阅读说明：本技术 自动驾驶辅助装置以及自动驾驶辅助方法 (Automatic driving assistance device and automatic driving assistance method ) 是由 枡田幸一 石川浩 横山隆久 藤井丈仁 于 2018-03-14 设计创作，主要内容包括：自动驾驶辅助装置(100)具备：手动驾驶控制部(30),根据驾驶员的手动驾驶控制车辆；自动驾驶控制部(40),利用检测车辆的行驶状态或者车辆的周围的状况的第一传感器(310、315)的检测结果,控制自动驾驶；异常状态检测部(10),检测第一传感器有无异常；以及行驶状况确定部(20),确定行驶状况。自动驾驶控制部在对自动驾驶进行控制中检测到第一传感器的异常的情况下,执行使驾驶状态根据被确定的行驶状况变化的异常时自动驾驶,直至满足预先决定的条件,在异常时自动驾驶的结束后,执行基于自动驾驶控制部的车辆的停止、和基于手动驾驶控制部的手动驾驶的控制的任意一个。(An automatic driving assistance device (100) is provided with: a manual driving control unit (30) for controlling the vehicle in accordance with the manual driving of the driver; an automatic driving control unit (40) that controls automatic driving using the detection results of first sensors (310, 315) that detect the traveling state of the vehicle or the conditions around the vehicle; an abnormal state detection unit (10) for detecting whether or not there is an abnormality in the first sensor; and a travel situation determination unit (20) that determines a travel situation. The automatic driving control unit executes abnormal automatic driving for changing the driving state according to the determined running condition until a predetermined condition is satisfied when an abnormality of the first sensor is detected during control of automatic driving, and executes either one of control for stopping the vehicle by the automatic driving control unit and control for manual driving by the manual driving control unit after the end of the abnormal automatic driving.)

1. An automatic driving assistance device (100, 100a, 100b) that is mounted on a vehicle and used, comprising:

a manual driving control unit (30) that controls the vehicle in accordance with manual driving by a driver of the vehicle;

an automatic driving control unit (40) that controls automatic driving of the vehicle using the detection result of a first sensor (310, 315) that detects the traveling state of the vehicle or the situation around the vehicle;

an abnormal state detection unit (10) for detecting whether or not there is an abnormality in the first sensor; and

a traveling condition determination unit (20) that determines a traveling condition of the vehicle,

the automatic driving control unit, when detecting an abnormality of the first sensor during control of automatic driving of the vehicle, executes abnormal automatic driving in which a driving state is changed according to the determined running condition compared to before the abnormality of the first sensor is detected until a predetermined condition is satisfied,

after the abnormal-time automated driving is completed, either of stopping of the vehicle by the automated driving control unit and control of the manual driving by the manual driving control unit is executed.

2. The automatic driving assist apparatus according to claim 1,

the predetermined condition is any one of a lapse of a predetermined time from the execution of the abnormal automatic driving and a detection of an instruction to start the manual driving by the driver.

3. The automatic driving assist apparatus according to claim 1 or 2,

the automatic driving control unit maintains a stopped state of the vehicle when the determined running condition is that the vehicle is stopped.

4. The automatic driving assist apparatus according to any one of claims 1 to 3,

the automatic driving control unit moves the vehicle from within a cross point area or within a no-parking area to a place different from the cross point area and the no-parking area when the determined running condition is a low speed running at a predetermined vehicle speed or less, the vehicle is located within the cross point area or within the no-parking area, and the vehicle is stopped when there is a running condition of the vehicle around the vehicle, the vehicle having a high possibility of collision.

5. The automatic driving assist apparatus according to any one of claims 1 to 4,

causing the driving state change to be at least one of:

reducing a vehicle speed of the vehicle;

changing from enabling a reduction in a vehicle speed of the vehicle to disabling the reduction in a case where the position of the vehicle is within a cross point region;

changing from a state in which a new lane change is permitted to a state in which the lane change is prohibited;

changing from a state in which a change in a steering angle of the vehicle is permitted to a state in which the change is prohibited, when the determined traveling condition is a lane change;

changing from a state of permitting a new left-right turn to a state of prohibiting;

changing from a state in which execution of a brake of the vehicle for collision avoidance with a vehicle that is traveling ahead of the vehicle, that is, a preceding vehicle, is permitted to a prohibited state;

changing from a state in which steering manipulation of the vehicle for the collision avoidance is newly permitted to a prohibited state; and

the state of permitting the follow-up running of the preceding vehicle is changed to the prohibited state.

6. The automatic driving assist apparatus according to any one of claims 1 to 5,

the first sensor includes: a first yaw rate sensor (310) used for stabilization control of the vehicle, and a second yaw rate sensor (315) used for position detection of the vehicle,

the abnormal state detection unit detects the presence or absence of an abnormality in the first yaw rate sensor or the second yaw rate sensor based on a difference between a value indicated by the first yaw rate sensor and a value indicated by the second yaw rate sensor.

7. The automatic driving assist apparatus according to any one of claims 1 to 6,

the first sensor includes: a first yaw rate sensor used for stabilization control of the vehicle and a second yaw rate sensor used for position detection of the vehicle,

the automatic driving control unit controls the automatic driving in the abnormal state by using the other yaw rate sensor when detecting an abnormality of either one of the first yaw rate sensor and the second yaw rate sensor.

8. The automatic driving assist apparatus according to any one of claims 1 to 7,

the first sensor includes: a first yaw rate sensor used for stabilization control of the vehicle and a second yaw rate sensor used for position detection of the vehicle,

the automatic driving control unit changes from a state in which a new lane change is permitted to a state in which the new lane change is prohibited, and changes from a state in which a new right-left turn is permitted to a state in which the new lane change is prohibited, when an abnormality of one of the first yaw rate sensor and the second yaw rate sensor is detected.

9. The automatic driving assist apparatus according to claim 8,

the automatic driving control unit performs at least one of a change from a state in which the lane departure suppression is permitted to a state in which the lane departure suppression is permitted after the new lane change is prohibited and the new left-right turn is prohibited, a change from a state in which collision avoidance with a vehicle traveling ahead of the vehicle, that is, a preceding vehicle, is permitted to a state in which collision avoidance is prohibited, and a change from a state in which follow-up traveling with respect to the preceding vehicle is permitted to a state in which follow-up traveling with respect to the preceding vehicle is prohibited.

10. The automatic driving assist apparatus according to any one of claims 6 to 9,

the second yaw rate sensor is disposed in the vicinity of a position of a center of gravity of the vehicle.

11. An automatic driving assistance method that is an automatic driving assistance method for a vehicle, comprising:

a manual driving control step of controlling the vehicle in accordance with manual driving by a driver of the vehicle;

an automatic driving control step of controlling automatic driving of the vehicle using a detection result of a first sensor that detects a traveling state of the vehicle or a situation around the vehicle;

an abnormal state detection step of detecting whether or not the first sensor is abnormal; and

a running condition determining step of determining a running condition of the vehicle,

the automatic driving control process includes: executing abnormal-time automatic driving in which a driving state is changed according to the determined running condition compared to before the abnormality of the first sensor is detected, when the abnormality of the first sensor is detected while controlling the automatic driving of the vehicle, until a predetermined condition is satisfied,

after the abnormal automatic driving is completed, either the stop of the vehicle in the automatic driving control step or the control of the manual driving in the manual driving control step is executed.

