Vehicle control device, vehicle control method, and storage medium

Abstract

A vehicle control device, vehicle control method, and storage medium capable of more appropriately executing driving control that places less stress on the vehicle occupants in various situations. The vehicle control device comprises: a recognition unit that recognizes the surrounding conditions of the vehicle; a driving control unit that controls one or both of the vehicle's steering and acceleration / deceleration based on the recognized surrounding conditions; and a first receiving unit that receives a switching operation of the vehicle's driving mode by an occupant of the vehicle. The driving control unit causes the vehicle to travel in any of a plurality of driving modes, including a first driving mode and a second driving mode that places less stress on the vehicle occupants than the first driving mode. When the driving control unit is executing the first driving mode and the driving environment is such that the second driving mode can be executed, and the first receiving unit receives a switching operation to the second driving mode, the driving control unit switches the driving mode from the first driving mode to the second driving mode after the vehicle speed reaches a target speed.

Description

Technical Field

[0001] The present invention relates to a vehicle control device, a vehicle control method and a storage medium. Background Art

[0002] In recent years, research on autonomous driving, which automatically controls the driving of a vehicle, has been progressing. In this regard, technologies for performing autonomous driving under specific conditions, such as traffic jam following, are known (e.g., International Publication No. 2018 / 138765). Summary of the Invention

[0003] However, no consideration is given to appropriately executing driving control that is a light task assigned to the occupant in various situations, such as a situation where there are no other vehicles around.

[0004] The present invention has been made in consideration of such circumstances, and provides a vehicle control device, a vehicle control method, and a storage medium capable of more appropriately executing task-light driving control assigned to an occupant in various situations.

[0005] The vehicle control device, vehicle control method, and storage medium of the present invention employ the following structures.

[0006] (1): A vehicle control device according to one embodiment of the present invention comprises: an identification unit that identifies the surrounding conditions of the vehicle; a driving control unit that controls one or both of the steering and acceleration / deceleration of the vehicle based on the surrounding conditions identified by the identification unit; and a first receiving unit that receives a switching operation of the driving mode of the vehicle performed by an occupant of the vehicle, the driving control unit causing the vehicle to travel in any one of a plurality of driving modes including a first driving mode and a second driving mode that places a lighter task on the occupant of the vehicle than the first driving mode, and when the driving control unit switches the driving mode from the first driving mode to the second driving mode after the speed of the vehicle reaches a target speed during execution of the first driving mode and in a driving environment capable of executing the second driving mode and when the first receiving unit receives a switching operation to the second driving mode.

[0007] (2): In the above-mentioned aspect (1), the driving environment in which the second driving mode can be executed includes a situation in which the vehicle has traveled in the driving lane for a predetermined distance or a predetermined time.

[0008] (3): In the above-mentioned scheme (1), the vehicle control device further includes an output control unit that causes the output unit to output information related to the state of the driving mode to the occupants of the vehicle, and the output control unit causes the output unit to output information indicating that the second driving mode can be executed when the first driving mode is being executed and the driving environment is such that the second driving mode can be executed.

[0009] (4): In the above-mentioned aspect (1), acceleration and deceleration toward the target speed are performed by speed control performed by the occupant's operation or by speed control performed by the driving control unit.

[0010] (5): In the above-mentioned scheme (1), the vehicle control device further includes a second receiving unit for receiving a setting of the speed of the vehicle when traveling in the first driving mode, and the driving control unit adjusts the speed of the vehicle based on the set speed received by the second receiving unit.

[0011] (6) In the above-mentioned aspect (3), when the speed of the vehicle needs to be adjusted to the target speed, the output control unit causes the output unit to output information urging the occupant to control the speed of the vehicle.

[0012] (7): In the above-mentioned aspect (5), the driving control unit switches the driving mode from the first driving mode to the second driving mode when the speed of the vehicle reaches the target speed by adjusting the set speed.

[0013] (8): In the above-mentioned scheme (1), the target speed is a speed within the legal speed limit of the vehicle's driving lane.

[0014] (9): In the above-mentioned aspect (8), when a lower speed limit is set for the driving lane and the speed of the vehicle is lower than the lower speed limit of the driving lane, the driving control unit suppresses execution of the second driving mode.

[0015] (10): In the above-mentioned aspect (9), the driving control unit continues the second driving mode when the speed of the vehicle is less than the lower speed limit after the second driving mode is executed.

[0016] (11): In the scheme of (1) above, the lane in which the vehicle is traveling includes an overtaking lane for overtaking a preceding vehicle, and the driving control unit switches the driving mode from the first driving mode to the second driving mode after the vehicle changes lanes from the overtaking lane to a lane other than the overtaking lane and the speed of the vehicle reaches the target speed, or after the vehicle changes lanes from the overtaking lane to a lane other than the overtaking lane after the speed of the vehicle reaches the target speed, when the vehicle is in the execution of the first driving mode and is in a driving environment capable of executing the second driving mode, and the first receiving unit receives a switching operation to the second driving mode.

[0017] (12): A vehicle control method according to one embodiment of the present invention, wherein the vehicle control method causes a computer to perform the following processing: identifying the surrounding conditions of the vehicle; controlling one or both of the steering and acceleration and deceleration of the vehicle based on the identified surrounding conditions; accepting a switching operation of the driving mode of the vehicle performed by an occupant of the vehicle; driving the vehicle in any one of a plurality of driving modes, including a first driving mode and a second driving mode that assigns a lighter task to the occupant of the vehicle than the first driving mode; while the first driving mode is being executed and the driving environment is such that the second driving mode can be executed, and when a switching operation to the second driving mode is accepted, the driving mode is switched from the first driving mode to the second driving mode after the speed of the vehicle reaches a target speed.

[0018] (13): A storage medium according to one embodiment of the present invention stores a program, wherein the program causes a computer to perform the following processing: identifying the surrounding conditions of a vehicle; controlling one or both of the steering and acceleration / deceleration of the vehicle based on the identified surrounding conditions; accepting a switching operation of the driving mode of the vehicle performed by an occupant of the vehicle; driving the vehicle in any one of a plurality of driving modes, including a first driving mode and a second driving mode that assigns a lighter task to the occupant of the vehicle than the first driving mode; and switching the driving mode from the first driving mode to the second driving mode after the speed of the vehicle reaches a target speed when the first driving mode is being executed and the driving environment is such that the second driving mode can be executed and a switching operation to the second driving mode is accepted.

[0019] According to the above-mentioned aspects (1) to (13), it is possible to more appropriately perform driving control with a light workload assigned to the occupant in various situations. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a configuration diagram of a vehicle system using the vehicle control device according to the first embodiment.

[0021] Figure 2 This is a functional structure diagram of the first control unit and the second control unit.

[0022] Figure 3 This is a diagram showing an example of the relationship between the driving mode, the vehicle control state, and the task.

[0023] Figure 4 1 and 2 are diagrams for explaining the first driving control before and after the mode switch.

[0024] Figure 5 This is a diagram showing an example of an image showing that mode A can be executed.

[0025] Figure 6 FIG. 1 is a diagram showing an example of an image showing that deceleration control for switching to mode A is being performed.

[0026] Figure 7 1 and 2 are diagrams for explaining the second driving control before and after the mode switching.

[0027] Figure 8 3 is a diagram for explaining the third driving control before and after the mode switch.

[0028] Figure 9 It is a diagram for explaining the fourth driving control before and after the mode switching.

[0029] Figure 10 This is a flowchart showing an example of the flow of processing executed by the automatic driving control device of the first embodiment.

[0030] Figure 11 1 is a diagram showing an example of an image for urging the driver to adjust the speed of the host vehicle M.

[0031] Figure 12 This is a flowchart showing an example of the flow of processing executed by the automatic driving control device according to the second embodiment.

[0032] Figure 13 It is a diagram for explaining driving control before and after mode switching in the third embodiment.

[0033] Figure 14 This is a flowchart showing an example of the flow of processing executed by the automatic driving control device according to the third embodiment. DETAILED DESCRIPTION

[0034] Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a storage medium according to the present invention will be described with reference to the accompanying drawings.

[0035] (First embodiment)

[0036] [Overall structure]

[0037] Figure 1 This is a structural diagram of a vehicle system 1 using a vehicle control device according to a first embodiment. The vehicle equipped with the vehicle system 1 is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its driving source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using the generated power generated by a generator connected to the internal combustion engine, or the discharged power of a secondary battery or a fuel cell. The following is an example of an embodiment of a vehicle control device applicable to an autonomous vehicle. Autonomous driving, for example, automatically controls one or both of the steering and acceleration and deceleration of the vehicle to perform driving control. The driving control of the vehicle may include, for example, various driving assistance systems such as ACC (Adaptive Cruise Control), ALC (Auto Lane Changing), LKAS (Lane Keeping Assistance System), and TJP (Traffic Jam Pilot). The driving of an autonomous vehicle may also be controlled by manual driving by the occupant (driver).

[0038] The vehicle system 1 includes, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) device 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, vehicle sensors 40, a navigation device 50, an MPU (Map Positioning Unit) 60, a driver monitoring camera 70, a driving operating element 80, an automatic driving control device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are interconnected via multiplexed communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, and the like. Figure 1 The structure shown is just an example, and a part of the structure may be omitted or another structure may be added. The HMI 30 is an example of an "output unit." The automatic driving control device 100 is an example of a "vehicle control device."

[0039] The camera 10 is, for example, a digital camera utilizing a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is mounted anywhere on the vehicle (hereinafter referred to as the host vehicle M) equipped with the vehicle system 1. To image the front, the camera 10 is mounted on the top of the windshield, behind the rearview mirror, or elsewhere. For example, the camera 10 periodically and repeatedly captures images of the surroundings of the host vehicle M. The camera 10 may also be a stereo camera.

