JP7225536B2 - Autonomous vehicle control system - Google Patents

Description

The present invention relates to an automatic driving control system for vehicles.

As an automatic driving system, a system that automatically travels along a preset route and suspends automatic driving according to road conditions is known. In the automatic driving system described in Patent Document 1, an automatic driving interruption section included in each of a plurality of route candidates is specified, and based on the information, a route in which automatic driving is unlikely to be interrupted is recommended from the candidate routes.

JP 2015-141050

However, even on a route in which automatic operation is unlikely to be interrupted, there are cases where interruption of automatic operation cannot be avoided. Therefore, there has been a demand for a technique that can suppress the occurrence of interruptions in automatic driving.

The present invention has been made to solve the above problems, and can be implemented as the following modes.

According to one aspect of the present invention, an automated driving system (100) is provided for performing automated driving of a vehicle. This automatic driving system; an automatic driving control unit (116) that controls the running of the vehicle; and an interruption information acquisition unit (114) that sets an interruption occurrence degree that quantifies the possibility that the automatic driving will be interrupted in the interruption section. The automatic driving control unit performs interruption avoidance driving control including deceleration of the vehicle in order to avoid interruption of automatic driving in the interruption section according to the degree of interruption occurrence.

According to the automatic driving system of this aspect, the automatic driving control unit performs the interruption avoidance driving control according to the interruption information, so it is possible to suppress the occurrence of interruption of the automatic driving.

It is an explanatory view showing an outline of composition of an automatic driving system. 9 is a flowchart showing interruption avoidance processing; It is a figure which shows the mode of the own vehicle which drive|works a discontinuation area by automatic driving. 4 is a flowchart showing route selection processing; It is the figure which showed the interruption information of each candidate route. It is the figure which showed an example which displays a recommended course. FIG. 11 is a flow chart showing interruption avoidance processing in the third embodiment; FIG. It is a figure showing an example of communication between vehicles and communication with an external server. It is the figure which showed the interruption information of the driving|running route in 3rd Embodiment.

A. First embodiment:
As shown in FIG. 1, the automatic driving system 100 includes an automatic driving control ECU (Electronic Control Unit) 110, a peripheral object sensor 122, a peripheral recognition camera 124, a vehicle position sensor 126, and a road information storage unit 130. , a navigation system 200 , a driving force control ECU 210 , a braking force control ECU 220 , a steering control ECU 230 and a communication unit 240 . Automatic driving control ECU 110 , navigation system 200 , driving force control ECU 210 , braking force control ECU 220 , steering control ECU 230 and communication unit 240 are connected via in-vehicle network 250 .

The automatic driving control ECU 110 is composed of a central processing unit (CPU), a microcomputer including a RAM and a ROM, and the like, and the microcomputer executes pre-installed programs. The automatic driving control ECU 110 has functions of a recognition unit 112 , an interruption information acquisition unit 114 , an automatic driving control unit 116 , a notification unit 117 and a route selection unit 118 . These units are implemented by the automatic operation control ECU 110 executing a computer program. However, some or all of the functions of these units may be realized by hardware circuits. The automatic driving control ECU 110 realizes that the vehicle automatically travels toward the destination.

The recognition unit 112 recognizes objects around the vehicle from detection signals from the surrounding object sensor 122 and the surroundings recognition camera 124 . In addition, the recognition unit 112 not only recognizes surrounding objects that affect the traveling trajectory determined by the automatic driving control unit 116, but also vehicles that are stopped to exit from the front side of the road on which the vehicle is traveling. Peripheral areas that do not directly affect the setting of the travel locus are also recognized.

The surrounding object sensor 122 detects the situation around the vehicle for use in automatic driving control. The peripheral object sensor 122 detects various types of vehicles such as preceding vehicles, vehicles traveling in adjacent lanes, oncoming vehicles, incoming vehicles, and following vehicles, as well as obstacles such as stopped vehicles and falling objects, stationary objects, and pedestrians. Detects the presence, position, size, distance, etc. of surrounding objects. Examples of the peripheral object sensor 122 include a laser radar sensor, a millimeter wave sensor, an ultrasonic sensor, and the like.

The surroundings recognition camera 124 acquires an image by imaging the surroundings of the vehicle. The recognition unit 112 detects the presence, position, size, distance, etc. of surrounding objects from the image captured by the surrounding recognition camera 124 . It also detects the presence and position of lane markings on the left and right of the lane in which the vehicle is traveling, the state of traffic lights, and traffic signs.

