JP2019043431A - Travel control device, and travel control method and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a traveling control device which appropriately realizes avoidance behavior of an emergency vehicle. When information on an emergency vehicle in the vicinity of a vehicle is acquired, an avoidance operation is performed so that the behavior of a first vehicle preceding the vehicle or a second vehicle following the vehicle does not interfere with the running of the emergency vehicle. If so, S205 controls the traveling of the vehicle in at least one of the vertical direction and the horizontal direction so as to follow either the first vehicle or the second vehicle performing the avoidance operation. [Selection diagram] Fig. 6

Description

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

  It is extremely important not only for driving by a driver but also for automatic driving and automatic driving support to avoid an emergency vehicle without interrupting the traveling of an emergency vehicle traveling for emergency service. Patent Document 1 describes that, when an emergency vehicle is identified, the own vehicle is decelerated and brought close to the road shoulder.

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

US Patent Application Publication No. 2016/0252905 Unexamined-Japanese-Patent No. 2017-13678

  Generally, when an emergency vehicle approaches, it is required that the host vehicle be moved to the shoulder of the road so as not to hinder the traveling of the emergency vehicle. However, if the emergency vehicle recognizes for the first time in proximity to the host vehicle due to a blind spot or the like only by visual recognition of the emergency vehicle, the emergency vehicle can not be avoided in time. In addition, there is a possibility that the avoidance action may be taken even when the own vehicle does not have to avoid only by recognizing the siren of the emergency vehicle.

  An object of the present invention is to provide a travel control device, a travel control method, and a program that appropriately realize the avoidance behavior of an emergency vehicle.

  The travel control device according to the present invention is a travel control device that controls the travel of a vehicle, and includes an emergency vehicle around the vehicle by a first acquisition unit that acquires information on an emergency vehicle, and the first acquisition unit. If the behavior of the first vehicle preceding the vehicle or the second vehicle following the vehicle is an avoidance operation for preventing the traveling of the emergency vehicle when acquiring the information, the avoidance operation Driving control means for controlling the traveling in at least one of the longitudinal direction and the lateral direction of the vehicle to follow any one of the first vehicle and the second vehicle that are performing It features.

  A travel control method according to the present invention is a travel control method executed in a travel control device that controls the travel of a vehicle, and an acquisition step of acquiring information of an emergency vehicle, and a periphery of the vehicle in the acquisition step. If the behavior of the first vehicle preceding the vehicle or the second vehicle following the vehicle is an avoidance operation for preventing the traveling of the emergency vehicle when acquiring the information of the emergency vehicle, A traveling control step of controlling traveling of at least one of the longitudinal direction and the lateral direction of the vehicle so as to follow any one of the first vehicle and the second vehicle performing the avoidance operation; It is characterized by having.

  According to the present invention, the evasive action of the emergency vehicle can be appropriately realized.

It is a block diagram of a control system for vehicles. It is a block diagram of a control system for vehicles. It is a block diagram of a control system for vehicles. It is a figure which shows the block configuration to control of an actuator. It is a flow chart which shows processing to control of an actuator. It is a flowchart which shows the process of the optimal path | route judgment. It is a flowchart which shows the process of the optimal path | route judgment. It is a flowchart which shows the process of an emergency vehicle avoidance action plan. It is a figure for demonstrating approach of an emergency vehicle. It is a flowchart which shows the process of the optimal path | route judgment.

First Embodiment
1 to 3 are block diagrams of a control system 1 for a vehicle according to the present embodiment. The control system 1 controls a vehicle V. In FIGS. 1 and 2, the vehicle V is schematically shown in plan and side views. The vehicle V is a sedan-type four-wheeled vehicle as an example. Control system 1 includes a control device 1A and a control device 1B. FIG. 1 is a block diagram showing the control device 1A, and FIG. 2 is a block diagram showing the control device 1B. FIG. 3 mainly shows the configuration of communication lines and power supplies between the control device 1A and the control device 1B.

  The control device 1A and the control device 1B are obtained by multiplexing or redundantly a part of the functions realized by the vehicle V. This can improve the reliability of the system. The control device 1A also performs, for example, driving support control related to danger avoidance and the like in addition to normal operation control in automatic driving control and manual driving. The control device 1B is mainly responsible for driving support control related to danger avoidance and the like. Driving support may be called driving support. By performing different control processes while making the functions redundant between the control device 1A and the control device 1B, the reliability can be improved while decentralizing the control processes.

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

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

  The ECU 20A executes control related to automatic driving as travel control of the vehicle V. In automatic driving, at least one of driving of the vehicle V (acceleration of the vehicle V by the power plant 50, etc.), steering or braking is automatically performed regardless of the driver's driving operation. The present embodiment also includes the case where driving, steering and braking are performed automatically.

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

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

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

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

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

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

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

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

  The ECU 26A is an outside notification control unit that controls an information output device 44A that notifies information outside the vehicle. In the case of the present embodiment, the information output device 44A is a direction indicator (hazard lamp), and the ECU 26A performs blinking control of the information output device 44A as a direction indicator to move the traveling direction of the vehicle V outside the vehicle. Further, by performing blinking control of the information output device 44A as a hazard lamp, the alertness to the vehicle V can be enhanced with respect to the outside of the vehicle.

