JP6632581B2 - Travel control device, travel control method, and program - Google Patents

Description

  The present invention relates to a travel control device, a travel control method, and a program for controlling travel of a host vehicle according to the behavior of another vehicle.

  It is extremely important not only in driving by a driver but also in automatic driving and automatic driving support to avoid an emergency vehicle without hindering the traveling of the emergency vehicle traveling for emergency tasks. Patent Literature 1 describes that when an emergency vehicle is specified, the own vehicle is decelerated to approach a road shoulder.

  On the other hand, a technology for avoiding an object even if it is not an emergency vehicle is widely used in technologies for automatic driving and automatic driving support. Patent Literature 2 discloses a driving assistance device that avoids an obstacle on the same traveling route as a preceding vehicle when the preceding vehicle avoids an obstacle.

U.S. Patent Application Publication No. 2016/0252905 JP 2017-13678 A

  Generally, when an own vehicle is located in a specific scene that is required to pass, such as at an intersection when an emergency vehicle approaches, it is required to pass the intersection promptly and then wait for the emergency vehicle to pass. . However, neither Patent Document 1 nor Patent Document 2 mentions the behavior of the own vehicle when the own vehicle is located in a specific scene when the emergency vehicle approaches.

  An object of the present invention is to provide a travel control device, a travel control method, and a program that appropriately avoid an emergency vehicle when the own vehicle is located in a specific scene when the emergency vehicle approaches.

A traveling control device according to the present invention is a traveling control device that controls traveling of a vehicle, and includes a first acquisition unit that acquires information on an emergency vehicle, and a second acquisition unit that acquires outside world information on the vehicle. Determining means for determining that the vehicle is located in a specific scene based on the external world information obtained by the second obtaining means ; when acquiring the information, if the vehicle is positioned in the specific scene, it said after passing through the specific scene, based on the behavior of the preceding vehicle relative to the vehicle, to avoid traveling of the emergency vehicle The traveling control for avoiding the traveling of the emergency vehicle after the emergency vehicle passes through the vehicle, and the traveling control before acquiring the information of the emergency vehicle. Row And running control means, wherein the running control means, when the behavior of the preceding vehicle is evasive action for running the emergency vehicle preferentially controls travel of the vehicle so as to follow the preceding vehicle and, if the behavior of the preceding vehicle is not the avoidance behavior, regardless of the behavior of the preceding vehicle, and controls the traveling of the vehicle so as to avoid traveling of the emergency vehicle, characterized and this.

Also, the traveling control method according to the present invention is a traveling control method executed in a traveling control device that controls traveling of a vehicle , wherein the first acquisition step of acquiring information of an emergency vehicle, and external information of the vehicle A second acquisition step of acquiring the vehicle, a determination step of determining that the vehicle is located in a specific scene based on the external world information acquired in the second acquisition step, and a first acquisition step when acquiring the information of the emergency vehicle near the vehicle in the if the vehicle is on the specific scene, after passing through the specific scene, based on the behavior of the preceding vehicle relative to the vehicle Differentiating travel control of the vehicle for avoiding travel of the emergency vehicle, and after travel of the emergency vehicle, ending travel control for avoiding travel of the emergency vehicle, Anda driving control step of performing a pre-travel control for acquiring information of sudden vehicle, in the travel control process, if the behavior of the preceding vehicle is evasive action for running the emergency vehicle preferentially Controlling the traveling of the vehicle so as to follow the preceding vehicle, and when the behavior of the preceding vehicle is not the avoidance behavior, regardless of the behavior of the preceding vehicle, avoiding the traveling of the emergency vehicle. to control the running, and wherein a call.

  ADVANTAGE OF THE INVENTION According to this invention, when an own vehicle is located in a specific scene at the time of approach of an emergency vehicle, it can avoid an emergency vehicle appropriately.

It is a block diagram of a control system for vehicles. It is a block diagram of a control system for vehicles. It is a block diagram of a control system for vehicles. FIG. 3 is a diagram showing a block configuration up to control of an actuator. It is a flowchart which shows a process until control of an actuator. It is a flowchart which shows the process of passage of a specific scene. It is a flowchart which shows the process of optimal route determination. It is a flowchart which shows a process until it returns to a driving lane. It is a figure for explaining a specific scene.

[First Embodiment]
1 to 3 are block diagrams of the vehicle control system 1 according to the present embodiment. The control system 1 controls the vehicle V. 1 and 2, the vehicle V is schematically shown in a plan view and a side view. The vehicle V is, for example, a sedan-type four-wheeled passenger car. The control system 1 includes a control device 1A and a control device 1B. FIG. 1 is a block diagram showing a control device 1A, and FIG. 2 is a block diagram showing a control device 1B. FIG. 3 mainly shows a configuration of a communication line and a power supply between the control device 1A and the control device 1B.

  The control device 1A and the control device 1B are those in which some of the functions realized by the vehicle V are multiplexed or made redundant. Thereby, the reliability of the system can be improved. The control device 1A performs, for example, automatic driving control, normal operation control in manual driving, and also driving support control related to danger avoidance and the like. The control device 1B mainly manages driving support control relating to danger avoidance and the like. Driving support is sometimes called driving support. By performing different control processes while making the functions redundant between the control device 1A and the control device 1B, the reliability can be improved while the control processes are distributed.

  The vehicle V of the present embodiment is a parallel-type hybrid vehicle, and FIG. 2 schematically illustrates a configuration of a power plant 50 that outputs a driving force for rotating driving wheels of the vehicle V. The power plant 50 has an internal combustion engine EG, a motor M, and an automatic transmission TM. The motor M can be used as a drive source for accelerating the vehicle V and can also be used as a generator at the time of deceleration (regenerative braking).

<Control device 1A>
The configuration of the control device 1A will be described with reference to FIG. Control device 1A includes an ECU group (control unit group) 2A. The ECU group 2A includes a plurality of ECUs 20A to 29A. Each ECU includes a processor represented by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores programs executed by the processor, data used by the processor for processing, and the like. Each ECU may include a plurality of processors, storage devices, interfaces, and the like. Note that the number of ECUs and the functions in charge can be designed as appropriate, and can be subdivided or integrated as compared with the present embodiment. 1 and 3, representative names of the ECUs 20A to 29A are given. For example, the "automatic driving ECU" is described in the ECU 20A.

  The ECU 20A executes control relating to automatic driving as traveling control of the vehicle V. In the automatic driving, at least one of driving of the vehicle V (eg, acceleration of the vehicle V by the power plant 50), steering, and braking is automatically performed without depending on the driving operation of the driver. The present embodiment includes a case where the driving, steering and braking are automatically performed.

  The ECU 21A is an environment recognition unit that recognizes the traveling environment of the vehicle V based on the detection results of the detection units 31A and 32A that detect the surroundings of the vehicle V. The ECU 21A generates target data as surrounding environment information.

