 and As2. After moving the vehicle Am to the first lane Ln1 through multiple lane changes, the evacuation control unit 78 moves the vehicle Am to the shoulder of the road.

[0058] <Scene 2: Shoulder evacuation when adjacent lanes are congested but not jammed> In Scene 2, shown in Figure 4, as in Scene 1, MRM is initiated in the vehicle Am traveling in the second lane Ln2, which is the overtaking lane. In Scene 2, many adjacent vehicles As traveling in the first lane Ln1 are traveling at relatively high speeds. Therefore, although the first lane Ln1 is congested, it is not jammed (see Figure 4, left). However, there is no destination space DS (see Figure 3) in the first lane Ln1. The vehicle Am is traveling in its own lane Lns at a faster speed than the adjacent vehicles As in the first lane Ln1.

[0059] Based on the start of MRM, the evacuation control unit 78 switches the hazard lamps 44 of its own vehicle Am to the ON state. The target detection unit 73 grasps the relative positions and driving speeds of multiple side vehicles As traveling in the first lane Ln1, and detects the clearance between each side vehicle As to determine whether it can be used as a destination space DS. If there is no clearance in the first lane Ln1 that can be used as a destination space DS, and the driving speed of the group of side vehicles As exceeds the congestion threshold THj, the target detection unit 73 determines that the first lane is congested and uncongested. In this case, the evacuation control unit 78 determines that it cannot smoothly cut in by moving closer to the other vehicle and cancels the lane change to the first lane Ln1.

[0060] The environmental recognition unit 62 determines whether there is a shoulder RS ​​connected to the vehicle's lane Lns on the opposite side (right side, towards the center of the road) of the first lane Ln1 across the vehicle's lane Lns. If there is no other lane on the center side of the vehicle's lane Lns, and there is a shoulder RS ​​facing the vehicle's lane Lns, the evacuation control unit 78 performs evacuation control, moving the vehicle closer to the shoulder RS ​​while performing gradual deceleration control (see Figure 4, center view).

[0061] The evacuation control unit 78 stops the vehicle Am at the shoulder RS ​​designated as the evacuation location (see Figure 4, right diagram). Part of the vehicle Am that has stopped at the shoulder RS ​​may extend into the second lane Ln2. The information linkage unit 61 keeps the hazard lamps 44 on even after the evacuation to the shoulder RS ​​and stopping are complete.

[0062] <Scene 3: Delaying Evacuation Near Interchange Exit, etc.> In Scene 3, MRM begins near a forward junction on the first lane, Ln1. The first lane, Ln1, is congested or jammed due to other vehicles departing from the first lane, Ln1, at the forward junction. The forward junction is, for example, a junction leading to an interchange exit, a junction leading to a junction connecting to another expressway, a junction leading to a service area or parking area, etc.

[0063] The road information acquisition unit 74 measures the remaining distance to the forward branching point located in the first lane Ln1 after the start of MRM. The road information acquisition unit 74 determines whether the remaining distance to the forward branching point is shorter than a threshold distance. The threshold distance is set to, for example, about 500m. If the remaining distance to the forward branching point is shorter than the threshold distance, the evacuation control unit 78 causes the vehicle Am to continue driving in its own lane Lns until it has passed the forward branching point. The evacuation control unit 78 does not perform control to cut into the first lane Ln1 or control to evacuate to the shoulder RS ​​on the center side of the road until it has passed the forward branching point. After the vehicle Am has passed the side of the forward branching point, the object detection unit 73 determines whether there is a destination space DS in the first lane Ln1 and determines the content of the evacuation action.

[0064] [Details of Evacuation Control Processing] Next, the details of the evacuation control processing, which changes the content of the evacuation action performed by the MRM according to the position of the vehicle's lane Lns and the condition of adjacent lanes, will be explained based on Figures 5 and 6, with reference to Figures 1 to 4. The evacuation control processing shown in Figures 5 and 6 is started by the automatic driving ECU 50 based on the decision by the evacuation control unit 78 to start the MRM when the automatic driving function is unable to continue the driving task.