[0040] The radar device 12 radiates radio waves, such as millimeter waves, around the vehicle M and detects the radio waves (reflected waves) reflected by objects to detect at least the object's position (range and direction). The radar device 12 is mounted anywhere on the vehicle M. The radar device 12 can also detect the position and velocity of objects using the FM-CW (Frequency Modulated Continuous Wave) method.

[0041] LIDAR 14 irradiates light (or electromagnetic waves with a wavelength close to light) around the vehicle M and measures the scattered light. LIDAR 14 detects the distance to the object based on the time between light emission and light reception. The irradiated light is, for example, a pulsed laser. LIDAR 14 is mounted anywhere on the vehicle M.

[0042] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, radar device 12, and LIDAR 14 to identify the position, type, speed, etc. of the object. The object recognition device 16 outputs the recognition results to the automatic driving control device 100. The object recognition device 16 can output the detection results from the camera 10, radar device 12, and LIDAR 14 directly to the automatic driving control device 100. The object recognition device 16 can also be omitted from the vehicle system 1.

[0043] The communication device 20 communicates with other vehicles around the host vehicle M using, for example, a cellular network, Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or communicates with various server devices via a wireless base station.

[0044] The HMI 30 presents various information to the occupants of the vehicle M and receives input operations from the occupants under the control of the HMI control unit 170. The HMI 30 includes, for example, a display device 32, a speaker 34, and a switch unit 36. The HMI 30 may also include a microphone, a buzzer, buttons, and the like.

[0045] The display device 32 is, for example, an LCD (Liquid Crystal Display), an organic EL (ElectroLuminescence) display device, etc. The display device 32 is, for example, provided near the front of the driver's seat (the seat closest to the steering wheel switch) in the dashboard, and is provided at a position where the occupant can visually recognize it through the gap between the steering wheel or across the steering wheel. In the display device 32, information required for the manual driving or automatic driving of the vehicle M (hereinafter referred to as driving support information) is displayed as an image. The driving support information includes, for example, the speed of the vehicle M, the engine speed, the remaining fuel, the radiator water temperature, the driving distance, the state of the shift lever, the lane (dividing line) identified by the object recognition device 16, the automatic driving control device 100, etc., other vehicles, etc., the lane in which the vehicle M should travel, the future target trajectory, and other information. The driving support information may include information asking the occupant whether to switch the driving mode of the vehicle M, information indicating the state of the driving control, etc.

[0046] The display device 32 may be installed near the center of the instrument panel IP in addition to the aforementioned location. In this case, the display device 32 displays, in addition to driving support information, images showing navigation results from the navigation device 50, for example. The display device 32 may also display television programs, items stored on DVDs, or movies downloaded from an external device via the communication device 20.

[0047] The display device 32 may also include, for example, a HUD (Head Up Display). The HUD projects images onto a predetermined imaging portion. For example, the HUD projects images onto a portion of the windshield in front of the driver's seat, allowing the driver's seated passenger to visually recognize a virtual image. The HUD displays, for example, driving support information. Display control of the display device 32 is controlled by the HMI control unit 170, described later. The display device 32 may also be configured as a touch panel having a function as a receiving unit for receiving operational input from the passenger.

[0048] At least one speaker 34 is provided in the vehicle interior and outputs sounds, warning sounds, and the like under the control of the HMI control unit 170 , for example.

[0049] The switch assembly 36 includes, for example, a mode switch 36A, a speed setting switch 36B, and a turn signal switch (turn indicator) 36C. The mode switch 36A is an example of a "first receiving unit." The speed setting switch 36B is an example of a "second receiving unit." The mode switch 36A and the speed setting switch 36B are, for example, mounted on a steering wheel. The turn signal switch 36C is, for example, provided on a steering column or steering wheel. At least a portion of the mode switch 36A, the speed setting switch 36B, and the turn signal switch 36C may be provided as GUI (Graphical User Interface) switches included in an image displayed on the display device 32 functioning as a touch panel.

[0050] The mode switch 36A is a switch that receives an operator's operation to switch the driving mode of the vehicle M. When the mode switch 36A is operated, for example, the driving modes of the vehicle M are switched between on and off. The mode switch 36A may also be a switch for selecting any of a plurality of driving modes. The mode switch 36A may also be a switch that receives the operator's approval in response to a request for a mode switch. The mode switch 36A may also be a switch for suspending mode switching.

[0051] The speed setting switch 36B is a switch that receives a target speed setting from the occupant of the vehicle M when executing a predetermined driving mode. Hereinafter, the speed set by the speed setting switch 36B is referred to as the "set speed." The turn signal switch 36C is an example of an operating unit that receives a lane change instruction from the occupant of the vehicle M. For example, when the turn signal switch 36C is operated in the direction in which the vehicle M is to change lanes, an external lighting unit (turn signal) associated with the lane change direction flashes.

[0052] The vehicle sensors 40 include a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting angular velocity about a vertical axis, and an orientation sensor for detecting the orientation of the vehicle M. The vehicle sensors 40 may include a position sensor for acquiring the position of the vehicle M. For example, the position sensor acquires position information (longitude and latitude information) from a GPS (Global Positioning System) device. Alternatively, the position sensor may acquire position information using a GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50.

[0053] The navigation device 50 includes, for example, a GNSS receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as an HDD (Hard Disk Drive) or a flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M can also be determined or supplemented by an INS (Inertial Navigation System) that utilizes the output of the vehicle sensor 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, buttons, etc. The navigation HMI 52 can also be partially or entirely shared with the aforementioned HMI 30. The route determination unit 53, for example, refers to the first map information 54 to determine a route (hereinafter referred to as a route on the map) from the position of the vehicle M determined by the GNSS receiver 51 (or an arbitrary position input) to the destination input by the occupant using the navigation HMI 52. The first map information 54 is information that represents the shape of a road by, for example, representing road segments and nodes connected by the segments. The first map information 54 may also include road curvature, POI (Point of Interest) information, and the like. The route on the map is output to the MPU 60. The navigation device 50 may also provide route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may also be implemented as a function of a terminal device such as a smartphone or tablet computer held by the passenger. The navigation device 50 may also transmit the current location and destination to a navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server.

[0054] The MPU 60 includes, for example, a recommended lane determination unit 61, which stores second map information 62 in a storage device such as a HDD or flash memory. The recommended lane determination unit 61 divides the route on the map provided by the navigation device 50 into a plurality of blocks (e.g., every 100 meters in the vehicle's direction of travel) and determines a recommended lane for each block by referring to the second map information 62. The recommended lane determination unit 61 determines the lane to travel on from the left. For example, if the route on the map branches, the recommended lane determination unit 61 determines a recommended lane so that the vehicle M can travel on a reasonable route to the branch destination.

[0055] The second map information 62 is more accurate than the first map information 54. For example, the second map information 62 includes information about lane centers or lane boundaries. The second map information 62 may include road information (road type), legal speed limits (speed limits, maximum speeds, minimum speeds), traffic restrictions, address information (address, postal code), facility information, and telephone number information. The second map information 62 can be updated at any time by communicating with other devices via the communication device 20.

[0056] The driver monitoring camera 70 is, for example, a digital camera utilizing a solid-state imaging element such as a CCD or CMOS. The driver monitoring camera 70 is mounted at any location within the vehicle M, for example, in a position and orientation such that it can capture an image of the head of a passenger (hereinafter referred to as the driver) seated in the driver's seat of the vehicle M from the front (in an orientation such that the face is captured). For example, the driver monitoring camera 70 is mounted above a display device located in the center of the instrument panel of the vehicle M.

[0057] The driving operating parts 80 include, for example, an accelerator pedal, a brake pedal, a shift lever, and other operating parts in addition to the steering wheel 82. A sensor that detects the amount of operation or the presence or absence of operation is installed on the driving operating parts 80, and the detection results are output to the automatic driving control device 100, or part or all of the driving drive force output device 200, the braking device 210, and the steering device 220. The steering wheel 82 is an example of an "operating part that receives the steering operation performed by the driver." The operating part does not necessarily need to be annular, and can also be in the form of a special-shaped steering wheel, a joystick, a button, etc. A steering wheel grip sensor 84 is installed on the steering wheel 82. The steering wheel grip sensor 84 is implemented by an electrostatic capacitance sensor, etc., and outputs a signal to the automatic driving control device 100 that can detect whether the driver is gripping the steering wheel 82 (that is, contacting it with force).

[0058] The autonomous driving control device 100 includes, for example, a first control unit 120, a second control unit 160, an HMI control unit 170, and a storage unit 180. The first control unit 120, the second control unit 160, and the HMI control unit 170 are each implemented by executing a program (software) on a hardware processor such as a CPU (Central Processing Unit). Some or all of these components may also be implemented using hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or through a combination of software and hardware. The program may be pre-stored in a storage device (including a non-transitory storage medium) such as an HDD or flash memory of the autonomous driving control device 100, or may be stored on a removable storage medium such as a DVD or CD-ROM and installed in the HDD or flash memory of the autonomous driving control device 100 by attaching the storage medium (non-transitory storage medium) to a drive device. The action plan generating unit 140 and the second control unit 160 are collectively an example of a “driving control unit.” The HMI control unit 170 is an example of an “output control unit.”

[0059] The storage unit 180 may be implemented by any of the aforementioned storage devices, or by an SSD (Solid State Drive), an EEPROM (Electrically Erasable Programmable Read Only Memory), a ROM (Read Only Memory), or a RAM (Random Access Memory). The storage unit 180 stores, for example, information required for executing the driving control in this embodiment, various other information, and programs.

