JP6859239B2 - Vehicle control devices, vehicle control methods, and programs - Google Patents

Description

The present invention relates to vehicle control devices, vehicle control methods, and programs.

In recent years, research has been carried out on the automatic control of vehicles (see Patent Documents 1 and 2).

Japanese Unexamined Patent Publication No. 2016-143137 Japanese Patent No. 5865981

However, in the conventional technique, the control when passing by another vehicle in the face-to-face traffic has not been sufficiently considered.

The present invention has been made in consideration of such circumstances, and one of the objects of the present invention is to provide a vehicle control device, a vehicle control method, and a program capable of performing face-to-face traffic more smoothly.

(1): A recognition unit that recognizes another vehicle existing in the vicinity of the own vehicle and a road environment including an evacuation space around the own vehicle, and the own vehicle among other vehicles recognized by the recognition unit. Based on the road environment, the own vehicle of the passing vehicle determination unit that determines whether or not there is a specific other vehicle that passes on a one-lane road and the specific other vehicle that is determined to exist by the passing vehicle determination unit. Alternatively, it is a vehicle control device including a evacuation necessity determination unit for determining whether or not it is necessary to move the specific other vehicle to the evacuation space.

(2): In (1), when the evacuation necessity determination unit determines that there is no evacuation space around the specific other vehicle and there is an evacuation space around the own vehicle, the self. It further includes an evacuation operation control unit that controls one or both of steering or acceleration / deceleration of the vehicle to drive the own vehicle and evacuate the own vehicle to the evacuation space.

(3): In (2), the evacuation necessity determination unit determines whether or not the specific other vehicle needs to retreat in order for the specific other vehicle to evacuate to the evacuation space, and the above. The evacuation operation control unit retracts the own vehicle to the evacuation space when the evacuation necessity determination unit determines that the specific other vehicle needs to retreat in order to evacuate to the evacuation space. Is.

(4): In (2) or (3), the evacuation operation control unit retracts the own vehicle to the evacuation space when the gradient with respect to the traveling direction of the specific other vehicle is an upslope. is there.

(5): (2) to (4), the evacuation operation control unit retracts the own vehicle to the evacuation space when the specific other vehicle first reaches the narrow area of the road. Is.

(6): (2) to (5), the evacuation operation control unit retracts the own vehicle to the evacuation space when another vehicle exists behind the specific other vehicle. is there.

(7): (2) to (6), the evacuation operation control unit retracts the own vehicle to the evacuation space when an oncoming person exists in addition to the specific other vehicle.

(8): (2) to (7), the evacuation operation control unit does not evacuate the own vehicle to the evacuation space when another vehicle is behind the own vehicle.

(9): In (8), the evacuation operation control unit uses the own vehicle when there is another vehicle behind the own vehicle and the evacuation space is only the space for one vehicle. It is not evacuated to the evacuation space.

(10): In the cases (2) to (9), when the evacuation operation control unit determines that there is an evacuation space around the specific other vehicle and there is no evacuation space around the own vehicle. The own vehicle is stopped in front of the evacuation space so that the specific other vehicle can move to the evacuation space.

(11): The recognition unit recognizes the road environment including the other vehicle existing in the vicinity of the own vehicle and the evacuation space around the own vehicle, and the passing vehicle determination unit recognizes the other vehicle recognized by the recognition unit. Among the specified other vehicles, the specific other vehicle that is determined by the passing vehicle determination unit to determine whether or not there is a specific other vehicle that passes by the one-lane road with the own vehicle is determined. This is a vehicle control method for determining whether or not it is necessary to move the own vehicle or the specific other vehicle to the evacuation space based on the road environment.

(12): The recognition unit recognizes another vehicle existing in the vicinity of the own vehicle and a computer mounted on the own vehicle having a recognition unit for recognizing the road environment including the evacuation space around the own vehicle. Among other vehicles, it is determined whether or not there is a specific other vehicle that passes by the road in one lane with the own vehicle, and the specific other vehicle determined to exist is said to be the own vehicle based on the road environment. Alternatively, it is a program for determining whether or not it is necessary to move the specific other vehicle to the evacuation space.

According to (1) to (12), two-way traffic can be performed more smoothly.

It is a block diagram of the vehicle system 1 using the vehicle control device which concerns on embodiment. It is a functional block diagram of the 1st control unit 120 and the 2nd control unit 160. It is a figure for demonstrating the scene (1) to evacuate to the evacuation space. It is a figure which shows an example of the state that the own vehicle M is evacuating in the evacuation space AR1. It is a figure which shows an example of the information included in the evacuation complexity degree derivation map 172. It is a figure which shows an example of the score of each derived element. It is a figure for demonstrating the scene (2) to evacuate to the evacuation space. It is a figure for demonstrating the scene (3) to evacuate to the evacuation space. It is a figure for demonstrating the scene (4) to evacuate to the evacuation space. It is a figure for demonstrating the scene (5) to evacuate to the evacuation space. It is a figure for demonstrating the scene (6) to evacuate to the evacuation space. It is a figure for demonstrating the scene (7) to evacuate to the evacuation space. It is a figure for demonstrating the scene (8) to evacuate to the evacuation space. It is a figure for demonstrating the scene (9) to evacuate to the evacuation space. It is a flowchart which shows the flow of the process executed by the automatic operation control device 100. It is a figure which shows an example of the hardware composition of the automatic operation control device 100 of an embodiment.

Hereinafter, embodiments of the vehicle control device, vehicle control method, and program of the present invention will be described with reference to the drawings.

[overall structure]
FIG. 1 is a configuration diagram of a vehicle system 1 using the vehicle control device according to the embodiment. The vehicle on which the vehicle system 1 is mounted is, for example, a vehicle such as a two-wheeled vehicle, a three-wheeled vehicle, or a four-wheeled vehicle, and the drive source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. When the electric motor is provided, the electric motor operates by using the electric power generated by the generator connected to the internal combustion engine or the electric power generated by the secondary battery or the fuel cell.

The vehicle system 1 includes, for example, a camera 10, a radar device 12, a finder 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a vehicle sensor 40, a navigation device 50, and the like. It includes an MPU (Map Positioning Unit) 60, a driving operator 80, an automatic driving control device 100, a traveling driving force output device 200, a braking device 210, and a steering device 220. These devices and devices are connected to each other by a multiplex communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. The configuration shown in FIG. 1 is merely an example, and a part of the configuration may be omitted or another configuration may be added.