[0065] In step S11 of the evacuation control process, the information linkage unit 61 works in conjunction with the body ECU 43 to switch the hazard lamps 44 to the ON state. When the hazard lamps 44 start flashing in step S11, the evacuation control unit 78 starts slow deceleration control of the vehicle Am in step S12.

[0066] In S13, the road information acquisition unit 74 determines whether the lane Lns in which the vehicle Am is traveling is the first lane Ln1. If the vehicle Am is traveling in the first lane Ln1 and the vehicle lane Lns is the first lane Ln1 (S13: YES), the evacuation control unit 78 executes evacuation control in the first lane Ln1 in S22. On the other hand, if the vehicle Am is traveling in the second lane Ln2 or the like and the vehicle lane Lns is different from the first lane Ln1 (S13: NO), the road information acquisition unit 74 determines in S14 whether the remaining distance to the forward branching point in the first lane Ln1 is shorter than the threshold distance. If the remaining distance is shorter than the threshold distance and the forward branching point is nearby (S14: YES), the vehicle continues to travel in the vehicle lane Lns.

[0067] If the vehicle Am has passed the nearest branching point ahead, or if there is no branching point nearby (S14: NO), the object detection unit 73 detects the relative position and relative speed of the adjacent vehicle As traveling in the adjacent lane (for example, the first lane Ln1) in S15. The adjacent lane is the lane adjacent to the vehicle's lane Lns, and is the lane in which the vehicle Am moves when changing lanes in the MRM towards the first lane Ln1.

[0068] In S16, the target detection unit 73 determines whether it has detected a vehicle As in the lateral area of ​​its own vehicle Am, with a distance between the vehicles less than or equal to the approach threshold THa (for example, about 5 seconds). The determination in S16 corresponds to determining whether or not a destination space DS exists to the side of the vehicle. If a destination space DS exists to the side of the vehicle (S16: NO), the evacuation control unit 78 executes a lane change to the adjacent lane in S23, moving the vehicle Am to the destination space DS.

[0069] On the other hand, if a vehicle As on the side has been detected with a distance between it and the approach threshold THa or less (S16: YES), the target detection unit 73 determines in S17 whether the speed of the vehicle As on the side is below the congestion threshold THj. If the speed of the vehicle As on the side is below the congestion threshold THj (S17: YES), the evacuation control unit 78 executes an interrupt control in S18, decelerating its own vehicle Am to the interruption allowable speed THi and gently moving its own vehicle Am into the adjacent lane.

[0070] After the vehicle Am enters the adjacent lane, the target detection unit 73 determines in S19 whether the distance between the vehicle Am and the rearward side vehicle As2 (see Figure 3) (hereinafter referred to as the rearward side distance) is greater than or equal to the first interruption threshold TH1. The first interruption threshold TH1 is set to a value that is greater than (longer than) the total length of the vehicle Am, for example. If the rearward side distance is greater than or equal to the first interruption threshold TH1 (S19: YES), the evacuation control unit 78 moves the vehicle Am to the destination space DS that has been created in front of the side vehicle As2 in S23.

[0071] If the vehicle Am reaches the first lane Ln1 during the lane change control in S23 (S11: YES), the evacuation control unit 78 executes evacuation control in the first lane Ln1 in S22. On the other hand, if the vehicle Am does not reach the first lane Ln1 during the lane change control in S23, the processing from S14 onwards is performed again.

[0072] If the rear-side distance is less than the first interrupt threshold TH1 (S19: NO), the target detection unit 73 determines in S20 whether the rear-side distance is less than or equal to the second interrupt threshold TH2. The second interrupt threshold TH2 is set to a value smaller (shorter) than the first interrupt threshold TH1, for example, about 1 to 2 m. If the rear-side distance exceeds the second interrupt threshold TH2 (S20: NO), the evacuation control unit 78 returns to S18 and continues interrupt control. On the other hand, if the rear-side distance is less than or equal to the second interrupt threshold TH2 (S20: YES), the evacuation control unit 78 estimates that the adjacent vehicle As2 is rejecting the interruption of its own vehicle Am. In this case, the evacuation control unit 78 cancels entry into the adjacent lane in S21 and returns its own vehicle Am to the original lane.

