JP6921692B2 - 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 conducted on the automatic control of vehicles. In this connection, when a crossing person crossing a moving road is detected, a route for moving the vehicle toward the center side of the road and stopping or decelerating in front of the crossing person is generated. , A technique for executing automatic driving on a generated route is known (see Patent Document 1).

JP-A-2017-102666

However, in the conventional technique, automatic operation control based on the presence or absence of a three-dimensional crossing facility has not been 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 executing more appropriate driving control.

(1): A three-dimensional crossing facility recognition unit (131) that recognizes a three-dimensional crossing facility that three-dimensionally intersects the road on which the vehicle travels, and at least controls acceleration / deceleration of the vehicle without depending on the operation of the occupants of the vehicle. When the vehicle passes through the three-dimensional crossing facility recognized by the three-dimensional crossing facility recognition unit, the driving control unit (142, 144, 160) avoids contact as compared with the case where the vehicle does not pass through the three-dimensional crossing facility. It is a vehicle control device (100) including a driving control unit for traveling the vehicle in a traveling mode in which the vehicle travels in a state in which the support is easily activated.

(2): In (1), there is a congestion determination unit (133) for determining whether or not the oncoming lane of the lane in which the vehicle is traveling is congested in the vicinity of the three-dimensional crossing facility, and a congestion determination unit (133) around the vehicle. A moving body recognition unit (132) for recognizing a moving body is further provided, and the operation control unit determines the congestion when the vehicle passes through the three-dimensional crossing facility recognized by the three-dimensional crossing facility recognition unit. When it is determined by the unit that the road in the oncoming lane is congested, the vehicle is driven in the traveling mode regardless of whether or not the moving object is recognized by the moving object recognizing unit.

(3): In (1) or (2), the road width recognition unit (134) for recognizing the width of the road on which the vehicle travels is further provided, and the driving control unit is recognized by the road width recognition unit. When the width of the road is equal to or less than a predetermined width, the vehicle is driven in the traveling mode.

(4): In (2), the operation control unit determines that the moving body recognized by the moving body recognition unit is approaching the road on which the vehicle is traveling without heading for the three-dimensional crossing facility. In this case, the vehicle is driven in the traveling mode.

(5): In (2), a road sign recognition unit (135) for recognizing a pedestrian crossing drawn on the road on which the vehicle travels is further provided, and the operation control unit is recognized by the moving body recognition unit. When the pedestrian crossing is recognized by the road sign recognition unit at a position farther than the three-dimensional crossing facility when viewed from the moving body, the vehicle is driven in the traveling mode.

(6): In any one of (1) to (4), a road sign recognition unit (135) for recognizing a pedestrian crossing drawn on the road on which the vehicle travels is further provided, and the operation control unit is provided. When the distance between the three-dimensional crossing facility and the pedestrian crossing recognized by the road sign recognition unit is not more than a predetermined distance, the vehicle is not allowed to travel in the traveling mode.

(7): In any one of (1) to (6), a traffic light recognition unit (136) for recognizing a traffic light installed on the road on which the vehicle travels is further provided, and the operation control unit is the above-mentioned operation control unit. When the traffic light recognized by the traffic light recognition unit exists within a predetermined distance from the position of the three-dimensional crossing facility, the vehicle is not driven in the traveling mode.

(8): The three-dimensional crossing facility recognition unit recognizes the three-dimensional crossing facility that three-dimensionally intersects the road on which the vehicle travels, and the driving control unit adds at least the vehicle regardless of the operation of the occupant of the vehicle. When the vehicle passes the three-dimensional crossing facility recognized by the three-dimensional crossing facility recognition unit by controlling the deceleration, the vehicle is in a state where the contact avoidance support is more easily activated as compared with the case where the vehicle does not pass through the three-dimensional crossing facility. This is a vehicle control method for driving the vehicle in a traveling mode in which the vehicle travels.

(9): The computer mounted on the vehicle provided with the three-dimensional crossing facility recognition unit that recognizes the three-dimensional crossing facility that three-dimensionally intersects the road on which the vehicle travels, at least the vehicle, regardless of the operation of the occupant of the vehicle. When the vehicle passes through the three-dimensional crossing facility recognized by the three-dimensional crossing facility recognition unit, the contact avoidance support is more easily activated than when the vehicle does not pass through the three-dimensional crossing facility. This is a program for driving the vehicle in a traveling mode in which the vehicle travels.

According to (1) to (9), more appropriate operation control can be executed.

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 method of generating a target trajectory at the time of recognizing a pedestrian bridge PB. It is a figure for demonstrating the method of generating the target trajectory based on the determination result by the congestion determination unit 133. It is a figure for demonstrating the method of generating a target trajectory based on the behavior of a pedestrian. It is a figure for demonstrating the method of generating the target track of own vehicle M based on the recognition result by the road sign recognition unit 135. It is a figure for demonstrating the method of generating a target trajectory based on the distance between a pedestrian bridge PB and a pedestrian crossing CW1. It is a figure for demonstrating the method of generating a target trajectory based on the recognition result by a traffic light recognition unit 136. It is a figure for demonstrating the method of generating a target trajectory based on the shape of a pedestrian bridge PB1. It is a flowchart which shows an example of the process executed by the automatic operation control device 100 of embodiment. 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. In the following description, an autonomous driving vehicle will be used. Autonomous driving is to drive a vehicle by controlling one or both of steering and acceleration / deceleration of the vehicle without depending on the operation of an occupant. Further, the self-driving vehicle may be manually driven by an occupant. In the manual operation, the traveling driving force output device, the braking device, and the steering device of the vehicle, which will be described later, are controlled according to the amount of operation of the driving operator, which will be described later.

