JP6809339B2 - Automatic driving control device - Google Patents

Description

The present disclosure relates to an automatic driving control device mounted on a vehicle.

Patent Document 1 discloses a vehicle information providing device capable of providing a high level of driving support even in a complicated traffic environment having an intersection. This vehicle information providing device is predicted to have a high presence rate of peripheral vehicles based on the detection status of peripheral vehicles detected or acquired by a plurality of different methods using in-vehicle sensors, road-to-vehicle communication devices, vehicle-to-vehicle communication devices, and the like. In that case, we will provide driving support at a support level according to the abundance rate.

Japanese Patent No. 4843589

By the way, when the above-mentioned driving assistance technology is applied to the driving control of an autonomous driving vehicle, it is necessary to obtain information on all peripheral vehicles that may come into contact with the vehicle at all intersections where the vehicle is scheduled to pass. Is preferable. Specifically, considering that in-vehicle sensors such as cameras and radars may not be able to sufficiently acquire information on peripheral vehicles at intersections with poor visibility, it is required to acquire more information on peripheral vehicles by communication. Be done. However, it is not easy to install roadside sensors at all intersections or to install inter-vehicle communication devices in all vehicles including general vehicles.

One aspect of the present disclosure is to provide a technique for acquiring more information by communication as information on peripheral vehicles that can be used for driving control of an autonomous driving vehicle.

One aspect of the present disclosure is an automatic driving control device (35) mounted on a vehicle capable of communicating with an external server (2), which includes an acquisition unit (S201) and a communication processing unit (S201, S203). A contact determination unit (S401), a prediction unit (S405, S407), and a control pattern setting unit (S210, S406, S408, S409) are provided. The acquisition unit acquires vehicle information including the current position of the vehicle detected by the vehicle-mounted sensor (31) mounted on the vehicle. The communication processing unit transmits vehicle information to the server, and receives peripheral vehicle information including the current position of vehicles around the vehicle from the server. Based on the vehicle information and the peripheral vehicle information, the contact determination unit determines whether or not there is a possibility that the vehicle and the peripheral vehicle come into contact with each other at the intersection where the vehicle is scheduled to pass. When the contact determination unit determines that there is a possibility of contact, the prediction unit predicts the context of the timing at which the vehicle and the surrounding vehicle pass through the intersection. The control pattern setting unit sets the control pattern of the traveling speed of the vehicle to the control pattern according to the front-rear relationship predicted by the prediction unit. The control pattern setting unit determines that when the vehicle is predicted to pass the intersection later than the surrounding vehicles, the vehicle is predicted to pass the intersection earlier than the surrounding vehicles. The control pattern of the traveling speed is set to the control pattern in which deceleration is started earlier.

According to such a configuration, it is possible to reduce the possibility that the vehicle comes into contact with the surrounding vehicles at the intersection by changing the deceleration start timing according to the predicted front-rear relationship. Because of such travel control, information on peripheral vehicles with relatively low accuracy can also be used for travel control of autonomous vehicles. Therefore, more information on surrounding vehicles can be obtained by communication.

It is a figure which shows the whole structure of an automatic driving control system. It is a block diagram which shows the structure of the server, the self-driving vehicle, the 1st type general vehicle and the 2nd type general vehicle. It is a flowchart of the vehicle information management process executed by a server. It is a flowchart of the automatic driving judgment process executed by the automatic driving vehicle. It is a graph which shows the deceleration example of the control pattern of a running speed. It is a flowchart of the 1st determination process executed by the automatic driving determination process. It is a flowchart of the 2nd determination process executed by the automatic driving determination process. It is a figure which shows an example of the situation which the self-driving vehicle can pass through an intersection without unnecessary deceleration. It is a figure which shows an example of the situation where it is unclear whether or not the self-driving vehicle can pass through an intersection without unnecessary deceleration. It is a figure which shows the specific example of the prediction context. It is a figure which shows the specific example of the traffic environment which determines a priority relationship. It is a figure which shows the setting condition of the control pattern of the traveling speed in the case of the advance passage. It is a figure which shows the setting condition of the control pattern of the traveling speed in the case of a subsequent passage. It is a figure which shows the setting condition of the control pattern of the traveling speed in the case of simultaneous passage.

Hereinafter, exemplary embodiments of the present disclosure will be described with reference to the drawings.
[1. Constitution]
The automatic driving control system 1 shown in FIGS. 1 and 2 uses information on peripheral vehicles to control the driving of the automatic driving vehicle 3 so that the automatic driving vehicle 3 and peripheral vehicles existing around the automatic driving vehicle 3 do not come into contact with each other at an intersection. It is a system that provides support. Here, the autonomous driving vehicle 3 is a vehicle capable of automatically traveling without the driver performing a driving operation.

In the present embodiment, the vehicle is classified into an autonomous driving vehicle 3 and a general vehicle which is a vehicle other than the autonomous driving vehicle 3. That is, a general vehicle is a vehicle that requires a driving operation by a driver when traveling. General vehicles are further classified into a first-class general vehicle 4 having a communication device for vehicle-to-vehicle communication and a second-class general vehicle 5 having no communication device for vehicle-to-vehicle communication. It is assumed that the autonomous driving vehicle 3 has a communication device for vehicle-to-vehicle communication.

The automatic driving control system 1 includes a server 2, an automatic driving vehicle 3, a first-class general vehicle 4, and a second-class general vehicle 5.
In the automatic driving control system 1, the server 2 collects information on the autonomous driving vehicle 3, the first-class general vehicle 4, and the second-class general vehicle 5 in the controlled area by wireless communication. Specifically, the server 2 collects information on the autonomous driving vehicle 3 from the autonomous driving vehicle 3. In addition, the server 2 collects information on the first-class general vehicle 4 from the autonomous driving vehicle 3 that communicates with the first-class general vehicle 4. Further, the server 2 receives the information of the smartphone 51 possessed by the driver who got on the second type general vehicle 5 as the information of the second type general vehicle 5 from the smartphone 51 via the mobile data communication network 6. And collect.

The server 2 includes an inter-vehicle communication device 21, a mobile communication device 22, a vehicle information management device 23, and a storage device 24.
The inter-vehicle communication device 21 is a communication device for wireless communication with the autonomous driving vehicle 3. The wireless communication with the autonomous driving vehicle 3 is performed, for example, via the mobile data communication network 6.

The mobile communication device 22 is a communication device for wireless communication between the smartphone 51 and the mobile data communication network 6.
The vehicle information management device 23 manages the information acquired via the inter-vehicle communication device 21 and the mobile communication device 22. Further, the vehicle information management device 23 transmits information that can be used for driving control of the autonomous driving vehicle 3 to the autonomous driving vehicle 3 via the inter-vehicle communication device 21. Specifically, the vehicle information management device 23 extracts information on peripheral vehicles related to the traveling control of the autonomous driving vehicle 3 as a transmission destination from the managed information, and transmits the information to the autonomous driving vehicle 3.

