JP2019125135A - Automatic driving control system of vehicle - Google Patents

Abstract

To provide a technique capable of suppressing occurrence of interruption of automatic driving.SOLUTION: An automatic driving system (100) for executing automatic driving of a vehicle comprises an automatic driving control unit (116) for controlling travel of the vehicle, and an interruption information acquisition unit (114) for acquiring interruption information including an interruption section in which automatic driving of an own vehicle is interrupted by the automatic driving control unit. The automatic driving control unit performs interruption avoidance driving control including at least one of deceleration of the vehicle and change in a scheduled travel track in order to avoid interruption of automatic driving in the interruption section according to the interruption information.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an automatic driving control system for a vehicle.

  As an automatic driving system, one which travels automatically along a preset route and interrupts the automatic driving according to the road condition is known. The automatic driving system described in Patent Document 1 identifies interrupted sections of automatic driving included in each of a plurality of route candidates, and recommends a route where automatic driving is hard to be interrupted among candidate routes based on the information.

Japanese Patent Application Laid-Open No. 2015-141050

  However, even on a route where automatic driving is hard to be interrupted, interruption of automatic driving may be unavoidable. Therefore, a technology that can suppress the occurrence of interruption of automatic operation has been desired.

  The present invention has been made to solve the above-described problems, and can be realized as the following modes.

  According to one aspect of the present invention, there is provided an automated driving system (100) for performing automated driving of a vehicle. The automatic driving system includes: an automatic driving control unit (116) for controlling the traveling of the vehicle; and an interruption information acquiring unit for acquiring interruption information including an interruption section in which the automatic driving of the vehicle is interrupted by the automatic driving control unit 114) and. The automatic driving control unit performs interruption avoidance driving control including at least one of deceleration of the vehicle and change of a planned traveling locus in order to avoid interruption of automatic driving in the interruption section according to the interruption information.

  According to the automatic driving system of this aspect, since the automatic driving control unit performs the interruption avoidance driving control according to the interruption information, it is possible to suppress the occurrence of the interruption of the automatic driving.

It is an explanatory view showing an outline of composition of an automatic operation system. It is a flowchart showing an interruption avoidance process. It is a figure which shows the mode of the own vehicle which drive | works an interruption area by automatic driving | operation. It is a flowchart showing route selection processing. It is the figure which showed the interruption information of each candidate route. It is a figure showing an example which displays a recommendation course. It is a flowchart showing the interruption avoidance process in 3rd Embodiment. It is a figure showing an example of communication between vehicles and communication with an external server. It is the figure which showed the discontinuation information of the travel route in 3rd Embodiment.

A. First embodiment:
As shown in FIG. 1, the automatic driving system 100 includes an automatic driving control ECU (Electronic Control Unit) 110, a peripheral object sensor 122, a peripheral recognition camera 124, a vehicle position sensor 126, and a road information storage unit 130. A navigation system 200, a driving force control ECU 210, a braking force control ECU 220, a steering control ECU 230, and a communication unit 240. The automatic driving control ECU 110, the navigation system 200, the driving force control ECU 210, the braking force control ECU 220, the steering control ECU 230, and the communication unit 240 are connected via the in-vehicle network 250.

  The automatic driving control ECU 110 is composed of a central processing unit (CPU), a microcomputer configured by a RAM, a ROM, and the like, and the microcomputer executes a program installed in advance. The autonomous driving control ECU 110 has functions of a recognition unit 112, an interruption information acquiring unit 114, an autonomous driving control unit 116, a notification unit 117, and a route selection unit 118. These units are realized by the automatic driving control ECU 110 executing a computer program. However, some or all of the functions of these units may be realized by hardware circuits. The autonomous driving control ECU 110 realizes that the vehicle automatically travels to a destination.