[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 controller 80, an automatic driving control device (an example of a vehicle 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 orientation) 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 more of the finder 14 can 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 and a second control unit 160. 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), GPU (Graphics Processing Unit), etc. It may be realized by the part; including circuitry), or it may be realized by the cooperation of software and hardware.

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 recognition unit 130 includes, for example, a three-dimensional crossing facility recognition unit 131, a moving object recognition unit 132, a traffic jam determination unit 133, a road width recognition unit 134, a road sign recognition unit 135, and a traffic light recognition unit 136. The action plan generation unit 140 includes, for example, an acceleration suppression operation control unit 142 and a contact avoidance operation control unit 144. Further, a combination of the acceleration suppression operation control unit 142, the contact avoidance operation control unit 144, and the second control unit 160 is an example of the “operation control unit”. Further, the mode in which the own vehicle M is driven based on the target trajectory generated by the action plan generation unit 140 is the "first traveling mode", and the own vehicle M is based on the target trajectory generated by the acceleration suppression operation control unit 142. The mode in which the vehicle M is traveled is referred to as a "second travel mode", and the mode in which the own vehicle M is traveled based on the target trajectory generated by the contact avoidance operation control unit 144 is referred to as a "third travel mode".

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, in the "intersection recognition" function, recognition of an intersection by an image recognition method using deep learning or the like and recognition based on predetermined conditions (pattern matching signals, road markings, etc.) are performed in parallel. It is realized by scoring both sides and making a comprehensive evaluation. This ensures the reliability of autonomous driving.

Based on the information input from the camera 10, the radar device 12, and the finder 14 via the object recognition device 16, the recognition unit 130 determines the position, speed, acceleration, and other states of the objects around the own vehicle M. recognize. Objects include oncoming vehicles and stationary obstacles. 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 object's acceleration or jerk, or "behavioral state" (eg, whether it 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 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 stop lines, road signs, traffic 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. The recognition unit 130 determines, for example, 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 three-dimensional crossing facility recognition unit 131, the moving object recognition unit 132, the traffic jam determination unit 133, the road width recognition unit 134, the road sign recognition unit 135, and the traffic light recognition unit 136 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 the own vehicle M further executes automatic driving corresponding to the surrounding conditions of the own vehicle M. Generate a target track to run in the future. The target trajectory includes, for example, a velocity element. For example, the target track is expressed as a sequence of points (track points) to be reached by the own vehicle M. The functions of the acceleration suppression operation control unit 142 and the contact avoidance operation control unit 144 of the action plan generation unit 140 will be described later.

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, the acceleration suppression operation control unit 142, or the contact avoidance operation control unit 144, 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 controller 80, and changes the direction of the steering wheel.

[About the generation of the target orbit]
Next, the generation of the target trajectory in the embodiment will be specifically described. The action plan generation unit 140, the acceleration suppression operation control unit 142, and the contact avoidance operation control unit 144 cause the own vehicle M to travel in the first or second travel mode by any of the methods or combinations described below. Generate a target trajectory for.

(First method)
In general, many pedestrians cross the road or intersection in a three-dimensional crossing facility that three-dimensionally intersects the road on which the vehicle travels, and if a traffic light is installed for the pedestrian to cross, road congestion will occur. It will be installed in the place where it is predicted. The three-dimensional crossing facility is, for example, a pedestrian crossing bridge or an underground pedestrian crossing. The overpass footbridge is, for example, an overpass that is erected so as to straddle a road and is accessible by moving objects such as pedestrians, bicycles, and automobiles. The underground pedestrian crossing is, for example, an underground passage for a moving body to cross a road.

On roads and intersections where such a three-dimensional crossing facility is installed, a moving body that directly crosses the road without using the three-dimensional crossing facility can be considered depending on the road environment and the like. Therefore, in the first method, the three-dimensional crossing facility recognition unit 131 recognizes the three-dimensional crossing facility existing in front of the lane in which the own vehicle M travels, and the acceleration suppression operation control unit 142 uses the three-dimensional crossing facility recognition unit 131. When the three-dimensional crossing facility is recognized, a target trajectory that suppresses the acceleration of the own vehicle M is generated. This is the target track for traveling in the second traveling mode described above. The second traveling mode is a traveling mode in which the own vehicle M is traveled in a state in which the contact avoidance support is easier to operate as compared with the case where the vehicle does not pass through the three-dimensional crossing facility. In the following, a pedestrian bridge will be used as an example of a three-dimensional crossing facility, and a pedestrian will be used as an example of a moving body.

FIG. 3 is a diagram for explaining a method of generating a target trajectory when the pedestrian bridge PB is recognized. In the example of FIG. 3, a road including a traveling lane L1 of the own vehicle M and an oncoming lane L2 on which the oncoming vehicle m travels, and a pedestrian bridge PB crossing the traveling lane L1 and the oncoming lane L2 are shown.

The three-dimensional crossing facility recognition unit 131 recognizes the pedestrian bridge PB that crosses the traveling lane L1 in which the own vehicle M is traveling, based on the image captured by the camera 10. Further, the three-dimensional crossing facility recognition unit 131 collates, for example, the position of the own vehicle M with the first map information 54 or the second map information 62, and the distance from the own vehicle M in the traveling direction of the own vehicle M. Recognizes the pedestrian bridge PB existing within the range of the first distance D1. The first distance D1 is, for example, a value of about 100 [m].