Technical Field

The present invention relates to an automatic driving assistance device.

Background

Conventionally, an automatic driving assistance device that automatically travels a vehicle using a detection result of a sensor or the like mounted on the vehicle is known. Patent document 1 discloses an automatic driving assistance device that continues automatic driving when an abnormality occurs in a sensor or the like and it is difficult to drive a vehicle.

Patent document 1: japanese patent laid-open publication No. 2015-162005

However, in the technique described in patent document 1, although an abnormality occurs in a sensor or the like and it is difficult to travel the vehicle, there is a problem that the safety may be lowered because the automatic driving of the vehicle is continued regardless of the situation around the vehicle, the traveling state of the vehicle, or the like. Further, even when an abnormality occurs in a sensor or the like and the automatic driving is switched to the manual driving by the driver, there is a possibility that a problem of a reduction in safety may occur until the automatic driving is switched to the manual driving. Therefore, in the automatic driving support device, a technique for suppressing a reduction in safety of automatic driving during a period from the automatic driving to the manual driving is desired.

Disclosure of Invention

The present invention has been made to solve at least part of the above problems, and can be realized as the following embodiments.

According to an embodiment of the present invention, there is provided an automatic driving assistance device that is mounted on a vehicle and used. The automatic driving assistance device includes: a manual driving control unit that controls the vehicle according to manual driving by a driver of the vehicle; an automatic driving control unit that controls automatic driving of the vehicle using a detection result of a first sensor that detects a traveling state of the vehicle or a situation around the vehicle; an abnormal state detection unit for detecting whether or not there is an abnormality in the first sensor; and a running condition determination unit that determines a running condition of the vehicle, wherein the automatic driving control unit executes abnormal automatic driving until a predetermined condition is satisfied when an abnormality of the first sensor is detected during control of automatic driving of the vehicle, the abnormal automatic driving being the automatic driving in which a driving state is changed according to the determined running condition than before the abnormality of the first sensor is detected, and executes any one of control of stopping the vehicle by the automatic driving control unit and control of the manual driving by the manual driving control unit after the end of the abnormal automatic driving.

According to the automated driving assistance device of this aspect, when detecting an abnormality of the first sensor during control of automated driving, the automated driving control unit performs the automated driving in an abnormal state in which the driving state is changed according to the specified running condition as compared to the driving state before the detection of the abnormality of the first sensor until a predetermined condition is satisfied, and after the end of the automated driving in the abnormal state, performs either one of control of stopping the vehicle by the automated driving control unit and control of manual driving by the manual driving control unit, so that it is possible to suppress a reduction in safety of the automated driving during a period from the automated driving to the manual driving.

The present invention can also be implemented in various ways. For example, the present invention can be realized as a method for automatically driving a vehicle, a vehicle equipped with an automatic driving assistance device, and a computer program for realizing these devices and methods.

Drawings

The above object and other objects, features and advantages of the present invention will become more apparent from the following detailed description with reference to the accompanying drawings. The attached figures are such that,

FIG. 1 is a block diagram showing a schematic configuration of an automatic driving assistance device according to an embodiment of the present invention,

fig. 2 is a flowchart showing a processing procedure of the switching process from the automatic driving to the manual driving,

FIG. 3 is a flowchart showing a detailed processing procedure of the abnormal-time automatic driving processing,

FIG. 4 is a flowchart showing a detailed processing procedure of the abnormal-time automatic driving processing,

FIG. 5 is a flowchart showing a detailed processing procedure of a sensor abnormality determination process according to the second embodiment,

FIG. 6 is a flowchart showing a detailed processing procedure of the abnormal-time automatic driving processing in the second embodiment,

FIG. 7 is a block diagram showing a schematic configuration of an automatic driving assistance apparatus according to a third embodiment,

fig. 8 is a block diagram showing a schematic configuration of an automatic driving assistance device according to a fourth embodiment.

Detailed Description

A. The first embodiment:

A1. the device comprises:

the automated driving assistance device 100 according to the first embodiment shown in fig. 1 is mounted on a vehicle, not shown, and controls automated traveling of the vehicle by using a detection result of a sensor or the like mounted on the vehicle to perform automated driving. In the present embodiment, the automatic driving assistance device 100 is constituted by an ECU (Electronic Control Unit). The automatic driving assistance device 100 includes a CPU, a ROM, and a RAM, which are not shown. The CPU as described above is developed and executed in the RAM by a control program stored in the ROM in advance, and functions as the abnormal state detection unit 10, the running condition determination unit 20, the manual driving control unit 30, and the automatic driving control unit 40. The automatic driving assistance device 100 is electrically connected to the image sensor 300, the radar sensor 305, the first yaw rate sensor 310, the second yaw rate sensor 315, the drive source 200, the steering wheel 205, and the brake 210.

The image sensor 300 is mounted in and outside the vehicle cabin of the vehicle, and captures the state around the vehicle. The radar sensor 305 is mounted outside the vehicle cabin of the vehicle and detects an obstacle or the like around the vehicle. The radar sensor 305 corresponds to, for example, a millimeter-wave radar.

The first yaw rate sensor 310 and the second yaw rate sensor 315 detect the traveling state of the host vehicle. In the present embodiment, the "running state" refers to a state in which the own vehicle itself is controlled in automatic driving, such as a state in which the forward direction of the own vehicle is oriented leftward with respect to the vehicle front-rear direction, a state in which the own vehicle is accelerating, and the current running position of the own vehicle.

The first yaw rate sensor 310 is used for vehicle attitude stabilization control of the host vehicle. The first yaw rate sensor 310 detects an angular velocity generated due to a yaw motion of the own vehicle. The automated driving control unit 40, which will be described later, determines the posture of the host vehicle from the detection result of the first yaw rate sensor 310, and controls the automated traveling of the host vehicle based on the posture.

The second yaw rate sensor 315 is used for position detection of the own vehicle. As an example, the second yaw rate sensor 315 is configured by a gyro sensor. The vehicle position detection unit 50 described later detects the vehicle position using the detection result of the second yaw rate sensor 315 and the detection result of a vehicle speed sensor, not shown. In the present embodiment, the first yaw rate sensor 310 and the second yaw rate sensor 315 correspond to a subordinate concept of the first sensor in the scope of the present invention.

The drive source 200 is attached to the vehicle and outputs power required for running of the vehicle. The drive source 200 corresponds to, for example, an engine or a motor. The steering wheel 205 is mounted on the own vehicle for controlling the direction of the own vehicle. Specifically, based on the target yaw rate accepted according to the operation of the steering wheel 205, the steering angle for satisfying the target yaw rate is calculated and the direction of the own vehicle is controlled. The brake 210 is mounted on the vehicle and used for decelerating the vehicle speed and braking the vehicle to stop.