[0060] Figure 2This is a functional structure diagram of the first control unit 120 and the second control unit 160. The first control unit 120 includes, for example, an identification unit 130, an action plan generation unit 140, and a mode determination unit 150. The first control unit 120, for example, implements functions based on AI (Artificial Intelligence) and functions based on a pre-given model in parallel. For example, the function of "identifying intersections" can be achieved by executing intersection recognition based on deep learning and other methods in parallel with recognition based on pre-given conditions (the presence of signals and road signs that can be pattern-matched), and scoring both for comprehensive evaluation. This ensures the reliability of autonomous driving.

[0061] The recognition unit 130 recognizes the position (relative position), speed (relative speed), acceleration and other states of objects (e.g., other vehicles and other obstacles) in the vicinity of the vehicle M based on the information input from the camera 10, the radar device 12 and the LIDAR 14 via the object recognition device 16. The position of the object is, for example, recognized as a position on an absolute coordinate with a representative point (center of gravity, drive shaft center, etc.) of the vehicle M as the origin, and is used for control. The position of the object can also be represented by a representative point such as the center of gravity or a corner of the object, or by an area. The so-called "state" of the object, when the object is a moving body such as another vehicle, may also include the acceleration, jerk, or "action state" of the other vehicle (e.g., whether a lane change is in progress or about to be made).

[0062] The recognition unit 130, for example, recognizes the lane in which the host vehicle M is traveling (driving lane). For example, the recognition unit 130 recognizes the driving lane by comparing the pattern of road dividing lines (e.g., an arrangement of solid and dashed lines) obtained from the second map information 62 with the pattern of road dividing lines around the host vehicle M recognized from the image captured by the camera 10. The recognition unit 130 is not limited to recognizing road dividing lines, but can also recognize the driving lane by recognizing road dividing lines, driving road boundaries (road boundaries) including shoulders, curbs, central medians, guardrails, etc. The position of the host vehicle M obtained from the navigation device 50 and the processing results performed by the INS can also be included in this recognition. The recognition unit 130 recognizes temporary stop lines, obstacles, red lights, toll booths, road signs, and other road phenomena. The recognition unit 130 recognizes adjacent lanes adjacent to the driving lane. An adjacent lane is, for example, a lane in which travel in the same direction as the driving lane is possible.

[0063] When identifying the driving lane, the recognition unit 130 recognizes the position and posture of the vehicle M relative to the driving lane. For example, the recognition unit 130 may recognize the deviation of the reference point of the vehicle M from the center of the lane and the angle formed by the direction of travel of the vehicle M relative to the line connecting the centers of the lanes as the relative position and posture of the vehicle M relative to the driving lane. Alternatively, the recognition unit 130 may recognize the position of the reference point of the vehicle M relative to any side end of the driving lane (road dividing line or road boundary) as the relative position of the vehicle M relative to the driving lane. Here, the reference point of the vehicle M may be the center of the vehicle M or the center of gravity. The reference point may also be an end (front end, rear end) of the vehicle M or the position of one of the multiple wheels of the vehicle M.

[0064] The action plan generation unit 140 generates a target trajectory for the vehicle M to automatically (independent of driver input) travel in the future, in a manner that allows the vehicle M to travel along the recommended lane determined by the recommended lane determination unit 61 and adapt to the surrounding conditions of the vehicle M. The target trajectory includes, for example, a speed element. For example, the target trajectory is represented by a sequence of locations (track points) that the vehicle M should reach. Track points are locations that the vehicle M should reach at predetermined distances along the route (e.g., approximately a few meters). In contrast, target speeds and target accelerations are generated as part of the target trajectory at predetermined sampling times (e.g., approximately a few tenths of a second). Alternatively, track points may be locations that the vehicle M should reach at predetermined sampling times. In this case, information on the target speed and target acceleration is represented by the intervals between track points. Alternatively, if a predetermined speed is set for the vehicle M, the action plan generation unit 140 may generate a target trajectory that achieves the predetermined speed within the drivable range.

[0065] When generating a target trajectory, the action plan generation unit 140 can set an autonomous driving event (function). These events include constant speed driving, low-speed following, lane change, diverging, merging, and takeover. The action plan generation unit 140 generates a target trajectory corresponding to the activated event.

[0066] The mode determination unit 150 determines the driving mode to be executed by the host vehicle M from among a plurality of driving modes that assign different tasks to the occupant (in other words, a plurality of modes with different degrees of automation), based on the status of the host vehicle M and other factors. The driving control unit drives the host vehicle M in the mode determined by the mode determination unit 150. The mode determination unit 150 includes, for example, a driver state determination unit 152, a surrounding environment determination unit 154, a vehicle state determination unit 156, and a mode change processing unit 158. Their respective functions will be described below. The following description will describe the case where the occupant is the driver.

[0067] Figure 3 This is a diagram showing an example of the relationship between the driving mode and the control state and tasks of the vehicle M. The driving mode of the vehicle M includes, for example, five modes: Mode A to Mode E. Among Modes A to E, Mode A has the highest control state, i.e., the degree of automation of the driving control of the vehicle M, followed by Modes B, C, and D, respectively, with Mode E being the lowest. In contrast, regarding the tasks assigned to the occupants, Mode A has the lightest task, followed by Modes B, C, and D, respectively, with Mode E, which performs manual driving, being the heaviest. In Modes B to E, these are control states that are not autonomous driving, and therefore the autonomous driving control device 100 has the responsibility of terminating the control related to autonomous driving and transferring control to driving support or manual driving. Mode B is an example of a "first driving mode," and Mode A is an example of a "second driving mode." The first driving mode may also include Modes C to E.

[0068] In mode A, the vehicle is in an automatic driving state, and the driver is not assigned any tasks such as monitoring the surroundings of the vehicle M or controlling the steering wheel 82 (hereinafter referred to as "steering control"). Whether the driver is performing surrounding monitoring is determined, for example, based on the analysis results of the image captured by the driver monitoring camera 70, and whether the driver is performing steering control is determined, for example, by the detection results of the steering wheel control sensor 84. The surrounding monitoring includes at least monitoring the front of the vehicle M. The front refers to the space in the direction of travel of the vehicle M that can be visually identified through the windshield. However, even in mode A, the driver is required to be able to quickly switch to a manual driving posture according to the requirements of the system centered on the automatic driving control device 100. The automatic driving mentioned here means that the steering and speed of the vehicle M are controlled independently of the driver's operation.

[0069] Mode A is a driving mode that can be executed when, for example, the following conditions are met: the vehicle M is traveling at a specified speed (e.g., approximately 50 km / h) or less on a motorway, such as an expressway, and there is a preceding vehicle to be followed. This mode A is sometimes referred to as "TJP mode." In addition to the TJP mode described above, Mode A is a driving mode that can be executed when the vehicle M's situation meets specified conditions and the vehicle M's speed does not exceed the legal speed (speed limit) of the lane in which it is traveling. This mode is sometimes referred to as "self-driving mode." Execution of the self-driving mode requires, for example, a request that the vehicle M's speed does not exceed the legal speed (maximum speed) of the lane in which it is traveling, or an instruction (acceptance) to switch modes is issued through a specified operation by the driver. If the conditions for driving in Mode A are no longer met, or if the mode switch 36A receives a mode switch instruction, the mode determination unit 150 changes the driving mode of the vehicle M to another mode (e.g., Mode B).

[0070] During execution of mode A, the driver can perform secondary tasks. Secondary tasks are, for example, behaviors other than driving that are permitted for the driver during automatic driving of the host vehicle M. Examples of secondary tasks include watching TV, talking on a mobile phone, sending and receiving emails, and eating.

[0071] In mode B, the driving support state is established, and the driver is assigned the task of monitoring the surroundings of the host vehicle M (hereinafter referred to as surrounding monitoring), but is not assigned the task of holding the steering wheel 82. In mode B, for example, ACC, ALC, LKAS, etc. are executed. ACC, ALC, and LKAS can also be executed under the constraints of prescribed tasks in modes C and D. For example, in mode B, lane change instructions from the driver are not accepted, and lane changes (ALC) of the host vehicle M are executed based on the route setting to the destination by the navigation device 50, etc., through the judgment of the vehicle system 1 side. Lane change means moving the host vehicle M from the host lane in which the host vehicle M is traveling to an adjacent lane adjacent to the host lane.

[0072] In mode C, a driving support state is established, and the driver is assigned the tasks of monitoring the surrounding area and controlling the steering wheel 82. For example, in mode C, if the vehicle system 1 determines that a lane change is necessary for the host vehicle M, the system 1 inquires with the driver via the HMI 30. If the HMI 30 or other means receives approval from the occupant to change lanes, driving support for executing the lane change is provided.

[0073] Mode D is a driving mode that requires a certain degree of driver-operated control for at least one of steering and acceleration / deceleration of the host vehicle M. In Mode D, when a lane change instruction is received by the driver through operation of the blinker switch 36C, driving support is provided to execute a lane change in the instructed direction. The lane change in Mode D can be performed in Mode C. The driver's operation of the blinker switch 36C is an example of a driving operation. The lane change in Modes B to D can also be an example of a lane change event.

[0074] Mode E is a manual driving state where the driver must perform steering, acceleration, and deceleration of the host vehicle M. Naturally, in both Modes D and E, the driver is tasked with monitoring the area ahead of the host vehicle M. The driver is the driving subject in Modes C to E.

[0075] The mode determination unit 150 determines the driving mode to be executed by the host vehicle M based on the driver's state, the surrounding environment of the host vehicle M, and the state of the host vehicle M. The mode determination unit 150 may also determine whether the current driving mode is in a state where it can be switched to a driving mode that places less stress on the driver (a ready state), or, if the current driving mode is not executable, change to an appropriate mode appropriate to the situation. The mode determination unit 150 may also obtain the execution status of tasks and, if the task associated with the determined driving mode is not being executed by the driver, change the driving mode of the host vehicle M to a driving mode that places a greater stress on the occupants.