[Function of acceleration suppression operation control unit]
When the pedestrian bridge PB is recognized by the three-dimensional crossing facility recognition unit 131, the acceleration suppression operation control unit 142 suppresses the acceleration of the own vehicle M in the second travel mode application section Z based on the position of the pedestrian bridge PB. Generates a target trajectory that passes through the pedestrian bridge PB. The second travel mode application section Z is, for example, from a position where the distance to the pedestrian bridge on the front side of the pedestrian bridge PB as seen from the own vehicle M is the second distance D2 to the pedestrian bridge on the opposite side of the pedestrian bridge PB as seen from the own vehicle M. Is the section up to the position of the third distance D3. The second distance D2 and the third distance D3 are distances of about 30 [m], respectively. Further, the state in which acceleration is suppressed includes constant speed running, deceleration running, or stopping of the own vehicle M.

[Function of mobile recognition unit]
The moving object recognition unit 132 recognizes a pedestrian in the vicinity of the pedestrian bridge PB from the image captured by the camera 10. The vicinity of the pedestrian bridge PB is, for example, a range of about 10 [m] from the position of the pedestrian bridge PB. Further, the moving body recognition unit 132 may recognize the recognized behavior of the pedestrian. The behavior of a pedestrian is, for example, the direction of movement. The moving direction is, for example, a direction represented by a velocity vector based on three-dimensional coordinates. Further, the moving body recognition unit 132 may recognize the relative distance of a pedestrian in the vicinity of the pedestrian bridge PB.

[Function of contact avoidance operation control unit]
The contact avoidance driving control unit 144 generates, for example, a target trajectory for avoiding contact with a crossing pedestrian when approaching a crossing pedestrian crossing the traveling lane L1. For example, the contact avoidance driving control unit 144 calculates the probability that the own vehicle M and the crossing pedestrian will come into contact with each other in the future from the relative distance and the relative speed of the crossing pedestrian with respect to the own vehicle M recognized by the moving object recognition unit 132. For example, the contact avoidance operation control unit 144 uses a function that tends to increase the probability of contact as the relative distance decreases, and increases the probability of contact as the relative speed increases. Calculate the probability of contact. For example, a function is a function that divides relative velocity by relative distance.

Then, the contact avoidance operation control unit 144 determines whether or not the calculated probability is the first threshold value Th1 or more. The contact avoidance driving control unit 144 generates a target trajectory such that the probability of contact is low when the probability of contact between the own vehicle M and the crossing pedestrian is equal to or higher than the first threshold value Th1. Specifically, the contact avoidance operation control unit 144 stops the own vehicle M in front of the crossing pedestrian or steers it so that the crossing pedestrian can cross the traveling lane L1 without contacting the own vehicle M. Generate a target trajectory to avoid crossing pedestrians. This is the target track for traveling in the above-mentioned third traveling mode.

When the acquisition unit 162 acquires the target trajectory generated by the acceleration suppression operation control unit 142 or the target trajectory generated by the contact avoidance operation control unit 144, the acquisition unit 162 displays the target on the display device included in the HMI 30. Information indicating a traveling mode (second or third traveling mode) corresponding to the track may be displayed. Thereby, the occupant can easily grasp that the operation control of acceleration suppression or contact avoidance by the second or third traveling mode is executed or is performed. In addition, the processing of the contact avoidance operation control unit 144 and the acquisition unit 162 described above is also performed in the second and subsequent methods.

According to the first method described above, when the pedestrian bridge PB is recognized, it is based on a target trajectory that suppresses acceleration in the vicinity of the pedestrian bridge PB regardless of whether or not a pedestrian is recognized by the moving object recognition unit 132. Therefore, by traveling the own vehicle M in the second traveling mode, for example, even when a pedestrian crosses from the blind spot area due to the pedestrian bridge PB, the operation control for avoiding contact can be promptly executed. Therefore, more appropriate driving control can be executed based on the road environment such as the presence or absence of the pedestrian bridge PB.

(Second method)
For example, even if a pedestrian bridge PB is installed, if the road to be crossed is congested, it is possible that pedestrians will cross through the gaps of the congested vehicle, judging that it is easy for pedestrians to cross. Expected to be higher. Therefore, in the second method, the congestion determination unit 133 determines whether or not the oncoming lane L2 is congested, and the acceleration suppression operation control unit 142 determines that the oncoming lane L2 is congested by the congestion determination unit 133. When it is determined, a target trajectory that suppresses the acceleration of the own vehicle M is generated.

[Function of traffic jam judgment unit]
FIG. 4 is a diagram for explaining a method of generating a target trajectory based on the determination result by the congestion determination unit 133. For example, the congestion determination unit 133 recognizes the number of oncoming vehicles m existing in the second traveling mode application section Z or a different section described above, and when the recognized number is equal to or greater than a predetermined number, the oncoming lane L2 is congested. Judge that it is.

Further, the traffic congestion determination unit 133 calculates, for example, the number of oncoming vehicles m passing by the own vehicle M traveling in the traveling lane L1 within a predetermined time (for example, about 5 [seconds]) as the traffic volume in the oncoming lane L2. Then, when the calculated traffic volume is equal to or greater than a predetermined amount, it may be determined that the oncoming lane L2 is congested. Further, the congestion determination unit 133 determines that the oncoming lane L2 is congested when the speed of the oncoming vehicle m recognized by the recognition unit 130 is equal to or less than a predetermined speed (for example, 5 [km / h]). You may. Further, the congestion determination unit 133 accesses an external device (for example, a traffic management server) by the communication device 20, acquires traffic information of the oncoming lane L2 based on the position of the own vehicle M from the external device, and the oncoming lane L2 is congested. It may be determined whether or not it is done.