The abnormal state detection unit 10 detects the presence or absence of an abnormality in the first yaw rate sensor 310 and the second yaw rate sensor 315. Specifically, the abnormal state detection unit 10 detects occurrence of an abnormality by acquiring the presence/absence of an abnormality notification output from each of the yaw rate sensors 310 and 315. The abnormal state detection unit 10 detects the presence or absence of the substitute sensor and the performance of the substitute sensor.

The running condition determination unit 20 determines the running condition of the own vehicle. In the present embodiment, the "running situation" refers to a situation of the host vehicle in which automatic driving is controlled, for example, during parking, during low-speed running at a vehicle speed lower than a predetermined vehicle speed, during a subsequent lane change, during a left turn, during a right turn, during a straight ahead at an intersection, during running following a preceding vehicle, during route tracking to a destination, and during collision avoidance driving with a preceding vehicle. The running situation determination unit 20 determines the running situation using the detection results of the image sensor 300, the radar sensor 305, the first yaw rate sensor 310, the second yaw rate sensor 315, and the like, map information, and the like. For example, the travel situation determination unit 20 determines the travel situation by comparing the host vehicle with the target objects around the host vehicle and detecting the relative movement state of the host vehicle using the detection result of the image sensor 300. Specifically, when an image detected when the host vehicle crosses a lane is detected in the captured image of the image sensor 300, the travel situation determination unit 20 may determine that the host vehicle is changing lanes. For example, the driving condition determining unit 20 may repeatedly detect the captured image of the image sensor 300 for a predetermined period of time, and determine that the host vehicle makes a lane change to the right lane when the lane located on the right side of the host vehicle gradually moves to the left side of the host vehicle with time.

The manual driving control unit 30 controls the host vehicle in accordance with manual driving by a driver of the host vehicle. Specifically, the manual driving control unit 30 controls the vehicle by controlling various driving mechanisms in accordance with the operation of the steering wheel 205, the accelerator, the brake, and the like by the driver.

The automated driving control unit 40 controls the automated traveling of the host vehicle to perform automated driving. Specifically, the automatic driving control unit 40 controls the driving mechanisms such as the engine, the brake 210, and the transmission using the detection results of the sensors 300, 305, 310, and 315.

The automated driving control unit 40 includes an acceleration/deceleration control unit 41, a route tracking control unit 42, a lane change control unit 43, a left/right turn control unit 44, a lane departure suppression control unit 45, a collision avoidance control unit 46, a preceding vehicle selection follow-up running control unit 47, and a collision warning control unit 48.

In the present embodiment, the automated driving control unit 40 controls two types of automated driving, normal automated driving and abnormal automated driving. The "normal-time automatic driving" refers to automatic driving when abnormality of the first yaw rate sensor 310 and the second yaw rate sensor 315 is not detected. "abnormal-time automated driving" refers to automated driving when an abnormality is detected in the first yaw rate sensor 310 or the second yaw rate sensor 315. In the automated driving support process described later, when an abnormality of the first yaw rate sensor 310 or the second yaw rate sensor 315 is detected during the control of the normal-time automated driving, the automated driving control unit 40 switches from the normal-time automated driving to the abnormal-time automated driving to perform the automated driving.

In the abnormal-time automatic driving, automatic driving in which the driving state is changed is performed based on the running condition specified by the running condition specifying unit 20. In the present embodiment, the "driving state" refers to a state relating to various driving operations performed when the vehicle is caused to travel. For example, the driving state related to the change of the vehicle speed corresponds to an increase in the vehicle speed, a constant maintenance of the vehicle speed, a decrease in the vehicle speed, and the like. The driving state related to a lane change corresponds to a state in which a lane change is permitted, a state in which a lane change is prohibited, and the like. In addition, for example, the driving state related to collision avoidance corresponds to a state in which steering for collision avoidance is permitted, a state in which steering for collision avoidance is prohibited, and the like. The details of the abnormal automatic driving will be described later.

The acceleration/deceleration control unit 41 controls the speed of the vehicle. Specifically, the acceleration/deceleration control unit 41 detects the state of the lane in which the vehicle is traveling and the state of the surroundings of the vehicle using the detection results of the image sensor 300 and the radar sensor 305, and controls the accelerator and the brake 210, not shown, to accelerate and decelerate.

The route tracking control unit 42 performs control so as to guide the host vehicle to a destination desired by the driver. Specifically, the route tracking control unit 42 performs automatic travel to a destination designated by the driver based on the map information, and guides the host vehicle to the destination.

The lane change control unit 43 controls a change of the traveling lane of the host vehicle. Specifically, the lane change control unit 43 detects a vehicle around the host vehicle and a lane line of a traveling lane by using detection results of the image sensor 300 and the radar sensor 305, and operates the steering wheel 205 toward a lane of a destination to change the traveling lane of the host vehicle.

The left-right turn control section 44 controls execution of a right turn or a left turn. Specifically, the shape of the intersection is detected using the detection result of the image sensor 300 and map information, not shown, and the steering wheel 205 is operated along the shape to turn right or left.

The lane departure suppression control unit 45 performs control so as to suppress departure of the host vehicle from the travel lane. Specifically, the lane escape suppression control unit 45 suppresses the escape from the traveling lane to another lane by operating the steering wheel 205 so as to maintain the traveling of the traveling lane.

The collision avoidance control unit 46 performs control so as to avoid a collision of the host vehicle with the preceding vehicle and an obstacle or the like around the host vehicle. Specifically, the collision avoidance control unit 46 detects the situation around the host vehicle using the detection results of the image sensor 300 and the radar sensor 305, and controls the steering wheel 205 and the brake 210 to avoid a collision with the host vehicle, an obstacle around the host vehicle, or the like.

The preceding vehicle selection follow-up running control unit 47 performs control so as to run following the preceding vehicle selected by the driver. Specifically, the preceding vehicle selection follow-up running control unit 47 controls the brake 210 and an accelerator, not shown, to control the vehicle speed, thereby performing automatic running so as to keep the vehicle-to-vehicle distance from the preceding vehicle at a predetermined distance.

The collision warning control unit 48 warns the driver and the surroundings of the vehicle when it is detected that there is a possibility that the vehicle collides with an obstacle or the like. Specifically, when it is determined that collision avoidance by the collision avoidance control unit 46 is difficult, the collision alarm control unit 48 controls a horn or the like to give an alarm.

A2. And (3) driving switching processing:

when a user presses a predetermined button provided in a cabin of the vehicle, the normal automatic driving is started. The driving switching process shown in fig. 2 is started together with the start of the normal automatic driving. The driving switching process is a process of switching from the normal-time automatic driving to the abnormal-time automatic driving when an abnormality of the first yaw rate sensor 310 or the second yaw rate sensor 315 is detected during the control of the normal-time automatic driving, and then switching to the stop of the vehicle or the manual driving by the driver when a predetermined condition is satisfied.