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

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

  The input device 45A is disposed in the vehicle so as to be operable by the driver, and receives input of instructions and information from the driver.

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

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

  In the present embodiment, although the ECU 21B is configured to have the environment recognition function and the traveling support function, an ECU may be provided for each function as the ECU 21A and the ECU 29A of the control device 1A. Conversely, in the control device 1A, as in the case of the ECU 21B, the functions of the ECU 21A and the ECU 29A may be realized by one ECU.

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

  The ECU 22B is a steering control unit that controls the electric power steering device 41B. Electric power steering apparatus 41B includes a mechanism that steers the front wheels in accordance with the driver's driving operation (steering operation) on steering wheel ST. The electric power steering device 41B assists the steering operation or detects a motor that exerts a driving force for automatically steering the front wheels, a sensor that detects the amount of rotation of the motor, and a steering torque that the driver bears. Torque sensor etc. Further, a steering angle sensor 37 is electrically connected to the ECU 22B via a communication line L2 described later, and the electric power steering apparatus 41B can be controlled based on the detection result of the steering angle sensor 37. The ECU 22B can acquire the detection result of the sensor 36 that detects whether the driver is gripping the steering wheel ST, and can monitor the gripping state of the driver.

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

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

  The ECU 23B also functions as an out-of-vehicle notification control unit that controls an information output device 43B that notifies information outside the vehicle. In the case of the present embodiment, the information output device 43B is a brake lamp, and the ECU 23B can light the brake lamp at the time of braking or the like. This can increase the attention to the vehicle V with respect to the following vehicle.

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

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

  The input device 45B is disposed in the vehicle so as to be operable by the driver, and receives input of instructions and information from the driver.

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

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

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

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

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

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

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

<Redundant>
The commonality of the function which control device 1A and control device 1B have is explained. The reliability of the control system 1 can be improved by making the same function redundant. In addition, some of the redundant functions do not have the same functions multiplexed but exhibit different functions. This suppresses the cost increase due to the redundant function.

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

Braking control device 1A includes a hydraulic device 42A and an ECU 23A that controls the hydraulic device 42A. The control device 1B includes a hydraulic device 42B and an ECU 23B that controls the hydraulic device 42B. These are all available for braking the vehicle V. On the other hand, while the braking mechanism of the control device 1A mainly has the distribution of the braking force by the braking device 51 and the braking force by the regenerative braking of the motor M, the braking mechanism of the control device 1B is Attitude control etc. is the main function. Although both are common in terms of braking, they exert different functions.

Stop Maintenance The control device 1A includes the electric parking lock device 50a and the ECU 24A that controls the electric parking lock device 50a. Control device 1B has electric parking brake device 52 and ECU24B which controls this. Any of these can be used to maintain the stop of the vehicle V. On the other hand, while the electric parking lock device 50a is a device that functions at the time of selecting the P range of the automatic transmission TM, the electric parking brake device 52 locks the rear wheel. Although both are common in terms of maintaining the stop of the vehicle V, they exert different functions.

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

Outside Vehicle Notification The control device 1A includes an information output device 44A and an ECU 26A that controls the information output device 44A. The control device 1B includes an information output device 43B and an ECU 23B that controls the information output device 43B. Any of these can be used to report information outside the vehicle. On the other hand, the information output device 43A is a direction indicator (hazard lamp), and the information output device 44B is a brake lamp. Although both are common in terms of informing outside the vehicle, they exert different functions.

The difference is that the control device 1A has the ECU 27A that controls the power plant 50, whereas the control device 1B does not have its own ECU that controls the power plant 50. In the case of the present embodiment, any one of the control devices 1A and 1B is capable of steering, braking and stopping independently, and either the control device 1A or the control device 1B is degraded in performance, or the power is shut off or the communication is shut off. Even in this case, it is possible to decelerate and maintain the stop state while suppressing the lane departure. Further, as described above, the ECU 21B can output a control command to the ECU 27A via the communication line L2, the gateway GW, and the communication line L1, and the ECU 21B can also control the power plant 50. Although the cost increase can be suppressed by not providing the ECU unique to the control device 1B for controlling the power plant 50, it may be provided.

[Sensor system]
Detection of Ambient Condition The control device 1A includes detection units 31A and 32A. The control device 1B includes detection units 31B and 32B. Any of these can be used to recognize the traveling environment of the vehicle V. On the other hand, the detection unit 32A is a rider and the detection unit 32B is a radar. The lidar is generally advantageous for shape detection. Also, radar is generally more cost-effective than riders. By using these sensors having different characteristics in combination, it is possible to improve the recognition performance of the target and reduce the cost. Although both detection units 31A and 31B are cameras, cameras with different characteristics may be used. For example, one may be a higher resolution camera than the other. Also, the angles of view may be different from one another.

  In comparison between the control device 1A and the control device 1B, the detection units 31A and 32A may have different detection characteristics from the detection units 31B and 32B. In the case of this embodiment, the detection unit 32A is a lidar, and generally, the detection performance of the edge of the target is higher than that of the radar (detection unit 32B). In addition, in the radar, relative speed detection accuracy and weather resistance are generally superior to the rider.