  In the case of the present embodiment, the detection unit 31A is an imaging device (hereinafter, sometimes referred to as a camera 31A) that detects an object around the vehicle V by imaging. The camera 31A is provided at a front portion of the roof of the vehicle V so as to be able to photograph the front of the vehicle V. By analyzing the image captured by the camera 31A, it is possible to extract the outline of the target and to extract the lane markings (white lines and the like) on the road.

  In the case of the present embodiment, the detection unit 32A is a lidar (LIDAR: Light Detection and Ranging) (laser radar) that detects an object around the vehicle V by light (hereinafter, may be referred to as a lidar 32A). It detects a target around the vehicle V and measures the distance to the target. In the case of the present embodiment, five riders 32A are provided, one at each corner at the front of the vehicle V, one at the center of the rear, and one at each side of the rear. The number and arrangement of the riders 32A can be appropriately selected.

  The ECU 29A is a driving support unit that executes control relating to driving support (in other words, driving support) as driving control of the vehicle V based on the detection result of the detection unit 31A.

  The ECU 22A is a steering control unit that controls the electric power steering device 41A. The electric power steering device 41A includes a mechanism for steering the front wheels in accordance with a driver's driving operation (steering operation) on the steering wheel ST. The electric power steering device 41A is a motor that assists a steering operation or exerts a driving force for automatically steering the front wheels, a sensor that detects a rotation amount of the motor, and a steering torque that the driver bears. And the like.

  The ECU 23A is a braking control unit that controls the hydraulic device 42A. The driver's braking operation on the brake pedal BP is converted into a hydraulic pressure in the brake master cylinder BM and transmitted to the hydraulic device 42A. The hydraulic device 42A is an actuator that can control the hydraulic pressure of hydraulic oil supplied to a brake device (for example, a disc brake device) 51 provided on each of the four wheels based on the hydraulic pressure transmitted from the brake master cylinder BM. The ECU 23A controls driving of an electromagnetic valve and the like included in the hydraulic device 42A. In the case of the present embodiment, the ECU 23A and the hydraulic device 23A constitute an electric servo brake, and the ECU 23A controls, for example, the distribution of the braking force by the four brake devices 51 and the braking force by the regenerative braking of the motor M.

  The ECU 24A is a stop maintaining control unit that controls the electric parking lock device 50a provided in the automatic transmission TM. The electric parking lock device 50a includes a mechanism that locks an internal mechanism of the automatic transmission TM mainly when a P range (parking range) is selected. The ECU 24A can control locking and unlocking by the electric parking lock device 50a.

  The ECU 25A is an in-vehicle notification control unit that controls an information output device 43A that notifies information inside the vehicle. The information output device 43A includes a display device such as a head-up display and an audio output device. Further, a vibration device may be included. The ECU 25A causes the information output device 43A to output various information such as a vehicle speed and an outside air temperature and information such as route guidance.

  The ECU 26A is a vehicle outside notification control unit that controls an information output device 44A that notifies information outside the vehicle. In the case of the present embodiment, the information output device 44A is a direction indicator (hazard lamp), and the ECU 26A controls the blinking of the information output device 44A as a direction indicator to change the traveling direction of the vehicle V to the outside of the vehicle. By notifying and controlling the blinking of the information output device 44A as a hazard lamp, attention to the vehicle V can be enhanced outside the vehicle.

  The ECU 27A is a drive control unit that controls the power plant 50. In the present embodiment, one ECU 27A is assigned to the power plant 50, but one ECU may be assigned to each of the internal combustion engine EG, the motor M, and the automatic transmission TM. The ECU 27A outputs, for example, the output of the internal combustion engine EG or the motor M in accordance with the driver's driving operation or vehicle speed detected by the operation detection sensor 34a provided on the accelerator pedal AP or the operation detection sensor 34b provided on the brake pedal BP. Or switches the gear position of the automatic transmission TM. Note that the automatic transmission TM is provided with a rotation speed sensor 39 for detecting the rotation speed of the output shaft of the automatic transmission TM as a sensor for detecting the running state of the vehicle V. The vehicle speed of the vehicle V can be calculated from the detection result of the rotation speed sensor 39.

  The ECU 28A is a position recognition unit that recognizes the current position and the course of the vehicle V. The ECU 28A controls the gyro sensor 33A, the GPS sensor 28b, and the communication device 28c, and performs information processing of a detection result or a communication result. The gyro sensor 33A detects the rotational movement of the vehicle V. The course of the vehicle V can be determined based on the detection result of the gyro sensor 33 and the like. The GPS sensor 28b detects the current position of the vehicle V. The communication device 28c performs wireless communication with a server that provides map information and traffic information, and acquires such information. The database 28a can store high-accuracy map information, and the ECU 28A can specify the position of the vehicle V on the lane with higher accuracy based on the map information and the like. The communication device 28c is also used for vehicle-to-vehicle communication and road-to-vehicle communication, and can acquire information on other vehicles, for example.

  The input device 45A is disposed in the vehicle so that the driver can operate the input device 45A, and receives instructions and information input from the driver.

<Control device 1B>
The configuration of the control device 1B will be described with reference to FIG. Control device 1B includes an ECU group (control unit group) 2B. The ECU group 2B includes a plurality of ECUs 21B to 25B. Each ECU includes a processor represented by a CPU and a GPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores programs executed by the processor, data used by the processor for processing, and the like. Each ECU may include a plurality of processors, storage devices, interfaces, and the like. Note that the number of ECUs and the functions in charge can be designed as appropriate, and can be subdivided or integrated as compared with the present embodiment. 2 and 3, representative names of ECUs 21B to 25B are given.

  The ECU 21B is an environment recognition unit that recognizes the traveling environment of the vehicle V based on the detection results of the detection units 31B and 32B that detect the surroundings of the vehicle V, and also provides traveling support (in other words, driving) as traveling control of the vehicle V. This is a driving support unit that executes control related to (support). The ECU 21B generates target data as the surrounding environment information.

  In the present embodiment, the ECU 21B is configured to have the environment recognition function and the driving support function. However, an ECU may be provided for each function like the ECU 21A and the ECU 29A of the control device 1A. Conversely, the control device 1A may be configured such that the functions of the ECU 21A and the ECU 29A are realized by one ECU, like the ECU 21B.

  In the case of the present embodiment, the detection unit 31B is an imaging device (hereinafter, sometimes referred to as a camera 31B) that detects an object around the vehicle V by imaging. The camera 31B is provided at the front part of the roof of the vehicle V so that the front of the vehicle V can be photographed. By analyzing the image captured by the camera 31B, it is possible to extract the outline of the target and the lane markings (white lines, etc.) on the road. In the case of the present embodiment, the detection unit 32B is a millimeter-wave radar that detects an object around the vehicle V by radio waves (hereinafter, may be referred to as a radar 32B), and detects a target around the vehicle V. Or measure the distance to the target. In the case of the present embodiment, five radars 32B are provided, one at the front center of the vehicle V, one at each front corner, and one at each rear corner. The number and arrangement of the radars 32B can be appropriately selected.