[0076] For example, when the state in which Mode A can be executed (Mode A preparation state) is reached during execution of Mode B (or C to E), the mode determination unit 150 causes the HMI control unit 170 to execute control to inquire of the driver using the HMI 30 whether to switch the mode to Mode A. After receiving the instruction to switch to Mode A (acceptance), the mode determination unit 150 determines to switch the driving mode to Mode A if the state of the host vehicle M satisfies predetermined conditions.

[0077] For example, when the driver is unable to shift to manual driving in accordance with the system's request during the execution of mode A (for example, when the driver continues to look around outside the permitted area or when a sign of difficulty in driving is detected), the mode determination unit 150 executes control using the HMI 30 to urge the driver to shift to manual driving in mode E through the HMI control unit 170. When there is no response from the driver after a predetermined time has passed even after the HMI control unit 170 executes control to urge the driver to shift to manual driving, and it is inferred that the driver is not in a state of manual driving, the mode determination unit 150 performs the following control: the vehicle M is stopped at the target position by automatic driving, and the automatic driving is stopped (ended) after the stop. After stopping the automatic driving, the vehicle M is in the state of mode D or E, and the vehicle M can be started by manual operation of the driver. The same applies to "stopping automatic driving" below.

[0078] In Mode B, if the driver is not monitoring the situation ahead, the mode determination unit 150 uses the HMI 30 to urge the driver to monitor the surroundings. If the driver does not respond, the vehicle M is stopped at the target location and the automated driving is stopped. In Mode C, if the driver is not monitoring the situation ahead or is not gripping the steering wheel 82, the mode determination unit 150 uses the HMI 30 to urge the driver to monitor the surroundings and / or grip the steering wheel 82. If the driver does not respond, the vehicle M is stopped at the target location and the automated driving is stopped. In Modes C and D, if a lane change is not executed in the section for the vehicle M to reach the predetermined location, the vehicle M may be stopped at the target location and the automated driving is stopped.

[0079] The driver state determination unit 152 determines whether the driver is in a state suitable for driving. For example, the driver state determination unit 152 monitors the driver's state for the aforementioned mode change and determines whether the driver's state is suitable for the task. For example, the driver state determination unit 152 analyzes the image captured by the driver monitoring camera 70 and performs posture estimation processing to determine whether the driver is in a body posture that cannot be switched to manual driving in response to a request from the system. The driver state determination unit 152 analyzes the image captured by the driver monitoring camera 70 and performs line of sight estimation processing to determine whether the driver is monitoring the surroundings (more specifically, the front) of the vehicle M. If the driver is determined to be not in a state suitable for the task for a predetermined period of time or longer, the driver state determination unit 152 determines that the driver is in a state unsuitable for driving the task. If the driver is determined to be in a state suitable for driving the task, the driver state determination unit 152 determines that the driver is in a state suitable for driving the task. The driver state determination unit 152 may also determine whether the driver is in a state suitable for driving.

[0080] The surrounding environment determination unit 154 determines whether the surrounding environment of the host vehicle M satisfies predetermined conditions for executing the target driving mode. Prescribed conditions include, for example, the presence of other vehicles (including preceding vehicles), the road type of the road being driven (whether it is an expressway or a passing lane), whether the mode is executable, the presence of a junction, a branch, a toll booth, etc., and whether the speed limit of the lane being driven has changed due to construction or other road conditions.

[0081] The vehicle state determination unit 156 determines the driving state of the host vehicle M. Examples of the driving state of the host vehicle M include the current driving mode of the host vehicle M, the distance traveled by the host vehicle M in the same lane, the driving time, the position of the host vehicle M on the road, and the speed. The driving state of the host vehicle M may also include whether the driver intends to change lanes, the lighting status of the turn signal, the timing of detecting the intention to change lanes, the timing of lighting the turn signal, and the position at which the lane change to the adjacent lane is completed. The vehicle state determination unit 156 may also obtain information related to the content and timing of predetermined information output by the HMI control unit 170 to the HMI 30.

[0082] The mode determination unit 150 determines the driving mode of the host vehicle M based on the determination results of the driver state determination unit 152, the surrounding environment determination unit 154, and the vehicle state determination unit 156. Based on the determination results of the driver state determination unit 152, the surrounding environment determination unit 154, and the vehicle state determination unit 156, the mode determination unit 150 determines whether a driving mode that places less stress on the driver than the current driving mode is feasible. If the driving mode is feasible, the mode determination unit 150 controls the acceleration and deceleration of the host vehicle M via the action plan generation unit 140 and the second control unit 160 according to the conditions for switching to the aforementioned driving mode. Furthermore, when the host vehicle M reaches a speed that allows switching to the aforementioned driving mode, the mode determination unit 150 inquires with the driver whether to switch the driving mode. Upon receiving the driver's indication (approval) of the mode switch, the mode determination unit 150 determines to switch to the aforementioned driving mode.

[0083] The mode change processing unit 158 ​​performs various processes for changing to the mode determined by the mode determination unit 150. For example, the mode change processing unit 158 ​​causes the HMI control unit 170 to control the HMI 30 in order to urge the driver to perform a prescribed operation, or issues an instruction to generate a target trajectory for stopping the automatic driving, or issues an operation instruction to the driving support device (not shown). When the mode change processing unit 158 ​​determines that it is in a state where a driving mode with a lighter task assigned to the driver than the current driving mode can be executed, it executes acceleration and deceleration control of the vehicle M in order to switch to the mode. When the mode change processing unit 158 ​​receives an instruction (approval) to switch the driving mode of the vehicle M to a prescribed mode from the mode change switch 36A, it performs various processes for executing the prescribed mode.

[0084] The second control unit 160 controls the driving force output device 200 , the braking device 210 , and the steering device 220 so that the host vehicle M passes through the target trajectory generated by the action plan generation unit 140 at a predetermined timing.

[0085] The second control unit 160 includes, for example, an acquisition unit 162, a speed control unit 164, and a steering control unit 166. The acquisition unit 162 acquires information on the target track (track point) generated by the action plan generation unit 140 and causes a memory (not shown) to store the information. The speed control unit 164 controls the travel drive force output device 200 or the braking device 210 based on the speed element attached to the target track stored in the memory. The steering control unit 166 controls the steering device 220 according to the curvature of the target track stored in the memory. The processing of the speed control unit 164 and the steering control unit 166 is implemented, for example, by a combination of feedforward control and feedback control. As an example, the steering control unit 166 performs a combination of feedforward control corresponding to the curvature of the road ahead of the vehicle M and feedback control obtained based on the deviation from the target track.

[0086] The HMI control unit 170 notifies the driver of the host vehicle M of predetermined information via the HMI 30. The predetermined information includes, for example, driving support information. For example, the HMI control unit 170 may generate an image including the predetermined information and display the generated image on the display device of the HMI 30. Alternatively, the HMI control unit 170 may generate a sound representing the predetermined information and output the generated sound from the speaker of the HMI 30. The HMI control unit 170 may also output information received by the HMI 30 to the communication device 20, the navigation device 50, the first control unit 120, and the like.

[0087] The driving force output device 200 outputs the driving force (torque) for driving the vehicle M to the drive wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and an ECU (Electronic Control Unit) that controls them. The ECU controls the aforementioned components based on information input from the second control unit 160 or from the driving operating element 80.

[0088] Braking device 210 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a brake ECU. The brake ECU controls the electric motor based on information input from the second control unit 160 or information input from the driver's operating element 80 to output braking torque to each wheel in response to the braking operation. Braking device 210 may include a mechanism that transmits hydraulic pressure generated by operation of the brake pedal included in the driver's operating element 80 to the hydraulic cylinder via a master hydraulic cylinder as a backup. Braking device 210 is not limited to the structure described above and may also be an electronically controlled hydraulic braking device that controls an actuator based on information input from the second control unit 160 to transmit the hydraulic pressure from the master hydraulic cylinder to the hydraulic cylinder.

[0089] The steering system 220 includes, for example, a steering ECU and an electric motor. The electric motor applies force to, for example, a rack-and-pinion mechanism to change the direction of the steering wheel. The steering ECU drives the electric motor to change the direction of the steering wheel based on information input from the second control unit 160 or information input from the steering wheel 82 of the driving control unit 80.

[0090] [Regarding driving control before and after switching modes]

[0091] The driving control before and after the mode switch in the first embodiment will be described in detail below. The driving control before and after the switch from mode B to mode A (single automatic driving mode) will be described by dividing into several examples. The information output from the HMI30 under the control of the HMI control unit 170 when the mode is switched will also be described below. In the following, it is assumed that the driver state determination unit 152 determines that the driver's state is a state suitable for driving after the mode switch. In the following description, "the vehicle M arrives at the point P" means, for example, that the reference point (for example, the front end) of the vehicle M arrives at the line extending from the point P on the road in the width direction of the road.

[0092] <First driving control>

[0093] Figure 4 : is a diagram for explaining the first driving control before and after the mode switching. Figure 4In the example of , the vehicle M traveling at a speed VM on the lane L1 divided by the road dividing line RL and the road dividing line LL is shown, as well as the mode state during driving, the execution mode of the vehicle M, and the speed change with the passage of time before and after the mode switching. The mode state refers to, for example, information related to the mode being executed and the modes that can be executed. The execution mode refers to, for example, the mode being executed by the vehicle M. Figure 4 In the example, the X-axis direction is the direction of travel of lane L1, and the Y-axis direction is roughly the width direction of lane L1. Figure 4 In the example, assume that lane L1 is a highway, and the speed limit (maximum speed, upper speed limit) based on the legal speed is 100 [km / h]. In lane L1, 50 [km / h] may also be set as the minimum speed (lower speed limit) based on the legal speed. These speed information may be obtained, for example, from the road sign MK1 set up around lane L1 contained in the image captured by the camera 10, or may be obtained from the road information corresponding to the position information based on the position information of the vehicle M and with reference to the map information (second map information 62). Assume that in front of the vehicle M, the preceding vehicle (an example of another vehicle) ml is traveling at a speed Vm1. In Figure 4 In the example of , it is assumed that the host vehicle M does not follow the preceding vehicle m1. Figure 4 In the example, it is assumed that time t11 is the earliest, and time t12 and t13 are successively later.