  If the camera 31A is a camera with a higher resolution than the camera 31B, the detection units 31A and 32A have higher detection performance than the detection units 31B and 32B. By combining a plurality of sensors having different detection characteristics and costs, cost advantages may be obtained when considered in the entire system. In addition, by combining sensors having different detection characteristics, it is possible to reduce detection omissions and false detections more than in the case where the same sensors are made redundant.

The vehicle speed control device 1A has a rotational speed sensor 39. The control device 1 B includes a wheel speed sensor 38. Any of these can be used to detect the vehicle speed. On the other hand, the rotation speed sensor 39 detects the rotation speed of the output shaft of the automatic transmission TM, and the wheel speed sensor 38 detects the rotation speed of the wheel. Although both are common in that the vehicle speed can be detected, they are sensors whose detection targets are different from each other.

The yaw rate controller 1A has a gyro 33A. The controller 1B has a yaw rate sensor 33B. Any of these can be used to detect the angular velocity around the vertical axis of the vehicle V. On the other hand, the gyro 33A is used to determine the course of the vehicle V, and the yaw rate sensor 33B is used to control the attitude of the vehicle V. Both are sensors that are common in that the angular velocity of the vehicle V can be detected, but are sensors that have different usage purposes.

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

  Further, as both of the electric power steering devices 41A and 41B include a torque sensor, the steering torque can be recognized in any of the control devices 1A and 1B.

The amount of braking operation The control device 1A includes an operation detection sensor 34b. The controller 1 </ b> B includes a pressure sensor 35. Any of these can be used to detect the amount of braking operation by the driver. On the other hand, the operation detection sensor 34b is used to control the distribution of the braking force by the four brake devices 51 and the braking force by the regenerative braking of the motor M, and the pressure sensor 35 is used for attitude control and the like. Although both are common in that the amount of braking operation is detected, they are sensors whose usage purposes are different from each other.

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

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

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

  Examples of the driving-related functions include lane keeping control, lane departure suppression control (off road departure suppression control), lane change control, forward vehicle follow-up control, collision mitigation brake control, and false start suppression control. The notification function may include adjacent vehicle notification control and a leading vehicle start notification control.

  The lane keeping control is one of control of the position of the vehicle with respect to the lane, and is control for causing the vehicle to automatically run (without depending on the driver's driving operation) on the traveling track set in the lane. The lane departure suppression control is one of control of the position of the vehicle relative to the lane, detects a white line or a central separation zone, and automatically performs steering so that the vehicle does not exceed the line. The lane departure suppression control and the lane keeping control thus have different functions.

  The lane change control is control for automatically moving the vehicle from the lane in which the vehicle is traveling to the adjacent lane. The forward vehicle following control is control for automatically following other vehicles traveling in front of the own vehicle. The collision mitigation brake control is a control that automatically brakes to support collision avoidance when the possibility of collision with an obstacle ahead of the vehicle increases. The erroneous start suppression control is control for restricting the acceleration of the vehicle when the acceleration operation by the driver is equal to or more than the predetermined amount in the stopped state of the vehicle, and suppresses the sudden start.

  The adjacent vehicle notification control is a control for notifying the driver of the presence of another vehicle traveling on the adjacent lane adjacent to the traveling lane of the own vehicle, for example, the existence of another vehicle traveling to the side of the own vehicle and to the rear To inform The vehicle-in-front vehicle start notification control is control to notify that the host vehicle and the other vehicle in front of it are in the stop state and the other vehicle in front is started. These notifications can be performed by the in-vehicle notification device (the information output device 43A, the information output device 44B) described above.

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

  FIG. 4 is a diagram showing a block configuration from acquisition of external world information to control of an actuator in a vehicle V. As shown in FIG. The block 401 of FIG. 4 is implemented by, for example, the ECU 21A of FIG. The block 401 acquires external world information of the vehicle V. Here, the external world information is, for example, image information or detection information acquired by the detection units 31A, 32A, 32A, 32B (camera, radar, lidar) mounted on the vehicle V. Alternatively, the outside world information may be acquired by inter-vehicle communication or road-to-vehicle communication. The block 401 recognizes obstacles and signs such as guard rails and separation bands, and outputs the recognition result to the block 402 and the block 408. The block 408 is realized, for example, by the ECU 29A of FIG. 1, and based on the information of the obstacle, the pedestrian, the other vehicle, etc. recognized by the block 401, the risk potential based on the optimum route judgment is calculated. Is output to block 402.

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

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

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

  In S104, the block 402 determines whether the emergency vehicle is in a predetermined area. Here, the emergency vehicle means a vehicle driven for emergency service, for example, a fire engine or an ambulance. For example, the block 402 may determine that the emergency vehicle is in the predetermined area by receiving a notification signal notifying the presence of the emergency vehicle by inter-vehicle communication, road-vehicle communication, or the like. If it is determined in S104 that there is an emergency vehicle, the process proceeds to S105, where an optimal route determination is made. The optimal route determination in S105 will be described later. On the other hand, when it is determined in S104 that there is no emergency vehicle, the process proceeds to S106. The determination in S104 may be performed, for example, based on the position and speed of the emergency vehicle. For example, even if the emergency vehicle is within a predetermined range of 50 m or less, it may be determined that the emergency vehicle does not exist if the speed of the emergency vehicle is equal to or less than the threshold due to traffic congestion or the like.