Map information representing a map is stored in the storage device 24.
The autonomous driving vehicle 3 is configured to be capable of wireless communication with the server 2 and the first-class general vehicle 4. The details of the configuration of the autonomous driving vehicle 3 will be described later.

The first-class general vehicle 4 includes an in-vehicle sensor 41, an inter-vehicle communication device 42, and a driving support control device 43.
The in-vehicle sensor 41 is a group of sensors including a position sensor 41a, a distance measuring sensor 41b, a vehicle speed sensor 41c, a direction sensor 41d, and the like.

The position sensor 41a is a sensor that detects the current position of the first-class general vehicle 4, specifically, the absolute position represented by latitude and longitude. In the present embodiment, the position sensor 41a receives a transmission signal from an artificial satellite for GPS, and detects the current position and time based on the received transmission signal. In addition to the current position, the measurement error of the current position based on the positioning accuracy is also detected.

The distance measuring sensor 41b is a sensor that detects the relative position of a peripheral object with respect to the first-class general vehicle 4. In the present embodiment, for example, a millimeter wave radar is used as the ranging sensor 41b. The millimeter wave radar emits millimeter waves in a predetermined range in front of the first-class general vehicle 4, and receives reflected waves from an object in front of it. The millimeter-wave radar detects the relative position of an object existing in front of the first-class general vehicle 4 based on the reception result. A laser radar, a camera, or the like may be used instead of the millimeter wave radar or together with the millimeter wave radar.

The vehicle speed sensor 41c is a sensor that detects the traveling speed of the first-class general vehicle 4.
The directional sensor 41d is a sensor that detects the traveling direction of the first-class general vehicle 4. In the present embodiment, as the directional sensor 41d, a gyroscope that outputs a detection signal according to the angular velocity of the rotational motion applied to the vehicle is used.

The vehicle-to-vehicle communication device 42 is a communication device for vehicle-to-vehicle communication with another vehicle having a communication device for vehicle-to-vehicle communication.
The driving support control device 43 acquires information including the current position, time, relative position, traveling speed, traveling direction, and measurement errors of each detected by the vehicle-mounted sensor 41 as vehicle information of the first-class general vehicle 4. The measurement errors of the relative position, the traveling speed, and the traveling direction are preset as values unique to each of the sensors included in the in-vehicle sensor 31. The measurement error of the relative position is usually smaller than the measurement error of the current position. Further, the driving support control device 43 performs a process of transmitting and receiving vehicle information via the vehicle-to-vehicle communication device 42. Specifically, the driving support control device 43 performs a process of periodically transmitting the acquired vehicle information to the automatic driving vehicle 3 by vehicle-to-vehicle communication.

The smartphone 51 is a mobile communication device capable of detecting the current position and wirelessly communicating via the mobile data communication network 6. In the present embodiment, the smartphone 51 receives a transmission signal from an artificial satellite for GPS, and detects the current position and time based on the received transmission signal. The smartphone 51 periodically transmits mobile communication information including the detected current position and time to the server 2 via the mobile data communication network 6 as vehicle information of the second type general vehicle 5.

Such processing can be realized, for example, by executing a dedicated application on a general-purpose smartphone 51. Specifically, the driver possessing the smartphone 51 activates a dedicated application when he / she gets on the second type general vehicle 5. Then, the driver sets the operation mode of the dedicated application to the vehicle mode. When the dedicated application is in the vehicle mode, the smartphone 51 periodically transmits the detected mobile communication information to the server 2 via the mobile data communication network 6.

Next, the details of the configuration of the autonomous driving vehicle 3 will be described with reference to FIG.
The autonomous driving vehicle 3 includes an in-vehicle sensor 31, an inter-vehicle communication device 32, an inter-server communication device 33, a storage device 34, an automatic driving determination device 35, and a travel control device 36. Hereinafter, the autonomous driving vehicle 3 equipped with the autonomous driving determination device 35 is referred to as an "own vehicle".

The in-vehicle sensor 31 is sensors mounted on the own vehicle. Similar to the vehicle-mounted sensor 41 described above, the vehicle-mounted sensor 31 includes a position sensor 31a, a distance measuring sensor 31b, a vehicle speed sensor 31c, a direction sensor 31d, and the like.

The vehicle-to-vehicle communication device 32 is a communication device for vehicle-to-vehicle communication with another vehicle having a communication device for vehicle-to-vehicle communication.
The server-to-server communication device 33 is a communication device for wireless communication with the server 2. The wireless communication with the server 2 is performed, for example, via the mobile data communication network 6.

Map information is stored in the storage device 34. In addition to road information, the map information stored in the storage device 34 includes various attributes such as presence / absence of signals, priority / non-priority information, presence / absence of suspension restrictions, road signs, center lines, and width as information at intersections. Contains information.

The automatic operation determination device 35 is mainly composed of a well-known microcomputer having a CPU, ROM, RAM, etc. (not shown). The CPU executes a program stored in ROM, which is a non-transitional substantive recording medium. When the program is executed, the method corresponding to the program is executed.

The automatic driving determination device 35 acquires information including the current position, time, relative position, traveling speed, traveling direction, and measurement errors of each detected by the vehicle-mounted sensor 31 as vehicle information of the own vehicle. Further, the automatic driving determination device 35 performs a process of transmitting and receiving vehicle information via the vehicle-to-vehicle communication device 32 and the server-to-server communication device 33. Specifically, the automatic driving determination device 35 performs a process of periodically receiving vehicle information of the first-class general vehicle 4. Further, the automatic driving determination device 35 periodically transmits the vehicle information of the own vehicle and the vehicle information of the first-class general vehicle 4 to the server 2 by wireless communication, and the peripheral vehicle related to the traveling control of the own vehicle from the server 2. Receive information on a regular basis.

The travel control device 36 controls an actuator that operates an accelerator, a brake, a steering device, or the like of the own vehicle based on a determination result obtained by the automatic driving determination device 35 executing an automatic driving determination process described later. As a result, the travel control device 36 controls the automatic travel of the own vehicle.

[2. processing]
Next, the vehicle information management process executed by the vehicle information management device 23 of the server 2 will be described with reference to the flowchart of FIG. This vehicle information management process is periodically executed.