As shown in fig. 2, the abnormal state detection unit 10 determines whether or not an abnormality of the first yaw rate sensor 310 or the second yaw rate sensor 315 (hereinafter, simply referred to as "abnormality of the sensor") is detected (step S100). Specifically, the abnormal state detection unit 10 obtains a notification of the presence or absence of an abnormality from each of the first yaw rate sensor 310 and the second yaw rate sensor 315. When the information indicating the presence of an abnormality is detected in any of the acquired presence/absence abnormality notices, it is determined that the abnormality of the sensor is detected. On the other hand, when the information indicating that there is no abnormality is detected in the obtained both presence/absence abnormality notification, it is determined that the abnormality of the sensor is not detected. If it is determined that the abnormality of the sensor is not detected (no in step S100), the normal-time automatic driving is continued until it is determined that the abnormality of the sensor is detected, before returning to the execution of step S100. On the other hand, when it is determined that the abnormality of the sensor is detected (yes in step S100), the automated driving control unit 40 switches from the normal-time automated driving to the abnormal-time automated driving (step S115).

When the abnormal-state automatic driving process shown in fig. 3 is started, the running condition determination unit 20 determines whether the vehicle is running at a low speed or stopped (step S200). Specifically, the running situation determination unit 20 obtains the vehicle speed of the host vehicle by a vehicle speed sensor, not shown. When the vehicle speed of the host vehicle is equal to or less than a predetermined vehicle speed, it is determined that the host vehicle is traveling at a low speed. In the present embodiment, the predetermined vehicle speed is 15km per hour. The predetermined vehicle speed is not limited to 15km per hour, and may be any value greater than 0km per hour. When the vehicle speed of the host vehicle is 0km per hour for a predetermined period and the engine of the host vehicle is started, it is determined that the vehicle is stopped.

When it is determined that the vehicle is traveling at a low speed or stopped (yes in step S200), the traveling situation determination unit 20 determines whether the vehicle is in the no-parking zone or the intersection zone (step S205). In the present embodiment, the determination as to whether or not the image is within the no-parking zone or the intersection zone is performed using the captured image of the image sensor 300. For example, when a white line indicating a no-parking area or a flag indicating a no-parking area is detected in a captured image, it is determined that the image is within the no-parking area. On the other hand, if a flag indicating a white line or a no-stop section in the no-stop section is not detected, it is determined that the signal is not in the no-stop section. For example, when a traffic light, a stop line, or a white line of a crosswalk is detected in the captured image, it is determined that the area is within the intersection region. On the other hand, when the traffic light, the stop line, and the white line of the crosswalk are not detected, it is determined that the traffic light, the stop line, and the white line are not in the intersection region. The determination as to whether or not the vehicle is in the no-parking zone or the intersection zone may be made by using map information of a navigation device mounted on the vehicle and a GPS (Global positioning system).

If it is determined that the vehicle is within the no-parking zone or the intersection zone (yes in step S205), the traveling condition determination unit 20 determines whether or not there is a vehicle with a high possibility of collision around the own vehicle (step S210). Specifically, the traveling condition determination unit 20 detects a vehicle (another vehicle) around the host vehicle using the detection results of the image sensor 300 and the radar sensor 305. When another vehicle is detected around the own vehicle, the speed of the other vehicle is calculated, and it is determined whether or not there is time to avoid a collision between the other vehicle and the own vehicle, assuming that the own vehicle is stopped. For example, the time for avoiding the collision may be determined based on a deceleration assumed in advance, a distance between the host vehicle and another vehicle, and a relative speed of the other vehicle. When it is determined that there is no time to avoid a collision, it is determined that there is a vehicle with a high possibility of collision around the own vehicle. On the other hand, when it is determined that there is time to avoid a collision, it is determined that there is no vehicle with a high possibility of collision around the own vehicle.

When it is determined that there is a vehicle with a high possibility of collision around the own vehicle (yes in step S210), the automatic driving control unit 40 performs low-speed travel until the vehicle comes outside the no-parking zone or the intersection zone (step S215). Specifically, the automated driving control unit 40 controls the accelerator and the brake 210, not shown, to perform automated traveling while maintaining low-speed traveling, and operates the steering wheel 205 to guide the own vehicle outside the no-parking zone or outside the intersection zone. The outside of the no-parking zone is a different place from the inside of the no-parking zone, and for example, is a place distant from the inside of the no-parking zone by a predetermined distance. The outside of the intersection region is a different location from the inside of the intersection region, and refers to a location away from the inside of the intersection region by a predetermined distance, for example.

After execution of step S215, the automated driving control unit 40 stops the own vehicle (step S220). Specifically, the automatic driving control unit 40 drives the brake 210 to stop (stop) the vehicle. After execution of step S220, the automated driving control unit 40 notifies the driver that automated driving is stopped (step S225). Specifically, the automated driving control unit 40 displays a notification indicating that the automated driving is stopped and the vehicle is stopped (stopped) when an abnormality of the sensor is detected on a display device (not shown) attached to the host vehicle. Further, the display unit of the navigation device mounted on the vehicle may display the report. After step S225 is executed, the abnormal automatic driving process is terminated, and step S115 shown in fig. 2 is executed.

As shown in fig. 3, when it is determined in step S210 that there is no vehicle with a high possibility of collision around the host vehicle (no in step S210), the automated driving control unit 40 stops the host vehicle in the no-parking zone or the intersection zone (step S230). Specifically, the automated driving control unit 40 drives the brake 210 to stop (stop) the vehicle, in the same manner as in step S225 described above. After the execution of step S230, the automated driving control unit 40 notifies the driver of the instruction to stop the own vehicle in the no-parking zone or the intersection zone (step S235). Specifically, the automated driving control unit 40 displays a notice indicating that the automated driving is stopped and the vehicle is stopped (stopped) in the no-parking space or the intersection area by detecting the abnormality of the sensor on the display device (not shown) attached to the host vehicle, in the same manner as in step S225 described above.

If it is determined in step S205 that the vehicle is not in the no-stop zone or the intersection zone (no in step S205), the running condition determination unit 20 determines whether the vehicle is running at a low speed (step S240). Since step S240 is executed when it is determined in step S200 that the vehicle is traveling at a low speed or stopping the vehicle, it is determined whether the vehicle is traveling at a low speed or stopping the vehicle in order to identify which of the case of traveling at a low speed and the case of stopping the vehicle. The running situation determination unit 20 obtains the vehicle speed of the vehicle itself by a vehicle speed sensor, not shown, and determines whether or not the vehicle is running at a low speed, in the same manner as in step S200 described above. Further, it may be determined whether or not the vehicle is traveling at a low speed based on the detection result acquired in step S200. If it is determined that the vehicle is traveling at a low speed (yes in step S240), the above-described step S220 is executed, and the automatic driving control unit 40 stops (stops) the vehicle (step S220). On the other hand, if it is determined that the vehicle is not traveling at a low speed, that is, if it is determined that the vehicle is stopped (no in step S240), brake 210 is controlled to maintain the stopped state of the vehicle. Thereafter, the abnormal automatic driving process ends and executes step S115 shown in fig. 2, as after execution of step S225 described above.