  In S106, the block 402 determines an optimal route based on each acquired information and the traveling model 405 and the risk avoidance model 406. For example, when the automatic driving support system is configured in the vehicle V, the amount of support is determined based on the operation information from the driver 409. In step S107, the block 403 controls the actuator 404 based on the optimal path determined in step S105 or S106.

  FIG. 6 is a flowchart showing the process of determining the optimum route in S105. In S201, the block 402 determines whether the direction in which the emergency vehicle is approaching is in front of or behind the host vehicle. The determination in S201 may be made based on, for example, the siren sound of the emergency vehicle, or map information indicating the position of the emergency vehicle may be acquired and the determination may be made based on the position on the map. Alternatively, other information may be used, or the direction in which the emergency vehicle is approaching may be determined by using the above information in combination. If it is determined that the direction in which the emergency vehicle is approaching is in front of the host vehicle, the process proceeds to S202, and if it is determined that the emergency vehicle is behind the host vehicle, the process proceeds to S221.

  Hereinafter, the case where it is determined that the direction in which the emergency vehicle is approaching is in front of the host vehicle will be described. In S202, block 402 determines whether a preceding vehicle exists. Here, when it is determined that the preceding vehicle exists, the process proceeds to S203, and when it is determined that the preceding vehicle does not exist, the process proceeds to S206.

  In S203, the block 402 determines the behavior of the preceding vehicle, and in S203 determines whether the behavior is an avoidance action for causing the emergency vehicle to preferentially travel. For example, if the vehicle is traveling on the left side and the preceding vehicle is in a behavior approaching the roadside of the left side of the road, it is determined that the evasive action is for causing the emergency vehicle to travel preferentially (does not prevent the emergency vehicle from traveling). , S205. At S205, block 402 plans an emergency vehicle avoidance action. At S205, block 402 plans an avoidance action to trace the behavior of the preceding vehicle. That is, when the preceding vehicle is in the offset running approaching the roadside zone, the evasive action is planned so as to approach the roadside zone. As an avoidance action, for example, the steering amount and the deceleration until the vehicle approaches the roadside and stops from the current traveling road are determined as the actuator control amount.

  As described above, in the present embodiment, when it is determined that the emergency vehicle is present, the emergency vehicle avoidance action is planned if the preceding vehicle is in the emergency vehicle avoidance action. For example, as shown in FIG. 9B, when the emergency vehicle 914 is approaching from the front, the preceding vehicle 912 is expected to take evasive action earlier than the host vehicle 911. The evasive action can be taken for the approach of the emergency vehicle 914.

  On the other hand, when it is determined in S204 that it is not an evasive action for causing the emergency vehicle to travel, the process proceeds to S206. In S206, the block 402 determines whether the behavior of the vehicle in the other lane is an emergency vehicle avoidance action. In the case of FIG. 9 (B), it is determined whether the vehicle 913 in the other lane is taking an emergency vehicle avoidance action. Here, if it is determined that the action is an emergency vehicle avoidance action, in S207, the block 402 plans an emergency vehicle avoidance action. In S207, the block 402 plans the behavior of the vehicle in the other lane and the offset traveling in the opposite direction in the vehicle width direction, that is, in the direction away from the vehicle in the other lane as the avoidance behavior. For example, as shown in FIG. 9 (B), when the vehicle 913 traveling on the adjacent opposite lane approaches the roadside zone side, the offset travel such that the host vehicle 911 approaches the left side is planned as an avoidance action. If it is determined in S206 that the vehicle is not an emergency vehicle avoidance action or if there is no vehicle in another lane, the process proceeds to S208.

  At S208, block 402 determines whether the emergency vehicle is approaching within a predetermined distance. In the determination of S208, for example, it may be determined that the emergency vehicle is approaching within a predetermined distance if the value indicating the approach degree to the emergency vehicle, for example, TTC (Time To Collision) is less than or equal to the predetermined value. In addition, the determination may be performed based on an index that represents a distance instead of an index that represents time such as TTC. For example, it may be determined whether the emergency vehicle is approaching within a predetermined distance based on a notification signal or a GPS signal of the emergency vehicle received by inter-vehicle communication, road-vehicle communication, or the like. If it is determined in S208 that the emergency vehicle is approaching within the predetermined distance, in S209, block 402 plans an emergency vehicle avoidance action. In that case, the block 402, in principle, plans an offset run approaching the roadside as an avoidance action. In addition, when traveling on the second driving lane, the block 402 controls the right side or the right side to avoid traveling of the emergency vehicle based on the recognition result of the block 401 and the risk potential calculated in the block 408. Decide if you are on the left. On the other hand, when it is determined that the emergency vehicle is not approaching within the predetermined distance, the processing from S104 is repeated. For example, when the emergency vehicle is moved away from the traveling route of the own vehicle via a route geographically separated, such processing is performed, and the normal optimum route determination is performed in S106. .