  The recognition unit 112 recognizes an object around the vehicle from detection signals from the peripheral object sensor 122 and the peripheral recognition camera 124. In addition, the recognition unit 112 not only recognizes surrounding objects that affect the traveling locus determined by the automatic driving control unit 116, but also a vehicle etc. that has stopped because it comes out from the front side of the road on which the vehicle is traveling, It also recognizes surrounding areas that do not directly affect the setting of the travel path.

  The peripheral object sensor 122 detects a situation around the vehicle for use in automatic driving control. The peripheral object sensor 122 may be a traveling vehicle such as a leading vehicle, an adjacent lane traveling vehicle, an oncoming vehicle, an approaching vehicle, or a following vehicle, a traveling vehicle such as a stationary vehicle, a traveling object such as a falling object, a stationary object or a pedestrian. Detect the presence, position, size, distance, etc. of nearby objects. Specific examples of the peripheral object sensor 122 include a laser radar sensor, a millimeter wave sensor, and an ultrasonic sensor.

  The surrounding area recognition camera 124 captures the surroundings of the vehicle to acquire an image. The recognition unit 112 detects the presence, the position, the size, the distance, and the like of the peripheral objects from the image captured by the peripheral recognition camera 124. In addition, it detects the presence and position of lane lines on the left and right of the traveling lane, the state of traffic lights, and traffic signs.

  The vehicle position sensor 126 detects the current vehicle position. Examples of the vehicle position sensor 126 include a Global Navigation Satellite System (s) (GNSS) and a gyro sensor. The recognition unit 112 uses the positioning signals, the lane line position detected by processing the captured image by the surrounding area recognition camera 124, the road information read from the road information storage unit 130, etc. Detects the position of the host vehicle.

  The road information storage unit 130 stores detailed road information and the like regarding the road on which the vehicle is to travel. Road information includes, for example, the number of lanes, lane width, central coordinates of each lane, curve curvature, stop line position, traffic light position, etc., judgment of the automatic driving control ECU 110, control content, certain road section or point Dynamic information such as the number of times the TOR (Take Over Request) requesting the driver to drive manually and the number of times the driver performed DOR (Drive Over Ride) suddenly driving manually is stored. Both TOR and DOR correspond to the interruption of automatic operation. As used herein, the phrase "interruption of automated driving" is used in the sense of including both TOR and DOR.

  The suspension information acquisition unit 114 includes suspension information including a suspension section which is a section where automatic driving is suspended stored in the road information storage unit 130, suspension information of automatic driving of a preceding vehicle obtained through the communication unit 240, etc. To get Further, in the present embodiment, the interruption information acquisition unit 114 calculates the probability that the interruption of the automatic driving in the interruption section will occur (hereinafter referred to as “the interruption occurrence rate”) from the acquired interruption information and the like.

  The autonomous driving control unit 116 controls the vehicle. Further, in accordance with the interruption information of the interruption information acquisition unit 114, which will be described later, interruption avoidance operation control for avoiding interruption of the automatic operation is performed. The notification unit 117 notifies the driver that the interruption avoidance driving control is to be performed.

  The route selection unit 118 selects a recommended route from among the plurality of candidate routes generated by the navigation system 200 based on the information stored in the road information storage unit 130 and the road traffic information obtained by the communication unit 240. The route selection process for selecting a recommended route will be described in the second embodiment.

  The navigation system 200 generates a route from the current location to the destination by the driver setting the destination. The navigation system 200 performs a driving notice for traveling along a route by displaying the route on the display 202 or by sound on the speaker 204 or the like. The autonomous driving control ECU 110 performs control so as to follow the route information generated by the navigation system 200. The navigation system is also referred to as a "route search unit".

  The driving force control ECU 210 is an electronic control unit that controls a power source such as an engine or an electric motor that generates the driving force of the vehicle. When the driver manually drives, the driving force control ECU 210 controls the power source in accordance with the amount of operation of the accelerator pedal. On the other hand, when performing the automatic driving, the driving force control ECU 210 controls the power source according to the required driving force calculated by the automatic driving control ECU 110.