[0073] If entry into an adjacent lane is canceled, or if the speed of the adjacent vehicle As exceeds the congestion threshold THj (S17: NO), the evacuation control unit 78 determines in S31 whether the vehicle Am has decelerated to below the allowable interruption speed THi. If the speed of the vehicle Am exceeds the allowable interruption speed THi (S31: NO), the evacuation control unit 78 continues lane-keeping driving and gradual deceleration control in the vehicle's lane Lns in S32. In this case, the processing from S15 onwards is performed again.

[0074] On the other hand, if the vehicle Am's driving speed is less than or equal to the allowable cutting speed THi (S31: YES), the road information acquisition unit 74 determines in S33 whether there is another lane (such as an overtaking lane) to the right of the vehicle's lane Lns (towards the center of the road). If there is another lane to the right of the vehicle's lane Lns (S33: YES), the evacuation control unit 78 decelerates and stops the vehicle Am within the vehicle's lane Lns in S34 while maintaining lane travel. Conversely, if there is no other lane to the right of the vehicle's lane Lns and a shoulder RS ​​exists (S33: NO), the evacuation control unit 78 decelerates the vehicle Am in S35 and moves the vehicle Am towards the shoulder RS ​​on the right. The evacuation control unit 78 stops the vehicle Am with a portion of it protruding onto the shoulder RS.

[0075] (Summary of Embodiments) In the embodiments described above, if the vehicle's lane Lns at the start of MRM is different from the first lane Ln1, and there is no destination space DS in the adjacent lane to move the vehicle Am to during the lane change in MRM, the congestion status of the adjacent lane is further determined. If the adjacent lane is congested, the vehicle Am, having decelerated to the allowable cutting speed THi, enters the adjacent lane. This cutting control of the vehicle Am can prompt the adjacent vehicle As traveling in the adjacent lane to yield space to the vehicle Am. As a result, smooth implementation of MRM becomes possible even in congested traffic environments.

[0076] In addition, in this embodiment, if the destination space DS is not in an adjacent lane, and this adjacent lane is not congested, and there is a shoulder RS ​​connected to the vehicle's lane, the evacuation control unit 78 will stop the vehicle Am on the shoulder. When the speed of the adjacent vehicle As traveling in the adjacent lane is relatively high, the risk of cutting in by moving too close to the adjacent lane is higher than when the adjacent vehicle As is traveling at a low speed during congestion. Therefore, when the adjacent lane is not congested, by performing an evacuation action to stop the vehicle Am on the shoulder RS ​​on the opposite side of the adjacent lane, it is possible to reduce the risk while smoothly stopping the vehicle Am.

[0077] In this embodiment, if the vehicle's lane Lns is different from the first lane Ln1, it is determined whether the remaining distance to the forward branching point in the first lane Ln1 is shorter than a threshold distance. If the remaining distance to the forward branching point is shorter than the threshold distance, the evacuation control unit 78 causes the vehicle Am to continue traveling in its lane Lns until it has passed the forward branching point. Traffic congestion or congestion is likely to occur in the area before the branching point. Therefore, if a diverging space DS is not secured in the adjacent lane near the area before the branching point, it is desirable to wait before passing the branching point. As described above, situations that obstruct traffic flow due to abrupt lane changes to adjacent lanes can be avoided.

[0078] Furthermore, in this embodiment, vehicle Am enters the adjacent lane while its hazard lights 44 continue to flash. By using this control method, which involves illuminating the hazard lights 44 instead of the turn signals when performing cut-in control, the driver or system of the adjacent vehicle As can more easily recognize that there is an abnormality in vehicle Am. As a result, the success rate of cut-in control is improved, enabling smooth implementation of MRM even in congested traffic environments.