In the second method, the acceleration suppression operation control unit 142 determines that the pedestrian bridge PB is recognized by the three-dimensional crossing facility recognition unit 131, and that the oncoming lane L2 is congested by the traffic jam determination unit 133. In this case, regardless of whether or not a pedestrian is recognized by the moving object recognition unit 132, in the second travel mode application section Z, the target trajectory passing through the pedestrian bridge PB while suppressing the acceleration of the own vehicle M is performed. Generate.

According to the second method described above, when the oncoming lane is congested near the pedestrian bridge PB, the vehicle M is in a traveling mode in which the acceleration of the own vehicle M is suppressed regardless of whether or not the pedestrian can recognize it. By driving the vehicle M, the pedestrian P1 was recognized even when the pedestrian P1 crossing from the oncoming lane L2 side was hidden in the blind spot area of the oncoming vehicle m as in the example of FIG. After that, contact avoidance control can be performed promptly.

(Third method)
In the third method, the road width recognition unit 134 recognizes the widths of the traveling lane L1 and the oncoming lane L2 of the own vehicle M, and the acceleration suppression operation control unit 142 recognizes the road width recognized by the road width recognition unit 134. When the width is equal to or less than a predetermined width (for example, about 4 [m]), a target trajectory that suppresses the acceleration of the own vehicle M is generated. Further, the predetermined width may be the total width based on the number of lanes. For example, if the road has a total of two lanes with one lane in both directions and the width of each lane is 4 [m], the predetermined width is 8 [m] in total. Further, the road width recognition unit 134 may have (or in addition to) the number of lanes included in the road (for example, two lanes in the case of one bidirectional lane) instead of (or in addition to) the road width.

Returning to FIG. 3, the road width recognition unit 134 recognizes, for example, the road widths WL1 and WL2 of the traveling lane L1 and the oncoming lane L2, respectively, and when the total value of the recognized road widths is equal to or less than a predetermined width, a pedestrian Estimates that there is a possibility of crossing directly without using the overpass.

In the third method, when the acceleration suppression operation control unit 142 recognizes the pedestrian bridge PB by the three-dimensional crossing facility recognition unit 131 and the road width is equal to or less than a predetermined width by the road width recognition unit 134. , In the second traveling mode application section Z, a target trajectory passing through the pedestrian bridge PB is generated in a state where the acceleration of the own vehicle M is suppressed.

According to the third method described above, when the road width including the traveling lane L1 and the oncoming lane L2 of the own vehicle M is short and the road is presumed to be easy for pedestrians to cross directly, the acceleration of the own vehicle M is achieved. By traveling the own vehicle M in the traveling mode in which the above is suppressed, more appropriate driving control can be executed based on the road environment such as the presence / absence of the pedestrian bridge PB and the road width.

(Fourth method)
In the fourth method, the moving body recognition unit 132 recognizes the moving direction of the pedestrian, and the acceleration suppression operation control unit 142 recognizes the moving direction of the pedestrian by the moving body recognition unit 132 as the entrance direction of the pedestrian bridge PB. Instead, when it is presumed that the direction is the crossing road direction (that is, the direction toward the traveling lane L1 of the own vehicle M), a target trajectory that suppresses the acceleration of the own vehicle M is generated.

FIG. 5 is a diagram for explaining a method of generating a target trajectory based on the behavior of a pedestrian. In the fourth method, the moving object recognition unit 132 recognizes the pedestrian P2 near the entrance of the pedestrian bridge PB. The vicinity of the entrance is, for example, an area within a range of about 5 [m] from the entrance. In addition, the moving body recognition unit 132 recognizes the moving direction of the pedestrian P2. When the moving body recognition unit 132 recognizes that the moving direction of the pedestrian P2 is the entrance direction of the pedestrian bridge PB (the direction indicated by the arrow a1 in FIG. 5), it is estimated that the pedestrian P2 uses the pedestrian bridge PB. Further, when the moving body recognition unit 132 recognizes that the moving direction of the pedestrian P2 is the direction of the traveling lane L1 (the direction indicated by the arrow a2 in FIG. 5), the pedestrian does not use the pedestrian bridge PB. , It is estimated that the vehicle directly crosses the traveling lane L1 and the oncoming lane L2.

In the fourth method, the acceleration suppression operation control unit 142 is the case where the pedestrian bridge PB is recognized by the three-dimensional crossing facility recognition unit 131, and the pedestrian is moving in the lane direction by the moving body recognition unit 132. In the second travel mode application section Z, a target trajectory that passes through the pedestrian bridge PB while suppressing the acceleration of the own vehicle M is generated.

According to the fourth method described above, when the pedestrian P2, which is presumed to have a high possibility of directly crossing the traveling lane L1 and the oncoming lane L2, is recognized without using the pedestrian bridge PB, the own vehicle M By traveling the own vehicle M in the traveling mode in which acceleration is suppressed, contact avoidance control can be promptly performed even when the pedestrian P2 actually crosses the lane directly. In the second traveling mode application section Z, a target trajectory passing through the pedestrian bridge PB is generated in a state where the acceleration of the own vehicle M is suppressed.

(Fifth method)
In the fifth method, the road sign recognition unit 135 recognizes the pedestrian crossing drawn on the road on which the own vehicle M travels, and the acceleration suppression operation control unit 142 determines that the distance from the position of the pedestrian to the pedestrian crossing is determined. When the distance from the position of the pedestrian to the pedestrian crossing PB is longer than the distance, a target trajectory that suppresses the acceleration of the own vehicle M is generated.