First, in S101, the vehicle information management device 23 determines whether or not the vehicle information of the autonomous driving vehicle 3 has been received. When the vehicle information management device 23 determines that the vehicle information of the automatic driving vehicle 3 has been received in S101, the process shifts to S102, and the storage device 24 according to the current position of the automatic driving vehicle 3 included in the received vehicle information. The position of the automatic driving vehicle 3 is arranged on the map represented by the map information stored in. After that, the process shifts to S103. When the vehicle information is received from the same autonomous driving vehicle 3 in the processing cycle before the current processing cycle, the vehicle information is updated. That is, the position of the autonomous driving vehicle 3 on the map moves. Hereinafter, the same applies to general vehicles.

On the other hand, when the vehicle information management device 23 determines in S101 that the vehicle information of the autonomous driving vehicle 3 has not been received, the vehicle information management device 23 skips S102 and shifts the process to S103.
In S103, the vehicle information management device 23 determines whether or not the vehicle information of the first-class general vehicle 4 is received via the autonomous driving vehicle 3 that is communicating between the first-class general vehicle 4 and the vehicle-to-vehicle. To do. When the vehicle information management device 23 determines that the vehicle information of the first-class general vehicle 4 has been received in S103, the process shifts to S104, and the current vehicle information of the first-class general vehicle 4 included in the received vehicle information is present. According to the position, the position of the first-class general vehicle 4 is arranged on the map represented by the map information stored in the storage device 24. After that, the process shifts to S105.

On the other hand, the vehicle information management device 23 determines that the vehicle information of the first-class general vehicle 4 is not received via the autonomous driving vehicle 3 that is communicating with the first-class general vehicle 4 in S103. If so, S104 is skipped and the process shifts to S105.

In S105, the vehicle information management device 23 determines whether or not the vehicle information of the second type general vehicle 5 is received from the smartphone 51 via the mobile data communication network 6. When the vehicle information management device 23 determines that the vehicle information of the second type general vehicle 5 has been received in S105, the process shifts to S106.

In S106, the vehicle information management device 23 corrects the current position included in the vehicle information received in S105 to improve the position accuracy. For example, the current position is corrected by map matching processing. Further, in S106, the traveling speed is calculated from the moving state based on the vehicle information of the second type general vehicle 5. The vehicle information management device 23 arranges the position of the second type general vehicle 5 on the map represented by the map information stored in the storage device 24 according to the corrected current position of the second type general vehicle 5. After that, the process shifts to S107.

On the other hand, when the vehicle information management device 23 determines in S105 that the vehicle information of the second type general vehicle 5 has not been received, the vehicle information management device 23 skips S106 and shifts the processing to S107.
In S107, the vehicle information management device 23 determines whether or not there is vehicle information that has not been updated for a predetermined time or longer. When the vehicle information management device 23 determines in S107 that there is vehicle information that has not been updated for a predetermined time or longer, the process shifts to S108, and the elapsed time and the vehicle speed are based on the current position when the vehicle information was last received. Predict the current position from the information. Then, the vehicle information management device 23 moves the arrangement position on the map represented by the map information stored in the storage device 24 based on the predicted current position. After that, the process shifts to S109.

On the other hand, when the vehicle information management device 23 determines in S107 that there is no vehicle information that has not been updated for the predetermined time or more, the vehicle information management device 23 skips S108 and shifts the process to S109.
In S109, the vehicle information management device 23 determines whether or not there is an autonomous driving vehicle 3 approaching the intersection. When the vehicle information management device 23 determines in S109 that there is an autonomous driving vehicle 3 approaching the intersection, the process shifts to S110, and new peripheral vehicle information is obtained among the autonomous driving vehicles 3 approaching the intersection. It is determined whether or not there is an autonomous driving vehicle 3 that needs to be transmitted. In the present embodiment, the peripheral vehicle information includes the position, time, measurement error, relative position, traveling speed, traveling direction, acceleration, and the like of the peripheral vehicle. Specifically, when the predetermined time or more has passed since the previous transmission of the peripheral vehicle information, it is determined that there is an autonomous driving vehicle 3 that needs to transmit new peripheral vehicle information. Whether or not the predetermined time has passed is measured for each autonomous driving vehicle 3.

When the vehicle information management device 23 determines in S110 that there is an autonomous driving vehicle 3 that needs to transmit new peripheral vehicle information, the vehicle information management device 23 shifts the process to S111. In S111, the vehicle information management device 23 refers to the map represented by the map information, and extracts peripheral vehicles that may come into contact with the autonomous driving vehicle 3 that needs to transmit new peripheral vehicle information at the intersection. Then, the vehicle information management device 23 ends the vehicle information management process of FIG. 3 after transmitting the peripheral vehicle information regarding the extracted peripheral vehicle to the autonomous driving vehicle 3. In addition, the range for extracting peripheral vehicles near the intersection does not overlap with the time zone when the own vehicle is predicted to pass the intersection even if it is assumed that the vehicle outside the range approaches the intersection at the maximum speed. Is preferably set within the guaranteed range. Further, when the peripheral vehicle information representing the peripheral vehicle that may come into contact is not extracted, the information that there is no peripheral vehicle is transmitted.

On the other hand, when the vehicle information management device 23 determines in S110 that there is no self-driving vehicle 3 that needs to transmit new peripheral vehicle information, the vehicle information management device 23 ends the vehicle information management process of FIG.
Further, the vehicle information management device 23 also ends the vehicle information management process of FIG. 3 when it is determined in S109 that the autonomous driving vehicle 3 approaching the intersection does not exist.

Next, the automatic driving determination process executed by the automatic driving determination device 35 will be described with reference to the flowchart of FIG. This automatic driving determination process is repeatedly executed while the own vehicle is in automatic driving control.

First, in S201, the automatic driving determination device 35 receives the vehicle information of the own vehicle, the communication vehicle information which is the information received from the peripheral vehicle by the vehicle-to-vehicle communication, and the peripheral vehicle information from the server 2.

Subsequently, in S202, the automatic driving determination device 35 determines whether or not it is the timing to transmit the vehicle information of the own vehicle to the server 2. Specifically, when the predetermined time or more has passed since the previous transmission of the vehicle information, the automatic driving determination device 35 determines that it is the timing to transmit the vehicle information of the own vehicle to the server 2.

When the automatic driving determination device 35 determines in S202 that it is time to transmit the vehicle information of the own vehicle to the server 2, the process shifts to S203, and after transmitting the vehicle information of the own vehicle to the server 2, The process shifts to S204.

On the other hand, when the automatic driving determination device 35 determines in S202 that it is not the timing to transmit the vehicle information of the own vehicle to the server 2, S203 is skipped and the process shifts to S204.