  As described above, in the present embodiment, when there is no leading vehicle or when the leading vehicle does not notice the approach of the emergency vehicle and does not take emergency vehicle avoidance action, the image analysis, the radar, the rider, etc. It is determined whether to take an emergency vehicle avoidance action based on the behavior of the vehicle traveling on the lane of. With such a configuration, even if there is no preceding vehicle or no preceding vehicle takes an emergency vehicle avoidance action, the approach of the emergency vehicle from the front can be avoided based on the behavior of the vehicles in the other lanes. I can take action.

  Next, the case where it is determined that the direction in which the emergency vehicle is approaching is the rear of the vehicle will be described. In S221 of FIG. 7, a block 402 determines whether there is a following vehicle. Here, when it is determined that the following vehicle is present, the process proceeds to S222, and when it is determined that the following vehicle is not present, the process proceeds to S225.

  In S222, the block 402 determines the behavior of the following vehicle, and in S223, determines whether the behavior is an avoidance action for causing the emergency vehicle to run preferentially. For example, if the vehicle is traveling on the left side and the following vehicle is in the behavior of approaching the roadside zone on the left side of the road, it is determined that it is an avoidance action for causing the emergency vehicle to preferentially travel, and the process proceeds to S224. At S224, block 402 plans an emergency vehicle avoidance action. In S224, the block 402 plans an avoidance action to trace the behavior of the following vehicle. That is, when the following vehicle is the offset running approaching the roadside zone, the offset running approaching the roadside zone is planned as an avoidance action.

  As described above, in the present embodiment, when it is determined that the emergency vehicle is present, the emergency vehicle avoidance action is planned if the following vehicle is taking the emergency vehicle avoidance action. For example, as shown in FIG. 9A, when the emergency vehicle 904 is approaching from the rear, the following vehicle 902 is expected to take evasive action earlier than the host vehicle 901. The evasive action can be taken for the approach of the emergency vehicle 904.

  On the other hand, when it is determined in S223 that it is not an evasive action for causing the emergency vehicle to travel, the process proceeds to S225. In S225, the block 402 determines whether the behavior of the vehicle in the other lane is an emergency vehicle avoidance action. In the case of FIG. 9A, it is determined whether the vehicle 903 in the other lane is taking an emergency vehicle avoidance action. Here, if it is determined that the action is an emergency vehicle avoidance action, in S226, a block 402 plans an emergency vehicle avoidance action. In S226, the block 402 plans the evasive action to move in the opposite direction in the vehicle width direction and the vehicle behavior in the other lanes. For example, as shown in FIG. 9A, when the behavior of a vehicle 903 traveling on an adjacent opposite lane is closer to the roadside zone, the own vehicle 901 is closer to the left, that is, the other lanes. Plan offset running in the direction away from the vehicle as an evasive action. This is the case of left-handed traffic, but in the case of right-handed traffic, it is planned as an offsetting action in which the host vehicle 901 approaches the right.

  FIG. 9A shows the case of one lane on one side, but the above operation can be applied to the case of multiple lanes on one side. For example, if there are two lanes on one side and the own vehicle is traveling in the lane in two lanes, the other vehicle traveling on the overtaking lane approaches the central separation side, that is, the right side, the left side Plan your evasive action as you approach. On the other hand, when the host vehicle is traveling in the overtaking lane in two lanes, the evasive action is performed so that the other vehicle traveling in the traveling lane approaches the roadside band side, that is, the left side. Plan.

  In addition, there may be cases in which there are three lanes on one side (a first traveling lane, a second traveling lane, and an overtaking lane) and the host vehicle is traveling in a second traveling lane. In such a case, block 402 determines, based on the recognition result of block 401 and the risk potential calculated in block 408, whether to move to the right or left to avoid traveling of the emergency vehicle. If it is determined in S225 that the vehicle is not an emergency vehicle avoidance action or if there is no vehicle in another lane, the process proceeds to S227.

  As described above, in the present embodiment, when there is no following vehicle or when the following vehicle does not notice the approach of the emergency vehicle and does not take emergency vehicle avoidance action, the image analysis, the radar, the rider, etc. Based on the behavior of the vehicle traveling on the lane, it is determined whether to take an emergency vehicle avoidance action.

  At S227, a block 402 determines whether the emergency vehicle is approaching within a predetermined distance. If the determination in S227, for example, a value indicating the approach degree to the emergency vehicle, for example, TTC is equal to or less than a predetermined value, it may be determined that the emergency vehicle is approaching within the predetermined distance. In addition, the determination may be performed based on an index that represents a distance instead of an index that represents time such as TTC. For example, it may be determined whether the emergency vehicle is approaching within a predetermined distance based on a notification signal or a GPS signal of the emergency vehicle received by inter-vehicle communication, road-vehicle communication, or the like. When it is determined in S227 that the emergency vehicle is approaching within the predetermined distance, in S228, the block 402 plans an emergency vehicle avoidance action. In that case, the block 402 plans, in principle, an offset run approaching the roadside zone as an avoidance action. In addition, when traveling on the second driving lane, the block 402 controls the right side or the right side to avoid traveling of the emergency vehicle based on the recognition result of the block 401 and the risk potential calculated in the block 408. Decide if you are on the left.

  On the other hand, when it is determined in S227 that the emergency vehicle does not exist within the predetermined distance, the processing from S104 is repeated. For example, when the emergency vehicle is moved away from the traveling route of the own vehicle via a route geographically separated, such processing is performed, and the normal optimum route determination is performed in S106. .