The camera 10 is, for example, a digital camera using a solid-state image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). One or a plurality of cameras 10 are attached to an arbitrary position of a vehicle (hereinafter, referred to as own vehicle M) on which the vehicle system 1 is mounted. When photographing the front, the camera 10 is attached to the upper part of the front windshield, the back surface of the rearview mirror, and the like. The camera 10 periodically and repeatedly images the periphery of the own vehicle M, for example. The camera 10 may be a stereo camera.

The radar device 12 radiates radio waves such as millimeter waves around the own vehicle M, and detects radio waves (reflected waves) reflected by the object to detect at least the position (distance and direction) of the object. One or a plurality of radar devices 12 may be attached to any position of the own vehicle M. The radar device 12 may detect the position and velocity of the object by the FM-CW (Frequency Modulated Continuous Wave) method.

The finder 14 is a LIDAR (Light Detection and Ranging). The finder 14 irradiates the periphery of the own vehicle M with light and measures the scattered light. The finder 14 detects the distance to the target based on the time from light emission to light reception. The emitted light is, for example, a pulsed laser beam. One or a plurality of finder 14s may be attached to any position of the own vehicle M.

The object recognition device 16 performs sensor fusion processing on the detection results of a part or all of the camera 10, the radar device 12, and the finder 14, and recognizes the position, type, speed, and the like of the object. The object recognition device 16 outputs the recognition result to the automatic operation control device 100. Further, the object recognition device 16 may output the detection results of the camera 10, the radar device 12, and the finder 14 to the automatic driving control device 100 as they are, if necessary.

The communication device 20 communicates with another vehicle existing in the vicinity of the own vehicle M by using, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or wirelessly. Communicates with various server devices via the base station.

The HMI 30 presents various information to the occupants of the own vehicle M and accepts input operations by the occupants. The HMI 30 includes various display devices, speakers, buzzers, touch panels, switches, keys and the like.

The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the own vehicle M, an acceleration sensor that detects the acceleration, a yaw rate sensor that detects the angular velocity around the vertical axis, an orientation sensor that detects the direction of the own vehicle M, and the like.

The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a routing unit 53, and the first map information 54 is stored in a storage device such as an HDD (Hard Disk Drive) or a flash memory. Holds. The GNSS receiver 51 identifies the position of the own vehicle M based on the signal received from the GNSS satellite. The position of the own vehicle M may be specified or complemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, and the like. The navigation HMI 52 may be partially or wholly shared with the above-mentioned HMI 30. The route determination unit 53, for example, has a route from the position of the own vehicle M (or an arbitrary position input) specified by the GNSS receiver 51 to the destination input by the occupant using the navigation HMI 52 (hereinafter, hereafter). The route on the map) is determined with reference to the first map information 54. The first map information 54 is, for example, information in which a road shape is expressed by a link indicating a road and a node connected by the link. The first map information 54 may include road curvature, POI (Point Of Interest) information, and the like. The map route determined by the route determination unit 53 is output to the MPU 60. Further, the navigation device 50 may perform route guidance using the navigation HMI 52 based on the map route determined by the route determination unit 53. The navigation device 50 may be realized by, for example, the function of a terminal device such as a smartphone or a tablet terminal owned by an occupant. Further, the navigation device 50 may transmit the current position and the destination to the navigation server via the communication device 20 and acquire the route on the map returned from the navigation server.

The MPU 60 functions as, for example, a recommended lane determination unit 61, and holds the second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane determination unit 61 divides the route provided by the navigation device 50 into a plurality of blocks (for example, divides the route every 100 [m] with respect to the vehicle traveling direction), and refers to the second map information 62 for each block. Determine the recommended lane. The recommended lane determination unit 61 determines which lane to drive from the left. The recommended lane determination unit 61 determines the recommended lane so that the own vehicle M can travel on a reasonable route to proceed to the branch destination when there is a branch point, a merging point, or the like on the route.

The second map information 62 is more accurate map information than the first map information 54. The second map information 62 includes, for example, information on the center of the lane, information on the boundary of the lane, and the like. Further, the second map information 62 may include road information, traffic regulation information, address information (address / zip code), facility information, telephone number information, and the like. The second map information 62 may be updated at any time by accessing another device using the communication device 20.

The driving controller 80 includes, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, a deformed steering wheel, a joystick, and other controls. A sensor for detecting the amount of operation or the presence or absence of operation is attached to the operation operator 80, and the detection result is the automatic operation control device 100, or the traveling driving force output device 200, the brake device 210, and the steering device. It is output to one or both of 220.

The automatic operation control device 100 includes, for example, a first control unit 120, a second control unit 160, and a storage unit 170. The first control unit 120 and the second control unit 160 are realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). In addition, some or all of these components are hardware (circuits) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), and GPU (Graphics Processing Unit). It may be realized by the part; including circuitry), or it may be realized by the cooperation of software and hardware. The storage unit 170 stores the evacuation complexity derivation map 172, which will be described later.

FIG. 2 is a functional configuration diagram of the first control unit 120 and the second control unit 160. The first control unit 120 includes, for example, a recognition unit 130 and an action plan generation unit 140. The first control unit 120, for example, realizes a function by AI (Artificial Intelligence) and a function by a model given in advance in parallel. For example, the function of "recognizing an intersection" is executed in parallel with the recognition of an intersection by deep learning or the like and the recognition based on predetermined conditions (there are signals that can be pattern matched, road markings, etc.), and both are executed. It is realized by scoring and comprehensively evaluating. This ensures the reliability of autonomous driving.

The recognition unit 130 determines the position, speed, acceleration, and other states of objects around the own vehicle M based on the information input from the camera 10, the radar device 12, and the finder 14 via the object recognition device 16. recognize. The position of the object is recognized as, for example, a position on absolute coordinates with the representative point (center of gravity, center of drive axis, etc.) of the own vehicle M as the origin, and is used for control. The position of the object may be represented by a representative point such as the center of gravity or a corner of the object, or may be represented by a represented area. The "state" of an object may include the acceleration and jerk of both objects, or the "behavioral state" (eg, whether or not the vehicle is changing lanes or is about to change lanes). Further, the recognition unit 130 recognizes the shape of the curve that the own vehicle M is about to pass based on the image captured by the camera 10. The recognition unit 130 converts the shape of the curve from the image captured by the camera 10 into a real plane, and for example, two-dimensional point sequence information or information expressed using a model equivalent thereto is information indicating the shape of the curve. Is output to the action plan generation unit 140.