In S204, the automatic driving determination device 35 determines whether or not the peripheral vehicle approaching the intersection can be detected by the distance measuring sensor 31b. When the automatic driving determination device 35 determines in S204 that a peripheral vehicle approaching the intersection can be detected by the distance measuring sensor 31b, the process shifts to S205. If the peripheral vehicle that can be detected by the distance measuring sensor 31b is also included in the peripheral vehicle information received from the server 2, the smaller measurement error of the peripheral vehicle information and the detection information by the distance measuring sensor 31b is selected. use.

In S205, the automatic driving determination device 35 executes the first determination process described later, which sets a control pattern of an appropriate traveling speed of the own vehicle with respect to the detected vehicle. After that, the process shifts to S206.

In the present embodiment, as shown in FIG. 5, there are three types of traveling speed control patterns: smooth brake 61, normal brake 62, and sudden brake 63. The driving speed control pattern is a proper stop, which is a stop position where the own vehicle running at a predetermined speed, which is an appropriate running speed determined by the speed limit of the running road, the road surface condition, and the running environment, does not interfere with other traffic in front of the intersection. It is classified according to the timing to start deceleration so that it can stop at the position. In FIG. 5, an example of deceleration of three types of traveling speed control patterns is shown in a graph. In the present embodiment, the deceleration of the smooth brake 61 is set to 0.1 G, the deceleration of the normal brake 62 is set to 0.2 G, and the deceleration of the sudden brake 63 is set to 0.5 G.

On the other hand, returning to FIG. 4, when the automatic driving determination device 35 determines in S204 that the peripheral vehicle approaching the intersection cannot be detected by the ranging sensor 31b, it skips S205 and shifts the process to S206. To do.

In S206, the automatic driving determination device 35 determines whether or not the peripheral vehicle information has been received from the server 2. When the automatic driving determination device 35 determines that the peripheral vehicle information has been received in S206, the process shifts to S207, and the second determination process described later, which sets an appropriate control pattern of the traveling speed of the own vehicle with respect to the receiving vehicle, is performed. Execute. In the present embodiment, the receiving vehicle is a vehicle that remains when the detected vehicle is excluded from the peripheral vehicles included in the peripheral vehicle information. In S207, the second determination process different from the first determination process in S205 is executed because the measurement error such as the current position of the receiving vehicle can be larger than that of the detection vehicle. In particular, the measurement error of the current position detected by the smartphone 51 can be larger than the measurement error of the current position detected by the in-vehicle device, so the second determination process assuming such a large measurement error is executed. Will be done. After that, the process shifts to S208.

On the other hand, when the automatic driving determination device 35 determines that the peripheral vehicle information has not been received in S206, the automatic driving determination device 35 skips S207 and shifts the processing to S208.
In S208, the automatic driving determination device 35 determines whether or not the communication vehicle information by the vehicle-to-vehicle communication has been received. When the automatic driving determination device 35 determines that the communication vehicle information has been received in S208, the automatic driving determination device 35 shifts the process to S209 and executes the second determination process in the same manner as in S207. In the present embodiment, the communication vehicle is a vehicle that remains when the detection vehicle is excluded from the peripheral vehicles included in the communication vehicle information. The reason why the second determination process is executed in S209 is that the measurement error such as the current position of the communication vehicle can be larger than that of the detection vehicle. After that, the process shifts to S210.

On the other hand, when the automatic driving determination device 35 determines that the communication vehicle information has not been received in S208, the automatic driving determination device 35 skips S209 and shifts the processing to S210.
In S210, the automatic driving determination device 35 sets the control pattern to the control pattern in which deceleration is started earliest among the control patterns of the traveling speed set in each of the processes of S205, S207 and S209. Then, the traveling control device 36 is made to control the traveling speed according to the set control pattern. After that, the automatic operation determination process of FIG. 4 ends.

Next, the first determination process executed by the automatic driving determination device 35 will be described with reference to the flowchart of FIG.
First, in S301, the automatic driving determination device 35 determines whether or not there is a possibility that the own vehicle and the detection vehicle come into contact with each other at the intersection. Specifically, if the time zone in which the detection vehicle is predicted to pass the intersection overlaps with the time zone in which the own vehicle is predicted to pass the intersection, the own vehicle and the detection vehicle may come into contact with each other at the intersection. Is determined. On the other hand, if the time zone in which the detected vehicle is predicted to pass through the intersection does not overlap with the time zone in which the own vehicle is predicted to pass through the intersection, it is determined that there is no possibility that the own vehicle and the detected vehicle will come into contact with each other at the intersection. To do. In addition to information such as the current position and running speed, the measurement error of these is also taken into consideration in the prediction of the time zone.

When the automatic driving determination device 35 determines in S301 that there is no possibility that the own vehicle and the detection vehicle come into contact with each other at the intersection, the process shifts to S302. In this case, it is determined that the own vehicle can pass through the intersection without unnecessary deceleration. Such a situation is referred to as a "passable situation" in the following description. Even if it is confirmed that the detected vehicle starts decelerating and stops before entering the intersection, it is determined that the vehicle can pass through.

In S302, the automatic driving determination device 35 determines whether or not the own vehicle is decelerating. When the automatic driving determination device 35 determines in S302 that the own vehicle is decelerating, the process shifts to S303. In S303, the automatic driving determination device 35 determines to perform acceleration control for returning to the normal traveling speed within a range in which the time zones predicted to pass the intersection of the detection vehicle and the own vehicle do not overlap. After that, the first determination process of FIG. 5 ends.

On the other hand, when the automatic driving determination device 35 determines in S302 that the own vehicle is not decelerating, the automatic driving determination device 35 shifts the process to S304 and determines to maintain the current speed. After that, the first determination process of FIG. 5 ends.

Further, when the automatic driving determination device 35 determines in S301 that the own vehicle and the detection vehicle may come into contact with each other at the intersection, the automatic driving determination device 35 shifts to S305.
In S305, the automatic driving determination device 35 determines whether or not it is possible to stop at an appropriate stop position by the smooth brake 61. When the automatic driving determination device 35 determines in S305 that the smooth brake 61 can stop at an appropriate stop position, the process shifts to S306 and the running speed control pattern is set in the smooth brake 61. After that, the first determination process of FIG. 5 ends.

On the other hand, when the automatic operation determination device 35 determines in S305 that the smooth brake 61 cannot stop at the proper stop position, the process shifts to S307.
In S307, the automatic driving determination device 35 determines whether or not the vehicle can be stopped at an appropriate stop position by the normal brake 62. When the automatic driving determination device 35 determines in S307 that the normal brake 62 can stop at the proper stop position, the process shifts to S308 and the running speed control pattern is set to the normal brake 62. After that, the first determination process of FIG. 5 ends.

On the other hand, when the automatic driving determination device 35 determines in S307 that the normal brake 62 cannot stop at the proper stop position, the process shifts to S309.
In S309, the automatic driving determination device 35 sets the running speed control pattern to the sudden brake 63. After that, the first determination process of FIG. 5 ends.