[0079] In the above embodiment, the hazard lamp 44 corresponds to an "emergency flashing indicator light," and the automatic driving ECU 50 corresponds to an "automatic driving control device." Furthermore, the object detection unit 73 corresponds to an "external environment detection unit," the road information acquisition unit 74 corresponds to a "lane determination unit," and the evacuation control unit 78 corresponds to a "movement execution unit."

[0080] (Other Embodiments) Although one embodiment of the present disclosure has been described above, the present disclosure is not to be construed as being limited to the above embodiment, and can be applied to various embodiments and combinations without departing from the gist of the present disclosure.

[0081] In the above embodiment, if the travel speed of the group of side vehicles As traveling in the adjacent lane was greater than the congestion threshold THj, the lane change to the adjacent lane was canceled. On the other hand, in the modified example 1 of the above embodiment, even if the travel speed of the group of side vehicles As is greater than the congestion threshold THj and there is no destination space DS in the adjacent lane, the execution of interrupt control to allow the vehicle Am to enter the adjacent lane is permitted. If the adjacent lane is not congested and is crowded, the evacuation control unit 78 sets the travel speed of side vehicles As1 and As2 to the interruption allowable speed THi, and with the travel speed of the vehicle Am matched to the travel speed of side vehicles As1 and As2, the vehicle Am enters the adjacent lane.

[0082] In the above embodiment, when the vehicle Am is approaching a junction ahead, both the control to cut into an adjacent lane and the control to move to the shoulder RS ​​on the center side of the road are suspended. On the other hand, in the modified example 2 of the above embodiment, when the vehicle Am is approaching a junction ahead, the control to move to the shoulder RS ​​on the center side of the road is suspended, while the control to cut into an adjacent lane is performed. Furthermore, in the modified example 3 of the above embodiment, when the vehicle Am is approaching a junction ahead, the control to cut into an adjacent lane is suspended, while the control to move to the shoulder RS ​​on the center side of the road is performed.

[0083] In the above embodiment, on expressways and highways that are not general roads, if the MRM system is activated in a lane other than the first lane Ln1, a lane change toward the first lane Ln1 is performed. On the other hand, in Modification 4 of the above embodiment, even on general roads with multiple lanes, if the MRM system is activated in a lane other than the first lane Ln1, a lane change toward the first lane Ln1 is performed. The congestion threshold THj and the allowable cut-in speed THi used in MRM on general roads may be smaller values ​​(for example, around 10 km / h) than the speed values ​​used in MRM on expressways and highways.

[0084] In general, roads are those that can be used by all vehicles, including pedestrians, bicycles, and motorcycles. Specifically, this includes roads in urban areas, rural areas, and countryside. In contrast, expressways and highways are roads that can only be used by specific types of vehicles, and the passage of pedestrians, bicycles, and light vehicles is prohibited. These roads also have higher speed limits than general roads.

[0085] In the above embodiment, MRM was initiated when an abnormality occurred in the system or driver during the automated driving period at autonomous driving level 3. However, MRM may also be initiated when an abnormality occurs in the system or driver during the period when the vehicle Am is driven by manual driving or driver assistance control at level 2 or lower. Furthermore, MRM may also be initiated when an abnormality occurs in a system related to the automated driving function during the automated driving period at autonomous driving level 4 or higher.

[0086] In Modification 5 of the above embodiment, the functions of the autonomous driving ECU 50 and the HMI control device 100 are provided by a single integrated ECU. In this Modification 5, the integrated ECU corresponds to the "autonomous driving control device". Furthermore, the functions of the autonomous driving control device according to this disclosure may be realized through the cooperation of the autonomous driving ECU 50 and the HMI control device 100. In this form, the system including the autonomous driving ECU 50 and the HMI control device 100 corresponds to the "autonomous driving control device".