  The ECU 22B is a steering control unit that controls the electric power steering device 41B. The electric power steering device 41B includes a mechanism that steers the front wheels in accordance with a driver's driving operation (steering operation) on the steering wheel ST. The electric power steering device 41B assists a steering operation or generates a driving force for automatically steering the front wheels, a sensor that detects a rotation amount of the motor, and a steering torque that the driver bears. And the like. Further, a steering angle sensor 37 is electrically connected to the ECU 22B via a communication line L2 to be described later, and is capable of controlling the electric power steering device 41B based on a detection result of the steering angle sensor 37. The ECU 22B can acquire the detection result of the sensor 36 that detects whether or not the driver is holding the steering wheel ST, and can monitor the gripping state of the driver.

  The ECU 23B is a braking control unit that controls the hydraulic device 42B. The driver's braking operation on the brake pedal BP is converted into a hydraulic pressure in the brake master cylinder BM and transmitted to the hydraulic device 42B. The hydraulic device 42B is an actuator that can control the hydraulic pressure of hydraulic oil supplied to the brake device 51 of each wheel based on the hydraulic pressure transmitted from the brake master cylinder BM. Drive control of valves etc. is performed.

  In the case of the present embodiment, a wheel speed sensor 38, a yaw rate sensor 33B, and a pressure sensor 35 that detects the pressure in the brake master cylinder BM are electrically connected to the ECU 23B and the hydraulic device 23B, respectively. Based on these detection results, an ABS function, traction control, and a posture control function of the vehicle V are realized. For example, the ECU 23B adjusts the braking force of each wheel based on the detection result of the wheel speed sensor 38 provided for each of the four wheels, and suppresses the sliding of each wheel. Further, the braking force of each wheel is adjusted based on the rotational angular velocity of the vehicle V about the vertical axis detected by the yaw rate sensor 33B, thereby suppressing a sudden change in the attitude of the vehicle V.

  The ECU 23B also functions as an outside notification control unit that controls an information output device 43B that notifies information outside the vehicle. In the case of the present embodiment, the information output device 43B is a brake lamp, and the ECU 23B can turn on the brake lamp during braking or the like. Thereby, the attention to the vehicle V can be enhanced with respect to the following vehicle.

  The ECU 24B is a stop maintaining control unit that controls an electric parking brake device (for example, a drum brake) 52 provided on the rear wheel. The electric parking brake device 52 includes a mechanism for locking the rear wheels. The ECU 24B can control locking and unlocking of the rear wheels by the electric parking brake device 52.

  The ECU 25B is an in-vehicle notification control unit that controls an information output device 44B that notifies information in the vehicle. In the case of the present embodiment, the information output device 44B includes a display device arranged on the instrument panel. The ECU 25B can cause the information output device 44B to output various types of information such as vehicle speed and fuel efficiency.

  The input device 45B is disposed in the vehicle so that the driver can operate the input device 45B, and receives instructions and information input from the driver.

<Communication line>
An example of a communication line of the control system 1 that communicably connects the ECUs will be described with reference to FIG. The control system 1 includes wired communication lines L1 to L7. The ECUs 20A to 27A and 29A of the control device 1A are connected to the communication line L1. Note that the ECU 28A may also be connected to the communication line L1.

  The ECUs 21B to 25B of the control device 1B are connected to the communication line L2. The ECU 20A of the control device 1A is also connected to the communication line L2. The communication line L3 connects the ECU 20A and the ECU 21A. The communication line L5 connects the ECU 20A, the ECU 21A, and the ECU 28A. The communication line L6 connects the ECU 29A and the ECU 21A. The communication line L7 connects the ECU 29A and the ECU 20A.

  The protocols of the communication lines L1 to L7 may be the same or different, but may be different depending on the communication environment such as the communication speed, the communication amount, and the durability. For example, the communication lines L3 and L4 may be Ethernet (registered trademark) in terms of communication speed. For example, the communication lines L1, L2, L5 to L7 may be CAN.

  The control device 1A includes a gateway GW. The gateway GW relays the communication line L1 and the communication line L2. Therefore, for example, the ECU 21B can output a control command to the ECU 27A via the communication line L2, the gateway GW, and the communication line L1.

<Power supply>
The power supply of the control system 1 will be described with reference to FIG. The control system 1 includes a large capacity battery 6, a power supply 7A, and a power supply 7B. The large-capacity battery 6 is a battery for driving the motor M and a battery that is charged by the motor M.

  The power supply 7A is a power supply for supplying power to the control device 1A, and includes a power supply circuit 71A and a battery 72A. The power supply circuit 71A is a circuit that supplies the power of the large-capacity battery 6 to the control device 1A, and for example, reduces the output voltage (for example, 190V) of the large-capacity battery 6 to a reference voltage (for example, 12V). The battery 72A is, for example, a 12V lead battery. By providing the battery 72A, power can be supplied to the control device 1A even when the power supply to the large-capacity battery 6 or the power supply circuit 71A is interrupted or reduced.

  The power supply 7B is a power supply for supplying power to the control device 1B, and includes a power supply circuit 71B and a battery 72B. The power supply circuit 71B is a circuit similar to the power supply circuit 71A, and is a circuit for supplying the electric power of the large capacity battery 6 to the control device 1B. The battery 72B is a battery similar to the battery 72A, and is, for example, a 12V lead battery. By providing the battery 72B, power can be supplied to the control device 1B even when the power supply to the large-capacity battery 6 or the power supply circuit 71B is interrupted or reduced.

<Redundancy>
The commonality of the functions of the control device 1A and the control device 1B will be described. By making the same function redundant, the reliability of the control system 1 can be improved. Also, some of the redundant functions do not duplicate exactly the same functions but exhibit different functions. This suppresses an increase in cost due to redundant functions.

[Actuator]
〇Steering The control device 1A includes an electric power steering device 41A and an ECU 22A that controls the electric power steering device 41A. The control device 1B also has an electric power steering device 41B and an ECU 22B that controls the electric power steering device 41B.

The braking control device 1A includes a hydraulic device 42A and an ECU 23A that controls the hydraulic device 42A. The control device 1B has a hydraulic device 42B and an ECU 23B that controls the hydraulic device 42B. These can all be used for braking the vehicle V. On the other hand, the braking mechanism of the control device 1A has a main function of distributing the braking force by the braking device 51 and the braking force by the regenerative braking of the motor M, whereas the braking mechanism of the control device 1B has The main functions are attitude control and the like. Although both are common in terms of braking, they perform different functions.

〇Stop maintenance control device 1A has an electric parking lock device 50a and an ECU 24A that controls the electric parking lock device 50a. The control device 1B includes an electric parking brake device 52 and an ECU 24B that controls the electric parking brake device 52. Any of these can be used to keep the vehicle V stopped. On the other hand, the electric parking lock device 50a is a device that functions when the P range of the automatic transmission TM is selected, whereas the electric parking brake device 52 locks the rear wheels. Although they are common in terms of maintaining the stop of the vehicle V, they exhibit different functions.