  The braking force control ECU 220 is an electronic control unit that controls a brake actuator that generates a braking force of the vehicle. When the driver manually operates, the braking force control ECU 220 controls the brake actuator in accordance with the amount of operation of the brake pedal. On the other hand, when performing the automatic driving, the braking force control ECU 220 controls the brake actuator in accordance with the required braking force calculated by the automatic driving control ECU 110.

  The steering control ECU 230 is an electronic control unit that controls a motor that generates a steering torque of the vehicle. When the driver manually drives, the steering control ECU 230 controls the motor according to the operation of the steering wheel to generate an assist torque for the steering operation. Thereby, the driver can operate the steering with a small amount of force, and the steering of the vehicle is realized. On the other hand, when performing automatic driving, the steering control ECU 230 performs steering by controlling the motor according to the required steering angle calculated by the automatic driving control ECU 110.

  The communication unit 240 wirelessly transmits an accident, a traffic jam, etc., for example, road information of VICS (Vehicle Information and Communication System / VICS is a registered trademark) and information from other vehicles similarly having a communication function, for example, TOR with other vehicles. And information such as DOR has occurred.

  The interruption avoidance process shown in FIG. 2 is a process of performing interruption avoidance operation control to avoid interruption of the automatic operation in the interruption section according to the interruption information. The “disruptive avoidance driving control” is control in which the automatic driving control unit 116 performs automatic driving including at least one of deceleration of a vehicle and change of a planned traveling locus. In the present embodiment, in the avoidance driving control, the vehicle is decelerated. The interruption avoidance process is a process that is repeatedly executed by the automatic driving control ECU 110 during traveling of the automatic driving system 100. At the start of this process, it is assumed that the navigation system 200 has a destination set.

  First, the route selection unit 118 reads the traveling route from the navigation system 200 in step S100. More specifically, the route selection unit 118 acquires, from the road information storage unit 130, the history of interruption of automatic driving on the travel route. The interruption history of automatic driving stored in the road information storage unit 130 refers to the interruption section in which interruption of automatic driving occurred and the interruption section generated in each interruption section when the vehicle traveled by automatic driving in the past It includes the total number of times (hereinafter referred to as “the number of times of interruption occurrence”) and the number of times of traveling the interrupted section (hereinafter referred to as “the number of times of traveling”).

  As shown in the example of FIG. 3, in the case where interruption has occurred in a plurality of sections P11 a to P11 c partially overlapping one another, the section P11 obtained by summing them is used as the “disruptive section”.

  Next, the interruption information acquisition unit 114 reads interruption information in step S110. In the present embodiment, the interruption information acquisition unit 114 calculates the interruption occurrence rate. The interruption occurrence rate can be obtained by the following equation (1). The interruption occurrence rate is not limited to the interruption information acquisition unit 114, and may be calculated by, for example, the route selection unit 118.

  [Disruption incidence rate] = [disruption frequency] ÷ [frequencies] × 100 [%] ... (1)

  Subsequently, in step S120, the automatic driving control unit 116 sets a speed plan based on the interruption information acquired from the interruption information acquisition unit 114. More specifically, the automatic operation control unit 116 obtains the interruption occurrence degree from the interruption occurrence rate of the interruption section P11, and sets the upper limit speed according to the interruption occurrence degree. In the first embodiment, the interruption occurrence rate is obtained by dividing the entire interruption occurrence rate (0 to 100%) into a plurality and expressing the possibility of occurrence of the interruption by a simple numerical value according to the division. is there. Normally, the automatic driving control unit 116 sets the vehicle speed to the legal limit speed, but in the present embodiment, for example, it is set as follows.