Further, the recognition unit 130 recognizes, for example, the lane (traveling lane) in which the own vehicle M is traveling. For example, the recognition unit 130 has a road marking line pattern (for example, an arrangement of a solid line and a broken line) obtained from the second map information 62 and a road marking line around the own vehicle M recognized from the image captured by the camera 10. By comparing with the pattern of, the driving lane is recognized. The recognition unit 130 may recognize the traveling lane by recognizing not only the road marking line but also the running road boundary (road boundary) including the road marking line, the shoulder, the curb, the median strip, the guardrail, and the like. .. In this recognition, the position of the own vehicle M acquired from the navigation device 50 and the processing result by the INS may be added. The recognition unit 130 also recognizes pause lines, obstacles, red lights, tollhouses, and other road events.

When recognizing the traveling lane, the recognition unit 130 recognizes the position and posture of the own vehicle M with respect to the traveling lane. For example, the recognition unit 130 sets the deviation of the reference point of the own vehicle M from the center of the lane and the angle formed by the center of the lane in the traveling direction of the own vehicle M with respect to the relative position of the own vehicle M with respect to the traveling lane. And may be recognized as a posture. Further, instead of this, the recognition unit 130 sets the position of the reference point of the own vehicle M with respect to any side end portion (road division line or road boundary) of the traveling lane, and the relative position of the own vehicle M with respect to the traveling lane. May be recognized as.

Further, the recognition unit 130 may derive the recognition accuracy in the above recognition process and output it to the action plan generation unit 140 as the recognition accuracy information. For example, the recognition unit 130 generates recognition accuracy information based on the frequency with which the road lane marking can be recognized in a certain period of time. The functions of the passing vehicle determination unit 132 and the evacuation space determination unit 134 of the recognition unit 130 will be described later.

In principle, the action plan generation unit 140 travels in the recommended lane determined by the recommended lane determination unit 61, and further determines events to be sequentially executed in automatic driving so as to be able to respond to the surrounding conditions of the own vehicle M. Then, the own vehicle M is driven according to the determined event.

The second control unit 160 includes, for example, an acquisition unit 162, a speed control unit 164, and a steering control unit 166. The acquisition unit 162 acquires the information of the target trajectory (orbit point) generated by the action plan generation unit 140 and stores it in a memory (not shown). The speed control unit 164 controls the traveling driving force output device 200 or the braking device 210 based on the speed element associated with the target trajectory stored in the memory. The steering control unit 166 controls the steering device 220 according to the degree of bending of the target trajectory stored in the memory. The processing of the speed control unit 164 and the steering control unit 166 is realized by, for example, a combination of feedforward control and feedback control. As an example, the steering control unit 166 executes a combination of feedforward control according to the curvature of the road in front of the own vehicle M and feedback control based on the deviation from the target trajectory.

The traveling driving force output device 200 outputs a traveling driving force (torque) for traveling the vehicle to the drive wheels. The traveling driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an ECU that controls them. The ECU controls the above configuration according to the information input from the second control unit 160 or the information input from the operation operator 80.

The brake device 210 includes, for example, a brake caliper, a cylinder that transmits flood pressure to the brake caliper, an electric motor that generates flood pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to the information input from the second control unit 160 or the information input from the operation operator 80 so that the brake torque corresponding to the braking operation is output to each wheel. The brake device 210 may include, as a backup, a mechanism for transmitting the oil pressure generated by the operation of the brake pedal included in the operation operator 80 to the cylinder via the master cylinder. The brake device 210 is not limited to the configuration described above, and is an electronically controlled hydraulic brake device that controls an actuator according to information input from the second control unit 160 to transmit the oil pressure of the master cylinder to the cylinder. May be good.

The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies a force to the rack and pinion mechanism to change the direction of the steering wheel. The steering ECU drives the electric motor according to the information input from the second control unit 160 or the information input from the operation operator 80, and changes the direction of the steering wheel.

[Passing vehicle judgment unit]
Among the other vehicles recognized by the recognition unit 130, the passing vehicle determination unit 132 recognizes a specific other vehicle that passes by the own vehicle on a road in one lane.

[Evacuation space judgment unit]
The evacuation space determination unit 134 recognizes the road environment around the own vehicle M based on the information input from the camera 10, the radar device 12, and the finder 14 via the object recognition device 16. The road environment is the width of the road, obstacles existing on the road, buildings existing along the road, an area where vehicles existing along the road or on the road can be evacuated (evacuation space), and the like. The evacuation space is not limited to a space that can include the entire vehicle, and may be a space that a part of the vehicle can enter. The space in which a part of the vehicle can enter is a space in which a specific other vehicle can pass through the target road by entering the space.

[Evacuation necessity judgment unit]
The evacuation necessity determination unit 142 determines whether or not the specific other vehicle determined to exist by the passing vehicle determination unit 132 needs to be moved to the evacuation space of the own vehicle M or the specific other vehicle based on the road environment. To do. For example, the evacuation necessity determination unit 142 determines whether or not the own vehicle M and another vehicle can pass face-to-face on the road. For example, the evacuation necessity determination unit 142 performs face-to-face traffic when the road width is not sufficient for face-to-face traffic, or when there is an obstacle that obstructs face-to-face traffic even if the road width is sufficient. Judge that it cannot be done.

[Evacuation operation control unit]
The evacuation operation control unit 144 steers the own vehicle M when, for example, the evacuation necessity determination unit 142 determines that there is no evacuation space around the specific other vehicle and there is an evacuation space around the own vehicle M. Alternatively, one or both of acceleration and deceleration are controlled to drive the own vehicle M, and the own vehicle M is evacuated to the evacuation space.