[0094] exist Figure 4 In the illustrated road section P10-P11, the host vehicle M travels in mode B. In mode B, the automatic driving control device 100 generates a target trajectory so that the speed VM of the host vehicle M reaches the set speed VS (e.g., 120 km / h) set by the speed setting switch 36B, and performs acceleration and deceleration control to cause the host vehicle M to travel along the generated target trajectory. Here, "the speed VM reaches the ○○ speed" may include, for example, a case where the speed error between the speed VM and the ○○ speed is less than a threshold value, and the speed VM does not exceed the ○○ speed (is below the ○○ speed). The ○○ speed includes, for example, the set speed VS, the target speed, the speed limit, and the like.

[0095] For example, when only some of the multiple conditions for switching to Mode A (specifically, the autonomous driving mode alone) are not satisfied, but the other conditions are satisfied, mode determination unit 150 determines that the vehicle is in a state capable of executing Mode A (Mode A preparation state). The multiple conditions for switching to Mode A (the autonomous driving mode alone) include, for example, the following conditions (A) to (F) (driving environment), but other conditions may also be included or substituted.

[0096] (A) The driving lane of the host vehicle M can be recognized at a distance greater than the first predetermined distance

[0097] (B) There is no obstacle within the second predetermined distance from the host vehicle M.

[0098] (C) There is no prohibited section for mode A (e.g., a merging section, a branching section, a toll booth, a construction section) within the third predetermined distance from the host vehicle M.

[0099] (D) The vehicle M has traveled on the driving lane at a constant speed (constant speed may include a predetermined speed error) for a predetermined distance or time.

[0100] (E) The driver's instruction to switch modes is received (approved).

[0101] (F) The speed of the host vehicle M becomes the target speed

[0102] Some of the conditions refer to, for example, condition (E). In addition to the above-mentioned condition (E), some of the conditions may also include condition (F). The target speed in (F) is, for example, a speed within the legal speed limit in the lane in which the vehicle M is traveling. Specifically, it is a speed set within the speed range from the minimum speed to the maximum speed (speed limit) of the lane in which the vehicle M is traveling. In the case of lane L1, the target speed is set at, for example, 50 to 100 [km / h]. The following describes a case where the target speed is the speed limit (maximum speed) VL.

[0103] If it is determined that the state is such that mode A can be executed, the mode change processing unit 158 ​​causes the HMI 30 to output information indicating that the state is such that mode A can be executed, via the HMI control unit 170. In this case, the HMI control unit 170 may cause the display device 32 to display an image indicating that mode A can be executed, or may cause the speaker 34 to output a sound indicating that mode A can be executed. The following description uses an example in which the display device 32 displays an image.

[0104] Figure 5 1 is a diagram showing an example of an image IM10 indicating that mode A can be executed. The image IM10 includes, for example, a speed information display area AR10, a mode status display area AR11, a surrounding condition display area AR12, and a notification content display area AR13. The content and layout displayed on the image IM10 are not limited to Figure 5 The same applies to other image examples described later.

[0105] In the speed information display area AR10, for example, an image IM11A showing the speed VM of the vehicle M detected by the vehicle sensor 40, an image IM11B showing the set speed VS of the vehicle M, and an image IM11C showing the speed limit VL are displayed. An image showing the mode state is displayed in the mode state display area AR11. Figure 5 In the example shown in FIG1 , the text "MODE A READY" is displayed in the mode status display area AR11, indicating that the state in which Mode A can be executed is in progress while Mode B is being executed. If the state in which Mode A can be executed is not in progress, the text "MODE B" is displayed. Detailed information about the mode (e.g., TJP mode for Mode A, ACC mode for Mode B, etc.) may also be displayed in the mode status display area AR11.

[0106] The first layer image IM12 obtained by simulating the lane L1 is displayed in the surrounding condition display area AR12. The first layer image IM12 may include the second layer images IM13L and IM13R obtained by simulating the road dividing lines LL and LR that divide the lane L1. The first layer image IM12 may also include other lanes (for example, adjacent lanes, branches, and interchange lanes). In the surrounding condition display area AR12, the third layer image IM14 obtained by simulating the vehicle M is overlapped and displayed on the first layer image IM12 so as to correspond to the position of the actual driving lane of the vehicle M. For example, when the vehicle M is executing LKAS, part or all of the second layer images IM13L and IM13R may be displayed in a display manner indicating that each road dividing line can be identified. The display manner is, for example, color, shape, pattern, shade, presence or absence of flashing, presence or absence of animated images, etc. In Figure 5 In the example, a portion of the second layer images IM13L and IM13R to the left and right of the display position of the third layer image IM14 is displayed in a different display mode from the other regions.

[0107] In the surrounding situation display area AR12, a fourth layer image IM15, which simulates the future target trajectory of the host vehicle M generated by the action plan generation unit 140, is displayed in a display mode that is recognizable relative to the first layer image IM12. Examples of the display mode include color, shape, pattern, shading, the presence or absence of flickering, and the presence or absence of animated images. In the event that there are other vehicles around the host vehicle M, a fifth layer image IM16, which simulates the other vehicles, may also be displayed in the surrounding situation display area AR12. In this case, the fifth layer image IM16 is displayed at a position corresponding to the third layer image IM14 based on the relative positions of the host vehicle M and the other vehicles.

[0108] In the notification content display area AR13, an image is displayed to urge the driver to perform a predetermined operation or to notify the occupants of the state of the host vehicle M. Figure 5 In the example shown in FIG1 , when switching to mode A, a text image is displayed notifying that the mode switching switch 36A needs to be operated. Messages corresponding to the execution conditions of each mode, such as "Please monitor the surrounding area with a correct posture" or "Please hold the steering wheel," may also be displayed in the notification content display area AR13.

[0109] The image IM10 may include images showing other driving support information (eg, shift status of the vehicle M, remaining energy, driving mode) and other information (eg, outside temperature, time) in addition to the images displayed in the aforementioned areas.

[0110] The HMI control unit 170 determines that the vehicle M has reached a state where the mode A can be executed. Figure 4 At the timing of the location P11 (time t11), Figure 5 The image IM10 shown is displayed on the display device 32. When the mode change switch 36A receives an operation by the driver to switch to the approved mode while the image IM10 is displayed on the display device 32, the mode change processing unit 158 ​​causes the action plan generation unit 140 to generate a target trajectory for performing deceleration control so that the speed VM of the host vehicle M changes from the set speed VS to the target speed for switching to mode A (so as not to exceed the speed limit (maximum speed)).

[0111] From time t12 when the driver approves the operation of switching to mode A, the HMI control unit 170 causes the HMI 30 to output information indicating that vehicle control (e.g., acceleration / deceleration control) for switching to mode A is being performed until the speed VM of the host vehicle M becomes equal to or lower than the speed limit VL.

[0112] Figure 6This figure shows an example of an image IM20 indicating that deceleration control is being performed to switch to mode A. Image IM20 includes, for example, a speed information display area AR20, a mode status display area AR21, a surrounding condition display area AR22, and a notification content display area AR23. Images IM11A to IM11C are displayed in the speed information display area AR20, similar to the speed information display area AR10. In image IM20, the HMI control unit 170 may also display image IM11C representing the speed limit VL differently from image IM11C displayed in image IM10. Specifically, the HMI control unit 170 may cause image IM11C included in image IM20 to flash, or may emphasize image IM20 with a different color, size, or other color than image IM11C included in image IM10. This allows the driver to easily understand that deceleration control is being performed toward the set speed VS.

[0113] The content and display method displayed in the mode state display area AR21 and the surrounding condition display area AR22 are the same as the content displayed in the mode state display area AR11 and the surrounding condition display area AR12 included in the above-mentioned image IM10. An image showing the content of the current vehicle control is displayed in the notification content display area AR23. Figure 6 In the example shown in FIG23 , a text image indicating that the vehicle M is being decelerated to bring the speed VM to the speed limit VL is displayed in the notification content display area AR23. Alternatively, a text image indicating that speed control is being performed to switch to mode A may be displayed in the notification content display area AR23. By displaying an image indicating the above information in the notification content display area AR23, the HMI control unit 170 can more accurately inform the driver of the status of the vehicle M.

[0114] The mode determination unit 150 switches the driving mode to mode A when the speed VM of the host vehicle M reaches the speed limit VL and this state continues for a predetermined distance or longer (at time t13 or at point P12). In this case, the HMI control unit 170 may display an image indicating that the driving mode is mode A in the mode state display area AR21 and a text image such as "Executing Mode A" or "Mode A Executing" in the notification content display area AR23.

[0115] After time t13, the driving control unit performs driving control to maintain the state in which the execution conditions for Mode A (e.g., conditions (A) to (F) described above) are satisfied. Therefore, for example, if the speed limit VL changes due to road construction, weather, or other road conditions (e.g., from 100 km / h to 80 km / h), the driving control unit performs speed control to maintain the speed VM of the host vehicle M at the changed speed limit VL, thereby continuing Mode A. In this case, the HMI control unit 170 may cause the HMI 30 to output information indicating that speed control is being performed to continue Mode A. If the execution conditions cannot be satisfied through driving control, such as when a prohibited zone for Mode A exists within the third predetermined distance, the mode determination unit 150 switches to another appropriate mode.