内 In-vehicle notification The control device 1A has an information output device 43A and an ECU 25A that controls the information output device 43A. The control device 1B includes an information output device 44B and an ECU 25B that controls the information output device 44B. Any of these can be used to notify the driver of information. On the other hand, the information output device 43A is, for example, a head-up display, and the information output device 44B is a display device such as instruments. Although both are common in the in-vehicle notification, different display devices can be adopted.

外 Out-of-vehicle notification The control device 1A has an information output device 44A and an ECU 26A that controls the information output device 44A. The control device 1B includes an information output device 43B and an ECU 23B that controls the information output device 43B. Any of these can be used to notify information outside the vehicle. On the other hand, the information output device 43A is a direction indicator (hazard lamp), and the information output device 44B is a brake lamp. Although both are common in the point of in-vehicle notification, they exhibit different functions.

〇Differences The control device 1A has an ECU 27A for controlling the power plant 50, whereas the control device 1B does not have its own ECU for controlling the power plant 50. In the case of this embodiment, each of the control devices 1A and 1B can independently perform steering, braking, and stop maintenance, and one of the control device 1A and the control device 1B is degraded in performance, cut off power, or cut off communication. In this case, it is possible to decelerate and maintain the stop state while suppressing lane departure. As described above, the ECU 21B can output a control command to the ECU 27A via the communication line L2, the gateway GW, and the communication line L1, and the ECU 21B can also control the power plant 50. Since the control device 1B does not include a unique ECU for controlling the power plant 50, cost increase can be suppressed, but the control device 1B may include the ECU.

[Sensor system]
検 知 Detection of surrounding situation The control device 1A has detection units 31A and 32A. The control device 1B has detection units 31B and 32B. All of these can be used to recognize the traveling environment of the vehicle V. On the other hand, the detection unit 32A is a rider, and the detection unit 32B is a radar. Lidars are generally advantageous for shape detection. Also, radar is generally more cost effective than lidar. By using these sensors having different characteristics in combination, it is possible to improve the target object recognition performance and reduce costs. The detection units 31A and 31B are both cameras, but cameras having different characteristics may be used. For example, one may be a higher resolution camera than the other. Further, the angles of view may be different from each other.

  When comparing the control device 1A and the control device 1B, the detection units 31A and 32A may have different detection characteristics from the detection units 31B and 32B. In the case of the present embodiment, the detection unit 32A is a rider, and generally has higher detection performance of the edge of the target than the radar (the detection unit 32B). Further, the radar is generally excellent in relative speed detection accuracy and weatherability with respect to the lidar.

  If the camera 31A has a higher resolution than the camera 31B, the detection performance of the detection units 31A and 32A is higher than that of the detection units 31B and 32B. By combining a plurality of sensors having different detection characteristics and different costs, a cost merit may be obtained when considering the entire system. Also, by combining sensors having different detection characteristics, it is possible to reduce omission in detection and erroneous detection as compared with a case where the same sensor is made redundant.

〇 The vehicle speed control device 1A has a rotation speed sensor 39. The control device 1B has a wheel speed sensor 38. Any of these can be used to detect the vehicle speed. On the other hand, the rotation speed sensor 39 detects the rotation speed of the output shaft of the automatic transmission TM, and the wheel speed sensor 38 detects the rotation speed of the wheels. The two sensors are common in that the vehicle speed can be detected, but are different from each other in the detection target.

〇Yaw rate control device 1A has gyro 33A. The control device 1B has a yaw rate sensor 33B. Any of these can be used to detect the angular velocity of the vehicle V around the vertical axis. On the other hand, the gyro 33A is used for determining the course of the vehicle V, and the yaw rate sensor 33B is used for controlling the attitude of the vehicle V. The two sensors are common in that the angular velocity of the vehicle V can be detected, but have different purposes of use.

〇Steering angle and steering torque The control device 1A has a sensor for detecting the rotation amount of the motor of the electric power steering device 41A. The control device 1B has a steering angle sensor 37. Any of these can be used to detect the steering angle of the front wheels. In the control device 1A, a cost increase can be suppressed by using a sensor that detects the rotation amount of the motor of the electric power steering device 41A without increasing the steering angle sensor 37. However, the steering angle sensor 37 may be additionally provided in the control device 1A.

  Further, since each of the electric power steering devices 41A and 41B includes a torque sensor, any of the control devices 1A and 1B can recognize the steering torque.

〇Brake operation amount The control device 1A has an operation detection sensor 34b. The control device 1B has a pressure sensor 35. Any of these can be used to detect the amount of braking operation of the driver. On the other hand, the operation detection sensor 34b is used to control the distribution of the braking force by the four brake devices 51 and the braking force by the regenerative braking of the motor M, and the pressure sensor 35 is used for posture control and the like. These two sensors are common in that they detect the amount of braking operation, but have different purposes of use.

[Power supply]
Control device 1A receives power supply from power supply 7A, and control device 1B receives power supply from power supply 7B. Even when the power supply of either the power supply 7A or the power supply 7B is cut off or reduced, the power is supplied to either the control device 1A or the control device 1B. Reliability can be improved. When the power supply of the power supply 7A is interrupted or reduced, communication between the ECUs via the gateway GW provided in the control device 1A becomes difficult. However, in the control device 1B, the ECU 21B can communicate with the ECUs 22B to 24B and 44B via the communication line L2.

[Redundancy in control device 1A]
The control device 1A includes an ECU 20A that performs automatic driving control and an ECU 29A that performs driving support control, and includes two control units that perform driving control.

<Example of control function>
Control functions that can be executed by the control device 1A or 1B include a driving-related function related to driving, braking, and steering control of the vehicle V, and a reporting function related to reporting information to the driver.

  The traveling-related functions include, for example, lane keeping control, lane departure suppression control (out-of-road departure suppression control), lane change control, preceding vehicle following control, collision reduction brake control, and false start suppression control. The notification function includes an adjacent vehicle notification control and a preceding vehicle start notification control.

  The lane keeping control is one of the controls of the position of the vehicle with respect to the lane, and is a control for causing the vehicle to travel automatically (independently of the driver's driving operation) on a traveling track set in the lane. The lane departure suppression control is one of the controls of the position of the vehicle with respect to the lane, and detects a white line or a median strip and automatically performs steering so that the vehicle does not cross the line. The lane departure suppression control and the lane keeping control have different functions in this way.

  The lane change control is control for automatically moving the vehicle from the lane in which the vehicle is traveling to the adjacent lane. The preceding vehicle following control is control for automatically following another vehicle traveling ahead of the own vehicle. Collision mitigation brake control is control that assists collision avoidance by automatically braking when the possibility of collision with an obstacle ahead of the vehicle increases. The false start suppression control is a control that limits the acceleration of the vehicle when the driver performs an acceleration operation at a predetermined amount or more while the vehicle is stopped, and suppresses a sudden start.