<Occurrence rate for interruption rate>
Less than 20%: Interruption rate 1
20% or more and less than 40%: degree of interruption 2
40% or more and less than 60%: degree of interruption 3
60% or more and less than 80%: degree of interruption 4
80% or more: Degree of interruption 5
<Upper limit speed based on the degree of interruption occurrence>
Interruption occurrence degree 1: Set to 90% of legal speed Interruption occurrence degree 2: Set to 80% of legal speed Interruption occurrence degree 3: Set to 70% of legal speed Interruption occurrence degree 4: To 60% of legal speed Set interruption occurrence degree 5: set to 50% of legal speed Note that the upper limit speed may be set without calculating the interruption occurrence degree with respect to the interruption occurrence rate. Further, in step S110, the interruption information acquisition unit 114 may calculate the interruption occurrence degree.

  In the example of FIG. 3, the host vehicle VL1 tries to go straight in the lane Ln1 in the direction D1. In the present embodiment, the lane speed Ln1 is set to a legal speed of 50 km / h. In addition, the lane width Ln1 is narrowed at the halfway road width, and it is calculated that the interruption occurrence rate is 75% in the interrupted section P11 where the road width is narrowed. Therefore, when passing through the interruption section P11, the speed plan is set so that the upper limit of the vehicle speed becomes 30 km / h which is 60% of the legal speed. On the basis of this plan, interruption avoidance operation control is performed in step S130. For example, the host vehicle VL1 may be decelerated before reaching the interruption section P11. In addition, the notification unit 117 may notify the driver that deceleration is performed as the interruption avoidance driving control. This notification is preferably given to the driver before reaching the interruption section P11.

  After passing through the interruption section P11, the interruption avoidance operation control is finished, and the normal automatic operation is performed. After step S130, the process returns to step S100, and the processes of steps S100 to S130 are repeated. However, steps S100, S110, and S120 may be performed only when necessary.

  According to the automatic driving control system of the present embodiment described above, since the automatic driving control unit 116 performs the interruption avoidance driving control according to the interruption information, it is possible to suppress the occurrence of the interruption of the automatic driving. In addition, if the vehicle is decelerated before reaching the interruption section P11, the occurrence of interruption of the automatic driving can be suppressed more effectively. In addition, if the notification unit 117 notifies the driver to perform the interruption avoidance driving control before reaching the interruption section P11, the driver can know in advance the deceleration and the change of the planned traveling locus.

B. Second embodiment:
As shown in FIG. 4, in the second embodiment, the interruption information is used in the route selection process before starting the traveling by the automatic driving. The route selection process is a process in which the route selection unit 118 selects a recommended route from the plurality of routes searched by the navigation system 200 and determines a traveling route. The configuration of the automatic driving system of the second embodiment is the same as the configuration of the automatic driving system of the first embodiment, and thus the description of the configuration of the automatic driving system is omitted.

  In the route selection process, first, the route selection unit 118 acquires candidate routes L1 to L3 from the navigation system 200 in step S200.

  As shown in FIG. 5, the navigation system 200 searches for a plurality of routes from the departure point to the destination. In the present embodiment, the navigation system 200 generates three routes of candidate routes L1 to L3.

  Next, in step S210 (FIG. 4), the interruption information acquisition unit 114 calculates the interruption occurrence rate in each of the candidate routes L1 to L3. More specifically, the interruption history of the automatic driving on each of the candidate routes L1 to L3 is acquired from the road information storage unit 130, and the interruption occurrence rate in each interruption section is calculated. As shown in FIG. 5, for example, in the candidate route L1, the interruption occurrence rate in the interruption segment P11 is 75%, and the interruption incidence rate in the interruption segment P12 is 23%. In the candidate route L2, the interruption incidence rate in the interruption segment P21 is 50%, the interruption incidence rate in the interruption segment P22 is 25%, and the interruption incidence rate in the interruption segment P23 is 80%. In the candidate route L3, the interruption occurrence rate in the interruption segment P31 is 10%.

  Subsequently, the interruption information acquisition unit 114 acquires road traffic information in step S220. More specifically, the interruption information acquisition unit 114 acquires road traffic information such as an accident or a traffic jam on each of the candidate routes L1 to L3 received by the communication unit 240 via the in-vehicle network 250. As shown in FIG. 5, the interruption information acquisition unit 114 has, for example, road traffic information indicating that there is accident information in the interruption section P32 of the candidate route L3 and congestion occurs in the section W31 of about 4 km to that point. get.