  FIG. 8A is a flowchart showing processing of the emergency vehicle avoidance action plan of S207, S209, S226, and S228. In step S301, the block 401 performs environment recognition based on the outside world information. In S302, the block 402 determines, based on the recognition result of the block 401 and the risk potential calculated in the block 408, whether or not the emergency vehicle avoidance action is possible.

  In the present embodiment, the emergency vehicle avoidance action means an avoidance operation for preventing the traveling of the emergency vehicle, but for example, the operation of avoiding the traveling track of the own vehicle so as not to overlap on the traveling track of the emergency vehicle It is. This includes determining the travel path of the vehicle so that the travel paths predicted for both the vehicle and the emergency vehicle do not overlap. In addition, even if the travel paths predicted for both the host vehicle and the emergency vehicle overlap, priority is given to traveling of the emergency vehicle by speed control or the like in the current environment of the host vehicle.

  When it is determined in S302 that the emergency vehicle avoidance action is possible, in S303, the block 402 performs offset travel to control travel in at least one of the longitudinal direction and the lateral direction to avoid travel of the emergency vehicle. Then, the actuator control amount including the stop position and the deceleration rate is determined. After S303, the process of FIG. 8A ends.

  When it is determined in S302 that the emergency vehicle avoidance action is not possible, in S304, the block 402 cancels the emergency vehicle avoidance action plan, and switches travel control of the host vehicle to manual driving by the driver 409. In that case, block 402 informs driver 402 that it has been switched to manual operation, for example, on HMI 407. After S304, the process of FIG. 8A ends.

  FIG. 8B is a flowchart showing the process of the emergency vehicle avoidance action plan of S205 and S224. In S311, a block 402 analyzes the behavior of the preceding vehicle or the following vehicle to be followed (trace object). Then, in S312, the block 402 determines whether to trace the vehicle to be traced based on the analysis result. In S312, for example, when there is fluctuation in the traveling state of the tracing target vehicle as a result of analysis, it is determined that tracing is not performed. Alternatively, it may be determined that tracing is not performed if the block 402 estimates that the traveling track of the emergency vehicle and the position of the own vehicle interfere with each other if the own vehicle traces the vehicle to be traced. .

  When it is determined that tracing is to be performed, in S313, the block 402 performs offset traveling to control traveling in at least one of the longitudinal direction and the lateral direction to avoid traveling of the emergency vehicle based on the behavior of the vehicle to be traced. Thus, the actuator control amount including the stop position and the deceleration rate is determined. After S313, the process of FIG. 8B ends.

  If it is determined in S312 that tracing is not to be performed, in S314, the block 401 performs environment recognition based on the external world information. Then, in S315, the block 402 determines whether or not the emergency vehicle avoidance action is possible based on the recognition result of the block 401 and the risk potential calculated in the block 408. Here, when it is determined that the emergency vehicle avoidance action is possible, in step S316, the block 402 performs offset traveling to control traveling in at least one of the longitudinal direction and the lateral direction to avoid traveling of the emergency vehicle. Thus, the actuator control amount including the stop position and the deceleration rate is determined. After S316, the process of FIG. 8B ends.

  When it is determined in S315 that the emergency vehicle avoidance action is not possible, in S317, the block 402 cancels the emergency vehicle avoidance action plan, and switches travel control of the host vehicle to manual driving by the driver 409. In that case, block 402 informs driver 402 that it has been switched to manual operation, for example, on HMI 407. After S317, the process of FIG. 8B ends.

  According to the configuration as described above, it is possible to prevent the vehicle following the behavior which is not appropriate as the trace object.

  As described above, in the present embodiment, when the emergency vehicle is approaching, the own vehicle is offset-traveled based on any of the preceding vehicle, the following vehicle, and the vehicle on the other lane to avoid traveling of the emergency vehicle. can do.

  Next, an operation when the host vehicle is in a specific scene when the emergency vehicle is approaching will be described. The specific scene in this embodiment is a situation located at an intersection, a pedestrian crossing, a level crossing, a narrow road, a parking suspension section, etc., and when evasive action is performed, it is first located at a place where passing is required I say the situation.

  FIG. 10 is a flowchart showing the process of determining the optimum route in S105. In S401, the block 402 recognizes the position of the host vehicle based on the GPS position information and the recognition result of the block 401. In step S402, the block 402 determines from the recognition result of the block 401 whether or not the host vehicle is in a specific scene. For example, the block 402 determines whether or not the host vehicle is in an intersection based on target data such as a stop line and GPS position information. Here, when it is determined that the host vehicle is in the specific scene, in S403, the block 402 determines an optimal route so as to pass the specific scene. In S403, for example, when the stop line in front of the host vehicle is recognized, the block 402 determines an optimal route with the position as a target position. Block 403 then controls actuator 404 based on the determined optimal path. After S403, the process of S201 is performed. On the other hand, when it is determined in S402 that the host vehicle is not in the specific scene, the processing of S201 is performed.