"There is no evacuation space around the specific other vehicle and there is an evacuation space around the own vehicle M" means, for example, that there is no evacuation space within a few meters from the position of the specific other vehicle or the position of the specific other vehicle. The distance from the position of the own vehicle M to the predetermined evacuation space is closer than the distance from the vehicle M to the predetermined evacuation space. In addition, "there is no evacuation space around the specific other vehicle, and there is an evacuation space around the own vehicle M" means that even if there is an evacuation space within a few meters from the position of the specific other vehicle, the specific other vehicle is on the road. There is an evacuation space on the opposite side in the width direction (for example, on the right side of the road and on the side where the own vehicle M is traveling on the road) from the position where the vehicle M is traveling. May be good. Further, the evacuation operation control unit 144 may or may not evacuate the own vehicle M to the evacuation space depending on the situation.

Hereinafter, scenes (1) to (8) in which the own vehicle M or a specific other vehicle evacuates to the evacuation space after the own vehicle M determines whether it is necessary to move to the evacuation space will be described. In addition, the following description will be made using XYZ coordinates as needed. For example, the X direction is the central axis direction of the own vehicle M, the Y direction is the width direction of the own vehicle M, and the Z direction is the vertical direction of the own vehicle M.

[Scene (1)]
FIG. 3 is a diagram for explaining a scene (1) of evacuating to the evacuation space. In the scene (1), it is assumed that the evacuation space AR1 exists adjacent to the left side of the road when the direction D1 is used as a reference. Further, in the scene (1), the own vehicle M is in the D1 direction from the front side (lower side of FIG. 3) of the evacuation space AR1, and the specific other vehicle m is in the D2 direction from the front side (upper side of FIG. 3) of the evacuation space AR1. , Each is going to pass (face-to-face). Further, the own vehicle M is traveling near the left side of the road, and the specific other vehicle m is traveling near the right side of the road. Here, the road on which the own vehicle M and the specific other vehicle m are traveling is narrow, and the own vehicle M or the specific other vehicle m must evacuate to the evacuation space AR1 to allow two-way traffic. In the example of FIG. 3, the evacuation operation control unit 144 determines that there is no evacuation space around the specific other vehicle m and there is an evacuation space around the own vehicle M, and evacuates the own vehicle M to the evacuation space.

Further, the evacuation operation control unit 144 may determine as follows. For example, the evacuation operation control unit 144 generates a track OR1 for the own vehicle M to evacuate to the evacuation space AR1. Further, the evacuation operation control unit 144 estimates the track OR2 generated when the specific other vehicle m evacuates to the evacuation space. The evacuation operation control unit 144 derives a score for the own vehicle M (evacuation complexity degree) based on the generated track OR1 and a score for the specific other vehicle m (evacuation complexity degree) based on the estimated track OR2. The score is the degree of complexity of the behavior (behavior) when controlling the vehicle to evacuate to the evacuation space. The details of deriving the score will be described later. Then, when the score of the own vehicle M is lower than the score of the specific other vehicle m, the evacuation operation control unit 144 retracts the own vehicle M to the evacuation space AR1.

For example, in FIG. 3, the score of the own vehicle M is lower than the score of the specific other vehicle m. When the track OR1 of the own vehicle M and the track OR2 of the specific other vehicle m are compared, the distance traveled to the evacuation space AR1 and the steering amount are larger in the track OR1 of the own vehicle M than in the track OR2 of the specific other vehicle m. Is small. In this case, the evacuation operation control unit 144 retracts the own vehicle M to the evacuation space AR1. Then, the evacuation operation control unit 144 waits until the specific other vehicle m passes through the own vehicle M in a state where the own vehicle M is evacuated to the evacuation space AR1, and after the specific other vehicle m passes, the own vehicle M Is returned to the road from the evacuation space AR1 and travels in the D1 direction. FIG. 4 is a diagram showing an example of how the own vehicle M is evacuating in the evacuation space AR1.

As described above, when there is no evacuation space around the specific other vehicle m and there is an evacuation space around the own vehicle M, the two-way traffic is made smoother by retracting the own vehicle M to the evacuation space. Can be done.

[Score derivation process]
The evacuation operation control unit 144 derives the score with reference to the evacuation complexity derivation map 172. The evacuation complexity derivation map 172 is information in which a score is associated with an index such as the size of a predetermined element. The predetermined element is an element related to the degree of complexity when the vehicle evacuates to the evacuation space. Specifically, the predetermined factors include, for example, the distance between the evacuation space and the vehicle, the amount of steering when evacuating to the evacuation space, the number of times steering is turned back (steering is turned back in the opposite direction), the slope of the road, and the back. Part or all of the presence / absence, the number of following vehicles, objects around the vehicle (people, animals, bicycles, etc.), the size of the evacuation space, etc.

FIG. 5 is a diagram showing an example of information included in the evacuation complexity derivation map 172. In the figure, the evacuation complexity derivation map 172-1 is information in which a score is associated with the distance from the vehicle to the evacuation space. In the evacuation complexity derivation map 172-1, the longer the distance, the higher the score.

In the figure, the evacuation complexity derivation map 172-2 is information in which a score is associated with the steering amount when the vehicle is evacuated to the evacuation space. In the evacuation complexity derivation map 172-2, the score is set to increase as the steering amount increases.

In the figure, the evacuation complexity derivation map 172-N is information in which the score is associated with the size of the evacuation space. In the evacuation complexity derivation map 172-N, the larger the size of the evacuation space, the smaller the score.

Further, the evacuation complexity derivation map 172 is included in the evacuation complexity derivation map, which is set so that the score increases as the number of steering turns increases. Further, the evacuation complexity derivation map 172 is included in the evacuation complexity derivation map, which is set so that the score becomes larger as the slope of the road becomes higher. Further, the evacuation complexity derivation map 172 is included in the evacuation complexity derivation map 172, which is set so that the score becomes larger as the backing distance becomes longer. In addition, the evacuation complexity derivation map set so that the score increases as the number of following vehicles or the number of objects (people, animals, bicycles) around the vehicle increases is added to the evacuation complexity derivation map 172. include.

The evacuation operation control unit 144 totals the scores of the derived elements, and determines whether or not to evacuate the own vehicle M to the evacuation space based on the total score. The evacuation operation control unit 144 may perform statistical processing by multiplying the scores of each element. Further, the evacuation operation control unit 144 may perform statistical processing using the score of the upper N (arbitrary natural number) from the maximum value among the scores of each element. Further, the evacuation operation control unit 144 may determine whether or not to evacuate the own vehicle M to the evacuation space by comparing the indexes of any element itself among the elements.