Next, in step S230, the interruption information acquisition unit 114 calculates the interruption occurrence degree of each of the candidate routes L1 to L3. In the second embodiment, the interruption occurrence rate numerically expresses the possibility of occurrence of interruption of the automatic driving not only for the interruption occurrence rate of each interruption section but also for an event such as an accident or traffic jam. In this embodiment, for example, it is assumed that numerical values are expressed in five stages, and defined as follows.
<Occurrence rate for interruption rate>
Less than 20%: Interruption rate 1
20% or more and less than 40%: degree of interruption 2
40% or more and less than 60%: degree of interruption 3
60% or more and less than 80%: degree of interruption 4
80% or more: Degree of interruption 5
<Occurrence rate for congestion distance>
Less than 1 km: Interruption rate 1
More than 1 km and less than 3 km: Interruption rate 2
3 km or more and less than 5 km: Interruption rate 3
5 km or more and less than 10 km: degree of interruption 4
10km or more: Degree of interruption 5
<Occurrence degree of accident occurrence point>
Accident occurrence: Interruption degree 3

  The interruption information acquisition unit 114 calculates the total interruption occurrence degree by adding the interruption occurrence degree in each of the candidate paths L1 to L3. The total interruption occurrence degree of the candidate route L1 is 6, the total interruption occurrence degree of the candidate route L2 is 10, and the total interruption occurrence degree of the candidate route L3 is 7.

  In step S240, the route selection unit 118 determines a recommended route from the candidate routes. In the present embodiment, the route selection unit 118 selects the candidate route L1 with the lowest total interruption frequency as the recommended route. In addition, an evaluation value may be calculated in consideration of both an estimated time taken to travel from the departure point to the destination and the total interruption occurrence degree, and a candidate route with the smallest value may be selected as a recommended route. Also, in any candidate route, when the total interruption occurrence degree is high and the recommended route can not be determined more than a predetermined threshold, it may be determined that there is no recommended route to travel by automatic driving.

  As shown in FIG. 6, the navigation system 200 displays the recommended route on the display 202 in step S250. In the present embodiment, the navigation system 200 recommends the candidate routes L1, L3, and L2 in ascending order of the total interruption occurrence degree. If it is determined in the process of step S240 that there is no recommended route, the candidate route may be displayed and that effect may be displayed. Finally, the driver selects a travel route in step S260. Note that steps S250 and S260 may be omitted, and the route determined as the recommended route in step S240 may be used as a travel route.

  The interruption avoidance process during traveling in the second embodiment is the same as the interruption avoidance process of the first embodiment described with reference to FIG. However, in step S110 (FIG. 2), the interruption information acquisition unit 114 may read out the interruption occurrence degree calculated in the route selection process. In the second embodiment, the upper limit speed may be adjusted according to the interruption occurrence degree also in the traffic jam section obtained by the road traffic information.

  According to the automatic driving control system of the present embodiment described above, since the route selection unit 118 determines the recommended route according to the interruption information, it is possible to select a path that is unlikely to cause interruption of the automatic driving. Therefore, the occurrence of interruption of the automatic operation can be suppressed.

C. Third embodiment:
The interruption avoiding process of the third embodiment shown in FIG. 7 is different from that of the first embodiment in that interruption information is acquired from a preceding vehicle, and the other steps are the same as those of the first embodiment. The configuration of the automatic driving system of the third embodiment is the same as the configuration of the automatic driving system of the first embodiment, and thus the description of the configuration of the automatic driving system is omitted.