When it is determined in the above-described step S200 that the vehicle is not traveling at a low speed or stopped (no in step S200) as shown in fig. 3, the traveling condition determination unit 20 determines whether or not the vehicle corresponds to any one of the traveling conditions of straight traveling, curve traveling, lane change traveling, and intersection traveling as shown in fig. 4 (step S245). Specifically, when the steering angle of the steering wheel 205 matches the vehicle front direction, it is determined that the vehicle is traveling straight. Further, it is determined that the curve is traveling when the steering angle of the steering wheel 205 is a predetermined angle with respect to the vehicle front-rear direction or when the detection result of the first yaw rate sensor 310 is a predetermined angular velocity. In addition, when an image detected when the own vehicle crosses the lane is detected in the detection result of the image sensor 300, it is determined that the lane change is underway. When it is determined that the position of the vehicle is within the intersection area using the map information and the GPS information, it is determined that the intersection is traveling. In addition, when the white line of the intersection is detected in the detection result of the image sensor 300, it is determined that the intersection is traveling.

When it is determined that the vehicle corresponds to any one of the traveling conditions of the straight traveling, the curve traveling, the lane change, and the intersection traveling (yes in step S245), the automated driving control unit 40 performs the automated driving in which the driving state is changed according to the traveling condition, that is, the abnormal automated driving (step S250).

In the present embodiment, during abnormal automatic driving, the driving state shown in (a) to (H) below is changed as compared to before the abnormality of the sensor is detected.

(A) To reduce the speed of the vehicle

(B) When the position of the vehicle is in the cross point region, the vehicle speed of the vehicle is changed from being reducible to being unreducible

(C) Changing from a state in which a new lane change is permitted to a state in which it is prohibited

(D) When the determined running condition is a lane change, the state is changed from the state in which the change of the steering angle of the host vehicle is permitted to the state in which the change of the steering angle of the host vehicle is prohibited

(E) From a state in which a new left-right turn is permitted to a state in which it is prohibited

(F) Changing from a state of permitting execution of a brake of the host vehicle for collision avoidance with a preceding vehicle to a state of prohibiting

(G) Changing from a state of newly permitting steering manipulation of the host vehicle for collision avoidance with the preceding vehicle to a state of prohibition

(H) Changing from a state of permitting follow-up running to a state of prohibiting follow-up running for the preceding vehicle

The above (A) to (H) will be described in detail below.

In the above (a), the acceleration/deceleration control unit 41 controls to decrease the vehicle speed. When the yaw rate sensors 310 and 315 detect an abnormality, the vehicle may deviate from the traveling route and collide with an obstacle such as another vehicle because the vehicle cannot accurately follow the traveling route. In this case, it is difficult to safely switch to manual driving. Therefore, the vehicle speed is reduced to minimize the deviation of the host vehicle from the traveling route.

Regarding the above (B), the acceleration/deceleration control unit 41 prohibits the reduction of the vehicle speed when the host vehicle is traveling in the intersection region. This is because if the vehicle is decelerated in the intersection area, there is a fear of rear-end collision with the following vehicle. Therefore, in order to suppress a reduction in safety, when the position of the vehicle is within the intersection region, the vehicle speed is not reduced.

Regarding the above (C), the lane change control unit 43 controls to prohibit a new lane change. When the first yaw rate sensor 310 detects an abnormality, the vehicle posture of the host vehicle cannot be accurately detected, and therefore, if a lane change is permitted, dangerous steering is performed, and there is a possibility that the host vehicle may move unexpectedly and collide with an obstacle such as another vehicle. Therefore, in order to suppress a reduction in safety, a new lane change is prohibited.

Regarding the above (D), the lane change control unit 43 controls to prohibit the change of the steering angle of the host vehicle when the host vehicle is changing lanes. This is because, when the first yaw rate sensor 310 detects an abnormality, the vehicle posture of the host vehicle cannot be accurately detected, and the host vehicle may travel in an unexpected direction and collide with an obstacle such as another vehicle. Therefore, by fixing the steering angle, the lane change is executed while suppressing a reduction in safety.

In the above (E), the right/left turn control unit 44 controls to prohibit new right and left turns. When the first yaw rate sensor 310 detects an abnormality, the vehicle posture of the host vehicle cannot be accurately detected, and therefore, if the right or left turn is permitted, dangerous steering may be performed, and there is a possibility that the host vehicle may move unexpectedly and collide with an obstacle such as another vehicle. Therefore, to suppress a reduction in safety, a new left-right turn is prohibited.

As for (F) described above, the collision avoidance control portion 46 stops the operation of the automatic brake, thereby controlling to prohibit the execution of the brake 210 for collision avoidance with the preceding vehicle. This is because the vehicle posture stabilization control of the host vehicle is stopped when the abnormality is detected by the first yaw rate sensor 310, and therefore, the spin of the vehicle may be promoted when the automatic brake is activated. Therefore, the operation of the automatic brake is stopped in order to suppress a decrease in the stability of the vehicle posture.

Regarding the above (G), the collision avoidance control portion 46 controls to prohibit a new steering operation for collision avoidance with the preceding vehicle. Specifically, the collision avoidance control portion 46 continues the control of the steering operation being executed, but does not execute the control of the new steering operation in order to avoid the collision with the preceding vehicle. The control of the steering in execution is performed based on the correct vehicle posture detected before the abnormality of the sensor occurs. In contrast, since it is not possible to control a new steering operation when the sensor detects an abnormality based on a correct vehicle posture, a dangerous steering operation is performed, and there is a possibility that an unexpected vehicle may move and collide with an obstacle such as another vehicle. Therefore, in order to suppress a reduction in safety, a new steering maneuver for collision avoidance with the preceding vehicle is prohibited.

In the above-described (H), the preceding vehicle selection follow-up running control unit 47 controls to prohibit the selection of the preceding vehicle and the follow-up running of the selected preceding vehicle. This is because, when the sensor detects an abnormality, there is a fear that the host vehicle erroneously selects a vehicle traveling in a lane different from the traveling lane as a preceding vehicle. In addition, this is because the following travel is performed on the preceding vehicle that is erroneously selected, and lane departure and an increase in vehicle speed occur, thereby reducing safety. Therefore, in order to suppress a reduction in safety, selection of a preceding vehicle and follow-up running of the selected preceding vehicle are prohibited.

In the abnormal-time automated driving, the lane departure suppression control unit 45, the collision warning control unit 48, and the route tracking control unit 42 execute the same processing as the normal-time automated driving. This is because these control units do not perform processing using the first yaw rate sensor 310, and therefore, even when an abnormality is detected by the first yaw rate sensor 310, the same processing as that of the normal-time automatic driving can be performed.