The vehicle position sensor 126 detects the current vehicle position. Examples of the vehicle position sensor 126 include a Global Navigation Satellite System(s) (GNSS), a gyro sensor, and the like. The recognition unit 112 uses these positioning signals, the lane marking position detected by processing the image captured by the peripheral recognition camera 124, and the road information read from the road information storage unit 130 to determine the lane in which the vehicle is traveling. Detect the vehicle position including.

The road information storage unit 130 stores detailed road information and the like regarding roads on which the vehicle is scheduled to travel. The road information includes, for example, static information such as the number of lanes, lane width, center coordinates of each lane, curve curvature, stop line position, traffic light position, etc.; dynamic information such as TOR (Take Over Request) requesting the driver to drive manually and the number of DOR (Drive Over Ride) in which the driver suddenly manually drives the vehicle. Both TOR and DOR correspond to suspension of automatic operation. In the present specification, the phrase "suspension of automatic operation" is used in a sense including both TOR and DOR.

The discontinuation information acquisition unit 114 obtains discontinuation information including a discontinued section, which is a section in which automatic driving is interrupted, stored in the road information storage unit 130, automatic driving discontinuation information of the preceding vehicle obtained via the communication unit 240, and the like. to get In addition, in the present embodiment, the interruption information acquisition unit 114 calculates the probability of interruption of automatic driving in the interruption section (hereinafter referred to as "interruption occurrence rate") from the obtained interruption information and the like.

The automatic driving control unit 116 controls the vehicle. Moreover, according to the interruption information of the interruption information acquisition part 114 mentioned later, the interruption avoidance driving|operation control for avoiding interruption of an automatic driving|operating is performed. The notification unit 117 notifies the driver that the interruption avoidance driving control will be performed.

The route selection unit 118 selects a recommended route from among a plurality of candidate routes generated by the navigation system 200 based on information stored in the road information storage unit 130 and road traffic information obtained by the communication unit 240. A route selection process for selecting a recommended route will be described in the second embodiment.

The navigation system 200 generates a route from the current location to the destination when the driver sets the destination. The navigation system 200 gives a driving notice for traveling according to the route by displaying the route on the display 202, by sound from the speaker 204, or the like. The automatic driving control ECU 110 performs control so that the vehicle travels following the route information generated by the navigation system 200 . The navigation system is also called a "route search unit".

The driving force control ECU 210 is an electronic control unit that controls a power source that generates driving force for the vehicle, such as an engine and an electric motor. When the driver manually drives the vehicle, the driving force control ECU 210 controls the power source according to the amount of operation of the accelerator pedal. On the other hand, when performing automatic driving, the driving force control ECU 210 controls the power source according to the required driving force calculated by the automatic driving control ECU 110 .

The braking force control ECU 220 is an electronic control unit that controls a brake actuator that generates braking force for the vehicle. When the driver manually drives the vehicle, the braking force control ECU 220 controls the brake actuator according to the amount of operation of the brake pedal. On the other hand, when performing automatic operation, the braking force control ECU 220 controls the brake actuator according to the required braking force calculated by the automatic operation control ECU 110 .

The steering control ECU 230 is an electronic control unit that controls a motor that generates steering torque for the vehicle. When the driver manually drives the vehicle, the steering control ECU 230 controls the motor according to the operation of the steering wheel to generate an assist torque for the steering operation. As a result, the driver can operate the steering wheel with a small amount of force, thereby achieving steering of the vehicle. On the other hand, when performing automatic operation, the steering control ECU 230 performs steering by controlling the motor according to the required steering angle calculated by the automatic operation control ECU 110 .

The communication unit 240 wirelessly receives traffic information such as accidents and traffic jams, for example, road information from VICS (Vehicle Information and Communication System/VICS is a registered trademark), information from other vehicles having a similar communication function, such as TOR information from other vehicles. and information such as occurrence of DOR.

The interruption avoidance process shown in FIG. 2 is a process of performing interruption avoidance driving control in order to avoid interruption of the automatic driving in the interruption section according to the interruption information. The “interruption avoidance driving control” is control by which the automatic driving control unit 116 performs automatic driving including at least one of decelerating the vehicle and changing the planned travel locus. In the present embodiment, the vehicle is decelerated in the avoidance driving control. The interruption avoidance process is a process that is repeatedly executed by the automatic driving control ECU 110 when the automatic driving system 100 is running and the vehicle is running. It is assumed that the destination is set in the navigation system 200 at the start of this process.