  As shown in FIG. 8, the host vehicle VL1 acquires the interruption information of the preceding vehicle and the interruption information stored in the external server. In step S102 (FIG. 7), the suspension information acquisition unit 114 acquires suspension information (hereinafter referred to as "preceding vehicle suspension information") of the leading vehicle VL2 equipped with an automatic driving and communication function via the communication unit 240. Here, the preceding vehicle interruption information acquired from the preceding vehicle VL2 includes, for example, function information mounted on the automatic driving or the advanced safety function, and a kind of peripheral detection sensor mounted to realize those functions, The information on the performance, the number, etc., the configuration information of the preceding vehicle, the detection information on the oncoming vehicle, etc. may be included.

  Subsequently, in step S104, the interruption information acquisition unit 114 acquires interruption information from the external server 300. More specifically, the host vehicle VL1 acquires the interruption information from the external server 300 via the base station 301 and the Internet INT. Here, as interruption information acquired from the external server 300, interruption information of the automatic driving transmitted to the external server 300 via the base stations 302 and 303 and the Internet INT, or the vehicles VL3 and VL4 equipped with the automatic driving and communication functions, , Traffic road information such as traffic jam information and accident information.

  In the first embodiment described above, in step S110, the automatic operation control unit 116 calculates the interruption occurrence rate using the interruption information acquired in step S100. In the third embodiment, in step S110, the interruption occurrence rate is calculated using not only the interruption information acquired in step S100, but also the preceding vehicle interruption information acquired in steps S102 and S104 and the interruption information of the external server 300.

  As shown in FIG. 9, in step S110, the interruption information acquisition unit 114 calculates, for example, that the interruption occurrence rate is 50% in the interruption section P13 as preceding vehicle interruption information. In the present embodiment, in step S120, the automatic operation control unit 116 sets not only 60% of the legal speed in the interruption section P11 but also 70% of the legal speed in the interruption section P13 as the speed plan. In addition, when it is acquired that interruption of automatic driving is performed in the same place as preceding vehicle interruption information, the interruption occurrence rate may be calculated together with the information of the host vehicle, and the speed plan may be set. The speed plan may be set using only some interruption information. In addition to the interruption occurrence rate calculated in step S110, the speed plan may be set based on the interruption section and the interruption occurrence rate included in the interruption information acquired in steps S102 and S104.

  According to the automatic driving control system of the present embodiment described above, the automatic driving control unit 116 is also more effective because it sets the speed plan using the interruption information acquired from the preceding vehicles VL2 to 4 and the external server 300. In addition, the occurrence of interruption of automatic operation can be suppressed.

D. Other embodiments:
In each of the above-described embodiments, the interruption information acquisition unit 114 uses the number of interruption occurrences and the number of travels as interruption information for calculating the interruption occurrence rate, but the present invention is not limited thereto. For example, the interruption occurrence rate may be calculated using the following information.

<Interruption information 1>
Weather when interruption of automatic operation occurred <disruption information 2>
Time zone when interruption of automatic operation occurred <discontinuance information 3>
Detection accuracy of the surrounding area recognition camera 124 and the vehicle position sensor 126 <discontinuance information 4>
Road shape information of suspended section <disruption information 5>
The number of times traveled in the interrupted section since the first interruption of automatic driving occurred in the interrupted section

  When the above interruption information 1 is used, the interruption information acquisition unit 114 determines, for example, that the interruption occurrence rate is 1.5 if the current weather is rain if the number of interruption occurrences is large when it is raining in the past history. Doubled. The weather can be obtained by the communication unit 240 from the external server 300.

  When the above interruption information 2 is used, the interruption information acquisition unit 114 may, for example, determine that the present is daytime if the number of interruption occurrences is large in the time zone of daytime (for example, 12 o'clock to 15 o'clock) in the past history. Increase the interruption rate by 1.5 times.

  In the case of using the interruption information 3 described above, the interruption information acquisition unit 114 increases the interruption occurrence rate by 1.5 times, for example, if the detection accuracy decrease of the periphery recognition camera 124 is detected. Whether or not the detection accuracy of the peripheral recognition camera 124 is lowered is determined, for example, by image processing of an image obtained by imaging the peripheral recognition camera 124, whether or not it is a backlight condition, and according to the determination. It can be decided. In addition, whether the detection accuracy of the vehicle position sensor 126 has decreased is determined, for example, whether the number of hygiene updated by the GNSS of the vehicle position sensor 126 is equal to or less than a predetermined threshold value. And can be determined according to the determination.