After the execution of step S250 described above, as shown in fig. 3, the abnormal automatic driving process (step S110) is terminated, and step S115 shown in fig. 2 is executed.

As shown in fig. 2, the automated driving control unit 40 determines whether or not a predetermined time has elapsed (step S115). Specifically, the automated driving control unit 40 determines whether or not a predetermined time such as 4 seconds, 10 seconds, and 3 minutes has elapsed since the execution of the abnormal automated driving (step S110). If it is determined that the predetermined time has not elapsed (no at step S115), the abnormal automatic driving is continuously executed until it is determined that the predetermined time has elapsed, before the execution of step S115. On the other hand, when it is determined that the predetermined time has elapsed (yes in step S115), the automatic driving control unit 40 switches to the manual driving (step S120). The predetermined time is not limited to the above-mentioned 4 seconds, 10 seconds, and 3 minutes, and any time may be set.

When switching from the automatic driving to the manual driving is performed in step S120, the manual driving control unit 30 controls the host vehicle in accordance with the manual driving performed by the driver. After execution of step S120, the driving changeover process ends.

According to the automated driving assistance device 100 of the first embodiment having the above configuration, when detecting an abnormality of the first yaw rate sensor 310 during the control of automated driving, the automated driving control unit 40 executes either one of abnormal automated driving in which the driving state is changed according to a predetermined running condition as compared with the driving state before the abnormality of the first yaw rate sensor 310 is detected until a predetermined time elapses, and after the end of the abnormal automated driving, executes the control of stopping the vehicle by the automated driving control unit 40 and the manual driving by the manual driving control unit 30, so that it is possible to suppress a reduction in the safety of automated driving during the period from the automated driving to the manual driving.

Further, since the manual driving is switched to the normal-time automatic driving after a predetermined time has elapsed since the automatic driving was switched to the abnormal-time automatic driving, a preparatory time for the manual driving can be provided to the driver, and a reduction in safety can be suppressed.

Further, in the case where the host vehicle is traveling at a low speed, traveling in the intersection area or the no-parking area, and traveling in a traveling situation in which there is a high possibility of collision around the host vehicle, the host vehicle is stopped after being moved to a place distant from the intersection area by a predetermined distance or a place distant from the no-parking area by a predetermined distance, and therefore, compared to a configuration in which the host vehicle is stopped in the intersection area or the no-parking area, it is possible to suppress the host vehicle from being obstructed by other vehicles and the like. Further, it is possible to suppress the occurrence of a collision between the own vehicle and another vehicle in the intersection area or the no-parking area.

In addition, since the vehicle is switched to the manual driving while maintaining the stopped state of the vehicle when the vehicle is stopped, when an abnormality of the first yaw rate sensor 310 is detected during the automatic driving control, the control of the safest vehicle such that the vehicle is not driven can be performed, and a reduction in safety of the automatic driving during a period from the automatic driving to the manual driving can be suppressed.

B. Second embodiment:

B1. the device comprises:

the automated driving assistance apparatus 100 according to the second embodiment is the same as the automated driving assistance apparatus 100 according to the first embodiment shown in fig. 1, and therefore, a detailed description thereof will be omitted.

B2. And (3) driving switching processing:

the driving switching process in the second embodiment is different from the driving switching process in the first embodiment in that the processing contents in the determination of the presence or absence of an abnormality in the sensor (step S100) are different from those in the automatic driving process at the time of an abnormality (step S110). The same reference numerals are given to the same procedure as in the first embodiment, and detailed description thereof will be omitted.

In the determination of the presence or absence of an abnormality of the sensors in the second embodiment shown in fig. 5, the presence or absence of an abnormality of the first yaw rate sensor 310 and the second yaw rate sensor 315 is determined by using the difference between the values indicated by the sensors of the first yaw rate sensor 310 and the second yaw rate sensor 315. The abnormal state detection unit 10 acquires the sensor value of the first yaw rate sensor 310 (step S300). Specifically, the abnormal state detection unit 10 refers to the detection result of a sensor, not shown, attached to the first yaw rate sensor 310, and acquires the value indicated by the first yaw rate sensor 310. After step S300 is executed, the abnormal state detection unit 10 acquires an abnormality notification of the presence or absence of the first yaw rate sensor 310 (step S305). Specifically, the abnormality notification output from the first yaw rate sensor 310 is acquired, and information indicating the presence or absence of an abnormality is detected.

After step S305 is executed, the abnormal state detection unit 10 acquires the sensor value of the second yaw rate sensor 315 (step S310). In step S310, the sensor value indicated by the second yaw rate sensor 315 is acquired in the same procedure as in step S300 described above. After step S310 is executed, the abnormal state detection unit 10 acquires an abnormality notification of the presence or absence of the second yaw rate sensor 315 (step S315). In step S315, the presence or absence of an abnormality notification output from the second yaw rate sensor 315 is acquired in the same procedure as in step S305 described above, and information indicating the presence or absence of an abnormality is detected.

After step S315 is executed, the abnormal state detection unit 10 determines whether or not there is an abnormality in the first yaw rate sensor 310 and the second yaw rate sensor 315 (step S320). The abnormal state detection unit 10 calculates a difference between the value indicated by the first yaw rate sensor 310 and the value indicated by the second yaw rate sensor 315. When the calculated difference is equal to or greater than a predetermined threshold value, it is determined that an abnormality is detected by any one of the yaw rate sensors. At this time, the determination of which yaw rate sensor is abnormal is performed as follows. The abnormal state detection unit 10 determines which yaw rate sensor is abnormal by referring to an unillustrated check table that associates the difference between the values indicated by the yaw rate sensors 310 and 315 with the failure rate of the yaw rate sensors 310 and 315. For example, if the difference between the values indicated by the yaw rate sensors 310 and 315 is large, it is determined that an abnormality is detected in the yaw rate sensor that is likely to have a failure.

In step S320, when the difference between the values indicated by the sensors 310 and 315 is equal to or greater than a predetermined threshold value and information indicating the presence of an abnormality is detected in the presence or absence of an abnormality notification acquired from either of the sensors 310 and 315, it is determined that an abnormality is detected by the sensor. On the other hand, when the difference between the values indicated by the sensors 310 and 315 is smaller than the predetermined threshold value, or when information indicating that there is no abnormality is detected in the presence/absence of abnormality notification acquired from the sensors 310 and 315, it is determined that an abnormality is not detected in the sensors.

The abnormal automatic driving processing in the second embodiment shown in fig. 6 differs from the abnormal automatic driving processing in the first embodiment shown in fig. 3 and 4 in that step S200a is executed instead of step S200, step S205 to step S250 are omitted, and step S260 is additionally executed. The same reference numerals are given to the same procedure as in the first embodiment, and detailed description thereof will be omitted.