First, the route selection unit 118 reads a travel route from the navigation system 200 in step S100. More specifically, the route selection unit 118 acquires the interruption history of automatic driving on the travel route from the road information storage unit 130 . The history of suspension of automatic driving stored in the road information storage unit 130 includes suspension sections in which automatic driving was suspended and suspensions that occurred in individual suspension sections when self-driving vehicles traveled automatically in the past. It includes the total number of times (hereinafter referred to as "the number of interruptions") and the number of times the suspension section has been traveled (hereinafter referred to as the "number of times of travel").

As shown in the example of FIG. 3, when interruptions occur in a plurality of sections P11a to P11c that partially overlap each other, the sum of the sections P11 is used as the "interruption section".

Next, the interruption information acquisition part 114 reads interruption information in step S110. In this embodiment, the interruption information acquisition unit 114 calculates the interruption occurrence rate. The interruption rate can be calculated by the following formula (1). Note that the interruption rate may be calculated not only by the interruption information acquisition unit 114 but also by the route selection unit 118, for example.

[Interruption rate] = [Number of interruptions] ÷ [Number of runs] x 100 [%] (1)

Subsequently, the automatic driving control unit 116 sets a speed plan based on the suspension information acquired from the suspension information acquisition unit 114 in step S120. More specifically, the automatic driving control unit 116 obtains the interruption occurrence rate from the interruption occurrence rate of the interruption section P11, and sets the upper limit speed according to the interruption occurrence rate. In the first embodiment, the interruption occurrence rate divides the entire interruption occurrence rate (0 to 100%) into a plurality of categories, and expresses the possibility of an interruption occurring as a simple numerical value corresponding to each category. be. Normally, the automatic driving control unit 116 sets the vehicle speed to the legal speed limit, but in this embodiment, for example, it sets as follows.

<Interruption rate relative to interruption rate>
Less than 20%: Interruption rate 1
20% or more and less than 40%: Interruption rate 2
40% or more and less than 60%: Interruption rate 3
60% or more and less than 80%: Interruption rate 4
80% or more: Interruption rate 5
<Upper limit speed based on interruption rate>
Interruption rate 1: Set to 90% of legal speed Interruption rate 2: Set to 80% of legal speed Interruption rate 3: Set to 70% of legal speed Interruption rate 4: Set to 60% of legal speed Set Interruption rate 5: Set to 50% of the legal speed. Note that the upper limit speed may be set without calculating the interruption rate with respect to the interruption rate. Further, in step S110, the interruption information acquisition unit 114 may calculate the degree of interruption occurrence.

In the example of FIG. 3, the own vehicle VL1 is about to go straight on the lane Ln1 in the direction D1. In this embodiment, lane Ln1 has a legal speed limit of 50 km/h. In addition, the lane Ln1 has a narrow road width on the way, and the discontinuation section P11 where the road width narrows is calculated to have a discontinuation occurrence rate of 75%. Therefore, the speed plan is set so that the upper limit of the vehicle speed is 30 km/h, which is 60% of the legal speed when passing through the discontinued section P11. Based on this plan, interruption avoidance operation control is performed in step S130. For example, the own vehicle VL1 may be decelerated before reaching the discontinued section P11. In addition, the notification unit 117 may notify the driver that deceleration is performed as the interruption avoidance driving control. This notification is preferably given to the driver before reaching the suspension section P11.

When the suspension section P11 is passed, the suspension avoidance driving control is terminated and normal automatic driving is performed. After step S130, the process returns to step S100, and the processes of steps S100 to S130 are repeated. However, steps S100, S110, and S120 may be executed only when necessary.

According to the automatic operation control system of the present embodiment described above, the automatic operation control unit 116 performs interruption avoidance operation control according to the interruption information, so it is possible to suppress the occurrence of interruption of automatic operation. Further, if the vehicle is decelerated before reaching the suspension section P11, it is possible to more effectively suppress the occurrence of suspension of the automatic driving. Also, if the notification unit 117 notifies the driver that the interruption avoidance driving control will be performed before reaching the interruption section P11, the driver can know in advance the deceleration and the change of the planned travel locus.