FIG. 6 is a diagram showing an example of the score of each derived element. The evacuation operation control unit 144 derives the total score of each element for the own vehicle M and the specific other vehicle m. Then, when the score of the own vehicle M is lower than the score of the specific other vehicle m, the evacuation operation control unit 144 evacuates the own vehicle M to the evacuation space, and the score of the own vehicle M is higher than the score of the specific other vehicle m. If it is high, it waits until the specific other vehicle m evacuates to the evacuation space.

Even if the score of the own vehicle M is higher than the score of the specific other vehicle m, the evacuation operation control unit 144 may evacuate the own vehicle M to the evacuation space if a predetermined condition is satisfied. The predetermined conditions are, for example, that the number of turns of the specific other vehicle m is more than the predetermined number of turns of the own vehicle M, that the uphill slope of the specific other vehicle m is at least a predetermined angle, and that the specific other vehicle m The number of backs is greater than the number of backs of the own vehicle M by a predetermined number of times or more.

Further, the predetermined conditions are, for example, that the number of vehicles following the specific other vehicle m is greater than the number of vehicles following the own vehicle M by a predetermined number or more, and the number of objects around the specific other vehicle m is the own vehicle. It may be a predetermined number or more more than the number of objects of the following vehicle of M.

As described above, by deriving the score, the own vehicle M is evacuated to the evacuation space when it is less complicated to evacuate to the evacuation space than the specific other vehicle m. As a result, face-to-face traffic can be performed more smoothly, and the burden on the transportation economy can be reduced.

[Scene (2)]
FIG. 7 is a diagram for explaining a scene (2) of evacuating to the evacuation space. In the scene (2), the evacuation operation control unit 144 does not evacuate the own vehicle M to the evacuation space when another vehicle is behind the own vehicle M. Specifically, the evacuation operation control unit 144 does not evacuate the own vehicle to the evacuation space when there is another vehicle behind the own vehicle M and the evacuation space is only the space for one vehicle.

The differences from the scene (1) will be described below. In scene (2), another vehicle m1 follows the own vehicle M. Therefore, in the scene (2), it is easier for the own vehicle M to evacuate to the evacuation space than the specific other vehicle m, but the score of the own vehicle M is based on the presence of the other vehicle m1. It will be higher than the score of m1. After the specific other vehicle m has evacuated to the evacuation space AR1, the evacuation operation control unit 144 controls the own vehicle M so as to avoid the evacuated specific other vehicle m and pass by the specific other vehicle m.

In the above example, when the automatic driving control device 100 of the present embodiment is mounted on the specific other vehicle m and automatic driving is carried out, the specific other vehicle m is equivalent to the score derived by the own vehicle M. Since the score is derived, it is saved in the save space AR1. In the above example, when the manual driving is performed in the specific other vehicle m, the own vehicle M may communicate with the specific other vehicle m and request to evacuate to the evacuation space AR1 or may be requested to evacuate to the predetermined other vehicle m. The information may be output to the output unit. The output unit is, for example, a display unit that can be visually recognized by the driver of the specific other vehicle m, a speaker that outputs sound to the driver of the specific other vehicle m, and the like.

Even when a person, a bicycle, or the like exists following the own vehicle M, the evacuation operation control unit 144 does not evacuate the own vehicle M to the evacuation space, but the specific other vehicle m evacuates to the evacuation space AR1. You may wait for.

By the above-mentioned processing, when another vehicle exists behind the own vehicle M, the two-way traffic can be performed more smoothly by not evacuating the own vehicle M to the evacuation space, and the burden on the traffic economy can be reduced. Can be done.

[Scene (3)]
FIG. 8 is a diagram for explaining a scene (3) of evacuating to the evacuation space. In the scene (3), the evacuation operation control unit 144 retracts the own vehicle M to the evacuation space when there is an evacuation space for two vehicles or a total of the own vehicle and the following vehicle. The differences from the scene (2) will be described below. In the scene (3), the evacuation space AR1 # is provided at a position including the evacuation space AR on the road instead of the evacuation space AR1. The evacuation space AR1 # has a size that allows two vehicles to evacuate, for example. Therefore, in the scene (2), the following vehicle exists with respect to the own vehicle M, but the score of the own vehicle M is lower than the score of the specific other vehicle m because the evacuation space AR1 # exists. The evacuation operation control unit 144 controls the own vehicle M to be evacuated to the evacuation space AR1 #, and causes the specific other vehicle m to pass by the own vehicle M.

When the other vehicle m1 exists behind the own vehicle M by the above-described processing and there is a sufficient evacuation space for the own vehicle M and the other vehicle m1 to evacuate, the own vehicle M becomes the evacuation space. By evacuating, two-way traffic can be performed more smoothly, and the burden on the transportation economy can be reduced.

[Scene (4)]
FIG. 9 is a diagram for explaining a scene (4) of evacuating to the evacuation space. In the scene (4), the evacuation operation control unit 144 retracts the own vehicle M to the evacuation space when another vehicle m1 exists behind the specific other vehicle m.

The differences from the scene (2) will be described below. In the scene (4), the position of the specific other vehicle m and the position of the own vehicle M are exchanged. That is, the specific other vehicle m is traveling in the direction D1, and the own vehicle M is traveling in the direction D2. Further, the other vehicle m1 follows the specific other vehicle m. Therefore, in the scene (4), the score of the specific other vehicle m is higher than the score of the own vehicle M due to the presence of the other vehicle m1. The evacuation operation control unit 144 controls the own vehicle M to evacuate to the evacuation space AR1 and causes the specific other vehicle m and the other vehicle m1 to pass by the own vehicle M.

The evacuation operation control unit 144 may evacuate the own vehicle M to the evacuation space when an oncoming person exists in addition to the specific other vehicle m. An oncoming person is a moving body such as a pedestrian, a bicycle, or a two-wheeled vehicle. For example, in the example of FIG. 9, the evacuation operation control unit 144 may evacuate the own vehicle M to the evacuation space when there is an oncoming person in place of (or in addition to) the other vehicle m1.

By the above-mentioned process, when another vehicle m1 exists behind the specific other vehicle m, or when an oncoming person exists in addition to the specific other vehicle m, the own vehicle M evacuates to the evacuation space to face each other. Passage can be made smoother and the burden on the transportation economy can be reduced.