Next, the second determination process executed by the automatic driving determination device 35 will be described with reference to the flowchart of FIG. 7. In the second determination process, an appropriate control pattern of the traveling speed of the own vehicle with respect to the receiving vehicle or the communication vehicle is set, but in the following description, the receiving vehicle or the communication vehicle is simply referred to as a "target vehicle".

In the second determination process, a control pattern of an appropriate traveling speed of the own vehicle with respect to the target vehicle is set with the measurement error range in which the target vehicle can exist in consideration of the measurement error of the current position of the target vehicle as the assumed traveling range. Among the peripheral vehicles included in the peripheral vehicle information, the peripheral vehicle that does not include the detected vehicle within the measurement error range of the current position of the peripheral vehicle is set as the target vehicle.

First, in S401, the automatic driving determination device 35 determines whether or not there is a possibility that the own vehicle and the target vehicle come into contact with each other at the intersection. Specifically, if the time zone in which the target vehicle is predicted to pass through the intersection overlaps with the time zone in which the own vehicle is predicted to pass through the intersection, the own vehicle and the target vehicle may come into contact with each other at the intersection. Is determined. On the other hand, if the time zone when the target vehicle is predicted to pass the intersection does not overlap with the time zone when the own vehicle is predicted to pass the intersection, it is determined that there is no possibility that the own vehicle and the target vehicle come into contact with each other at the intersection. To do. Similar to S301, the time zone prediction includes information such as the current position and traveling speed, as well as measurement errors thereof.

The automatic driving determination device 35 shifts the process to S402 when it is determined in S401 that there is no possibility that the own vehicle and the target vehicle come into contact with each other at the intersection, that is, when it is determined that the vehicle can pass through.

FIG. 8 illustrates a specific situation in which the self-driving vehicle 3 is determined to be a passable situation when the distance measuring sensor 31b cannot detect a surrounding vehicle at an intersection due to a shield or the like. During the time zone of the self-driving vehicle 3 which is the time zone t1 to t2 when the self-driving vehicle 3 is predicted to pass through the intersection, the target vehicle 8a enters the assumed traveling range A in front of the intersection or the assumed traveling range B behind the intersection. If it is predicted to exist, it is judged to be passable.

Returning to FIG. 7, in S402, the automatic driving determination device 35 determines whether or not the own vehicle is decelerating. When the automatic driving determination device 35 determines in S402 that the own vehicle is decelerating, the process shifts to S403. In S403, the automatic driving determination device 35 determines to perform acceleration control for returning to the normal traveling speed within a range in which the time zones predicted to pass the intersection of the target vehicle and the own vehicle do not overlap. After that, the second determination process of FIG. 7 ends.

On the other hand, when the automatic driving determination device 35 determines in S402 that the own vehicle is not decelerating, the automatic driving determination device 35 shifts the process to S404 and determines to maintain the current speed. After that, the second determination process of FIG. 7 ends.

Further, when the automatic driving determination device 35 determines in S401 that the own vehicle and the target vehicle may come into contact with each other at the intersection, the process shifts to S405. In this case, it cannot be determined that the passage is possible.

FIG. 9 illustrates a specific situation in which the self-driving vehicle 3 cannot be determined to be a passable situation when the distance measuring sensor 31b cannot detect a surrounding vehicle at an intersection due to a shield or the like. If it is predicted that the target vehicle 8a exists in the assumed traveling range C in the intersection during the passing time zone of the own vehicle, it cannot be determined that the vehicle can pass.

When the automatic driving determination device 35 cannot determine that the vehicle can pass through, the automatic driving determination device 35 determines that the target vehicle passes through the intersection, based on the passing time zone of the own vehicle, according to the passing time zone of the surrounding vehicle. Calculate the overlap probability that the target vehicle exists at the intersection and the front / rear probability that the target vehicle exists before and after the intersection during the passing time zone. Then, the automatic driving determination device 35 classifies the predicted front-rear relationship, which is the prediction situation of the front-rear relationship in which the target vehicle and the own vehicle pass through the intersection, based on the calculated overlap probability and the front / rear probability.

In the present embodiment, there are three types of predictive contexts: pre-passage, simultaneous passage, and subsequent passage. As shown in FIG. 10A, the pre-passage is a front-rear relationship in which the target vehicle passes through the intersection before the own vehicle passing time zone, and it is assumed that the target vehicle is behind the intersection in the own vehicle passing time zone. It exists in the traveling range C1. Further, as shown in FIG. 10B, simultaneous passage is a front-rear relationship in which the target vehicle passes through the intersection at the same time as the own vehicle passing time zone, and the target vehicle travels in the intersection during the own vehicle passing time zone. It exists in the range C2. Then, as shown in FIG. 10C, the following passage is a front-rear relationship in which the target vehicle passes through the intersection after the own vehicle passing time zone, and the target vehicle is in front of the intersection in the own vehicle passing time zone. It exists in the assumed traveling range C3.

The prediction context is classified as follows according to the magnitude of the overlap probability and the front / back probability. If there is a possibility that there is a peripheral vehicle that is not included in the peripheral vehicle information received from the server 2, the predicted context is classified as simultaneous passage.

Pre-pass: Pre-probability ≥ Duplication probability> Post-probability, Pre-probability> Duplication probability ≥ Post-probability Simultaneous passage: Pre-probability <Duplicate probability> Post-probability, Pre-probability> Duplication probability <Post-probability, Pre-probability = Duplication probability = Post-probability Passage: Pre-probability <Duplicate probability ≤ Post-probability, Pre-probability ≤ Duplicate probability <Post-probability Returning to FIG. 7, in S405, the automatic operation determination device 35 determines whether or not the predicted context is classified as pre-pass. .. When the automatic driving determination device 35 determines in S405 that the predicted context is classified as prior passage, the automatic driving determination device 35 shifts the process to S406.

In S406, the automatic driving determination device 35 determines the traveling speed according to the priority relationship described later at the intersection between the own vehicle and the target vehicle so that the deceleration starts earlier than in the case of being classified as simultaneous passage. Set in the control pattern. After that, the second determination process of FIG. 7 ends.

On the other hand, when the automatic driving determination device 35 determines in S405 that the predicted context is not classified as prior passage, the process shifts to S407.
In S407, the automatic driving determination device 35 determines whether or not the predicted context is classified as a subsequent passage. When the automatic driving determination device 35 determines in S407 that the predicted context is classified as a subsequent passage, the automatic driving determination device 35 shifts the process to S408.