  The adjacent vehicle notification control is a control for notifying the driver of the presence of another vehicle traveling in an adjacent lane adjacent to the traveling lane of the own vehicle to the driver, for example, the presence of another vehicle traveling laterally or behind the own vehicle. Notify. The preceding vehicle start notification control is a control for notifying that the host vehicle and other vehicles in front of it are in a stopped state, and that the other vehicle ahead has started. These notifications can be made by the above-described in-vehicle notification devices (information output device 43A, information output device 44B).

  The ECU 20A, the ECU 29A, and the ECU 21B can share and execute these control functions. Which control function is assigned to which ECU can be appropriately selected.

  FIG. 4 is a diagram showing a block configuration from acquisition of external world information to control of an actuator in the vehicle V. The block 401 in FIG. 4 is realized by, for example, the ECU 21A in FIG. Block 401 obtains outside world information of the vehicle V. Here, the external world information is, for example, image information or detection information acquired by the detection units 31A, 32A, 32A, 32B (camera, radar, lidar) mounted on the vehicle V. Alternatively, the outside world information may be obtained by vehicle-to-vehicle communication or road-to-vehicle communication. The block 401 recognizes obstacles such as guardrails and dividers, signs, and the like, and outputs the recognition results to the blocks 402 and 408. The block 408 is realized by, for example, the ECU 29A of FIG. 1, and calculates a risk potential based on the determination of the optimal route based on the information on the obstacle, the pedestrian, the other vehicle, and the like recognized by the block 401, and the calculation result Is output to the block 402.

  The block 402 is realized by, for example, the ECU 29A of FIG. The block 402 determines the optimum route based on the recognition result of the external information, vehicle motion information such as speed and acceleration, and operation information (such as steering amount and accelerator amount) from the driver 409. At that time, the traveling model 405 and the risk avoidance model 406 are considered. The running model 405 and the risk avoidance model 406 are running models generated as a result of learning based on, for example, probe data collected in advance by a test run by an expert driver in a server. In particular, the traveling model 405 is a model generated for each scene such as a curve or an intersection, and the risk avoidance model 406 is, for example, a model for predicting sudden braking of a preceding vehicle or predicting the movement of a moving object such as a pedestrian. is there. The running model and the risk avoidance model generated by the server are mounted on the vehicle V as the running model 405 and the risk avoidance model 406. When configuring the automatic driving support system in the vehicle V, the block 402 determines the amount of support based on the operation information from the driver 409 and the target value, and transmits the amount of support to the block 403.

  The block 403 is realized by, for example, the ECUs 22A, 23A, 24A, and 27A of FIG. For example, the control amount of the actuator is determined based on the optimum route and the support amount determined in the block 402. The actuator 404 includes a system for steering, braking, stopping and maintaining, in-vehicle notification, and out-of-vehicle notification. A block 407 is an HMI (Human Machine Interface) which is an interface with the driver 409, and is realized as the input devices 45A and 45B. In block 407, for example, a notification of switching between the automatic driving mode and the driver driving mode or a comment from the driver when transmitting the probe data when the vehicle V is driven by the above-described expert driver are received.

  FIG. 5 is a flowchart showing processing up to actuator control. In step S101, the block 401 acquires outside world information of the vehicle V. Here, the external world information of the vehicle V includes, for example, detection units 31A, 32A, 32A, and 32B (cameras, radars, and riders), and information acquired by vehicle-to-vehicle communication and road-to-vehicle communication. In step S102, the block 401 recognizes an external environment such as an obstacle or a sign such as a guardrail or a separation zone, and outputs the recognition result to the blocks 402 and 408. In step S103, the block 402 acquires vehicle motion information from the actuator 404.

  In S104, the block 402 determines whether the emergency vehicle is within a predetermined range and the own vehicle is in a place where it is necessary to avoid traveling of the emergency vehicle. Here, the emergency vehicle refers to a vehicle that is driven for an emergency task, such as a fire engine or an ambulance. The block 402 may determine whether an emergency vehicle is present, for example, by receiving a notification signal notifying the presence of an emergency vehicle through vehicle-to-vehicle communication or road-to-vehicle communication. When it is determined in S104 that an emergency vehicle exists, the process proceeds to S105, and when it is determined that no emergency vehicle exists, the process proceeds to S109. The determination in S104 may be made based on, for example, the position and speed of the emergency vehicle. For example, even when the emergency vehicle is within a predetermined area within 50 m, if the speed of the emergency vehicle is equal to or less than the threshold due to traffic congestion or the like, it may be determined that there is no emergency vehicle.

  In step S109, the block 402 determines an optimal route based on each of the acquired information and the traveling model 405 and the risk avoidance model 406. For example, when an automatic driving support system is configured in the vehicle V, the amount of support is determined based on operation information from the driver 409. In S108, the block 403 controls the actuator 404 based on the optimum route determined in S107 or S109.

  In S105, the block 402 determines whether or not the own vehicle is located in a specific scene based on the GPS position information, the recognition result of the block 401, and the GPS position information. Here, the specific scene is, for example, an intersection, a pedestrian crossing, a railroad crossing, a narrow road, and a parking prohibited section. The block 402 determines whether or not the vehicle is located in a specific scene based on the target data unique to each specific scene. For example, the specific target data is a stop line at an intersection, a white line indicating a pedestrian's crossing location at a crosswalk, and a barrier at a level crossing. As shown in FIG. 9, when the emergency vehicle 1004 approaches, the own vehicle 1001 is over the stop line 1003, so in S105, it is determined that the own vehicle is located in the specific scene. If it is determined in S105 that the own vehicle is located in the specific scene, the process proceeds to S110, and if it is determined that the own vehicle is not located in the specific scene, the process proceeds to S107 to determine an optimal route.

  In S110, the block 402 determines whether it is possible to pass a specific scene to avoid an emergency vehicle. The case where it is not possible to pass the specific scene means, for example, that the own vehicle may pass the intersection forward because both the vehicle ahead and the vehicle behind it approach the intersection (close). It is in a state where it cannot retreat and get out of the intersection. If it is determined in S110 that it is possible, the passage of the specific scene is performed in S106, and the optimal route determination is performed in S107. The passage of the specific scene and the determination of the optimum route will be described later.

  If it is determined in S110 that it is not possible, in S111, the block 402 stops the control of passing through the specific scene to avoid the emergency vehicle, and switches the driving control of the own vehicle to the manual driving by the driver 409. In that case, the block 402 notifies the driver 402 that the operation has been switched to the manual operation on the HMI 407, for example. After S111, the processing in FIG. 5 ends.

  FIG. 6 is a flowchart showing the process of passing a specific scene in S106. When the processing in FIG. 6 is started, for example, as shown in FIG. 9, the own vehicle is located within the intersection. In step S201, the block 402 determines whether a target representing a specific scene has been recognized ahead based on the recognition result of the block 401. The target representing the specific scene is, for example, a stop line at an intersection, a white line indicating a pedestrian's crossing location at a pedestrian crossing, or a barrier at a level crossing. If it is determined in S201 that a target representing a specific scene has been recognized ahead, the process proceeds to S202. For example, as shown in FIG. 9, when the host vehicle 1001 recognizes the stop line 1002 ahead, it is determined in S201 that the target representing the specific scene has been recognized ahead.