B. Second embodiment:
As shown in FIG. 4 , in the second embodiment, suspension information is used in the route selection process before starting automatic driving. The route selection process is a process in which the route selection unit 118 selects a recommended route from a plurality of routes searched by the navigation system 200 and determines the travel route. Since the configuration of the automatic driving system of the second embodiment is the same as the configuration of the automatic driving system of the first embodiment, the description of the configuration of the automatic driving system is omitted.

In the route selection process, route selection unit 118 first acquires candidate routes L1 to L3 from navigation system 200 in step S200.

As shown in FIG. 5, the navigation system 200 searches multiple routes from a starting point to a destination. In this embodiment, the navigation system 200 generates three routes, candidate routes L1 to L3.

Next, in step S210 (FIG. 4), the interruption information acquiring unit 114 calculates the interruption occurrence rate for each of the candidate routes L1 to L3. More specifically, the automatic driving interruption history on each of the candidate routes L1 to L3 is acquired from the road information storage unit 130, and the interruption occurrence rate in each interruption section is calculated. As shown in FIG. 5, for example, on the candidate route L1, the interruption rate in the interruption section P11 is 75%, and the interruption occurrence rate in the interruption section P12 is 23%. In the candidate route L2, the interruption occurrence rate in the interruption section P21 is 50%, the interruption occurrence rate in the interruption section P22 is 25%, and the interruption occurrence rate in the interruption section P23 is 80%. In the candidate route L3, the rate of occurrence of interruption in the interruption section P31 is 10%.

Subsequently, the interruption information acquisition unit 114 acquires road traffic information in step S220. More specifically, the interruption information acquisition unit 114 acquires road traffic information such as accidents and traffic jams on each of the candidate routes L1 to L3 received by the communication unit 240 via the in-vehicle network 250 . As shown in FIG. 5, the suspension information acquisition unit 114 obtains road traffic information that, for example, there is accident information in the suspension section P32 of the candidate route L3, and traffic congestion is occurring in the section W31 of about 4 km up to that point. get.

Next, in step S230, the interruption information acquisition unit 114 calculates the degree of occurrence of interruptions for each of the candidate routes L1 to L3. In the second embodiment, the interruption occurrence rate quantifies not only the interruption occurrence rate of each interruption section but also the possibility of automatic driving interruption occurring for events such as accidents and traffic jams. In this embodiment, for example, the values are quantified in five stages and defined as follows.
<Interruption rate relative to interruption rate>
Less than 20%: Interruption rate 1
20% or more and less than 40%: Interruption rate 2
40% or more and less than 60%: Interruption rate 3
60% or more and less than 80%: Interruption rate 4
80% or more: Interruption rate 5
<Degree of occurrence of interruption for traffic jam distance>
Less than 1km: Interruption rate 1
1 km or more and less than 3 km: Interruption rate 2
3 km or more and less than 5 km: Interruption rate 3
5 km or more and less than 10 km: Interruption rate 4
10km or more: Interruption rate 5
<Interruption rate for accident location>
Accident occurrence: Interruption rate 3

The interruption information acquisition unit 114 calculates the total interruption occurrence rate by adding the interruption occurrence rates in each of the candidate routes L1 to L3. The total interruption occurrence degree of the candidate route L1 is 6, the total interruption occurrence degree of the candidate route L2 is 10, and the total interruption occurrence degree of the candidate route L3 is 7.

The route selection unit 118 determines a recommended route from the candidate routes in step S240. In this embodiment, the route selection unit 118 selects the candidate route L1 with the lowest overall interruption occurrence rate as the recommended route. It is also possible to calculate an evaluation value that takes into consideration both the estimated time required to travel from the starting point to the destination and the overall interruption occurrence rate, and select the candidate route with the smallest value as the recommended route. In addition, if any of the candidate routes has a high degree of occurrence of total interruptions and a recommended route cannot be determined below a predetermined threshold value, there may be no recommended route for automatic driving.

As shown in FIG. 6, navigation system 200 displays a recommended route on display 202 in step S250. In this embodiment, the navigation system 200 recommends the candidate routes L1, L3, and L2 in descending order of the degree of occurrence of total interruption. When it is determined that there is no recommended route in the process of step S240, the fact may be displayed while showing the candidate route. Finally, the driver selects a driving route in step S260. Note that steps S250 and S260 may be omitted, and the route determined as the recommended route in step S240 may be used as the travel route.