[0116] <Second driving control>

[0117] Figure 7 This is a diagram for explaining the second driving control before and after the mode is switched. The second driving control differs from the first driving control in that the set speed VS is smaller than the speed limit (maximum speed) VL. In this case, the set speed VS is set to be greater than the minimum speed of the lane L1. It shows an example in which, in the second driving control, after switching the driving mode to mode A, the driver makes the set speed VS of the vehicle M greater than the speed limit VL by operating the speed setting switch 36B. Figure 7 In the example, it is assumed that the times t11 and t21 are successively later.

[0118] exist Figure 7 In the example shown in FIG. 2 , when the vehicle M reaches point P11 and becomes capable of executing mode A, the HMI control unit 170 causes the display device 32 of the HMI 30 to output the image IM10. Subsequently, when the vehicle M reaches point P21 (time t21) and receives a mode switching instruction (approval) from the driver via the mode switching switch 36A, the mode determination unit 150 switches the driving mode to mode A because all of the above conditions (A) to (F) are satisfied.

[0119] Furthermore, when the driver operates the speed setting switch 36B and receives an instruction to increase the set speed VS, the driving control unit increases the speed of the vehicle M as the set speed VS of the vehicle M increases. When the set speed VS exceeds the speed limit VL, the driving control unit controls the speed VM of the vehicle M so as to be below the speed limit VL. Thus, even when the set speed VS is changed so as to be greater than the speed limit VL, the automatic driving in mode A can be continued. Figure 7In the example of FIG. 1 , the speed VM of the host vehicle M is increased as the set speed VS increases. However, instead of increasing the speed VM, the speed VM may be maintained at a constant speed.

[0120] <Third Driving Control>

[0121] Figure 8 This is a diagram for explaining the third driving control before and after the mode switch. The third driving control is the driving control before and after switching from the state in which the host vehicle M is driving in ACC mode B while maintaining a constant distance from the preceding vehicle m1 to mode A (single automatic driving mode). Figure 8 In the example of , it is assumed that the times t11, t31, and t32 are successively later.

[0122] In the third driving control, the driving control unit adjusts the speed VM of the host vehicle M in accordance with the speed Vml of the preceding vehicle ml so that the distance between the host vehicle M and the preceding vehicle m1 becomes a predetermined interval. Here, when the timing (time t11) at which the host vehicle M reaches the location P11 and becomes capable of executing mode A, the HMI control unit 170 causes the display device 32 of the HMI 30 to output the image IM10. In a state where the mode switching instruction by the mode switching switch 36A is not received, if the speed Vm1 of the preceding vehicle ml decreases, the speed VM of the host vehicle M is also decreased based on the amount of decrease. If the speed Vm1 increases, the speed VM is increased based on the amount of increase ( Figure 8 Time t11~t31).

[0123] When the vehicle M reaches the point P31 (time t31) and receives an instruction from the driver to switch to mode A by operating the mode change switch 36A, the mode change processing unit 158 ​​executes deceleration control so that the speed VM of the vehicle M becomes less than the speed limit VL of the lane L1. Figure 8 In the example shown in FIG. 1 , while the vehicle M is performing deceleration control, the other vehicle m1 also increases its speed and travels at a speed greater than the speed limit VL, thereby increasing the distance between the vehicle M and the other vehicle. As a result, the vehicle M travels alone. During the period of speed control of the vehicle M (between time t31 and time t32), the HMI control unit 170 causes the display device 32 to display Figure 6 The image IM20 is shown. When the speed VM of the host vehicle M becomes lower than the speed limit VL and this state continues for a predetermined distance or time (at time t32 or at point P32), the mode determination unit 150 switches to mode A and causes the host vehicle M to travel. During the third driving control, if the mode change switch 36A is not operated, the ACC mode in mode B is continued.

[0124] As described above, according to the third driving control, even when the host vehicle M is traveling in the ACC mode in the mode B, the host vehicle M can be switched to the mode A and caused to travel in the independent automatic driving mode.

[0125] <Fourth Driving Control>

[0126] Figure 9 This is a diagram for explaining the fourth driving control before and after the mode switch. The fourth driving control differs from the third driving control in that, when the speed VM of the vehicle M is less than the speed limit VM, the mode switch 36A receives approval for the mode switch. The following description will focus on the difference. Figure 9 In the example, it is assumed that the times t11, t41, and t42 are successively later.

[0127] exist Figure 9 In the example, it is assumed that when the host vehicle M reaches point P11 (time t11), mode A is enabled. Furthermore, when the host vehicle M reaches point P41 (time t41), an instruction to switch to mode A is received via the mode switch 36A. In this case, before the speed Vm1 of the preceding vehicle m1 exceeds the speed limit VL, the driving control unit adjusts the speed VM of the host vehicle M based on the speed Vm1 of the preceding vehicle m1 so that the host vehicle M follows the preceding vehicle m1. When the speed Vm1 of the preceding vehicle m1 exceeds the speed limit VL, the driving control unit adjusts the speed VM so that the host vehicle M falls below the speed limit VL. When the speed VM falls below the speed limit VL and this state continues for a predetermined distance or time (at time t42 or when the host vehicle M reaches point P42), the mode determination unit 150 switches to mode A and causes the host vehicle M to travel.

[0128] As described above, according to the fourth driving control, in addition to achieving the same effects as the third driving control, the mode A can be continued even when the speed of the preceding vehicle m1 exceeds the speed limit VL.

[0129] In the first embodiment, as shown in the first to fourth driving controls described above, it is possible to more appropriately perform driving controls that are less demanding on the driver's tasks under various circumstances. In each of the first to fourth driving controls, the mode determination unit 150 may suppress the execution (switching) of mode A when a minimum speed (lower speed limit) is set for the driving lane (lane L1) of the host vehicle M and the speed VM of the host vehicle M is less than the minimum speed of the lane L1. This makes it possible to suppress traffic congestion caused by low speeds. The mode determination unit 150 may continue mode A when a minimum speed is set for the lane L1 and the speed VM of the host vehicle M is less than the minimum speed after executing mode A. This makes it possible to suppress frequent switching of mode A due to acceleration and deceleration. It is possible to change from the separate automatic driving mode to the TJP mode while maintaining mode A.

[0130] [Processing Flow of the First Embodiment]

[0131] Figure 10 This is a flowchart showing an example of the process flow executed by the automatic driving control device 100 of the first embodiment. Figure 10 In the example, the description will focus on the mode switching process from mode B to mode A in the process executed by the automatic driving control device 100.

[0132] exist Figure 10 In the example shown in FIG. 1 , the mode determination unit 150 determines whether the vehicle M is in a state capable of executing mode A (mode A preparation state) based on the determination results of the driver state determination unit 152, the surrounding environment determination unit 154, and the vehicle state determination unit 156 (step S100). If the vehicle M is determined to be in a state capable of executing mode A, the HMI control unit 170 causes the HMI 30 to display an image indicating that mode A is capable of executing mode A (step S102).

[0133] Next, the mode determination unit 150 determines whether a mode switching instruction has been received by the driver through the operation of the mode switching switch 36A (step S104). If it is determined that a mode A switching instruction has been received, the mode determination unit 150 determines whether the speed VM of the vehicle M has reached the target speed (step S106). If it is determined that the speed VM of the vehicle M has not reached the target speed, the action plan generation unit 140 controls the speed of the vehicle M so that the speed VM of the vehicle M reaches the target speed (step S10g). Next, the HMI control unit 170 causes the display device 32 of the HMI 30 to display an image indicating that the vehicle M is undergoing speed control (vehicle control) (step S110). After the processing of step S110, the process returns to the processing of step S106.

[0134] If it is determined in step S106 that the speed VM of the host vehicle M has reached the target speed, the mode determination unit 150 determines to execute mode A and executes control to switch to mode A (step S112). Alternatively, if it is determined in step S112 that the speed VM of the host vehicle M has reached the target speed, control to switch to mode A may be executed after the host vehicle M has traveled in the driving lane at the target speed for a predetermined distance or longer or for a predetermined time or longer. The processing of this flowchart then ends.

[0135] If it is determined in step S100 that mode A is not executable, or if it is determined in step S104 that a switch instruction to mode A has not been received within a predetermined time after the HMI 30 is displayed or after the vehicle M has traveled a predetermined distance, the process of this flowchart ends. In this case, the driving control unit continues to execute the currently executed mode B.

[0136] According to the first embodiment described above, when the host vehicle M becomes capable of executing driving control in mode A, the driver is notified, and upon receiving an instruction (approval) to switch to mode A, control is performed to switch to mode A. This allows mode A to be initiated based on the driver's intention. Consequently, it is possible to prevent acceleration and deceleration control of the host vehicle M for switching to mode A, which would be performed against the driver's intention and cause the driver to feel uneasy, and more appropriately perform driving control that is less responsive to the task assigned by the driver.

[0137] (Second embodiment)

[0138] Next, the driving control device in the second embodiment is described. The driving control device in the second embodiment is different from the driving control device in the first embodiment in that: after there is a switching instruction of mode A by the driver, instead of "controlling the speed VM of the vehicle M to the target speed by the driving control unit without relying on the driver's operation", the speed VM is controlled to be the target speed by the driver's operation. The driver's operation is, for example, the driver operating the driving operating member 80 (manual driving operation). The driver's operation may also include the driver operating the speed setting switch 36B. The following description will mainly focus on the above-mentioned differences. The vehicle system involved in the second embodiment can be applied to the same structure as the vehicle system 1 of the first embodiment, so the vehicle system 1 is also used for description in the second embodiment.

[0139] In the second embodiment, the mode determination unit 150 determines whether the vehicle M is in a state capable of executing mode A based on the determination results of the driver state determination unit 152 , the surrounding environment determination unit 154 , and the vehicle state determination unit 156 . If mode A is capable, the HMI control unit 170 causes the display device 32 to display the image IM10 .