  In S202, the block 402 calculates a target path to a target representing a specific scene recognized ahead and determines an actuator control amount, and controls the actuator in S203. In S204, the block 402 determines whether or not the target representing the specific scene recognized ahead is exceeded. Here, when it is determined that the value does not exceed the value, the process of S202 is repeated. On the other hand, if it is determined that it has exceeded, the process of FIG. 6 ends.

  If it is determined that the target representing the specific scene is not recognized ahead in S201, the process proceeds to S205. In that case, for example, at an intersection, the stop line may not be visible due to the weather or the like. In that case, in S205, the block 402 estimates the boundary between the specific scene and the non-specific scene by image analysis. For example, in the case of an intersection, the boundary between the intersection and the non-intersection is estimated by recognizing the intersection shape of the road. Alternatively, if the vehicle is an intersection, if there is an intersecting vehicle, the boundary may be estimated based on the location of the vehicle. When a break in the guardrail is recognized by a sensor such as a radar, a boundary may be estimated based on the recognition result.

  In S206, the block 402 calculates the target route to the boundary estimated in S205, determines the actuator control amount, and controls the actuator in S207. In S208, the block 402 determines whether the boundary estimated in S205 has been exceeded. Here, if it is determined that the number does not exceed the value, the process of S206 is repeated. On the other hand, if it is determined that it has exceeded, the process of FIG. 6 ends.

  The optimal route determination in S107 when it is determined that the own vehicle is not located in the specific scene in S105 will be described. In such a case, the block 402 causes the own vehicle to travel offset so as to avoid traveling of the emergency vehicle. For example, first, the block 402 acquires the emergency vehicle information acquired by the vehicle-to-vehicle communication or the road-to-vehicle communication and the GPS position information. Here, the information on the emergency vehicle is, for example, the lane on which the emergency vehicle is traveling, the position of the emergency vehicle, and the speed of the emergency vehicle. In addition, the distance between the emergency vehicle and the host vehicle can be acquired by considering the GPS position information. After acquiring the above information, the block 402 recognizes the positional relationship between the host vehicle and the emergency vehicle. Then, block 402 determines whether to start the emergency vehicle avoidance action. For example, when the position and speed of the emergency vehicle satisfy predetermined conditions, the block 402 may determine to start the avoidance action of the emergency vehicle. The predetermined condition is, for example, that a value indicating the degree of approach between the emergency vehicle and the host vehicle is equal to or smaller than a threshold. The value indicating the degree of approach is, for example, TTC (Time To Collision). If it is determined that an emergency vehicle avoidance action is to be started, block 402 plans an emergency vehicle avoidance action. That is, the block 402 determines the control amount of the actuator 404 for offset-running the own vehicle so as to avoid the emergency vehicle.

  The emergency vehicle avoidance behavior may be planned based on the behavior of vehicles in lanes other than the lane in which the own vehicle is running. In the present embodiment, the avoidance behavior is planned so as to shift in the opposite direction to the behavior of the vehicle in the other lane in the vehicle width direction. For example, when the vehicle is traveling on the left side and the behavior of the vehicle traveling on the adjacent on-coming lane is closer to the roadside, the offset traveling in which the own vehicle is closer to the left side is planned as the avoidance behavior. Also, for example, when the vehicle is traveling on two lanes and the vehicle is traveling on one of the two lanes, the other vehicle traveling on the overtaking lane moves toward the median strip, that is, on the right side. Plan your avoidance action, leaning to the left. Conversely, if the own vehicle is traveling in the passing lane of two lanes, and if another vehicle traveling in the traveling lane is leaning to the roadside, that is, to the left side, the avoidance action is performed so as to lean to the right side. To plan.

  FIG. 7 is a flowchart showing the process of determining the optimum route in S107 when it is determined in S105 that the vehicle is located in the specific scene and it is determined in S110 that the vehicle can pass through the specific scene. In S301, the block 402 determines whether a preceding vehicle exists. Here, when it is determined that the preceding vehicle exists, the process proceeds to S302, and when it is determined that the preceding vehicle does not exist, the process proceeds to S304.

  In S302, the block 402 determines the behavior of the preceding vehicle, and in S303, determines whether the behavior is an avoidance behavior for preferentially running the emergency vehicle. For example, if the vehicle is traveling on the left side and the preceding vehicle is on the left side of the road, it is determined to be an avoidance behavior for preferentially running the emergency vehicle, and the process proceeds to S310. In S310, the blocks 402 and 403 control the actuator so as to follow the preceding vehicle. Thereafter, the processing in FIG. 7 ends. If the value indicating the degree of approach to the preceding vehicle, for example, TTC is equal to or less than a predetermined value, the process proceeds from S303 to S310, and the vehicle follows the preceding vehicle.

  If there is no preceding vehicle in S301, or if it is determined in S303 that the preceding vehicle is not in an emergency vehicle avoiding action, or if a value indicating the degree of approach to the preceding vehicle, for example, TTC is larger than a predetermined value, block S304. 402 performs environment recognition based on the recognition result of the block 401. In S304, the width of the roadside zone and the obstacle are recognized.

  In S305, the block 402 determines whether to start an emergency vehicle avoidance action. For example, the block 402 recognizes a roadside zone wider than the width of the current roadside zone of the host vehicle ahead, and if there is no obstacle such as a guardrail or a vehicle, the emergency vehicle avoidance action must be started. Judge and proceed to S307. On the other hand, if the recognition result does not satisfy the above condition, it is determined that the emergency vehicle avoidance action is started, and the process proceeds to S306. In step S306, the block 402 determines the vertical and horizontal actuator control amounts based on the recognition result of the block 401 and the risk potential calculated in the block 408. Thereafter, the processing in FIG. 7 ends. Here, the vertical and horizontal actuator control amounts are the actuator control amounts for realizing offset running toward the roadside zone in order to avoid an emergency vehicle. For example, the steering amount and the deceleration until the vehicle stops from the current traveling road toward the roadside belt side are determined as the actuator control amounts.

  In S307, after the first determination in S305, the block 402 determines whether the vehicle has traveled a predetermined distance. If it is determined that the vehicle has traveled the predetermined distance, the process proceeds to S306. On the other hand, if it is determined that the vehicle has not traveled the predetermined distance, in S308, the block 402 calculates the target route to a position wider than the current roadside zone, determines the actuator control amount, and in S309, sets the actuator 404 Control. After that, the process of S305 is repeated.

  In S307, a value indicating the degree of approach to the emergency vehicle, for example, TTC may be acquired, and the determination process may be performed based on the acquired TTC. If the TTC is equal to or less than the threshold value (for example, 5 seconds), the process proceeds to S306 to avoid the emergency vehicle. On the other hand, if the TTC is longer than the threshold, the process proceeds to S308 to search for a wider area. At that time, if the TTC is sufficiently longer than the threshold value (for example, 15 seconds), for example, is larger than the second threshold value, in S308 and S309, the vehicle is decelerated slowly without searching for a wider area. May be performed.