[Scene (5)]
FIG. 10 is a diagram for explaining a scene (5) of evacuating to the evacuation space. In the scene (5), the evacuation necessity determination unit 142 determines whether or not the specific other vehicle m needs to move backward in order for the specific other vehicle m to evacuate to the evacuation space. Then, the evacuation operation control unit 144 retracts the own vehicle M to the evacuation space when the evacuation necessity determination unit 142 determines that the specific other vehicle m needs to retreat in order to evacuate to the evacuation space. Let me do it.

The differences from the scene (1) will be described below. In the scene (5), the specific other vehicle m exists at an intermediate point of the evacuation space AR1 with respect to the traveling direction of the road. Further, it is assumed that the evacuation space AR2 exists adjacent to the right side of the road with respect to the direction D1 on the left rear side of the specific other vehicle m.

In the above scene, the evacuation operation control unit 144 determines the evacuation space candidate of the own vehicle M, and derives the score for the determined evacuation space. The own vehicle M cannot reach the evacuation space AR2 by avoiding the specific other vehicle m without passing through the evacuation space AR1.
Therefore, the evacuation operation control unit 144 determines the evacuation space candidate of the own vehicle M as the evacuation space AR1. Further, the evacuation operation control unit 144 determines evacuation space candidates for the specific other vehicle m as evacuation spaces AR1 and AR2, and derives a score for the determined evacuation space.

In the scene (5), in order for the specific other vehicle m to evacuate to the evacuation space AR1 or AR2, it is necessary to back up along the track OR3 and evacuate to the evacuation space AR1 or AR2. Therefore, in the scene (5), the score when the specific other vehicle m evacuates to the evacuation space AR1 or AR2 includes the back control, so that the score when the own vehicle M evacuates to the evacuation space AR1 is higher than the score when the own vehicle M evacuates to the evacuation space AR1. It gets higher. The evacuation operation control unit 144 controls the own vehicle M to be evacuated to the evacuation space AR1 and causes the specific other vehicle m to pass the own vehicle M.

When the specific other vehicle m needs to retreat in order to evacuate to the evacuation space by the above-mentioned process, the own vehicle M evacuates to the evacuation space to make the two-way traffic smoother. It is possible to reduce the burden on the transportation economy.

[Scene (6)]
FIG. 11 is a diagram for explaining a scene (6) of evacuating to the evacuation space. In the scene (6), the evacuation operation control unit 144 retracts the own vehicle M into the evacuation space when the slope of the specific other vehicle m with respect to the traveling direction is an uphill slope.

The differences from the scene (1) will be described below. In the scene (6), the position of the own vehicle M and the position of the specific other vehicle m are exchanged (“S1” in the figure). Further, as shown in "S2" in the figure, on the road on which the own vehicle M and the specific other vehicle m travel, the gradient with respect to the traveling direction of the specific other vehicle m is upward (the gradient with respect to the traveling direction of the own vehicle M is downward). Gradient). In this case, if the gradient is not taken into consideration (only the track OR4 of the own vehicle M and the track OR5 of the specific other vehicle m are taken into consideration), the specific other vehicle m is more likely to evacuate to the evacuation space AR1 than the own vehicle M. However, when the gradient is taken into consideration, the score of the own vehicle M is lower than the score of the specific other vehicle m. This is because controlling the vehicle on an uphill slope is more difficult than controlling the vehicle on a downhill slope. The evacuation operation control unit 144 controls the own vehicle M to be evacuated to the evacuation space AR1 and causes the specific other vehicle m to pass by the own vehicle M.

By the above-mentioned processing, when the slope of the specific other vehicle m with respect to the traveling direction is an uphill slope, the own vehicle is retracted to the evacuation space, so that the specific other vehicle m is temporarily stopped on the uphill slope and then started. It is possible to reduce the driving burden on the occupants of the specific other vehicle m. As a result, face-to-face traffic can be performed more smoothly.

[Scene (7)]
FIG. 12 is a diagram for explaining a scene (7) of evacuating to the evacuation space. In the scene (7), when the evacuation operation control unit 144 determines that there is an evacuation space around the specific other vehicle m and there is no evacuation space around the own vehicle M, the specific other vehicle m becomes the evacuation space. The own vehicle M is stopped before the evacuation space so that it can move.

The differences from the scene (1) will be described below. In the scene (7), it is assumed that the evacuation space AR3 exists adjacent to the right side of the road when the direction D1 is used as a reference. Further, in the scene (7), the own vehicle M is in the D1 direction from the front side (lower side of FIG. 3) of the evacuation space AR3, and the specific other vehicle m is in the D2 direction from the front side (upper side of FIG. 3) of the evacuation space AR3. , Each is going to pass (face-to-face). In the example of FIG. 12, the evacuation operation control unit 144 determines that there is no evacuation space around the own vehicle M and there is an evacuation space around the specific other vehicle m. This is because the distance from the own vehicle M to the evacuation space AR3 is farther than the distance from the specific other vehicle m to the evacuation space AR3. In this case, the evacuation operation control unit 144 stops the own vehicle M in front of the evacuation space AR3 so that the specific other vehicle m can move to the evacuation space AR3. The front side of the evacuation space AR3 is the front side of the area ARP including the evacuation area AR3 with respect to the traveling direction of the road.

By the above-mentioned process, when there is an evacuation space around the specific other vehicle m and there is no evacuation space around the own vehicle M, the own vehicle M stops before the evacuation space, so that the specific other vehicle m has an evacuation space. You can move to. As a result, face-to-face traffic can be performed more smoothly, and the burden on the transportation economy can be reduced.

[Scene (8)]
FIG. 13 is a diagram for explaining a scene (8) of evacuating to the evacuation space. In the scene (8), when the specific other vehicle m arrives at the narrow area of the road before the own vehicle M, the evacuation operation control unit 144 evacuates the own vehicle M to the evacuation space. In the scene (8), the own vehicle M is traveling in the D1 direction and the specific other vehicle m is traveling in the D2 direction, and is about to pass in a face-to-face manner. Further, it is assumed that the specific area AR-S exists on the road on which the own vehicle M and the specific other vehicle m travel. The specific area AR-S is an area in which the road width is narrower than other areas of the road. This road width is a road width at which the own vehicle M and the specific other vehicle m cannot pass face-to-face.