The suspension avoidance process during running in the second embodiment is the same as the suspension avoidance process of the first embodiment described with reference to FIG. However, in step S110 (FIG. 2), the interruption information acquisition unit 114 may read the degree of interruption occurrence calculated in the route selection process. Further, in the second embodiment, the upper limit speed may be adjusted according to the degree of occurrence of interruption even in a congested section obtained from road traffic information.

According to the automatic driving control system of this embodiment described above, since the route selection unit 118 determines the recommended route according to the interruption information, it is possible to select a route that is unlikely to cause interruption of automatic driving. Therefore, the occurrence of interruption of automatic operation can be suppressed.

C. Third embodiment:
The interruption avoidance process of the third embodiment shown in FIG. 7 is different from the first embodiment in that interruption information is acquired from the preceding vehicle, and other steps are the same as in the first embodiment. Since the configuration of the automatic driving system of the third embodiment is the same as the configuration of the automatic driving system of the first embodiment, the description of the configuration of the automatic driving system is omitted.

As shown in FIG. 8, own vehicle VL1 acquires the interruption information of the preceding vehicle and the interruption information stored in the external server. In step S102 (FIG. 7), the suspension information acquisition unit 114 acquires suspension information (hereinafter referred to as “preceding vehicle suspension information”) of the preceding vehicle VL2 equipped with automatic driving and communication functions via the communication unit 240 . Here, the preceding vehicle interruption information acquired from the preceding vehicle VL2 includes, for example, function information such as automatic driving or advanced safety functions, types of surrounding detection sensors mounted to realize these functions, It may include performance, number, etc., configuration information of preceding vehicles, and detection information such as oncoming vehicles.

Subsequently, the interruption information acquisition unit 114 acquires interruption information from the external server 300 in step S104. More specifically, host vehicle VL1 acquires suspension information from external server 300 via base station 301 and Internet INT. Here, the interruption information acquired from the external server 300 includes automatic driving interruption information transmitted to the external server 300 via the base stations 302 and 303 and the Internet INT by the vehicles VL3 and VL4 equipped with automatic driving and communication functions, and , traffic information such as congestion information and accident information.

In the first embodiment described above, the automatic driving control unit 116 calculates the interruption occurrence rate in step S110 using the interruption information acquired in step S100. In the third embodiment, in step S110, the interruption rate is calculated using not only the interruption information acquired in step S100, but also the preceding vehicle interruption information acquired in steps S102 and S104 and the interruption information of the external server 300.

As shown in FIG. 9, in step S110, the interruption information acquisition unit 114 calculates, for example, that the interruption occurrence rate is 50% in the interruption section P13 as the preceding vehicle interruption information. In this embodiment, in step S120, the automatic driving control unit 116 not only sets the speed plan to 60% of the legal speed in the interruption section P11, but also sets it to 70% of the legal speed in the interruption section P13. If it is acquired that the automatic driving is interrupted at the same place as the preceding vehicle interruption information, the speed plan may be set by calculating the interruption occurrence rate together with the information of the own vehicle. Only this interruption information may be used to set the speed plan. Also, the speed plan may be set based on not only the interruption occurrence rate calculated in step S110 but also the interruption section and the interruption occurrence rate included in the interruption information acquired in steps S102 and S104.

According to the automatic operation control system of the present embodiment described above, the automatic operation control unit 116 sets the speed plan also using the interruption information acquired from the preceding vehicle VL2-4 and the external server 300, more effective It is possible to suppress the occurrence of interruption of automatic operation.

D. Other embodiments:
In each of the above-described embodiments, the interruption information acquisition unit 114 uses the number of interruptions and the number of runs as interruption information to calculate the interruption rate, but the invention is not limited to this. For example, the interruption rate may be calculated using the following information.

<Interruption information 1>
Weather when autonomous driving is interrupted <Interruption information 2>
Time zone when automatic operation is interrupted <Interruption information 3>
Detection Accuracy of Periphery Recognition Camera 124 and Vehicle Position Sensor 126 <Interruption Information 4>
Road shape information of suspended section <Suspension information 5>
Number of trips in the suspension section since the suspension of automated driving occurred for the first time in the suspension section

When the interruption information 1 is used, the interruption information acquisition unit 114, for example, sets the interruption occurrence rate to 1.5 if the number of interruptions in the past history is high when it rains, and if the current weather is raining. to double. The weather obtained by the communication unit 240 from the external server 300 can be used.