  Further, the determination of whether or not the vehicle has traveled a predetermined distance and the determination of TTC may be combined. At that time, priority is given to the determination of TTC. For example, even if it is determined in S307 that the vehicle has not traveled the predetermined distance, if TTC is equal to or less than the threshold, the process proceeds to S306 to avoid an emergency vehicle. The value indicating the degree of approach may be an index of time such as TTC or an index indicating distance.

  As described above, according to the processing in FIG. 7, if an area where the width of the roadside zone is wider is recognized in the front, the vehicle travels immediately to take the offset action and does not take the avoidance action, and reaches the recognized area. Can be run. With such a configuration, the own vehicle can be avoided on a wider roadside zone.

  Next, a description will be given of a process from when the own vehicle is offset and stopped to when the emergency vehicle passes and returns to the traveling lane.

  FIG. 8 is a flowchart showing a process after returning from the emergency vehicle to the traveling lane. In step S401, the block 402 determines whether an emergency vehicle has passed based on, for example, the recognition result of the block 401 and the siren sound. Here, when it is determined that the emergency vehicle has passed, the process proceeds to S402. Alternatively, the process also proceeds to S402 when the emergency vehicle has headed to a travel path that does not need to take an emergency vehicle avoidance action. On the other hand, if it is determined that the emergency vehicle has not passed, in S405, the block 402 causes the own vehicle to wait at the current position, and repeats the processing of S401.

  In S402, the block 402 determines whether or not the own vehicle can return to the traveling lane. For example, a predetermined time since the emergency vehicle passed is measured, and when it is determined that the predetermined time has elapsed, it is determined that the own vehicle can return to the traveling lane. Alternatively, after the emergency vehicle has passed, the distance between the emergency vehicle and the own vehicle is measured, and when it is determined that the emergency vehicle is separated by a predetermined distance, it is determined that the own vehicle can return to the traveling lane.

Further, the determination in S402 may be performed by another method. For example, based on the recognition result of the block 401, it is determined whether or not the own vehicle can return to the traveling lane. For example, the block 402 determines that the own vehicle can return to the traveling lane when the preceding vehicle returns to the traveling lane and does not find the traveling vehicle within a predetermined distance behind.
If it is determined in S402 that the vehicle can return to the running lane, the process proceeds to S403. If it is determined that the vehicle cannot be returned, the process of S402 is repeated.

  In S403, the block 402 determines the vertical and horizontal actuator control amounts for returning to the traveling lane and traveling normally. In step S404, the block 403 controls the actuator 404 based on the determined actuator control amount.

  As described above, according to the present embodiment, when the own vehicle is located in the specific scene when the emergency vehicle approaches, it is possible to offset the own vehicle after passing the specific scene and avoid the emergency vehicle. it can.

<Summary of Embodiment>
The traveling control device according to the present embodiment is a traveling control device that controls traveling of a vehicle, and includes a first acquisition unit that acquires information on an emergency vehicle (28c), and a periphery of the vehicle that is acquired by the first acquisition unit. When the information of the emergency vehicle is acquired, if the vehicle is located in a specific scene, traveling control for controlling the traveling of the vehicle so as to avoid traveling of the emergency vehicle through the specific scene And (S106, block 402).

  With such a configuration, when the emergency vehicle approaches, the emergency vehicle can be avoided by avoiding a specific scene.

  Further, the specific scene includes at least one of an intersection, a pedestrian crossing, a railroad crossing, a narrow road, and a parking prohibited section. With such a configuration, when an emergency vehicle approaches, the emergency vehicle can be avoided by avoiding an intersection, a pedestrian crossing, a railroad crossing, a narrow road, a parking prohibited section, or the like.

  A second acquisition unit for acquiring outside world information of the vehicle (detection units 31A, 32A, 32A, and 32B); and the identification of the vehicle based on the outside world information acquired by the second acquisition unit. It is characterized by further comprising a judging means for judging that it is located in the scene (S105). With such a configuration, for example, it is possible to determine that the host vehicle is located in the specific scene based on the stop line at the intersection.

  Further, when the outside world information of the vehicle acquired by the second acquisition unit is a stop line at an intersection, and the vehicle exceeds the stop line at the intersection, the determination unit determines that the vehicle is in the specific scene. (S105). According to such a configuration, for example, when the own vehicle crosses the stop line at the intersection, it can be determined that the own vehicle is located in the specific scene.

  A determining unit (S305) for determining whether to start avoiding the traveling of the emergency vehicle based on the external information of the vehicle acquired by the second acquiring unit after passing through the specific scene; Is further provided. With such a configuration, after passing through the specific scene, it is possible to determine whether to start avoiding the emergency vehicle based on the outside world information.

  Further, in the determination as to whether to start avoiding the traveling of the emergency vehicle, the determination unit may include a case where a road-side zone having a width wider than a width of a road-side zone on a side of the vehicle is ahead of the vehicle. In this case, the width of the wide road zone is prioritized over the width of the road zone on the side of the vehicle (S305). With such a configuration, when a wider roadside zone is ahead, the wider roadside zone can be preferentially used as an area for avoiding emergency vehicles.

  A third obtaining unit configured to obtain a value indicating the degree of approach to the emergency vehicle, wherein the value indicating the degree of approach obtained by the third obtaining unit is equal to or more than a first threshold. The determination means gives priority to the wide roadside zone over the width of the roadside zone on the side of the vehicle, and when the value indicating the degree of approach is less than the first threshold value, (S307), even if a road-side zone having a width wider than the width of the road-side zone is in front of the vehicle, it is determined that the avoidance of the emergency vehicle is to be started. With such a configuration, it is possible to determine whether or not to search for a wide roadside zone based on the value indicating the degree of approach.

  Further, when the value indicating the degree of approach is equal to or greater than a second threshold value that is larger than the first threshold value, the traveling control unit may reduce the traveling speed of the vehicle without performing the determining unit by the determining unit. Features (S307-S309). With such a configuration, when the value indicating the degree of approach is sufficiently long, it is possible to prevent an effect on a following vehicle due to a sudden avoidance action.

  Further, the travel control unit calculates a target route based on the external world information of the vehicle acquired by the second acquisition unit, and controls the actuator based on the target route to pass through the specific scene. The driving of the vehicle is controlled in such a manner as to be performed (FIG. 6). With such a configuration, it is possible to pass a specific scene based on external world information.

  Further, the traveling control means controls traveling of at least one of a longitudinal direction and a lateral direction of the vehicle so as to be separated from the emergency vehicle. With such a configuration, it is possible to control the traveling of the own vehicle so as to move away from the emergency vehicle.

  Further, the traveling control means terminates traveling control for avoiding the emergency vehicle after the emergency vehicle passes through the vehicle, and performs traveling control before acquiring information on the emergency vehicle. (FIG. 8). With such a configuration, the own vehicle can be returned to the traveling lane after the emergency vehicle has passed.

