Vehicle control device, vehicle control method, and storage medium

Abstract

A vehicle control device, vehicle control method, and storage medium capable of more appropriately performing driving controls that reduce the workload on occupants under various conditions. The vehicle control device includes: a recognition unit for recognizing the surrounding conditions of the vehicle; a driving control unit for controlling one or both of the vehicle's steering and acceleration / deceleration based on the recognized surrounding conditions; and a first receiving unit for receiving a switching operation from a vehicle occupant regarding the vehicle's driving mode. The driving control unit drives the vehicle using any of several driving modes, including a first driving mode and a second driving mode that reduces the workload on the occupants compared to the first driving mode. When the first driving mode is in operation and the second driving mode can be executed, acceleration / deceleration control is performed to bring the vehicle speed to a target speed. When the first receiving unit receives a switching operation to the second driving mode while the speed has reached the target speed, the system switches from the first driving mode to the second driving mode.

Description

Technical Field

[0001] This invention relates to vehicle control devices, vehicle control methods, and storage media. Background Technology

[0002] In recent years, research related to autonomous driving, which automatically controls the driving of vehicles, has been progressing. Relatedly, 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, it does not take into account various situations, such as when there are no other vehicles around, to appropriately perform light driving control of the tasks assigned to the occupants.

[0004] The present invention was made in consideration of such circumstances, and provides a vehicle control device, vehicle control method and storage medium that can more appropriately perform light driving control of occupant arrangement tasks under various conditions.

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

[0006] (1): A vehicle control device according to one aspect of the present invention, wherein the vehicle control device comprises: an identification unit that identifies 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 surrounding conditions identified by the identification unit; and a first receiving unit that receives a switching operation of the vehicle's driving mode performed by a passenger of the vehicle, wherein the driving control unit drives the vehicle using any one of a plurality of driving modes including a first driving mode and a second driving mode that is less demanding on the passenger compared to the first driving mode; wherein the driving control unit performs acceleration / deceleration control to make the vehicle's speed a target speed when the first receiving unit receives a switching operation to the second driving mode while the first driving mode is being executed and the second driving mode is being executed, so that the speed of the vehicle becomes a target speed; and wherein the driving mode is switched from the first driving mode to the second driving mode when the first receiving unit receives a switching operation to the second driving mode when the speed has become the target speed.

[0007] (2): In the above (1) scheme, when the driving control unit receives a switching operation to the second driving mode from the first receiving unit after the vehicle has traveled a specified distance or a specified time on the highway and the vehicle has reached the target speed, the driving control unit switches the driving mode from the first driving mode to the second driving mode.

[0008] (3): In the above-mentioned (1) solution, the vehicle control device further includes an output control unit that causes the output unit to output information related to the driving mode. When the speed becomes the target speed, the output control unit causes the output unit to output information for proposing to the occupant that the vehicle should be driven in the second driving mode. When the first receiving unit receives the switching operation to the second driving mode after the output unit outputs the information, the driving control unit switches the driving mode from the first driving mode to the second driving mode.

[0009] (4): In the above (1) scheme, the acceleration and deceleration towards the target speed are performed by speed control performed by the occupant or by the driving control unit.

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

[0011] (6): In the above (3) scheme, when the output control unit controls the speed of the vehicle through the operation of the occupant, the output unit outputs information to the occupant to urge the adjustment of the vehicle speed.

[0012] (7): In the above (5) scheme, when the speed of the vehicle becomes the target speed through the adjustment of the set speed, the driving control unit switches the driving mode from the first driving mode to the second driving mode.

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

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

[0015] (10): In the above (9) scheme, if the speed of the vehicle is less than the lower limit speed after the driving control unit executes the second driving mode, the second driving mode continues.

[0016] (11): In the above-mentioned scheme (1), the lane in which the vehicle travels includes an overtaking lane for overtaking vehicles ahead. When the vehicle is in the first driving mode and is in a state where it can execute the second driving mode, and the vehicle is traveling in the overtaking lane, if the driving control unit receives a switching operation to the second driving mode from the first receiving unit after the vehicle changes lanes from the overtaking lane to a lane other than the overtaking lane and the vehicle speed becomes the target speed, or after the vehicle speed becomes the target speed and the vehicle changes lanes 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.

[0017] (12): Another aspect of the present invention is a vehicle control device, wherein the vehicle control device comprises: an identification unit that identifies 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 surrounding conditions identified by the identification unit; and a second receiving unit that receives a speed setting of the vehicle when it is driving in a first driving mode, wherein the driving control unit drives the vehicle in any one of a plurality of driving modes including the first driving mode and a second driving mode which has a lighter workload for the occupants of the vehicle compared to the first driving mode, wherein when the first driving mode is being executed and the second driving mode is being executed, the driving control unit performs acceleration / deceleration control based on the set speed received by the second receiving unit to make the vehicle's speed a target speed, and when the speed becomes the target speed, switches the driving mode from the first driving mode to the second driving mode.

[0018] (13): A vehicle control method according to one aspect 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 vehicle's steering and acceleration / deceleration based on the identified surrounding conditions; receiving a switching operation of the vehicle's driving mode performed by the occupants 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 occupants of the vehicle compared to the first driving mode; performing acceleration / deceleration control to make the vehicle's speed reach a target speed while the first driving mode is being executed and the second driving mode is being executed; and switching the driving mode from the first driving mode to the second driving mode when a switching operation to the second driving mode is received while the speed has reached the target speed.