[0140] Then, when receiving a mode switching instruction (acceptance) from the mode switching switch 36A, the HMI control unit 170 causes the HMI 30 to output information for urging the driver to adjust the speed of the host vehicle M. Figure 11 1 is a diagram showing an example of an image IM30 for urging the driver to adjust the speed of the host vehicle M. The image IM30 includes, for example, a speed information display area AR30 , a mode state display area AR31 , a peripheral situation display area AR32 , and a notification content display area AR33 .

[0141] The speed information display area AR30, the mode status display area AR31, and the surrounding condition display area AR32 display the same information as the speed information display area AR10, the mode status display area AR11, and the surrounding condition display area AR12 included in the image IM10. The HMI control unit 170 displays the image IM11A indicating the speed VM of the host vehicle M and the image IMI1C indicating the speed limit VL displayed in the speed information display area AR30 in a display format different from that of the images displayed in the image IM10. Figure 11 In the example of , in image IM30 , image IM11A and image IM11C are displayed while blinking.

[0142] An image urging the driver to adjust the speed so that the speed VM of the host vehicle M becomes equal to or lower than the speed limit VL is displayed in the notification content display area AR33. Figure 11 In the example of FIG, a text image such as “Please slow down so that the speed becomes below the speed limit” is displayed in the notification content display area AR33. Thus, the driver can understand that he or she needs to perform speed control (acceleration / deceleration control) of the vehicle M.

[0143] After the image IM30 is displayed, the driver operates the brake pedal, accelerator pedal, etc. included in the driving operating member 80 to perform speed control based on manual driving, or operates the speed setting switch 36B to make the set speed lower than the speed limit, thereby performing speed control of the vehicle M. When the speed VM of the vehicle M reaches the speed limit, the mode determination unit 150 switches from mode B to mode A. The switching control in the second embodiment can also be performed under the conditions shown in the first to fourth driving controls in the first embodiment described above. In the second embodiment, other switches related to the speed adjustment of the vehicle M (for example, a resume switch) may be operated instead of the operation of the speed setting switch 36B by the driver. The resume switch is a switch that receives an instruction to execute speed control, such as the speed of the vehicle M becoming the set speed set last time.

[0144] [Processing Flow of the Second Embodiment]

[0145] Figure 12 This is a flowchart showing an example of the flow of processing executed by the automatic driving control device 100 according to the second embodiment. Figure 12 In this example, the difference from the switching process to mode A (steps S100 to S112) in the first embodiment is that, instead of steps S108 to S110, step S105 is included between steps S104 and S106. Therefore, the following description will focus on step S105.

[0146] If it is determined in step S104 that a driver-instructed switch to mode A has been received, the HMI control unit 170 causes the HMI 30 to display an image (e.g., image IM30) urging the driver to control the speed of the vehicle M (step S105). Next, the mode determination unit 150 determines whether the speed of the vehicle M has reached the target speed (step S106). If it is determined that the speed of the vehicle M has not reached the target speed, the process returns to step S105. If it is determined that the speed of the vehicle M has reached the target speed, the process of step S112 is executed.

[0147] According to the above-mentioned second embodiment, in addition to being able to achieve the same effect as the first embodiment, the mode switching switch 36A receives the driver's instruction (approval) to switch the mode, and the mode is switched after the speed control of the vehicle M performed by the driver is executed, so that it is possible to switch to a task-light mode based on a more accurate driver's intention.

[0148] (Third embodiment)

[0149] Next, the driving control device in the third embodiment will be described. The driving control device in the third embodiment differs from the first embodiment in that, when the vehicle M is traveling in a passing lane, after changing lanes from the passing lane to a lane other than the passing lane (the driving lane, or slow lane), Mode A is executed. Therefore, this difference will be described below. The vehicle system in the third embodiment can employ the same configuration as the vehicle system 1 in the first embodiment, and therefore, the vehicle system 1 will also be used in the third embodiment for description.

[0150] Figure 13 : is a diagram for explaining the driving control before and after the mode switching in the third embodiment. Figure 13 In the example of , similar to the first driving control described above, the scenario in which the set speed VS is greater than the speed limit VL and the mode switching is performed by decelerating the speed after the mode switching is recognized is shown. The driving control in the third embodiment can also be applied to each of the second to fourth driving controls. Figure 13 In the example shown, a road with two lanes L1 and L2 that can travel in the same direction (X-axis direction) is shown. Lane L1 is divided by road dividing lines LL and CL, and lane L2 is divided by road dividing lines CL and RL. Lane L1 is assumed to be a slow lane and lane L2 is assumed to be a passing lane. Road dividing line CL is a dividing line that indicates that lane changes can be made between lanes L1 and L2. Figure 13 In the example of , it is assumed that the times t11, t51, t52, and t53 are successively later. It is assumed that the host vehicle M is traveling in the overtaking lane before the time t11 at which it is determined that the mode A can be executed.

[0151] In the third embodiment, the mode determination unit 150 determines whether the vehicle M is in a state capable of executing mode A based on the determination results of the driver state determination unit 152 , the surrounding environment determination unit 154 , and the vehicle state determination unit 156 . If the vehicle M is in a state capable of executing mode A, the HMI control unit 170 causes the display device 32 to display the image IM10 .

[0152] Thereafter, when the vehicle M arrives at location P51 (time t51) and a mode switch instruction is received from the mode switch 36A, the surrounding environment determination unit 154 determines whether the lane L2 in which the vehicle M is traveling is an overtaking lane or a driving lane (a lane other than the overtaking lane). Specifically, the surrounding environment determination unit 154 determines whether the lane in which the vehicle M is traveling is an overtaking lane based on the road signs included in the image, based on the analysis results of the image captured by the camera 10. The surrounding environment determination unit 154 may also determine whether the vehicle M is traveling in the overtaking lane based on which of the multiple lanes included in the road the vehicle M is traveling in. In this case, for example, on a road subject to left-hand traffic regulations, the surrounding environment determination unit 154 may determine that the vehicle M is traveling in the overtaking lane if the vehicle is traveling in the rightmost lane of multiple lanes that allow travel in the same direction, and may determine that the vehicle is traveling in a lane other than the rightmost lane. The surrounding environment determination unit 154 may refer to map information based on the position information of the host vehicle M to determine whether the lane corresponding to the position of the host vehicle M is an overtaking lane.

[0153] If the lane in which the vehicle M is traveling is determined to be a passing lane, the mode determination unit 150 instructs the action plan generation unit 140 to cause the vehicle M to perform a lane change (ALC) from lane L2 to lane L1, which is the driving lane. When the lane change is executed, the HMI control unit 170 may also cause the HMI 30 to output information indicating that a lane change is being performed to switch to mode A.

[0154] Thereafter, the mode determination unit 150 decelerates the host vehicle M when the lane change to lane L1 is complete (at time t52 or at point P52). "Completion of the lane change to lane L1" may, for example, mean that the center of gravity (or center of gravity) of the vehicle M is located in the center of lane L1, or that all wheels of the host vehicle M are within lane L1. When the speed VM of the host vehicle M remains constant below the speed limit VL for a predetermined time or distance (at time t53 or at point P53), the mode determination unit 150 controls the host vehicle M to switch the driving mode to mode A. This prevents deceleration for switching to mode A in the overtaking lane, thereby reducing congestion in the overtaking lane.

[0155] In the above example, the mode determination unit 150 performs deceleration control after causing the host vehicle M to change lanes from lane L2 to lane L1. However, in situations where there is no vehicle following the host vehicle M, the mode determination unit 150 may first decelerate to the target speed in lane L2 and then perform a lane change to lane L1. Alternatively, the mode determination unit 150 may perform a lane change from lane L2 to lane L1 while performing deceleration control. For example, the mode determination unit 150 may adjust the timing of speed control based on the surrounding conditions of the host vehicle M, instructions from the occupant, and the like.

[0156] In the third embodiment, after the driver approves the mode switch, the HMI control unit 170 may cause the HMI 30 to output information instructing the driver to execute one or both of a lane change and deceleration. In this case, the mode determination unit 150 switches to mode A after executing one or both of the instructed lane change to lane L1 and deceleration in response to the driver's operation.

[0157] In the lane change control of the third embodiment, if a lane change from the overtaking lane L2 to the traveling lane L1 is not possible due to road conditions such as congestion or construction in lane L1, the mode determination unit 150 may continue the current mode (mode B) without switching to mode A. For example, if ALC to lane L1 has failed a predetermined number of times or more, or if ALC has not been completed even after driving a predetermined distance or more since receiving the driver's consent to switch to mode A, the mode determination unit 150 may determine that a lane change from the overtaking lane L2 to the traveling lane L1 is not possible.

[0158] If a lane change is not possible and the switch to Mode A is canceled, the HMI control unit 170 causes the HMI 30 to display a text image such as "Since a lane change is not possible, the switch to Mode A has been canceled." This allows the driver to accurately understand the reason why the execution of Mode A was canceled despite agreeing to the switch to Mode A.

[0159] The mode determination unit 150 may also cause the HMI control unit 170 to again display information asking the driver whether to switch to mode A when the lane change from lane L2 to lane L1 becomes possible after the switch to mode A is terminated, and upon receiving the driver's consent, execute the lane change, deceleration, and switch to mode A.

[0160] [Processing Flow of the Third Embodiment]

[0161] Figure 14 This is a flowchart showing an example of the process flow executed by the automatic driving control device 100 according to the third embodiment. Figure 14The process shown here differs from the switching process to mode A (steps S100 to S112) in the first embodiment described above in that steps S120 to S122 are included between steps S104 and S106. Therefore, the following description will focus primarily on steps S120 to S122.