In S408, the automatic driving determination device 35 determines the traveling speed according to the priority relationship described later at the intersection between the own vehicle and the target vehicle so that the deceleration starts later than in the case of being classified as simultaneous passage. Set in the control pattern. After that, the second determination process of FIG. 7 ends.

On the other hand, when the automatic driving determination device 35 determines in S407 that the predicted context is not classified as subsequent passage, that is, when it is determined that it is classified as simultaneous passage, the processing shifts to S409.

In S409, the automatic driving determination device 35 starts decelerating later than when it is classified as a pre-passage and earlier than when it is classified as a subsequent passage. It is set in the control pattern of the traveling speed according to the priority relationship described later at the intersection between the vehicle and the target vehicle. After that, the second determination process of FIG. 7 ends.

In the present embodiment, the priority relationship depends on the priority of the traveling road on which the own vehicle travels at the intersection and the intersection road on which the target vehicle travels, and the left priority based on the positional relationship between the own vehicle and the target vehicle at the intersection. It is decided. The priority of the traveling road and the crossing road is specified based on the map information stored in the storage device 34. Specifically, it is determined by the presence / absence of suspension restrictions, priority / non-priority, and the combination of left / non-left traffic environments. FIG. 11A shows the presence or absence of a pause line. FIG. 11B shows a priority / non-priority traffic environment. Priority / non-priority is determined by the presence or absence of road signs on priority roads, the presence or absence of a center line that penetrates the intersection, and the difference in width between the driving path and the intersection. FIG. 11C shows a left / non-left traffic environment. In the case of left / non-left, priority is given to the case where the vehicle is located on the left in the positional relationship between the own vehicle and the target vehicle. When the own vehicle has a lower priority than the target vehicle, the control pattern of the running speed of the own vehicle starts deceleration earlier than when the own vehicle has a higher priority than the target vehicle. Is set to.

In the present embodiment, in S406 described above, as shown in FIG. 12, the automatic driving determination device 35 stops the own vehicle at an appropriate stop position in front of the intersection based on the priority relationship at the intersection between the own vehicle and the surrounding vehicles. Set to the control pattern of the running speed that can be done. The details are as follows.

When the following condition (A1) is satisfied, the sudden braking 63 is set.
(A1) The driving road has no suspension regulation and priority, the crossroad has suspension regulation and no priority, and the own vehicle is located to the left of the target vehicle.

When any of the following conditions (A2) to (A5) is satisfied, the normal brake 62 is set.
(A2) The driving road has no suspension regulation and no priority, the crossroad has suspension regulation and no priority, and the own vehicle is located to the left of the target vehicle.

(A3) The driving road has no suspension regulation and priority, the crossroad has suspension regulation and no priority, and the target vehicle is located to the left of the own vehicle.
(A4) The driving road has no suspension regulation and no priority, the crossroad has suspension regulation and no priority, and the target vehicle is located to the left of the own vehicle.

(A5) The driving road has no suspension regulation and priority, the crossroad has no suspension regulation and no priority, and the own vehicle is located to the left of the target vehicle.
If any of the above conditions (A1) to (A5) is not satisfied, the smooth brake 61 is set.

In the present embodiment, in S408 described above, as shown in FIG. 13, the automatic driving determination device 35 can stop the own vehicle at an appropriate stop position in front of the intersection based on the priority relationship at the intersection between the own vehicle and the surrounding vehicles. Set to the control pattern of running speed. The details are as follows.

When any of the following conditions (B1) to (B7) is satisfied, the sudden braking 63 is set.
(B1) The driving road has no suspension regulation and priority, the crossroad has suspension regulation and no priority, and the own vehicle is located to the left of the target vehicle.

(B2) The driving road has no suspension regulation and no priority, the crossroad has suspension regulation and no priority, and the own vehicle is located to the left of the target vehicle.
(B3) The driving road has no suspension regulation and priority, the crossroad has suspension regulation and no priority, and the target vehicle is located to the left of the own vehicle.

(B4) The driving road has no suspension regulation and no priority, the crossroad has suspension regulation and no priority, and the target vehicle is located to the left of the own vehicle.
(B5) The driving road has no suspension regulation and priority, the crossroad has no suspension regulation and no priority, and the own vehicle is located to the left of the target vehicle.

(B6) The driving road has no suspension regulation and no priority, the crossroad has no suspension regulation and no priority, and the own vehicle is located to the left of the target vehicle.
(B7) The driving road has no suspension regulation and priority, the crossroad has no suspension regulation and no priority, and the target vehicle is located to the left of the own vehicle.

If any of the above conditions (B1) to (B7) is not satisfied, the smooth brake 61 is set.
In the present embodiment, in S409 described above, as shown in FIG. 14, the automatic driving determination device 35 can stop the own vehicle at an appropriate stop position in front of the intersection based on the priority relationship between the own vehicle and the peripheral vehicle at the intersection. Set to the control pattern of running speed. The details are as follows.

When any of the following conditions (C1) to (C3) is satisfied, the sudden braking 63 is set.
(C1) The driving road has no suspension regulation and priority, the crossroad has suspension regulation and no priority, and the own vehicle is located to the left of the target vehicle.

(C2) The driving road has no suspension regulation and no priority, the crossroad has suspension regulation and no priority, and the own vehicle is located to the left of the target vehicle.
(C3) The driving road has no suspension regulation and priority, the crossroad has suspension regulation and no priority, and the target vehicle is located to the left of the own vehicle.

When any of the following conditions (C4) and (C5) is satisfied, the normal brake 62 is set.
(C4) The driving road has no suspension regulation and no priority, the crossroad has suspension regulation and no priority, and the target vehicle is located to the left of the own vehicle.

(C5) The driving road has no suspension regulation and priority, the crossroad has no suspension regulation and no priority, and the own vehicle is located to the left of the target vehicle.
If any of the above conditions (C1) to (C5) is not satisfied, the smooth brake 61 is set.

[3. effect]
According to the embodiment described in detail above, the following effects can be obtained.
(3a) In the second determination process, by changing the deceleration start timing of the autonomous driving vehicle 3 according to the prediction context, the possibility that the autonomous driving vehicle 3 comes into contact with neighboring vehicles at an intersection is reduced. ing. Since such traveling control is used, information on peripheral vehicles having relatively low accuracy, that is, having a large measurement error can also be used for traveling control of the autonomous driving vehicle 3. Therefore, more information on surrounding vehicles can be obtained by communication.

(3b) In the present embodiment, the front-rear relationship is classified according to the surrounding vehicle passing time zone based on the own vehicle passing time zone, and the control pattern of the traveling speed of the autonomous driving vehicle 3 is changed to the control pattern according to the front-rear relationship. Set. As a result, the autonomous driving vehicle 3 can be controlled by an appropriate control pattern. Therefore, it is possible to reduce the possibility that the autonomous driving vehicle 3 exists at the intersection at the same time as the surrounding vehicles, and it is possible to reduce the situation where the vehicle must stop before the intersection.