[Function of road sign recognition unit]
FIG. 6 is a diagram for explaining a method of generating a target track of the own vehicle M based on the recognition result by the road sign recognition unit 135. The road sign recognition unit 135 recognizes, for example, the position of the pedestrian crossing CW1 drawn on the road in front of the traveling lane L1 from the captured image of the camera 10. Further, the road sign recognition unit 135 may recognize the position of the road sign CW2 indicating that it is a pedestrian crossing installed near the side end of the traveling lane L1 from the image captured by the camera 10. Further, the road sign recognition unit 135 collates the position of the own vehicle M with the first map information 54 or the second map information 62, and recognizes the position of the pedestrian crossing CW1 or the road sign CW2 in front of the own vehicle M. You may.

In the acceleration suppression operation control unit 142, for example, the pedestrian crossing PB is recognized by the three-dimensional crossing facility recognition unit 131, and the pedestrian crossing CW1 can be recognized by the road sign recognition unit 135, and the moving body recognition unit 132. When the pedestrian P3 is recognized, the fourth distance D4, which is the distance from the pedestrian P3 to the pedestrian crossing PB, and the fifth distance D5, which is the distance from the pedestrian P3 to the pedestrian crossing CW1, are calculated. Then, the acceleration suppression operation control unit 142 estimates that the pedestrian P3 crosses the road without using the pedestrian crossing CW1 when the fourth distance D4 is the fifth distance D5 or less, and the second travel mode In the application section Z, a target trajectory passing through the pedestrian bridge PB is generated in a state where the acceleration of the own vehicle M is suppressed.

According to the fifth method described above, based on the positional relationship between the pedestrian crossing CW1 and the pedestrian bridge PB with respect to the pedestrian P3, the pedestrian P3 stays in the traveling lane L1 and the oncoming lane L2 without using the pedestrian crossing CW or the pedestrian bridge PB. By presuming that the vehicle will cross directly and running the vehicle M in a driving mode in which the acceleration of the vehicle M is suppressed, even if the pedestrian P3 actually crosses the lane, the contact avoidance control is promptly performed. It can be carried out.

(Sixth method)
In the sixth method, the acceleration suppression operation control unit 142 calculates the distance between the pedestrian crossing PB and the pedestrian crossing CW1, and when the calculated distance is equal to or less than the second threshold value Th2, the own vehicle M based on the pedestrian crossing PB Avoid creating a target trajectory that suppresses acceleration. The second threshold value Th2 is, for example, a value of about 10 [m].

FIG. 7 is a diagram for explaining a method of generating a target trajectory based on the distance between the pedestrian bridge PB and the pedestrian crossing CW1. The three-dimensional crossing facility recognition unit 131 recognizes the position of the pedestrian bridge PB in front of the own vehicle M. The road sign recognition unit 135 recognizes the position of the pedestrian crossing CW1 in front of the own vehicle M. The acceleration suppression operation control unit 142 calculates the sixth distance D6, which is the distance from the position of the pedestrian crossing PB recognized by the three-dimensional crossing facility recognition unit 131 to the position of the pedestrian crossing CW1 recognized by the road sign recognition unit 135. When the calculated sixth distance D6 is equal to or less than the second threshold Th2, the target trajectory that passes through the pedestrian crossing PB while suppressing the acceleration of the own vehicle M is not generated.

In this case, the action plan generation unit 140 generates a target trajectory on which the own vehicle M travels in response to a passing event that passes through a predetermined point such as an intersection, a pedestrian crossing, a railroad crossing, or a traffic light. Specifically, the action plan generation unit 140 stops immediately before the pedestrian crossing CW1 (when the stop line SL is drawn immediately before the pedestrian crossing CW1 when viewed from the own vehicle M, the position of the stop line SL). Generate a target trajectory that travels as fast as possible. If the moving object recognition unit 132 does not recognize a pedestrian in front of the own vehicle M and it is clear that there is no pedestrian, the action plan generation unit 140 immediately before the pedestrian crossing CW1 as described above. It is not necessary to control the speed so that the vehicle can stop at. Further, when the pedestrian crossing CW1 recognizes a pedestrian P4 who crosses or intends to cross the path of the own vehicle M, the action plan generation unit 140 pauses immediately before the pedestrian crossing CW1. Moreover, the target trajectory is generated so as not to obstruct the passage of the pedestrian P4. This is the target track for traveling in the first traveling mode described above.

According to the sixth method described above, the own vehicle M can be driven based on the target trajectory based on the pedestrian crossing CW1 which is more likely to cross the lane directly than the pedestrian bridge PB. Therefore, more appropriate driving control can be executed based on the road environment such as the presence / absence of the pedestrian bridge PB and the presence / absence of the pedestrian crossing.

(7th method)
In the seventh method, the traffic light recognition unit 136 recognizes the traffic light installed on the road, and the acceleration suppression operation control unit 142 suppresses the acceleration of the own vehicle M based on the pedestrian bridge PB based on the recognition result of the traffic light. Do not generate a target trajectory.

FIG. 8 is a diagram for explaining a method of generating a target trajectory based on the recognition result by the traffic signal recognition unit 136. In the seventh method, the traffic light recognition unit 136 recognizes the traffic lights TL1 and TL2 in the vicinity of the pedestrian crossing CW1 recognized by the road sign recognition unit 135. In addition, the traffic light recognition unit 136 recognizes the passage permission / rejection information by the traffic light TL1 on the traveling lane L1 side from the image captured by the camera 10. The passage refusal information is, for example, information indicating whether or not a vehicle (including the own vehicle M) traveling in the traveling lane L1 may pass the pedestrian crossing CW1.

Then, the acceleration suppression operation control unit 142 calculates the seventh distance D7, which is the distance between the pedestrian bridge PB and the traffic light TL1, and when the calculated seventh distance D7 is equal to or less than the third threshold value Th3, the self based on the pedestrian bridge PB. The target trajectory that suppresses the acceleration of the vehicle M is not generated. The third threshold value Th3 is, for example, a value of about 10 [m].