[0087] In the above embodiment, each function provided by the autonomous driving ECU 50 can also be provided by software and hardware that executes it, software only, hardware only, or a combination thereof. Furthermore, when such functions are provided by electronic circuits as hardware, each function can also be provided by digital circuits including a large number of logic circuits, or by analog circuits. In addition, the software for realizing such functions may include at least a portion of code automatically generated by a neural network or language model trained using a large amount of training data.

[0088] Each processing unit in the above embodiment is hardware for arithmetic processing coupled with RAM. The processing unit has a configuration that includes at least one arithmetic core such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit). The processing unit may further include an FPGA (Field-Programmable Gate Array), an NPU (Neural Network Processing Unit), and other IP cores with dedicated functions. Furthermore, the processing unit is not limited to a configuration in which it is individually mounted on a printed circuit board. The processing unit may be mounted on an ASIC (Application Specific Integrated Circuit), a SoC (System on Chip), a chiplet integrated circuit, an FPGA, etc.

[0089] In the above embodiment, the form of the storage medium (non-transitory tangible storage medium) that stores various programs, etc., may be changed as appropriate. Furthermore, the storage medium is not limited to a configuration provided on a circuit board, but may be provided in the form of a memory card or the like, inserted into a slot, and electrically connected to a control circuit such as an automatic driving ECU. In addition, the storage medium may be an optical disk, hard disk drive, or solid-state drive, etc., which serves as the source for copying or distributing programs to the automatic driving ECU, etc.

[0090] Vehicles equipped with the above-mentioned autonomous driving ECU, etc., are not limited to typical privately owned passenger cars (Personally Owned Vehicles, POVs). Vehicles equipped with these may include rental cars, manned taxis, ride-sharing vehicles, cargo vehicles, and buses. Furthermore, vehicles equipped with the autonomous driving ECU, etc., may be right-hand drive or left-hand drive vehicles.

[0091] Furthermore, the traffic environment in which the vehicle operates may be one based on left-hand traffic or one based on right-hand traffic. In a traffic environment based on left-hand traffic, as described above, a lane change toward the first lane Ln1 located on the far left is performed by the MRM. Conversely, in a traffic environment based on right-hand traffic, a lane change toward the first lane Ln1 located on the far right is performed by the MRM. Thus, the automated driving control and information presentation control described herein may be appropriately optimized according to the road traffic laws of each country and region, as well as the position of the vehicle's steering wheel, etc.

[0092] The combinations of "greater than or equal to / less than" and "greater than / less than or equal to" when making a determination based on comparison with a threshold in each process of the above embodiment may be changed as appropriate. In other words, if the value to be determined is the same as the threshold, it may be included in either the case where it is greater than the threshold or the case where it is less than the threshold.

[0093] The control unit and method described herein may be implemented by a dedicated computer comprising a processor programmed to perform one or more functions embodied by a computer program. Alternatively, the apparatus and method described herein may be implemented by a dedicated hardware logic circuit. Alternatively, the apparatus and method described herein may be implemented by one or more dedicated computers comprising a combination of a processor that executes a computer program and one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by the computer on a computer-readable non-transitional tangible recording medium.

[0094] (Disclosure of Technical Ideas) This specification discloses several technical ideas as described in the following paragraphs. Some paragraphs may be written in a multiple dependent form, where subsequent paragraphs optionally refer to preceding paragraphs. Furthermore, some paragraphs may be written in a multiple dependent form, where they refer to other multiple dependent forms. These paragraphs written in multiple dependent forms define several technical ideas.