(3c) In the present embodiment, the control pattern of the traveling speed of the autonomous driving vehicle 3 is set to a control pattern according to the predicted front-rear relationship and the priority relationship at the intersection between the autonomous driving vehicle 3 and the peripheral vehicle. As a result, when the autonomous driving vehicle 3 has a lower priority than the peripheral vehicles, the control pattern of the traveling speed of the autonomous driving vehicle 3 is changed as compared with the case where the autonomous driving vehicle 3 has a higher priority than the peripheral vehicles. It can be set to a control pattern in which deceleration starts earlier. Therefore, when there is a high possibility that the surrounding vehicles will stop at the intersection, the comfort of the occupants can be improved by reducing unnecessary deceleration and stopping opportunities of the autonomous driving vehicle 3 and performing smooth deceleration.

(3d) In the present embodiment, the priority relationship at the intersection between the autonomous driving vehicle 3 and the peripheral vehicle is determined by looking at the relationship between the traveling road and the intersection and the positional relationship between the autonomous driving vehicle 3 and the peripheral vehicle. Judge by. As a result, it is possible to determine a more reliable priority relationship at the intersection of the autonomous driving vehicle 3 and the peripheral vehicle. Therefore, the control pattern of the traveling speed of the autonomous driving vehicle 3 can be set to an appropriate control pattern.

(3e) In the present embodiment, as the information of the second type general vehicle 5 having no vehicle-to-vehicle communication device, the information of the smartphone 51 possessed by the driver who got on the second type general vehicle 5 is utilized. There is. As a result, the server 2 can also acquire information on a general vehicle that does not have an inter-vehicle communication device. Therefore, more information on surrounding vehicles can be obtained.

(3f) In the present embodiment, the server 2 corrects the current position received from the smartphone 51 as the current position of the second type general vehicle 5 to improve the position accuracy. As a result, it is possible to utilize information on surrounding vehicles with relatively low accuracy. Therefore, it is possible to utilize the information of the current position from a mobile communication device such as a smartphone 51, which generally has a large measurement error.

(3g) In the present embodiment, the peripheral vehicle information extracted by the server 2 and representing the peripheral vehicle that may come into contact with the autonomous driving vehicle 3 that needs to transmit the peripheral vehicle information at the intersection is the autonomous driving vehicle 3. Will be sent to. This eliminates the need for each autonomous driving vehicle 3 to extract information that affects the autonomous driving vehicle 3 from a large number of information managed by the server 2. Therefore, the process executed by the autonomous driving vehicle 3 can be simplified.

In the embodiment, the automatic driving determination device 35 corresponds to the automatic driving control device, S201 corresponds to the processing as the acquisition unit, S201 and S203 correspond to the processing as the communication processing unit, and S401 corresponds to the contact determination unit. S405 and S407 correspond to the processing as the prediction unit, and S210, S406, S408 and S409 correspond to the processing as the control pattern setting unit.

[4. Other embodiments]
Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments, and can be implemented in various modifications.

(4a) In the above embodiment, the smartphone 51 is exemplified as the mobile communication device, but the mobile communication device may be a device other than the smartphone 51.
(4b) In the above embodiment, the server 2 exemplifies the configuration in which the server 2 collects the information of the first-class general vehicle 4 from the autonomous driving vehicle 3 that is communicating with the first-class general vehicle 4. However, the method by which the server 2 collects the information of the first-class general vehicle 4 is not limited to this. For example, the first-class general vehicle 4 may be configured to be collected via a reception-only radio which is a device installed on the road and capable of wireless communication with the first-class general vehicle 4.

(4c) In the above embodiment, the server 2 extracts peripheral vehicle information representing a peripheral vehicle that may come into contact with the autonomous driving vehicle 3 as a transmission destination at an intersection from the managed information. Although the configuration for transmitting to the autonomous driving vehicle 3 has been illustrated, the method for extracting peripheral vehicle information is not limited to this. For example, the server 2 transmits information on all peripheral vehicles, and based on the information on peripheral vehicles received by each autonomous driving vehicle 3, peripheral vehicle information representing peripheral vehicles that may come into contact at an intersection is extracted. There may be.

(4d) In the above embodiment, the combination of the prediction context and the priority relationship for setting the control pattern of the traveling speed is illustrated, but the combination is not limited to this, and may be another combination. ..

(4e) In the above embodiment, the server 2 collects the information of the smartphone 51 as the information of the autonomous driving vehicle 3, the information of the first type general vehicle 4, and the information of the second type general vehicle 5. The information collected by the server 2 is not limited to this. For example, the detection result of the vehicle by the roadside sensor installed on the road may be collected.

(4f) In the above embodiment, the measurement error of the current position of the smartphone 51 is determined in advance, but the measurement error is not limited to this. For example, the measurement error of the current position may be transmitted from the smartphone 51.

(4g) In the above embodiment, the configuration in which the automatic driving control system 1 includes the server 2 is illustrated, but the automatic driving control system 1 may not include the server 2. In this case, the self-driving vehicle 3 is different from the above embodiment in that the vehicle information of the second type general vehicle 5 can be received without going through the server 2. Specifically, for example, the autonomous driving vehicle 3 is equipped with a mobile communication device capable of wireless communication via the mobile data communication network 6, and the automatic driving determination device 35 is from the second type general vehicle 5 via the mobile communication device. Vehicle information may be received. In this case, the automatic operation determination device 35 may execute the process corresponding to S106 instead of the server 2.

(4h) A part or all of the functions executed by the automatic driving determination device 35 in the above embodiment may be configured in hardware by one or a plurality of ICs or the like.
(4i) In addition to the above-mentioned automatic driving judgment device 35, an automatic driving control system 1 having the automatic driving judgment device 35 as a component, a program for causing a computer to execute an automatic driving judgment process, and a semiconductor memory recording this program. The present disclosure can also be realized in various forms such as a non-transitional substantive recording medium such as, a method of setting a control pattern of a traveling speed, and the like.

(4j) The function of one component in the above embodiment may be realized by a plurality of components, or one function of one component may be realized by a plurality of components. Further, a plurality of functions possessed by the plurality of components may be realized by one component, or one function realized by the plurality of components may be realized by one component. Further, a part of the configuration of the above embodiment may be omitted. It should be noted that all aspects included in the technical idea specified only by the wording described in the claims are embodiments of the present disclosure.