In this case, the action plan generation unit 140 generates a target trajectory on which the own vehicle M travels in response to a passing event. Specifically, the action plan generation unit 140 determines the traveling lane L1 and the oncoming lane L2 when the passage permission / denial information recognized by the traffic light recognition unit 136 is a signal (for example, a green light) that permits the passage of the pedestrian crossing CW1. Even when the pedestrian P5 is recognized on the outside of the vehicle, a target trajectory for traveling without acceleration suppression control is generated. Further, the action plan generation unit 140 generates a target trajectory that stops immediately before the pedestrian crossing CW1 when the passage permission / denial information is a signal denying the passage of the pedestrian crossing CW1 (for example, a red light). Further, when the signal of the traffic light TL is switched from the red light to the green light, the action plan generation unit 140 determines that the passage is possible and generates a target trajectory for the own vehicle M to travel. This is the target track for traveling in the first traveling mode described above.

According to the seventh method described above, even when the own vehicle M travels in the vicinity of the pedestrian bridge PB, the own vehicle M is set based on the target trajectory generated by giving priority to the information obtained from the traffic light TL1. Can be run. Therefore, more appropriate driving control can be executed based on the road environment such as the presence / absence of the pedestrian bridge PB, the presence / absence of the pedestrian crossing CW1, and the presence / absence of the traffic light ST1.

(8th method)
For example, the pedestrian bridge PB may have a gentle slope to climb or descend the pedestrian bridge PB so that not only pedestrians but also bicycles can use it. Further, depending on the place where the pedestrian bridge PB is installed, the route for climbing or descending the pedestrian bridge PB may be provided with a turn-back, or the entrance / exit of the pedestrian bridge PB may be provided at a position away from the road or the intersection. In the case of such a pedestrian bridge PB, the moving distance for crossing the road is longer than the distance for directly crossing the road, so that pedestrians directly cross the road without using the pedestrian bridge PB. It is highly probable. Therefore, in the eighth method, the three-dimensional crossing facility recognition unit 131 recognizes the shape of the pedestrian bridge PB existing in front of the traveling lane L1 of the own vehicle M, and the acceleration suppression operation control unit 142 recognizes the three-dimensional crossing facility recognition unit 131. When the pedestrian bridge PB is recognized by the vehicle and the distance from the entrance to the exit estimated from the pedestrian bridge PB shape is the fourth threshold Th4 or more, a target trajectory that suppresses the acceleration of the own vehicle M is generated. The fourth threshold value Th4 is, for example, a distance corresponding to twice the total length of the lane widths WL1 and WL2.

FIG. 9 is a diagram for explaining a method of generating a target trajectory based on the shape of the pedestrian bridge PB1. The three-dimensional crossing facility recognition unit 131 recognizes the pedestrian bridge PB1 that crosses the traveling lane L1 in which the own vehicle M is traveling, based on the image captured by the camera 10. Further, the three-dimensional crossing facility recognition unit 131 estimates the eighth distance D8, which is the distance from the entrance to the exit of the pedestrian bridge, from the shape of the pedestrian bridge PB1. Further, the three-dimensional crossing facility recognition unit 131 collates the position of the own vehicle M with the first map information 54 or the second map information 62, and collates the position of the pedestrian bridge PB1 in front of the own vehicle M and the eighth distance D8. May be recognized.

The acceleration suppression operation control unit 142 is set in the second travel mode application section Z when the pedestrian bridge PB is recognized by the three-dimensional crossing facility recognition unit 131 and the eighth distance D8 is equal to or higher than the fourth threshold value Th4. , Generates a target trajectory passing through the pedestrian bridge PB while suppressing the acceleration of the own vehicle M.

Further, the acceleration suppression operation control unit 142 determines the position of the entrance / exit from the road or the intersection when the number of entrances of the pedestrian bridge PB1 is less than a predetermined number based on the shape of the pedestrian bridge PB1 recognized by the three-dimensional crossing facility recognition unit 131. If the distance is more than a distance, or if there is a turn in the uphill or downhill slope of the pedestrian bridge PB1, it is estimated that the pedestrian P6 will cross the road directly without using the pedestrian bridge PB1 and accelerate. Suppressed operation control may be executed.

According to the eighth method described above, when it is presumed that the pedestrian P6 does not use the pedestrian bridge PB1 based on the shape of the pedestrian bridge PB, the pedestrian P6 is in a traveling mode in which the acceleration of the own vehicle M is suppressed. By driving the vehicle M, even if the pedestrian P6 actually crosses the traveling lane L1 and the oncoming lane L2 directly, the contact avoidance control can be promptly performed.

Further, in the first to eighth methods described above, the suppression of the acceleration of the own vehicle M has been described, but the acceleration suppression operation control unit 142 can easily activate the contact avoidance support including the automatic brake and the alarm. You may. However, the operation of the contact avoidance support including the automatic brake and the alarm may be excessive in some cases. Therefore, as a method for facilitating the operation of the contact avoidance support, the above-mentioned acceleration suppression can be performed. , More preferred.

Further, the acceleration suppression operation control unit 142 may change the content of the acceleration suppression control when a plurality of conditions for controlling the acceleration suppression are satisfied among the above-described first to eighth methods. For example, in the acceleration suppression operation control unit 142, when the pedestrian bridge PB is recognized by the three-dimensional crossing facility recognition unit 131, the traffic jam determination unit 133 determines that the oncoming lane L2 is congested, and further, the road width recognition unit When the road width recognized by 134 is equal to or less than a predetermined width, a target trajectory for decelerating the own vehicle M is generated as acceleration suppression control.