When using the above interruption information 2, the interruption information acquisition unit 114, for example, if the past history has a large number of interruptions during the daytime (for example, 12:00 to 15:00), increases the interruption rate by a factor of 1.5.

When the interruption information 3 is used, the interruption information acquisition unit 114 increases the interruption occurrence rate by 1.5 times, for example, if a decrease in the detection accuracy of the surrounding recognition camera 124 is detected. Whether or not the detection accuracy of the surrounding recognition camera 124 is degraded is determined, for example, by image processing of an image obtained by the surrounding recognition camera 124 to determine whether or not the image is backlit. can decide. Further, whether or not the detection accuracy of the vehicle position sensor 126 is degraded is determined, for example, by determining whether the number of satellites updated by the GNSS of the vehicle position sensor 126 is equal to or less than a predetermined threshold. and can be determined accordingly.

When the suspension information 4 is used, the suspension information acquisition unit 114 determines that, for example, if the past history shows that a specific road shape such as a sharp curve or a steep slope has a large number of suspensions, the shape of the road on which the vehicle is to be traveled is not that shape. If it matches a specific road shape, the interruption rate is calculated as 35%.

When using the above suspension information 5, the suspension information acquisition unit 114, for example, when the number of times of travel since the suspension of automatic operation occurred for the first time in the travel section is less than a predetermined number of times, suspension occurs The rate is set to 0, and when the number of occurrences exceeds a predetermined number, the interruption rate is calculated. This number of times can be determined experimentally or empirically in advance. As a result, a learning period can be provided, and the reliability of the interruption rate is improved.

The interruption information acquiring unit 114 can also calculate the interruption occurrence rate by appropriately combining the above interruption information 1 to 5 and other information. It should be noted that only information of a predetermined period may be used as the interruption information. This period can be determined experimentally in advance, and is within the last one year, for example.

In each embodiment described above, the automatic driving control unit 116 sets the upper limit of the vehicle speed in the interruption avoidance driving control according to the interruption occurrence degree. Alternatively, the automatic driving control unit 116 may set the speed of the own vehicle at the time when the automatic driving was interrupted in the past as the upper limit.

The present invention is not limited to the above-described embodiments, and can be implemented in various configurations without departing from the spirit of the present invention. For example, the technical features in the embodiments corresponding to the technical features in each form described in the outline of the invention are In addition, it is possible to perform replacement and combination as appropriate. Moreover, if the technical feature is not described as essential in this specification, it can be deleted as appropriate.

100 automatic operation system, 110 automatic operation control ECU, 112 recognition unit, 114 interruption information acquisition unit, 116 automatic operation control unit, 117 notification unit, 118 route selection unit, 122 peripheral object sensor, 124 peripheral recognition camera, 126 own vehicle position Sensor 130 Road information storage unit 200 Navigation system 202 Display 204 Speaker 210 Driving force control ECU 220 Braking force control ECU 230 Steering control ECU 240 Communication unit 250 In-vehicle network

Claims (6)

An automated driving system (100) for automatically driving a vehicle,
An automatic driving control unit (116) that controls the running of the vehicle;
Acquisition of interruption information including an interruption section in which the automatic operation of the vehicle by the automatic driving control unit is interrupted, and a degree of interruption occurrence that quantifies the possibility that automatic driving will be interrupted in the interruption section according to the interruption information A suspension information acquisition unit (114) that sets the
The automatic driving system, wherein the automatic driving control unit performs interruption avoidance driving control including deceleration of the vehicle in order to avoid interruption of the automatic driving in the interruption section according to the interruption occurrence degree . The automated driving system according to claim 1, further comprising:
a route search unit (200) that searches for a plurality of routes from a departure point to a destination;
An automatic driving system, comprising: a route selection unit (118) that selects a recommended route from the plurality of routes using the interruption information. The automatic driving system according to claim 1 or claim 2,
The automatic driving system, wherein the suspension information further includes information obtained from an external server of the vehicle. The automatic driving system according to any one of claims 1 to 3,
The automatic driving system, wherein the interruption information further includes information obtained from a preceding vehicle traveling in front of the vehicle. The automatic driving system according to any one of claims 1 to 4,
The automatic driving system, wherein the suspension avoidance driving control includes control for decelerating the vehicle before reaching the suspension section. The automatic driving system according to any one of claims 1 to 5, further comprising:
An automatic driving system comprising a notification unit (117) that notifies a driver that the suspension avoidance driving control will be performed before the vehicle reaches the suspension section.

Images