When the evacuation operation control unit 144 arrives at the specific area AR-S earlier than the own vehicle M, or when the specific other vehicle m arrives at the specific area AR-S earlier than the own vehicle M. If it is estimated, the own vehicle M is evacuated to the evacuation space AR-3. The evacuation space AR-3 is set between the position of the own vehicle M and the specific area AR-S, for example. Further, the evacuation space AR3 is set in an area having a road width that allows the own vehicle M and the specific other vehicle m to pass face-to-face. Then, the evacuation operation control unit 144 waits until the specific other vehicle m passes through the own vehicle M in a state where the own vehicle M is evacuated to the evacuation space AR1, and after the specific other vehicle m passes, the own vehicle M Is returned to the road from the evacuation space AR1 and travels in the specific area AR-S.

When the specified other vehicle m arrives in a narrow area of the road before the own vehicle M, the own vehicle M evacuates to the evacuation space so that the two-way traffic can be performed more smoothly and the burden on the transportation economy can be reduced. Can be done.

In the above-described embodiment, the scene where the own vehicle M and the specific other vehicle m pass face-to-face but the road width is insufficient has been described, but as shown in the scene (9), the road width is sufficient. In some cases, equivalent processing may be performed.

[Scene (9)]
FIG. 14 is a diagram for explaining a scene (9) of evacuating to the evacuation space. The scene (9) is a scene in which the own vehicle M and the specific other vehicle cannot pass face-to-face due to an obstacle. The obstacle in the scene (9) is, for example, a utility pole or another parked vehicle. In this scene, the own vehicle M is traveling in the D1 direction and the specific other vehicle m is traveling in the D2 direction. The road width is a road width that allows the own vehicle M and the specific other vehicle m to pass face-to-face, but there is an area (specific area AR-S1) that is insufficient for the road width to pass face-to-face due to the obstacle OB. .. In this case, the evacuation operation control unit 144 indicates that the specific other vehicle m arrives at the specific area AR-S1 earlier than the own vehicle M, or the specific other vehicle m arrives at the specific area AR-S1 earlier than the own vehicle M. If it is estimated that the vehicle will arrive early, the vehicle M is evacuated to the evacuation space AR-4.

Then, the evacuation operation control unit 144 waits until the specific other vehicle m passes through the own vehicle M in a state where the own vehicle M is evacuated to the evacuation space AR2, and after the specific other vehicle m passes, the own vehicle M Is returned to the road from the evacuation space AR1 and travels in the specific area AR-S.

By the above-mentioned processing, even if there is an obstacle on the road, face-to-face traffic can be performed more smoothly and the burden on the transportation economy can be reduced.

[flowchart]
FIG. 15 is a flowchart showing a flow of processing executed by the automatic operation control device 100. The process of FIG. 15 is the process of the flowchart corresponding to the scenes (1) to (6).

First, the passing vehicle determination unit 132 determines whether or not there is a specific other vehicle m that passes by the road of one lane with the own vehicle among the other vehicles recognized by the recognition unit 130 (step S100). If there is no specific other vehicle m passing by, the processing of one routine in this flowchart ends.

When there is a specific other vehicle m passing by, the evacuation space determination unit 134 recognizes the evacuation space (step S102). Next, the evacuation necessity determination unit 142 determines whether or not the own vehicle M and the specific other vehicle m can pass face-to-face without being evacuated to the evacuation space (step S104). If face-to-face traffic is possible without evacuating, the processing of one routine in this flowchart ends.

When two-way traffic is not possible without evacuating, the evacuation necessity determination unit 142 derives a score when the own vehicle M and the specific other vehicle m evacuate to the evacuation space (step S106). Next, the evacuation operation control unit 144 determines whether or not the score of the derived own vehicle M is lower than the score of the specific other vehicle m (step S108). For example, when there are a plurality of evacuation spaces for the own vehicle M and / or the specific other vehicle m, the lowest score derived for the own vehicle M and the derived for the specific other vehicle m are derived. The lowest score is compared.

When the derived score of the own vehicle M is not lower than the score of the specific other vehicle m, the evacuation operation control unit 144 travels beside the specific other vehicle m after the specific other vehicle m has evacuated to the evacuation space (step S110). ).

When the derived score of the own vehicle M is lower than the score of the specific other vehicle m, the evacuation operation control unit 144 retracts the own vehicle M into the evacuation space (step S112). As a result, the own vehicle M and the specific other vehicle m pass face-to-face. As a result, the processing of one routine of this flowchart is completed.

Even if the score of the own vehicle M is lower than the score of the specific other vehicle m in step S108, the process of step S110 may proceed if the above-mentioned predetermined conditions are satisfied. For example, the slope of the road is an uphill slope for the own vehicle M, a following vehicle exists for the own vehicle M, and the like.

By the above-described processing, the own vehicle M or the specific other vehicle m is more appropriately evacuated to the evacuation space depending on the situation, so that face-to-face traffic can be performed more smoothly and the burden on the transportation economy can be reduced.

According to the embodiment described above, the recognition unit 130 that recognizes the road environment including the other vehicle m existing around the own vehicle M and the evacuation space around the own vehicle M, and the other vehicle recognized by the recognition unit 130. Regarding the passing vehicle determination unit 132 that determines whether or not there is a specific other vehicle that passes by the own vehicle M on the road of one lane, and the specific other vehicle that is determined to exist by the passing vehicle determination unit 132. By providing the evacuation necessity determination unit 142 that determines whether or not the movement of the own vehicle M or the specific other vehicle m to the evacuation space is necessary based on the road environment, two-way traffic can be performed more smoothly. ..

[Hardware configuration]
The automatic operation control device 100 of the above-described embodiment is realized by, for example, a hardware configuration as shown in FIG. FIG. 16 is a diagram showing an example of the hardware configuration of the automatic operation control device 100 of the embodiment.