  Further, the traveling control means terminates traveling control for avoiding the emergency vehicle after a predetermined time has passed since the emergency vehicle passed through the vehicle (S402). Further, the traveling control means terminates traveling control for avoiding the emergency vehicle when the emergency vehicle passes through the vehicle and a distance from the emergency vehicle becomes a predetermined distance or more. (S402). With such a configuration, if a predetermined time has elapsed / a predetermined distance has passed after the emergency vehicle has passed, the traveling control for avoiding the emergency vehicle can be terminated.

  Further, when the vehicle is located in the specific scene, the vehicle further includes a passage determination unit that determines whether it is possible to pass through the specific scene to avoid the emergency vehicle (S110). , S111), when the passage determining means determines that it is not possible to pass through the specific scene, the traveling control means switches from automatic driving to manual driving. With such a configuration, for example, when it is determined that the vehicle cannot pass through the intersection, the driver can switch to manual driving.

  Further, the travel control device is configured in the vehicle (FIG. 4). With such a configuration, the travel control device that realizes the offset travel in the present embodiment can be configured in the vehicle.

  1A, 1B Control device: 2A, 2B ECU group: 20A Automatic driving ECU: 21A Environmental recognition ECU: 22A, 22B Steering ECU: 23A, 23B Brake ECU: 24A, 24B Stop maintenance ECU: 25A Information ECU: 26A Light ECU: 27A Drive ECU: 28A Position recognition ECU: 29A, 21B Driving support ECU: 25B Instrument display ECU

Claims (15)

A travel control device that controls the travel of the vehicle,
First acquisition means for acquiring information on an emergency vehicle;
Second acquisition means for acquiring outside world information of the vehicle;
Determining means for determining that the vehicle is located in a specific scene, based on the external world information acquired by the second acquiring means;
When acquiring the information of the emergency vehicle near the vehicle by the first acquisition unit, if the vehicle is positioned in the specific scene, after passing through the specific scene, preceding to said vehicle Based on the behavior of the vehicle, the traveling control of the vehicle to avoid traveling of the emergency vehicle is varied,
After the emergency vehicle has passed through the vehicle, traveling control means for ending traveling control for avoiding traveling of the emergency vehicle and performing traveling control before acquiring information on the emergency vehicle ,
When the behavior of the preceding vehicle is an avoidance action for causing the emergency vehicle to travel preferentially, the traveling control unit controls the traveling of the vehicle so as to follow the preceding vehicle, and the behavior of the preceding vehicle is If not the avoidance action, regardless of the behavior of the preceding vehicle, control the traveling of the vehicle to avoid traveling of the emergency vehicle,
Running control apparatus according to claim and this.   The travel control device according to claim 1, wherein the specific scene includes at least one of an intersection, a pedestrian crossing, a level crossing, a narrow road, and a parking prohibited section. When the outside world information of the vehicle acquired by the second acquisition unit is a stop line at an intersection, and the vehicle exceeds the stop line at the intersection, the determination unit determines that the vehicle is located at the specific scene. running control apparatus according to claim 1 or 2, characterized in that determined to be. If the behavior of the preceding vehicle is not the avoidance behavior after passing through the specific scene, whether to start avoiding the traveling of the emergency vehicle based on the external information of the vehicle acquired by the second acquisition unit The travel control device according to any one of claims 1 to 3, further comprising: a determination unit configured to determine whether the travel control is performed. The determination means determines whether or not to start avoiding the travel of the emergency vehicle, when a road-side zone having a width wider than a width of a road-side zone on a side of the vehicle is located in front of the vehicle. The travel control device according to claim 4 , wherein a wider road-side band is prioritized over a width of a road-side band on a side of the vehicle. A third acquisition unit that acquires a value indicating a degree of approach to the emergency vehicle,
When the value indicating the degree of approach acquired by the third acquiring means is equal to or greater than a first threshold value, the determining means determines that the wide roadside zone is larger than the width of the roadside zone on the side of the vehicle. Also takes precedence,
When the value indicating the degree of approach is less than the first threshold, even if a road-side zone having a width wider than the width of the road-side zone on the side of the vehicle is in front of the vehicle, the traveling speed of the emergency vehicle is reduced. Judge to start avoiding,
The travel control device according to claim 5 , wherein: When the value indicating the degree of approach is equal to or greater than a second threshold value larger than the first threshold value, the traveling control unit reduces the traveling speed of the vehicle without performing the determination by the determination unit. The travel control device according to claim 6 . The travel control unit calculates a target route based on the external world information of the vehicle acquired by the second acquisition unit, and controls the actuator based on the target route so as to pass through the specific scene. The travel control device according to any one of claims 1 to 7 , wherein the travel of the vehicle is controlled. The travel control according to any one of claims 1 to 8 , wherein the travel control means controls at least one of a longitudinal direction and a lateral direction of the vehicle so as to be separated from the emergency vehicle. apparatus. The running control means, after the emergency vehicle has passed through the vehicle passes a predetermined time, any one of claims 1 to 9, characterized in that to terminate the travel control for the avoidance of the emergency vehicle 1 Travel control device according to the paragraph. The travel control means terminates travel control for avoiding the emergency vehicle when the emergency vehicle passes through the vehicle and a distance from the emergency vehicle is equal to or greater than a predetermined distance. The travel control device according to any one of claims 1 to 9 . When the vehicle is located in the specific scene, a pass determination unit that determines whether it is possible to pass through the specific scene for avoiding the emergency vehicle, further comprising:
When it is determined by the passage determination means that it is not possible to pass the specific scene, the travel control means switches from automatic driving to manual driving,
The travel control device according to any one of claims 1 to 11 , wherein: The travel control device, the travel control device according to any one of claims 1 to 12, characterized in that it is configured on the vehicle. A traveling control method executed in a traveling control device that controls traveling of a vehicle,
A first acquisition step of acquiring emergency vehicle information;
A second acquisition step of acquiring outside world information of the vehicle;
A determining step of determining that the vehicle is located in a specific scene, based on the external world information acquired in the second acquiring step;
When acquiring the information of the emergency vehicle near the vehicle in the first acquisition step, if the vehicle is positioned in the specific scene, after passing through the specific scene, preceding to said vehicle Based on the behavior of the vehicle, the traveling control of the vehicle to avoid traveling of the emergency vehicle is varied,
After the emergency vehicle has passed through the vehicle, the traveling control for avoiding traveling of the emergency vehicle is terminated, and a traveling control step of performing traveling control before acquiring information on the emergency vehicle ,
In the traveling control step, when the behavior of the preceding vehicle is an avoidance action for causing the emergency vehicle to travel preferentially, the traveling of the vehicle is controlled to follow the preceding vehicle, and the behavior of the preceding vehicle is controlled. If not the avoidance action, regardless of the behavior of the preceding vehicle, control the traveling of the vehicle to avoid traveling of the emergency vehicle,
Cruise control wherein a call. A program for causing a computer to function as each unit of the travel control device according to any one of claims 1 to 13 .