  As described above, in the present embodiment, when it is determined that the emergency vehicle is present in S104, if the own vehicle is in the specific scene, the optimum route determination of FIGS. 6 and 7 is performed after passing the specific scene. That is, an avoidance action by offset running is planned. Moreover, although an intersection was demonstrated above as an example, it is not restricted to an intersection, A level crossing etc. may be sufficient. That is, if it is a specific scene that is required to pass when an emergency vehicle approaches, it may not be an intersection.

<Summary of the embodiment>
The travel control device according to the present embodiment is a travel control device for controlling the travel of a vehicle, and includes a first acquisition unit that acquires information on an emergency vehicle, (28c), and the periphery of the vehicle by the first acquisition unit. If the behavior of the first vehicle preceding the vehicle or the second vehicle following the vehicle is an avoidance operation for preventing the traveling of the emergency vehicle when acquiring the information of the emergency vehicle, A traveling control means for controlling traveling of at least one of the longitudinal direction and the lateral direction of the vehicle so as to follow one of the first vehicle and the second vehicle performing the avoidance operation (S204 , S224, and block 402).

  With such a configuration, when the emergency vehicle approaches, it is possible to follow the leading vehicle or the following vehicle of the own vehicle and take an avoidance action of the emergency vehicle.

  In addition, if the information on the emergency vehicle acquired by the first acquisition means indicates the approach of the emergency vehicle from the front of the vehicle, and the behavior of the first vehicle is the avoidance operation, the traveling The control means controls traveling of at least one of the longitudinal direction and the lateral direction of the vehicle so as to move in the same direction as the first vehicle (S204). With such a configuration, when the emergency vehicle approaches from the front, the own vehicle can be offset-moved in the same direction as the preceding vehicle.

  Further, if the information on the emergency vehicle acquired by the first acquisition means indicates the approach of the emergency vehicle from the rear of the vehicle, and the behavior of the second vehicle is the avoidance operation, the traveling The control means controls traveling of at least one of the longitudinal direction and the lateral direction of the vehicle so as to move in the same direction as the second vehicle (S224). With such a configuration, when the emergency vehicle approaches from behind, the own vehicle can be offset-moved in the same direction as the following vehicle.

  In addition, it is determined whether to follow one of the first vehicle and the second vehicle based on the behavior of the first vehicle or the second vehicle to be followed. When it is determined that one of the first vehicle and the second vehicle is to be followed by the determination unit 1 (S311, S312), and the first determination unit, the travel control unit It is characterized in that traveling of at least one of the longitudinal direction and the lateral direction of the vehicle is controlled so as to follow any one of the first vehicle and the second vehicle. With such a configuration, for example, in the case where the behavior of the preceding vehicle or the following vehicle is unstable, it is possible to prevent the follow-up of those vehicles.

  Further, when it is determined that the first determination means does not follow any one of the first vehicle and the second vehicle, the travel control means determines that the first vehicle to be followed is Alternatively, regardless of the behavior of the second vehicle, traveling of at least one of the longitudinal direction and the lateral direction of the vehicle is controlled to perform the avoidance operation. With such a configuration, the emergency vehicle can be avoided in a situation where the emergency vehicle can be avoided.

  Further, a second determination unit (S304, S317) for determining whether or not the avoidance operation is possible is further included, and it is determined that the avoidance operation is possible by the second determination unit, The travel control means performs travel control for the avoidance operation, and when it is determined by the second determination means that the avoidance operation is not possible, the travel control means cancels the travel control and manually It is characterized by switching to driving. Such a configuration makes it possible to switch to manual driving by the driver in situations where the emergency vehicle can not be avoided.

  In addition, based on the information on the other vehicle acquired by the second acquisition unit for acquiring information on the other vehicle (detection units 31A, 32A, 32A, 32B), and the second acquisition unit, It is characterized by further having the 3rd judgment means and (S205, S225) which judge whether the behavior of vehicles of the above is the above-mentioned avoidance operation. With such a configuration, for example, it can be determined whether the oncoming vehicle is taking an evasive action.

  In addition, when the second acquisition unit can not or does not acquire information on the first vehicle and the second vehicle, information on vehicles in other lanes different from the lane on which the vehicle travels is If acquired, the third determination unit determines whether the behavior of the vehicle in the other lane is the avoidance operation based on the information of the vehicle in the other lane acquired by the second acquisition unit. If the behavior of the vehicle in the other lane is the avoidance operation, the travel control means moves in the longitudinal direction and the lateral direction of the vehicle so as to move in a direction away from the vehicle in the other lane. Control the traveling of at least one of the above (S206, S226). With such a configuration, for example, the host vehicle can be offset-moved in the direction away from the oncoming vehicle in the width direction of the oncoming vehicle and the vehicle.

  In addition, when the second acquisition means does not acquire the information of the other vehicle, the travel control means moves to the left side if it can move to both the left side and the right side of the vehicle. To control the traveling of at least one of the longitudinal direction and the lateral direction of the vehicle (S228). With such a configuration, in principle, the host vehicle can be offset to the left.