Further, in addition to the above conditions, the acceleration suppression operation control unit 142 keeps the position of the pedestrian recognized by the moving body recognition unit 132 within a predetermined distance (for example, about 5 [m]) from the traveling lane L1. In this case, a target trajectory for suspending the own vehicle M is generated as acceleration suppression control. In this way, by satisfying a plurality of conditions, the certainty that the pedestrian crosses the road directly without using the pedestrian bridge PB increases, so that the acceleration suppression operation control unit 142 increases the certainty according to the high degree of certainty. By changing the content of the acceleration suppression control, more appropriate operation control can be executed.

[Processing flow]
FIG. 10 is a flowchart showing an example of processing executed by the automatic operation control device 100 of the embodiment. The processing of this flowchart may be repeatedly executed, for example, at a predetermined cycle or a predetermined timing. Further, the processing of this flowchart indicates the processing executed during the automatic driving of the own vehicle M.

First, the acceleration suppression operation control unit 142 determines whether or not the pedestrian bridge PB is recognized by the three-dimensional crossing facility recognition unit 131 (step S100). When the pedestrian bridge PB is recognized, the acceleration suppression operation control unit 142 determines whether or not the road sign recognition unit 135 has recognized the pedestrian crossing CW1 within a predetermined distance (second threshold value described above) from the pedestrian crossing PB. (Step S102). When the pedestrian crossing CW1 is not recognized, the acceleration suppression operation control unit 142 determines whether or not the traffic light TL1 is recognized in the vicinity of the pedestrian bridge PB by the traffic light recognition unit 136 (step S104). When the traffic light TL1 is not recognized in the vicinity of the pedestrian bridge PB, the acceleration suppression operation control unit 142 generates a target trajectory that suppresses acceleration within a predetermined range (within the second traveling mode application section Z) from the position of the pedestrian bridge PB (2nd travel mode application section Z). Step S106).

Further, in the process of step S104, when the traffic light TL1 is recognized in the vicinity of the pedestrian bridge PB, the action plan generation unit 140 generates a target trajectory based on the passage refusal information by the traffic light TL1 (step S108).

Further, in the process of step S102, when the pedestrian crossing CW1 within a predetermined distance from the pedestrian crossing PB is recognized, the acceleration suppression operation control unit 142 walks across the road using the pedestrian crossing CW1 by the traffic light recognition unit 136. It is determined whether or not the traffic light TL1 for the person is recognized (step S110). When the traffic light TL1 is recognized, the action plan generation unit 140 generates a target trajectory based on the pass refusal information by the signal (step S108). If the traffic light TL1 is not recognized, the action plan generation unit 140 generates a target trajectory based on the position of the pedestrian crossing CW1 (step S112).

If the pedestrian crossing PB is not recognized in the process of step S100, the acceleration suppression operation control unit 142 determines whether or not the pedestrian crossing CW1 is recognized by the road sign recognition unit 135 (step S114). When the pedestrian crossing CW1 is recognized, the action plan generation unit 140 generates a target trajectory based on the position of the pedestrian crossing CW1 (step S112). If the pedestrian crossing CW1 is not recognized, the acceleration suppression operation control unit 142 determines whether or not the traffic light TL1 is recognized by the traffic light recognition unit 136 (step S116). When the traffic light TL1 is recognized, the action plan generation unit 140 generates a target trajectory based on the position of the pedestrian crossing CW1 (step S108). If the traffic light TL1 is not recognized, the action plan generation unit 140 generates a target trajectory based on other surrounding environments such as the presence or absence of obstacles (step S118).

Next, the second control unit 160 executes the automatic operation of the own vehicle M based on the generated target trajectory (step S120). This completes the processing of this flowchart.

In the present embodiment, in addition to the processing of the flowchart described above, whether or not the oncoming lane L2 described above is congested, whether or not the width of the lane crossed by the pedestrian bridge PB is equal to or less than a predetermined width, or. It may be determined whether or not to generate a target trajectory that suppresses acceleration based on the position and moving direction of the pedestrian.

According to the above-described embodiment, an operation that recognizes a three-dimensional crossing facility that three-dimensionally intersects the road on which the own vehicle M travels and controls at least acceleration / deceleration of the own vehicle without depending on the operation of the occupants of the own vehicle M. When the own vehicle M passes through the recognized three-dimensional crossing facility, which is a control unit, the own vehicle M is driven in a traveling mode in which the acceleration of the own vehicle M is suppressed, so that the vehicle M can be driven more appropriately. Control can be performed.

[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. 11 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 that stores information and
It comprises a hardware processor that executes a program stored in the storage device.
The hardware processor executes the program.
Three-dimensional crossing facility recognition processing that recognizes three-dimensional crossing facilities that three-dimensionally intersect the road on which the vehicle travels,
When the vehicle passes through the three-dimensional crossing facility recognized by the three-dimensional crossing facility recognition process, which is at least a driving control process for controlling acceleration / deceleration of the vehicle without depending on the operation of the occupant of the vehicle. A driving control process for driving the vehicle in a traveling mode in which the vehicle travels in a state in which the contact avoidance support is easier to operate than when the vehicle does not pass through the three-dimensional crossing facility.
Is configured to run,
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.