In the abnormal-state automatic driving process in the second embodiment, automatic driving is performed using a yaw rate sensor in which an abnormality is not detected. In this case, the predetermined driving state is controlled to be changed stepwise. As shown in fig. 6, in the abnormal-state automatic driving according to the second embodiment, first, the automatic driving control unit 40 prohibits the lane change and the left-right turn (step S200 a). This is because, when an abnormality of the first yaw rate sensor 310 is detected, the control of the vehicle stability of the host vehicle is difficult as compared with the normal automatic driving, and therefore the control is such that the execution of the lane change and the execution of the right and left turn cannot be performed.

After execution of step S200a, the automated driving control unit 40 performs automated driving using the yaw rate sensor in which no abnormality is detected, and prohibits lane escape suppression, preceding vehicle selection follow-up running, and collision avoidance (step S260). For example, when an abnormality in the first yaw rate sensor 310 is detected, the automated driving control unit 40 performs the automated driving in the case of an abnormality by the second yaw rate sensor 315 in which an abnormality is not detected until the switching to the manual driving is performed. The automatic driving control unit 40 controls the vehicle such that lane escape suppression, the preceding vehicle selection follow-up running, and collision avoidance cannot be performed. After the execution of step S260, step S115 shown in fig. 2 is executed.

The automated driving assistance apparatus 100 according to the second embodiment described above achieves the same effects as those of the automated driving assistance apparatus 100 according to the first embodiment described above. In addition, the presence or absence of an abnormality in the first yaw rate sensor 310 or the second yaw rate sensor 315 is detected based on the difference between the value indicated by the first yaw rate sensor 310 and the value indicated by the second yaw rate sensor 315, so that the presence or absence of an abnormality in the yaw rate sensor can be easily detected.

Further, since the lane change and the left-right turn, which are greatly affected by the decrease in the stability of the vehicle posture when the abnormality of the first yaw rate sensor 310 is detected, are prohibited at an early timing after the abnormality of the sensor is detected, it is possible to suppress the decrease in safety as compared with the case where the lane change and the left-right turn are continuously permitted when the abnormality of the sensor is detected. Further, after the lane change and the left-right turn are prohibited, the lane departure suppression, the preceding vehicle selection follow-up running, and the collision avoidance, which are relatively little affected by the abnormality of the first yaw rate sensor 310, are prohibited, so that the function that can be executed by using the second yaw rate sensor 315 in which no abnormality is detected, can be provided to the user for as long as possible, and the reduction in the convenience of the user can be suppressed.

C. The third embodiment:

the automated driving assistance apparatus 100a according to the third embodiment shown in fig. 7 is different from the automated driving assistance apparatus 100 according to the first embodiment shown in fig. 1 in that it is not directly connected to the second yaw rate sensor 315 but indirectly connected thereto via the second yaw rate sensor ECU 320. The other configurations of the automatic driving assistance device 100a according to the third embodiment are the same as those of the automatic driving assistance device 100 according to the first embodiment, and therefore the same components are given the same reference numerals and detailed description thereof is omitted.

The second yaw rate sensor ECU320 controls the second yaw rate sensor 315. Is formed separately from the second yaw rate sensor 315. In the third embodiment, the second yaw rate sensor 315 is disposed in the vicinity of the position of the center of gravity of the vehicle. In the present embodiment, the "vicinity of the center of gravity position of the vehicle" means a position within a range of, for example, 50cm from the center of gravity position of the vehicle. The distance is not limited to 50cm, and may be set to any other value in consideration of the size of the vehicle, for example. The second yaw rate sensor 315 is not limited to the vicinity of the center of gravity of the vehicle, and may be disposed in the vicinity of the first yaw rate sensor 310.

The driving switching process in the third embodiment is the same as the driving switching process in the first or second embodiment, and therefore, a detailed description thereof is omitted.

The automatic driving assistance device 100a according to the third embodiment described above achieves the same effects as those of the above-described embodiments. In addition, since the second yaw rate sensor 315 is disposed at a position close to the center of gravity of the vehicle, the yaw rate can be measured with high accuracy as compared with a configuration in which the second yaw rate sensor 315 is disposed at a position away from the center of gravity of the vehicle. In addition, in the configuration in which the second yaw rate sensor 315 is disposed in the vicinity of the first yaw rate sensor 310, it is possible to reduce the time required for determining whether or not there is an abnormality in the sensor and for switching the sensor when an abnormality in the sensor is detected.

D. Fourth embodiment:

the automated driving assistance apparatus 100b according to the fourth embodiment shown in fig. 8 is different from the automated driving assistance apparatus 100 according to the first embodiment shown in fig. 1 in that it includes the second yaw rate sensor 315 and functions as the own-vehicle-position detecting unit 50. The other configurations of the automated driving assistance device 100b according to the fourth embodiment are the same as those of the automated driving assistance device 100 according to the first embodiment, and therefore the same components are denoted by the same reference numerals and detailed description thereof is omitted.

The second yaw rate sensor 315 is different from the first and second embodiments in that it is configured as a functional part of the automatic driving assistance device 100b, and the specific function is the same as the second yaw rate sensor 315 of the first and second embodiments. The vehicle position detection unit 50 detects the position of the vehicle using the detection result of the second yaw rate sensor 315.

The driving switching process in the fourth embodiment is the same as the driving switching process in the first or second embodiment, and therefore, a detailed description thereof is omitted.

The automatic driving assistance device 100b according to the fourth embodiment described above achieves the same effects as those of the above-described embodiments. In addition, since the automated driving assistance device 100b can be configured to be integrated with the second yaw rate sensor 315 and the vehicle position detection unit 50, the second yaw rate sensor 315 and the vehicle position detection unit 50 can use the CPU and the memory of the automated driving assistance device 100b, and thus cost reduction can be achieved.

E. Modification example:

E1. modification 1:

in the above embodiments, the presence or absence of an abnormality in the first yaw rate sensor 310 and the second yaw rate sensor 315 is detected, but the present invention is not limited to this. For example, the presence or absence of an abnormality in the image sensor 300 or the radar sensor 305 may be detected. That is, in general, the same effects as those of the above embodiments are obtained if the configuration is such that the presence or absence of an abnormality in the first sensor that detects the traveling state of the vehicle or the state around the vehicle is detected.

E2. Modification 2:

in the abnormal automatic driving in the first embodiment, all of the driving states (a) to (H) are changed, but the present invention is not limited to this. For example, only the above (a) may be performed. For example, the above (C) and (E) may be performed. That is, in general, the same effects as those of the first embodiment are obtained if at least one of the driving states (a) to (H) is changed.

E3. Modification 3:

in the abnormal automatic driving in the first embodiment, the left-right turn control unit 44 prohibits the new right turn and left turn, but the present invention is not limited to this. For example, the vehicle may turn in the direction in which the steering wheel 205 of the vehicle is facing. For example, while the host vehicle is traveling in the intersection area, the traveling lane of the host vehicle may be allowed to travel straight, and when the steering wheel 205 of the host vehicle is oriented in the straight traveling direction, the host vehicle may be caused to travel straight. In addition, the system can be moved to a safe place such as a shoulder. In such a configuration, the same effects as those of the first embodiment are obtained.