In the automatic operation control device 100, the communication controller 100-1, the CPU 100-2, the RAM 100-3, the ROM 100-4, the secondary storage device 100-5 such as a flash memory or an HDD, and the drive device 100-6 have an internal bus or an internal bus. It is configured to be connected to each other by a dedicated communication line. A portable storage medium such as an optical disk is mounted on the drive device 100-6. The program 100-5a stored in the secondary storage device 100-5 is expanded into the RAM 100-3 by a DMA controller (not shown) or the like, and executed by the CPU 100-2 to execute the first control unit 120 and the second. The control unit 160 is realized. Further, the program referred to by the CPU 100-2 may be stored in the portable storage medium mounted on the drive device 100-6, or may be downloaded from another device via the network NW.

The above embodiment can be expressed as follows.
A storage device and a hardware processor for executing a program stored in the storage device are provided.
The hardware processor executes the program.
Recognize the road environment including other vehicles existing around the own vehicle and the evacuation space around the own vehicle,
Among the recognized other vehicles, it is determined whether or not there is a specific other vehicle that passes by the road in one lane with the own vehicle.
It is configured to determine whether or not it is necessary to move the own vehicle or the specific other vehicle to the evacuation space of the specific other vehicle determined to exist based on the road environment.
Vehicle control device.

Although the embodiments for carrying out the present invention have been described above using the embodiments, the present invention is not limited to these embodiments, and various modifications and substitutions are made without departing from the gist of the present invention. Can be added.

100: Automatic driving control device, 120: Control unit, 130: Recognition unit, 132: Passing vehicle determination unit, 134: Evacuation space determination unit, 140: Action plan generation unit, 142: Evacuation necessity determination unit, 144: Evacuation operation Control unit, 160 Control unit, 162 Acquisition unit, 164 Speed control unit, 166 Steering control unit, 170 Storage unit, 172 Evacuation complexity derivation map

Claims (12)

A recognition unit that recognizes the road environment including other vehicles existing around the own vehicle and the evacuation space around the own vehicle, and
Among the other vehicles recognized by the recognition unit, the passing vehicle determination unit that determines whether or not there is a specific other vehicle that passes by the road in one lane with the own vehicle.
The evacuation necessity determination unit that determines whether or not it is necessary to move the own vehicle or the specific other vehicle to the evacuation space based on the road environment for the specific other vehicle determined to exist by the passing vehicle determination unit. When,
When the evacuation necessity determination unit determines that it is necessary to move the own vehicle or the specific other vehicle to the evacuation space,
The first track for the own vehicle to evacuate to the evacuation space and the second track for the specific other vehicle to evacuate to the evacuation space are estimated.
The degree of complexity for the own vehicle based on the estimated first track to move to the evacuation space and the degree of complexity for the specific other vehicle based on the estimated second track to move to the evacuation space. Based on the evacuation operation control unit that controls the own vehicle,
Vehicle control device. When the evacuation necessity determination unit determines that there is no evacuation space around the specific other vehicle and there is an evacuation space around the own vehicle, one or both of the steering or acceleration / deceleration of the own vehicle is determined. The evacuation operation control unit for driving the own vehicle and retracting the own vehicle to the evacuation space is further provided.
The vehicle control device according to claim 1. The evacuation necessity determination unit determines whether or not the specific other vehicle needs to move backward in order for the specific other vehicle to evacuate to the evacuation space.
The evacuation operation control unit retracts the own vehicle to the evacuation space when the evacuation necessity determination unit determines that the specific other vehicle needs to retreat in order to evacuate to the evacuation space. ,
The vehicle control device according to claim 2. The evacuation operation control unit retracts the own vehicle to the evacuation space when the gradient with respect to the traveling direction of the specific other vehicle is an uphill slope.
The vehicle control device according to claim 2 or 3. The evacuation operation control unit evacuates the own vehicle to the evacuation space when the specific other vehicle first reaches the narrow area of the road.
The vehicle control device according to any one of claims 2 to 4. The evacuation operation control unit retracts the own vehicle to the evacuation space when another vehicle exists behind the specific other vehicle.
The vehicle control device according to any one of claims 2 to 5. The evacuation operation control unit retracts the own vehicle to the evacuation space when an oncoming person exists in addition to the specific other vehicle.
The vehicle control device according to any one of claims 2 to 6. The evacuation operation control unit does not evacuate the own vehicle to the evacuation space when another vehicle is behind the own vehicle.
The vehicle control device according to any one of claims 2 to 7. The evacuation operation control unit does not evacuate the own vehicle to the evacuation space when there is another vehicle behind the own vehicle and there is only a space for one vehicle.
The vehicle control device according to claim 8. The evacuation operation control unit is said to be able to move to the evacuation space when it is determined that there is an evacuation space around the specific other vehicle and there is no evacuation space around the own vehicle. Stop your vehicle in front of the evacuation space,
The vehicle control device according to any one of claims 2 to 9. The computer
Recognizing road environment including a retraction space around the other vehicle and the own vehicle present in the vicinity of the vehicle,
Among the recognized has been the other vehicle, it is determined whether the own vehicle and specific other vehicles pass each other in one lane of a road is present,
For certain other vehicles is determined to exist, on the basis of the road environment, it is determined whether the or movement to the vehicle or the particular other vehicles retraction space is required,
When it is determined that it is necessary to move to the evacuation space of the own vehicle or the specific other vehicle,
The first track for the own vehicle to evacuate to the evacuation space and the second track for the specific other vehicle to evacuate to the evacuation space are estimated.
The degree of complexity for the own vehicle based on the estimated first track to move to the evacuation space and the degree of complexity for the specific other vehicle based on the estimated second track to move to the evacuation space. Control the own vehicle based on
Vehicle control method. On the computer
To recognize the road environment including a retraction space around the other vehicle and the own vehicle present in the vicinity of the vehicle,
Among the recognized has been the other vehicle, the to determine whether a particular other vehicles pass each other on the road of the host vehicle and one lane is present,
For certain other vehicles is determined to exist, on the basis of the road environment, to determine the whether the vehicle or the need to move to a specific other vehicles retraction space,
When it is determined that it is necessary to move to the evacuation space of the own vehicle or the specific other vehicle,
The first track for the own vehicle to evacuate to the evacuation space and the second track for the specific other vehicle to evacuate to the evacuation space are estimated.
The degree of complexity for the own vehicle based on the estimated first track to move to the evacuation space and the degree of complexity for the specific other vehicle based on the estimated second track to move to the evacuation space. Based on this, the own vehicle is controlled.
program.

Images