1 ... Automatic driving control system, 2 ... Server, 3 ... Autonomous driving vehicle, 4 ... Type 1 general vehicle, 5 ... Type 2 general vehicle, 6 ... Mobile data communication network, 21 ... Vehicle-to-vehicle communication device, 22 ... Mobile communication device, 23 ... Vehicle information management device, 24 ... Storage device, 31 ... In-vehicle sensor, 32 ... Vehicle-to-vehicle communication device, 33 ... Server-to-server communication device, 34 ... Storage device, 35 ... Automatic driving judgment device, 36 ... Driving control device, 41 ... in-vehicle sensor, 42 ... vehicle-to-vehicle communication device, 43 ... driving support control device, 51 ... smartphone.

Claims (6)

An automatic driving control device (35) mounted on a vehicle.
An acquisition unit (S201) that acquires vehicle information including the current position of the vehicle detected by the vehicle-mounted sensor (31) mounted on the vehicle, and
A communication processing unit (S201) that receives peripheral vehicle information including the current position of a peripheral vehicle of the vehicle, and
A detection unit (S204) that detects a detection vehicle, which is a peripheral vehicle approaching an intersection where the vehicle is going to pass, by the in-vehicle sensor.
A first contact for determining whether or not there is a possibility that the vehicle and the detected vehicle may come into contact with each other at the intersection based on the vehicle information and the detection information related to the detected vehicle detected by the detection unit. Judgment unit (S301) and
Based on the vehicle information and the peripheral vehicle information, before Ki交 satin, first determines said vehicle, the target vehicle is the peripheral vehicle excluding the detection vehicle, is whether there is a possibility of contact 2 contact determination unit (S401) and
When the second contact determination unit determines that there is the possibility, the prediction unit (S405, S407) predicting the front-rear relationship of the timing at which the vehicle and the target vehicle pass through the intersection,
A control pattern setting unit (S210, S210,) that sets a control pattern of the traveling speed of the vehicle to the control pattern that starts deceleration so that the vehicle approaching the intersection can stop at a predetermined position in front of the intersection . S306, S308, S309, S406, S408, S4 09 ) and
With
The control pattern setting unit
When the first contact determination unit determines that there is the possibility, the control pattern of the traveling speed of the vehicle with respect to the detection vehicle is set to the control pattern according to the vehicle information.
When the second contact determination unit determines that there is the possibility, the control pattern of the traveling speed of the vehicle with respect to the target vehicle is set according to the vehicle information and the front-rear relationship predicted by the prediction unit. the control and pattern is configured to set the control pattern the vehicle when it is expected to pass through the intersection has early timing than the peripheral vehicle, the deceleration is initiated at a predetermined fast set, when said vehicle is expected to pass through the intersection slow timing than the peripheral vehicle is set to the control pattern decelerating faster than the predetermined fast starts, the automatic travel control apparatus. An automatic driving control device (35) mounted on a vehicle capable of communicating with an external server (2).
An acquisition unit (S201) that acquires vehicle information including the current position of the vehicle detected by the vehicle-mounted sensor (31) mounted on the vehicle, and
Communication processing units (S201, S203) that transmit the vehicle information to the server and receive peripheral vehicle information including the current positions of vehicles around the vehicle from the server.
A detection unit (S204) that detects a detection vehicle, which is a peripheral vehicle approaching an intersection where the vehicle is going to pass, by the in-vehicle sensor.
A first contact for determining whether or not there is a possibility that the vehicle and the detected vehicle may come into contact with each other at the intersection based on the vehicle information and the detection information related to the detected vehicle detected by the detection unit. Judgment unit (S301) and
Based on the vehicle information and the peripheral vehicle information, before Ki交 satin, first determines said vehicle, the target vehicle is the peripheral vehicle excluding the detection vehicle, is whether there is a possibility of contact 2 contact determination unit (S401) and
When the second contact determination unit determines that there is the possibility, the prediction unit (S405, S407) predicting the front-rear relationship of the timing at which the vehicle and the target vehicle pass through the intersection,
A control pattern setting unit (S210, S210,) that sets a control pattern of the traveling speed of the vehicle to the control pattern that starts deceleration so that the vehicle approaching the intersection can stop at a predetermined position in front of the intersection . S306, S308, S309, S406, S408, S409) and
With
The control pattern setting unit
When the first contact determination unit determines that there is the possibility, the control pattern of the traveling speed of the vehicle with respect to the detection vehicle is set to the control pattern according to the vehicle information.
When the second contact determination unit determines that there is the possibility, the control pattern of the traveling speed of the vehicle with respect to the target vehicle is set according to the vehicle information and the front-rear relationship predicted by the prediction unit. the control and pattern is configured to set the control pattern the vehicle when it is expected to pass through the intersection has early timing than the peripheral vehicle, the deceleration is initiated at a predetermined fast set, when said vehicle is expected to pass through the intersection slow timing than the peripheral vehicle is set to the control pattern decelerating faster than the predetermined fast starts, the automatic travel control apparatus. The automatic driving control device according to claim 1 or 2.
The prediction unit is based on the time zone in which the vehicle is predicted to pass the intersection, and the front and rear according to the peripheral vehicle passing time zone, which is the time zone in which the peripheral vehicle is predicted to pass the intersection. The relationship is as follows: the first front-rear relationship, the second front-rear relationship in which the peripheral vehicle passing time zone is slower than the first front-rear relationship, and the peripheral vehicle passing time zone being further slower than the second front-rear relationship. Classified into the third context,
The control pattern setting unit
When the front-rear relationship is classified into the second front-rear relationship by the prediction unit, the control pattern of the traveling speed of the vehicle is faster than in the case where the front-rear relationship is classified into the third front-rear relationship. Set to the control pattern where deceleration is started,
When the front-rear relationship is classified into the first front-rear relationship by the prediction unit, the control pattern of the traveling speed of the vehicle is faster than in the case where the front-rear relationship is classified into the second front-rear relationship. An automatic driving control device set in the control pattern at which deceleration is started. The automatic driving control device according to any one of claims 1 to 3.
The control pattern setting unit
The control pattern of the traveling speed of the vehicle is set to the control pattern according to the front-rear relationship predicted by the prediction unit and the priority relationship between the vehicle and the peripheral vehicle at the intersection.
When the vehicle has a lower priority than the peripheral vehicle, the deceleration of the traveling speed control pattern of the vehicle is started earlier than when the vehicle has a higher priority than the peripheral vehicle. An automatic driving control device that sets the control pattern. The automatic driving control device according to claim 4.
The automatic traveling control device includes the priority of the traveling road on which the vehicle travels and the intersection road on which the peripheral vehicle travels at the intersection. The automatic driving control device according to claim 4 or 5.
The automatic traveling control device includes the left priority when the vehicle is located on the left side in the positional relationship between the vehicle and the peripheral vehicle at the intersection.