[0095] (Technical Concept 1) An automatic driving control device that performs risk minimization control when the automatic driving function is unable to continue the driving task, comprising: a lane determination unit (74) that determines whether the vehicle's lane (Lns) is the first lane (Ln1) based on the start of the risk minimization control; an external detection unit (73) that detects the destination space (DS) in the adjacent lane to which the vehicle will move in the lane change performed in the risk minimization control toward the first lane if the vehicle's lane is different from the first lane; and a movement execution unit (78) that, if the destination space is not in the adjacent lane and the adjacent lane is congested, moves the vehicle to the adjacent lane while decelerating it to the allowable cutting speed (THi). (Technical Concept 2) An automatic driving control device according to Technical Concept 1, wherein the movement execution unit causes the vehicle to stop on the shoulder if the destination space is not in the adjacent lane, the adjacent lane is not congested, and there is a shoulder (RS) connected to the vehicle's lane on the opposite side of the adjacent lane across the vehicle's lane. (Technical Concept 3) An automatic driving control device according to Technical Concept 1 or 2, wherein the lane determination unit determines whether the remaining distance to the forward branching point provided in the first lane is shorter than a threshold distance if the vehicle's lane is different from the first lane, and the movement execution unit causes the vehicle to continue driving in its lane until it passes the forward branching point if the remaining distance is shorter than the threshold distance. (Technical Concept 4) An automatic driving control device according to any one of Technical Concepts 1 to 3, wherein the movement execution unit causes the vehicle to enter the adjacent lane while the vehicle's emergency flashing indicator light (44) continues to flash.(Technical Concept 5) An automated driving control program that performs risk minimization control when the automated driving function is unable to continue the driving task, wherein the program causes at least one processing unit (51) to perform the following processes: determine whether the vehicle's lane (Lns) is the first lane (Ln1) based on the start of the risk minimization control (S13); if the vehicle's lane is different from the first lane, detect the destination space (DS) in the adjacent lane to which the vehicle will move in the lane change performed by the risk minimization control toward the first lane (S15); and if the destination space is not in the adjacent lane and the adjacent lane is congested, decelerate the vehicle to the allowable cutting speed (THi) and move the vehicle into the adjacent lane (S18).

Claims

1. An automated driving control device that performs risk minimization control when the automated driving function is unable to continue the driving task, comprising: a lane determination unit (74) that determines whether the vehicle's lane (Lns) is the first lane (Ln1) based on the start of the risk minimization control; an external detection unit (73) that detects the destination space (DS) in the adjacent lane to which the vehicle will move in the lane change performed in the risk minimization control toward the first lane if the vehicle's lane is different from the first lane; and a movement execution unit (78) that, if the destination space is not in the adjacent lane and the adjacent lane is congested, moves the vehicle to the adjacent lane while decelerating it to the allowable cutting speed (THi).

2. The automatic driving control device according to claim 1, wherein the movement execution unit stops the vehicle on the shoulder if the destination space is not in the adjacent lane, the adjacent lane is not congested, and there is a shoulder (RS) connected to the vehicle's lane on the opposite side of the adjacent lane, across the vehicle's lane.

3. The automatic driving control device according to claim 1, wherein the lane determination unit determines whether the remaining distance to a forward branching point provided in the first lane is shorter than a threshold distance if the vehicle's lane is different from the first lane, and the movement execution unit causes the vehicle to continue driving in its lane until it passes the forward branching point if the remaining distance is shorter than the threshold distance.

4. The automatic driving control device according to claim 1, wherein the movement execution unit causes the vehicle to enter the adjacent lane while the vehicle's emergency flashing indicator light (44) continues to flash.

5. An automated driving control method that performs risk minimization control when the automated driving function is unable to continue the driving task, the method comprising the steps of: determining whether the vehicle's lane (Lns) is the first lane (Ln1) based on the start of the risk minimization control (S13); detecting the destination space (DS) in the adjacent lane to which the vehicle will move in the lane change performed by the risk minimization control toward the first lane if the vehicle's lane is different from the first lane (S15); and if the destination space is not in the adjacent lane and the adjacent lane is congested, decelerating the vehicle to the allowable cutting speed (THi) and causing the vehicle to enter the adjacent lane (S18), the method comprising the steps of performing the above in a process carried out by at least one processing unit (51).

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