[0162] If it is determined in step S104 that the driver has switched to mode A, the mode determination unit 150 determines whether the lane in which the host vehicle M is traveling is an overtaking lane (step S120). If it is determined to be an overtaking lane, a lane change is performed to the driving lane (step S122). If the lane in which the host vehicle M is traveling is not an overtaking lane, or after the processing in step S122, the same processing as steps S106 to S112 in the first embodiment is performed.

[0163] According to the third embodiment described above, in addition to achieving the same effects as the first embodiment, after receiving the driver's approval to switch to Mode A, the vehicle changes lanes to a lane other than the overtaking lane, then adjusts the speed and switches to Mode A. This makes it possible to suppress traffic congestion in the overtaking lane, etc. Therefore, more appropriate vehicle control can be performed according to the situation.

[0164] <Modification>

[0165] Each of the first to third embodiments described above may be combined with part or all of the other embodiments. In the first to third embodiments described above, speed control is performed to bring the speed of the host vehicle M to the target speed, and then the driving mode is switched from Mode B (first driving mode) to Mode A (second driving mode), but this is not limiting. For example, when the host vehicle M is traveling in Mode B at 80 km / h in a lane with a speed limit of 100 km / h and then switched to Mode A, since the vehicle can still travel at 80 km / h in Mode A, switching to Mode A is performed simply by operating the mode switch 36A. Whether or not to perform speed control to the target speed described above can be set in advance by the occupant or can be determined based on the condition of the host vehicle M, the surrounding conditions, and the like. Among the multiple conditions for switching to Mode A described above, for example, the condition that the speed VM of the host vehicle M is within a predetermined speed range (e.g., 50 to 90 km / h) may be used in place of (or in addition to) at least one of the conditions (A) to (F). In the first to third embodiments, when switching from mode B to mode A, the vehicle M may be decelerated from its current speed VM by a predetermined speed range (eg, 10 km / h) before starting the switching control.

[0166] According to the above-described embodiment, the vehicle control device includes: an identification unit 130 that identifies the surrounding conditions of the vehicle M; a driving control unit (an action plan generating unit 140 and a second control unit 160) that controls one or both of the steering and acceleration / deceleration of the vehicle M based on the surrounding conditions identified by the identification unit 130; and a mode switching switch (an example of a first receiving unit) 36A that receives a driving mode switching operation performed by an occupant of the vehicle M. The driving control unit causes the vehicle M to travel in any of a plurality of driving modes, including a first driving mode and a second driving mode that places a lighter burden on the occupant of the vehicle M than the first driving mode. When the driving control unit is executing the first driving mode and the driving environment is such that the second driving mode can be executed, and when the mode switching operation to the second driving mode is received by the mode switching switch 36A, the driving control unit switches the driving mode from the first driving mode to the second driving mode after the speed of the vehicle M reaches the target speed. This enables more appropriate execution of driving control that places a lighter burden on the occupant in various situations.

[0167] Specifically, according to the above-described embodiment, when a driving mode requiring minimal effort on the part of the occupant is feasible, an instruction (intention) to switch driving modes is received from the occupant, the speed of the host vehicle M is adjusted, and the mode is switched when the target speed (e.g., the speed limit) is reached. This prevents speed control from being performed contrary to the user's intention, and allows the mode to be switched at a more appropriate timing. According to the above-described embodiment, for example, when the host vehicle M is traveling alone or following a vehicle on a highway in Mode B or lower, it is possible to travel in Mode A even when the TJP condition is not met.

[0168] The above-described embodiment can be expressed as follows.

[0169] A vehicle control device comprising:

[0170] a storage device storing a program; and

[0171] Hardware processor,

[0172] The hardware processor executes the program stored in the storage device to perform the following processing:

[0173] Identify the surrounding conditions of the vehicle;

[0174] controlling one or both of steering and acceleration / deceleration of the vehicle based on the identified surrounding conditions;

[0175] accepting a switching operation of a driving mode of the vehicle performed by an occupant of the vehicle;

[0176] driving the vehicle in any of a plurality of driving modes including a first driving mode and a second driving mode that places a lighter burden on an occupant of the vehicle than the first driving mode;

[0177] When the first driving mode is being executed and the driving environment is such that the second driving mode can be executed, and a switching operation to the second driving mode is received, the driving mode is switched from the first driving mode to the second driving mode after the vehicle speed reaches a target speed.

[0178] While specific embodiments of the present invention have been described above, the present invention is not limited to these embodiments at all, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A vehicle control device, wherein: The vehicle control device comprises: an identification unit that identifies a surrounding condition of the vehicle; a driving control unit that controls one or both of steering and acceleration / deceleration of the vehicle based on the surrounding conditions recognized by the recognition unit; as well as a first receiving unit that receives a switching operation of the driving mode of the vehicle performed by an occupant of the vehicle, the driving control unit drives the vehicle in any one of a plurality of driving modes including a first driving mode and a second driving mode that places a lighter task on an occupant of the vehicle than the first driving mode, The driving control unit switches the driving mode from the first driving mode to the second driving mode after the vehicle speed reaches a target speed when the first driving mode is being executed and the driving environment is such that the second driving mode can be executed, and when the first receiving unit receives a switching operation to the second driving mode. The lane in which the vehicle travels includes an overtaking lane for overtaking a preceding vehicle, When the vehicle is executing the first driving mode and the driving environment is such that the second driving mode can be executed, and the first receiving unit receives a switching operation to the second driving mode, the driving control unit switches the driving mode from the first driving mode to the second driving mode after the vehicle changes lanes from the overtaking lane to a lane other than the overtaking lane and the vehicle speed reaches a target speed, or after the vehicle speed reaches the target speed and the lane is changed from the overtaking lane to a lane other than the overtaking lane.

2. The vehicle control device according to claim 1, wherein: The driving environment in which the second driving mode can be executed includes a situation in which the vehicle has been traveling in the driving lane for a predetermined distance or longer or a predetermined time or longer.

3. The vehicle control device according to claim 1, wherein: The vehicle control device further includes an output control unit that causes an output unit to output information related to the state of the driving mode to an occupant of the vehicle. The output control unit causes the output unit to output information indicating that the second driving mode is executable when the first driving mode is being executed and the driving environment is such that the second driving mode can be executed.

4. The vehicle control device according to claim 1, wherein: Acceleration and deceleration toward the target speed are performed by speed control performed by the occupant's operation or by the driving control unit.

5. The vehicle control device according to claim 1, wherein: The vehicle control device further includes a second receiving unit that receives a setting of a speed when the vehicle is traveling in the first driving mode. The driving control unit adjusts the speed of the vehicle based on the set speed received by the second receiving unit.

6. The vehicle control device according to claim 3, wherein: When the speed of the vehicle needs to be adjusted to the target speed, the output control unit causes the output unit to output information urging the occupant to control the speed of the vehicle.

7. The vehicle control device according to claim 5, wherein: The driving control unit switches the driving mode from the first driving mode to the second driving mode when the speed of the vehicle reaches the target speed due to the adjustment of the set speed.

8. The vehicle control device according to claim 1, wherein: The target speed is a speed within the legal speed limit for the vehicle's driving lane.

9. The vehicle control device according to claim 8, wherein: The driving control unit suppresses execution of the second driving mode when a lower speed limit is set for the driving lane and the speed of the vehicle is lower than the lower speed limit of the driving lane.

10. The vehicle control device according to claim 9, wherein: The driving control unit continues the second driving mode when the speed of the vehicle is less than the lower speed limit after the second driving mode is executed.

11. A vehicle control method, wherein: The vehicle control method causes the computer to perform the following processing: Identify the surrounding conditions of the vehicle; controlling one or both of steering and acceleration / deceleration of the vehicle based on the identified surrounding conditions; accepting a switching operation of a driving mode of the vehicle performed by an occupant of the vehicle; driving the vehicle in any one of a plurality of driving modes including a first driving mode and a second driving mode that places a lighter burden on an occupant of the vehicle than the first driving mode; When the first driving mode is being executed and the driving environment is such that the second driving mode can be executed, and a switching operation to the second driving mode is received, the driving mode is switched from the first driving mode to the second driving mode after the vehicle speed reaches a target speed. The lane in which the vehicle is traveling includes an overtaking lane for overtaking a preceding vehicle. When the vehicle is executing the first driving mode and is in a driving environment capable of executing the second driving mode, and a switching operation to the second driving mode is received, the driving mode is switched from the first driving mode to the second driving mode after the vehicle changes lanes from the overtaking lane to a lane other than the overtaking lane and the vehicle speed reaches a target speed, or after the vehicle speed reaches the target speed and the lane is changed from the overtaking lane to a lane other than the overtaking lane, the driving mode is switched from the first driving mode to the second driving mode.

12. A storage medium storing a program, wherein: The program causes the computer to perform the following processing: Identify the surrounding conditions of the vehicle; controlling one or both of steering and acceleration / deceleration of the vehicle based on the identified surrounding conditions; accepting a switching operation of a driving mode of the vehicle performed by an occupant of the vehicle; driving the vehicle in any one of a plurality of driving modes including a first driving mode and a second driving mode that places a lighter burden on an occupant of the vehicle than the first driving mode; When the first driving mode is being executed and the driving environment is such that the second driving mode can be executed, and a switching operation to the second driving mode is received, the driving mode is switched from the first driving mode to the second driving mode after the vehicle speed reaches a target speed. The lane in which the vehicle is traveling includes an overtaking lane for overtaking a preceding vehicle. When the vehicle is executing the first driving mode and is in a driving environment capable of executing the second driving mode, and a switching operation to the second driving mode is received, the driving mode is switched from the first driving mode to the second driving mode after the vehicle changes lanes from the overtaking lane to a lane other than the overtaking lane and the vehicle speed reaches a target speed, or after the vehicle speed reaches the target speed and the lane is changed from the overtaking lane to a lane other than the overtaking lane, the driving mode is switched from the first driving mode to the second driving mode.

Images