1 ... Vehicle system, 10 ... Camera, 12 ... Radar device, 14 ... Finder, 16 ... Object recognition device, 20 ... Communication device, 30 ... HMI, 40 ... Vehicle sensor, 50 ... Navigation device, 60 ... MPU, 80 ... Driving Operator, 100 ... Automatic driving control device, 120 ... First control unit, 130 ... Recognition unit, 131 ... Three-dimensional crossing facility recognition unit, 132 ... Vehicle recognition unit, 133 ... Congestion determination unit, 134 ... Road width recognition unit, 135 ... Road sign recognition unit, 136 ... Signal recognition unit, 140 ... Action plan generation unit, 142 ... Acceleration suppression driving control unit, 144 ... Contact avoidance driving control unit, 200 ... Driving driving force output device, 210 ... Brake device, 220 ... Steering device, M ... Own vehicle

Claims (8)

A three-dimensional crossing facility recognition unit that recognizes a three-dimensional crossing facility that three-dimensionally intersects the road on which the vehicle travels,
A mobile body recognition unit that recognizes a moving body existing around the vehicle,
When the vehicle passes through the three-dimensional crossing facility recognized by the three-dimensional crossing facility recognition unit, which is a driving control unit that controls acceleration / deceleration of the vehicle at least without depending on the operation of the occupant of the vehicle. e Bei and a driving control unit for driving the vehicle in the running mode in which the vehicle travels while easy to operate the contact avoidance assistance as compared with the case that does not pass through the three-dimensional crossing facilities,
The moving body recognition unit recognizes the moving direction of the moving body existing in the vicinity of the vehicle within a predetermined range from the entrance of the three-dimensional crossing facility.
Based on the moving direction of the moving body, the operation control unit is approaching the road on which the vehicle travels without the moving body existing in a predetermined range from the entrance of the three-dimensional crossing facility facing the three-dimensional crossing facility. When it is determined, the vehicle is driven in the traveling mode.
Car both control device. Further provided with a congestion determination unit for determining whether or not the oncoming lane of the lane in which the vehicle is traveling is congested in the vicinity of the three-dimensional crossing facility.
When the vehicle passes through the three-dimensional crossing facility recognized by the three-dimensional crossing facility recognition unit, the driving control unit determines that the road in the oncoming lane is congested by the congestion determination unit. Regardless of whether or not the moving body recognition unit recognizes the moving body existing around the vehicle, the vehicle is driven in the traveling mode.
The vehicle control device according to claim 1. Further provided with a road width recognition unit that recognizes the width of the road on which the vehicle travels,
The driving control unit causes the vehicle to travel in the traveling mode when the width of the road recognized by the road width recognizing unit is equal to or less than a predetermined width.
The vehicle control device according to claim 1 or 2. Further provided with a road sign recognition unit that recognizes a pedestrian crossing drawn on the road on which the vehicle travels.
In the driving control unit, the pedestrian crossing is recognized by the road sign recognition unit at a position farther than the three-dimensional crossing facility when viewed from the moving body existing around the vehicle recognized by the moving body recognition unit. In this case, the vehicle is driven in the driving mode.
The vehicle control device according to any one of claims 1 to 3. Further provided with a road sign recognition unit that recognizes a pedestrian crossing drawn on the road on which the vehicle travels.
The driving control unit does not drive the vehicle in the traveling mode when the distance between the three-dimensional crossing facility and the pedestrian crossing recognized by the road sign recognition unit is equal to or less than a predetermined distance.
The vehicle control device according to any one of claims 1 to 4. Further provided with a traffic light recognition unit that recognizes a traffic light installed on the road on which the vehicle travels.
The operation control unit does not allow the vehicle to travel in the traveling mode when the traffic signal recognized by the traffic signal recognition unit exists within a predetermined distance from the position of the three-dimensional crossing facility.
The vehicle control device according to any one of claims 1 to 5. The three-dimensional crossing facility recognition unit recognizes the three-dimensional crossing facility that three-dimensionally intersects the road on which the vehicle travels.
The moving body recognition unit recognizes the moving body existing around the vehicle, and recognizes the moving body.
When the driving control unit controls at least acceleration / deceleration of the vehicle without depending on the operation of the occupant of the vehicle and the vehicle passes through the three-dimensional crossing facility recognized by the three-dimensional crossing facility recognition unit, the three-dimensional structure is used. The vehicle is driven in the traveling mode in which the vehicle travels in a state in which the contact avoidance support is easier to operate as compared with the case where the vehicle does not pass through the crossing facility .
Further, the moving body recognition unit recognizes the moving direction of the moving body existing in the vicinity of the vehicle within a predetermined range from the entrance of the three-dimensional crossing facility.
Based on the moving direction of the moving body, the operation control unit is approaching the road on which the vehicle travels without the moving body existing in a predetermined range from the entrance of the three-dimensional crossing facility facing the three-dimensional crossing facility. When it is determined, the vehicle is driven in the traveling mode.
Vehicle control method. On the computer to be mounted on vehicles,
A three-dimensional crossing facility recognition procedure for recognizing a three-dimensional crossing facility that three-dimensionally intersects the road on which the vehicle travels,
A moving body recognition procedure for recognizing a moving body existing around the vehicle, and a moving body recognition procedure.
Irrespective of the occupant of the operation of the vehicle, to control the acceleration and deceleration of at least the vehicle, when said vehicle passes through a more recognized the three-dimensional crossing facilities in the three-dimensional crossing facilities recognition procedure, passes through the three-dimensional crossing facilities The operation control procedure for driving the vehicle in the traveling mode in which the vehicle travels in a state in which the contact avoidance support is easier to operate than in the case where the contact avoidance support is not performed is executed.
In the moving body recognition procedure, among the moving bodies existing around the vehicle, the moving direction of the moving body existing in a predetermined range from the entrance of the three-dimensional crossing facility is recognized.
In the operation control procedure, based on the moving direction of the moving body, the moving body existing in a predetermined range from the entrance of the three-dimensional crossing facility is approaching the road on which the vehicle travels without facing the three-dimensional crossing facility. When it is determined, the vehicle is driven in the traveling mode.
program.

Images