  When using the above interruption information 4, the interruption information acquisition unit 114, for example, if the number of interruption occurrences is large in a specific road shape such as a sharp curve or a steep slope in the past history, the road shape scheduled to travel is If it matches the specific road shape, the interruption rate is calculated as 35%.

  When the above interruption information 5 is used, the interruption information acquisition unit 114 generates an interruption, for example, when the number of times of traveling since the interruption of automatic driving for the first time in the traveling section is less than a predetermined number of times The interruption occurrence rate is calculated when the rate is 0 and the number of occurrences exceeds a predetermined number. This number can be determined experimentally or empirically in advance. Thereby, a learning period can be established, and the degree of confidence in the interruption occurrence rate is improved.

  Further, the interruption information acquisition unit 114 can also calculate the interruption occurrence rate by appropriately combining the above interruption information 1 to 5 and other information. These pieces of interruption information may use only information of a predetermined period. This period can be determined experimentally in advance, for example, within the last year.

  Moreover, in each embodiment mentioned above, the automatic driving | operation control part 116 sets the upper limit of the vehicle speed in the interruption avoidance driving | operation control according to the interruption generation degree. Instead of this, the automatic driving control unit 116 may set the upper limit to the speed of the host vehicle when the interruption of the automatic driving has occurred in the past.

  The present invention is not limited to the above-described embodiment, and can be realized in various configurations without departing from the scope of the invention. For example, the technical features in the embodiments corresponding to the technical features in the respective forms described in the section of the summary of the invention are for solving the problems described above or for achieving some or all of the effects described above It is possible to replace or combine as appropriate. Also, if the technical features are not described as essential in the present specification, they can be deleted as appropriate.

100 automatic driving system, 110 automatic driving control ECU, 112 recognition unit, 114 interruption information acquisition unit, 116 automatic driving control unit, 117 notification unit, 118 route selection unit, 122 peripheral object sensor, 124 peripheral recognition camera, 126 own vehicle position Sensor, 130 Road information storage unit, 200 navigation system, 202 display, 204 speaker, 210 driving force control ECU, 220 braking force control ECU, 230 steering control ECU, 240 communication unit, 250 in-vehicle network

Claims (6)

An automatic driving system (100) for performing automatic driving of a vehicle, wherein
An automatic driving control unit (116) for controlling the traveling of the vehicle;
An interruption information acquisition unit (114) for acquiring interruption information including an interruption section in which automatic driving of the vehicle is interrupted by the automatic driving control unit;
The automatic driving control unit performs an interruption avoidance driving control including at least one of deceleration of the vehicle and change of a planned traveling locus to avoid interruption of automatic driving in the interruption section according to the interruption information. Driving system. The automatic driving system according to claim 1, further comprising:
A route search unit (200) for searching a plurality of routes from the departure point to the destination point;
A route selection unit (118) for selecting a recommended route from the plurality of routes using the interruption information. The automatic driving system according to claim 1 or 2, wherein
The automatic driving system, wherein the interruption information further includes information acquired from an external server of the vehicle. The automatic driving system according to any one of claims 1 to 3, wherein
The automatic driving system, wherein the interruption information further includes information acquired from a preceding vehicle traveling in front of the vehicle. The automatic driving system according to any one of claims 1 to 4, wherein
The automatic driving system, wherein the interruption avoidance driving control includes control for decelerating the vehicle before reaching the interruption section. The automatic driving system according to any one of claims 1 to 5, further comprising:
An automatic driving system, comprising: a notification unit (117) for notifying a driver that the interruption avoidance driving control is to be performed before the vehicle reaches the interruption section.

Images