  In addition, the scene determination means determines whether or not the vehicle is located in a specific scene, and the scene determination means acquires information of an emergency vehicle around the vehicle by the first acquisition means. A second travel control means (FIG. 10) for controlling the travel of the vehicle to pass the specific scene and perform the avoidance operation when it is determined that the vehicle is located in the specific scene It is characterized by Further, the specific scene is characterized in that it includes at least one of an intersection, a pedestrian crossing, a level crossing, a narrow road, and a parking suspension prohibited section (FIG. 10). With such a configuration, for example, when the own vehicle is located in an intersection when an emergency vehicle approaches, the intersection can be passed.

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

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

Claims (14)

A travel control device for controlling the travel of a vehicle, wherein
First acquiring means for acquiring information of an emergency vehicle;
The behavior of the first vehicle preceding the vehicle or the behavior of the second vehicle following the vehicle when the information of the emergency vehicle in the vicinity of the vehicle is acquired by the first acquisition means is the travel of the emergency vehicle In the longitudinal direction and / or the lateral direction of the vehicle so as to follow either one of the first vehicle or the second vehicle performing the avoidance operation. Travel control means for controlling the travel of the vehicle;
A travel control device comprising:   If the information on the emergency vehicle acquired by the first acquisition means indicates the approach of the emergency vehicle from the front of the vehicle, and the behavior of the first vehicle is the avoidance operation, the travel control means The travel control device according to claim 1, wherein the travel control device controls travel of at least one of the longitudinal direction and the lateral direction of the vehicle so as to move in the same direction as the first vehicle.   If the information on the emergency vehicle acquired by the first acquisition means indicates the approach of the emergency vehicle from the rear of the vehicle, and the behavior of the second vehicle is the avoidance operation, the travel control means The travel control device according to claim 1 or 2, wherein travel of at least one of the longitudinal direction and the lateral direction of the vehicle is controlled to move in the same direction as the second vehicle. It is determined whether or not to follow either the first vehicle or the second vehicle based on the behavior of the first vehicle or the second vehicle to be followed. Judgment means,
When it is determined that the first determination means follows one of the first vehicle and the second vehicle, the travel control means determines whether the first vehicle or the second vehicle is used. Controlling traveling of the vehicle in the longitudinal direction and / or the lateral direction so as to follow one of the two.
The travel control device according to any one of claims 1 to 3, characterized in that: When it is determined that the first determination means does not follow any one of the first vehicle and the second vehicle, the travel control means determines that the first vehicle to be followed or the following vehicle is to be followed. Controlling traveling of at least one of the longitudinal direction and the lateral direction of the vehicle so as to perform the avoidance operation regardless of the behavior of the second vehicle;
The travel control device according to claim 4, characterized in that: The apparatus further comprises a second determination unit that determines whether the avoidance operation is possible or not.
When it is determined by the second determination unit that the avoidance operation is possible, the traveling control unit performs traveling control for the avoidance operation,
When it is determined by the second determination unit that the avoidance operation is not possible, the traveling control unit cancels the traveling control and switches to the manual operation.
The travel control device according to any one of claims 1 to 5, characterized in that: Second acquisition means for acquiring information of another vehicle,
Third determination means for determining whether the behavior of the other vehicle is the avoidance operation based on the information of the other vehicle acquired by the second acquisition device;
The travel control device according to any one of claims 1 to 6, further comprising: The second acquisition means acquires information of a vehicle on another lane different from the lane on which the vehicle travels, when the information on the first vehicle and the second vehicle can not be acquired or not acquired. If
The third determination means determines whether or not the behavior of the vehicle in the other lane is the avoidance operation based on the information of the vehicle in the other lane acquired by the second acquisition means. ,
If the behavior of the vehicle in the other lane is the avoidance operation, the travel control means moves in a direction away from the vehicle in the other lane, in at least one of the longitudinal direction and the lateral direction of the vehicle. The travel control device according to claim 7, which controls the travel of the vehicle.   If the second acquisition means does not acquire the information of the other vehicle, the travel control means moves to the left side if it can move to both the left side and the right side of the vehicle. 9. The travel control device according to claim 7, wherein traveling of at least one of the longitudinal direction and the lateral direction of the vehicle is controlled. A scene determination unit that determines whether the vehicle is located in a specific scene;
When it is determined by the scene determination unit that the vehicle is positioned in a specific scene when the first acquisition unit acquires information on an emergency vehicle around the vehicle, the specific scene is passed. Second travel control means for controlling the travel of the vehicle to perform the avoidance operation;
The travel control device according to any one of claims 1 to 9, further comprising:   The travel control device according to claim 10, wherein the specific scene includes at least one of an intersection, a pedestrian crossing, a level crossing, a narrow road, and a non-stop section.   The travel control device according to any one of claims 1 to 11, wherein the travel control device is configured in the vehicle. A travel control method executed in a travel control device for controlling the travel of a vehicle, comprising:
An acquisition process for acquiring emergency vehicle information;
When the information on the emergency vehicle around the vehicle is acquired in the acquisition step, the behavior of the first vehicle preceding the vehicle or the behavior of the second vehicle following the vehicle does not disturb the traveling of the emergency vehicle In the case of the avoidance operation for traveling the vehicle in at least one of the longitudinal direction and the lateral direction so as to follow one of the first vehicle and the second vehicle performing the avoidance operation. Traveling control process to control;
A travel control method comprising:   A program for causing a computer to function as each means of the travel control device according to any one of claims 1 to 11.