E4. Modification example 4:

in the abnormal-time automatic driving in the first embodiment, the lane change control unit 43 prohibits a new lane change, but the present invention is not limited to this. For example, when a lane change is underway, execution of the lane change may be suspended and the lane may be left in the lane before the lane change. Further, for example, the vehicle may move to a safe lane among a lane before the lane change and a lane scheduled to be changed. For example, the vehicle may travel on a white line to be crossed, or may travel while keeping a distance from the white line constant. In addition, for example, in a configuration in which the automatic driving assistance device includes a function unit that specifies the forward gaze point of the driver of the host vehicle, the lane change may not be performed when the forward gaze point of the driver specified by such a function unit is located inside the lane in which the vehicle is traveling. In addition, for example, the lane change may be performed when the front gaze point of the driver is outside the lane during driving. For example, in the case of a lane change, the steering angle may be fixed or may not be fixed. In such a configuration, the same effects as those of the first embodiment are obtained.

E5. Modification example 5:

in the above embodiments, the travel condition is specified by the sensors 300, 305, 310, and 315 attached to the host vehicle, but the present invention is not limited to this. For example, the traveling state may be specified using map information, GPS information, or the like of a navigation device mounted on the own vehicle. In such a configuration, the same effects as those of the above embodiments are also obtained.

E6. Modification example 6:

in the abnormal-state automatic driving process in the first embodiment, the collision avoidance control unit 46 stops the operation of the automatic brake, but the present invention is not limited to this. For example, the vehicle posture may be estimated from an alternative sensor of the first yaw rate sensor 310, a steering angle sensor not shown, or the like, and when it is determined that the vehicle posture is stable, the operation of the automatic brake may be continued. In such a configuration, the same effects as those of the first embodiment are obtained.

E7. Modification 7:

in the above embodiments, when it is determined that a predetermined time has elapsed, the operation is switched to manual driving, but the present invention is not limited to this. For example, when an instruction to start manual driving by the driver is detected, the operation may be switched to the manual driving. Specifically, the driver may be switched to the manual driving when an operation indicating that the driver is ready for the manual driving, such as an operation of detecting that the driver steps on the brake 210, an accelerator not shown, or an operation of pressing a predetermined button in the vehicle cabin, is detected. In such a configuration, the same effects as those of the above embodiments are obtained.

E8. Modification example 8:

in the second embodiment, the automatic driving at the time of abnormality is performed by the second yaw rate sensor 315 in which no abnormality is detected, but the present invention is not limited to this. For example, the normal-time automatic driving may be performed by a sensor (a steering angle sensor, a vehicle speed sensor, or the like) other than the second yaw rate sensor 315. For example, when the performance of autonomous driving is degraded by autonomous driving performed by the second yaw rate sensor 315, the steering angle sensor, the vehicle speed sensor, and the like instead of the first yaw rate sensor 310, the running condition may be determined and the driving state may be changed according to the determined running condition, as in the first embodiment. In such a configuration, the same effects as those of the second embodiment are obtained.

E9. Modification 9:

in the above embodiments, the display device, not shown, displays the report display to the driver, but the present invention is not limited to this. For example, an alarm sound may be output for reporting in place of or in addition to the report display. In such a configuration, the same effects as those of the above embodiments are obtained.

E10. Modification example 10:

in each of the above embodiments, the route tracking control unit 42 controls the route tracking based on the map information, but the present invention is not limited thereto. For example, when each of the yaw rate sensors 310 and 315 detects an abnormality, the route tracking may be performed by an alternative sensor different from the yaw rate sensors 310 and 315. Further, for example, the path tracking may be performed by determining a target steering angle by performing yaw rate estimation based on the steering angle and the vehicle speed. Further, for example, the target steering angle may be determined by steering angle control without using the yaw rate, and the route may be tracked. Further, the feedback control may be switched to the feedforward control. In such a configuration, the same effects as those of the above embodiments are obtained.

E11. Modification example 11:

in modification 10 described above, when a sensor having a sampling period different from that of each of the yaw rate sensors 310 and 315 is used as a substitute sensor for each of the yaw rate sensors 310 and 315, the control gain may be changed in accordance with the sampling period. For example, when the sampling period is changed from the yaw rate sensors 310 and 315 having an earlier sampling period to the alternative sensor having a later sampling period, the value detected by the alternative sensor changes greatly (becomes coarse), so that the difference from the target value becomes large, and the target route is likely to be deviated. In this case, the stability of the control characteristic of the path tracking is degraded. Therefore, the control responsiveness is reduced by reducing the control gain, and the reduction in the stability of the control characteristic of the path tracking is suppressed. This configuration also provides the same effects as in modification 10.

E12. Modification example 12:

in the second embodiment, the control is performed to prohibit the lane change, the left-right turn, and the like when the abnormality of the first yaw rate sensor 310 is detected, but the present invention is not limited to this. For example, when the abnormality of the first yaw rate sensor 310 is not detected, the control may be performed to allow a lane change, a left-right turn, or the like. In such a configuration, the same effects as those of the second embodiment are obtained.

E13. Modification example 13:

in the first embodiment described above, when the position of the own vehicle is within the intersection region, the vehicle speed cannot be reduced, but the present invention is not limited to this. For example, the vehicle speed may be reduced. In this configuration, the vehicle may be decelerated by reducing the degree of reduction of the vehicle speed. In such a configuration, the same effects as those of the first embodiment are obtained.

E14. Modification 14:

in the first embodiment, when the own vehicle is parked, the parked state of the own vehicle is maintained after step S205 and step S240 are executed, but the present invention is not limited to this. For example, after execution of step S200, it may be determined whether or not the own vehicle is parked, and if it is determined that the own vehicle is parked, the parked state of the own vehicle may be maintained. In such a configuration, the same effects as those of the first embodiment are obtained.

E15. Modification example 15:

in each of the embodiments and the modifications, a part or all of the functions and processes realized by software may be realized by hardware. In addition, a part or all of the functions and processes realized by hardware may be realized by software. As hardware, various circuits such as an integrated circuit, a discrete circuit, or a circuit module in which these circuits are combined may be used. In addition, when part or all of the functions of the present invention are realized by software, the software (computer program) can be provided so as to be stored in a recording medium that can be read by a computer. The "computer-readable recording medium" is not limited to a portable recording medium such as a flexible disk or a CD-ROM, but includes various internal storage devices in a computer such as a RAM or a ROM, and an external storage device fixed to a computer such as a hard disk. That is, the "computer-readable recording medium" has a broad meaning including any recording medium on which a data package can be fixed without being temporarily held.

The present invention is not limited to the above-described embodiments and modifications, and can be realized in various configurations without departing from the spirit and scope thereof. For example, the technical features of the embodiments and the modifications corresponding to the technical features of the respective aspects described in the summary of the invention may be appropriately replaced or combined in order to solve a part or all of the above-described problems or achieve a part or all of the above-described effects. Note that, if this technical feature is not described as an essential feature in the present specification, it can be appropriately deleted.