[0019] (14): A storage medium of one aspect 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 vehicle's steering and acceleration / deceleration based on the identified surrounding conditions; receiving a switching operation of the vehicle's driving mode performed by an occupant of the vehicle; driving the vehicle in any 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 compared to the first driving mode; performing acceleration / deceleration control to make the vehicle's speed reach a target speed while the first driving mode is being executed and the second driving mode is being executed; and switching the driving mode from the first driving mode to the second driving mode when a switching operation to the second driving mode is received while the speed has reached the target speed.

[0020] According to the schemes (1) to (14) above, it is possible to perform light driving control of the occupant assignments more appropriately under various conditions. Attached Figure Description

[0021] Figure 1 This is a structural diagram of a vehicle system utilizing the vehicle control device of the first embodiment.

[0022] Figure 2 This is a functional structure diagram of the first control unit and the second control unit.

[0023] Figure 3 This is a diagram illustrating an example of the relationship between the driving mode and the control state and task of the vehicle M.

[0024] Figure 4 This is a diagram used to illustrate the first driving control before and after the mode switch.

[0025] Figure 5 This is an example of a diagram showing the ability to execute mode A, and an image showing deceleration control being performed to switch to mode A.

[0026] Figure 6 This is an example of an image that includes information suggesting to the driver that the vehicle should travel in mode A.

[0027] Figure 7 This is a diagram used to illustrate the second driving control before and after the mode switch.

[0028] Figure 8 This is a diagram used to illustrate the third driving control before and after the mode switch.

[0029] Figure 9 This is a diagram used to illustrate the fourth driving control before and after the mode switch.

[0030] Figure 10 This is a flowchart illustrating an example of the processing flow performed by the automatic driving control device of the first embodiment.

[0031] Figure 11 This is an example of a diagram showing the ability to execute mode A and an image used to urge the driver to adjust the speed of the vehicle M.

[0032] Figure 12 This is a flowchart illustrating an example of the processing flow performed by the automatic driving control device of the second embodiment.

[0033] Figure 13 This is a diagram used to illustrate the driving control before and after mode switching in the third embodiment.

[0034] Figure 14 This is a flowchart illustrating an example of the processing flow performed by the automatic driving control device of the third embodiment. Detailed Implementation

[0035] Hereinafter, embodiments of the vehicle control device, vehicle control method, and storage medium of the present invention will be described with reference to the accompanying drawings.

[0036] (First Implementation)

[0037] [Overall Structure]

[0038] Figure 1 This is a structural diagram of vehicle system 1 utilizing the vehicle control device of the first embodiment. The vehicle equipped with vehicle system 1 is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive 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 electricity generated by a generator connected to the internal combustion engine, or electricity discharged from a secondary battery or fuel cell. The following is an example illustrating an embodiment of the vehicle control device suitable for an autonomous vehicle. Autonomous driving, for example, automatically controls one or both of the vehicle's steering and acceleration / deceleration to perform driving control. Vehicle driving control may include various driving assistance systems such as ACC (Adaptive Cruise Control), ALC (Auto Lane Changing), LKAS (Lane Keeping Assistance System), and TJP (Traffic Jam Pilot). Autonomous vehicles can also be controlled manually by the occupant (driver).

[0039] 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, driving controls 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 through multiple communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, and wireless communication networks. Figure 1 The structure shown is just one example; a part of the structure may be omitted, or other structures may be added. HMI30 is an example of an "output unit." Automatic driving control device 100 is an example of a "vehicle control device."

[0040] Camera 10 is, for example, a digital camera utilizing a solid-state imaging element such as CCD (Charge Coupled Device) or CMOS (Complementary Metal-Oxide Semiconductor). Camera 10 is mounted anywhere on the vehicle equipped with vehicle system 1 (hereinafter referred to as the vehicle M). When taking pictures of the front, camera 10 is mounted on the upper part of the windshield, the back of the rearview mirror inside the vehicle, etc. Camera 10, for example, periodically and repeatedly takes pictures of the surroundings of the vehicle M. Camera 10 can also be a stereo camera.

[0041] Radar device 12 radiates millimeter-wave or other radio waves around the vehicle M and detects the radio waves reflected by objects (reflected waves) to detect at least the position (distance and orientation) of the objects. Radar device 12 can be installed at any location on the vehicle M. Radar device 12 can also detect the position and speed of objects using FM-CW (Frequency Modulated Continuous Wave) method.

[0042] The LIDAR 14 illuminates the periphery of the vehicle M with light (or electromagnetic waves with wavelengths close to light) and measures the scattered light. The LIDAR 14 determines the distance to the object based on the time from the emission of light to the reception of light. The illuminating light can be, for example, a pulsed laser. The LIDAR 14 can be mounted at any location on the vehicle M.

[0043] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the cameras 10, radar device 12, and LIDAR 14 to identify the position, type, speed, etc. of objects. The object recognition device 16 outputs the recognition results to the autonomous driving control device 100. Alternatively, the object recognition device 16 can directly output the detection results from the cameras 10, radar device 12, and LIDAR 14 to the autonomous driving control device 100. The object recognition device 16 can also be omitted from the vehicle system 1.

[0044] The communication device 20 communicates with other vehicles in the vicinity of the vehicle M, for example, using cellular networks, Wi-Fi networks, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., or communicates with various server devices via wireless base stations.

[0045] The HMI30 provides various information to the occupants of the vehicle M under the control of the HMI control unit 170, and accepts input operations performed by the occupants. The HMI30 includes, for example, a display device 32, a speaker 34, and a switch assembly 36. The HMI30 may also include a microphone, a buzzer, buttons, etc.

[0046] The display device 32 is, for example, an LCD (Liquid Crystal Display) or an organic EL (ElectroLuminescence) display device. The display device 32 is, for example, located near the front of the driver's seat (the seat closest to the steering wheel switch) in the dashboard, and positioned so that the occupant can visually recognize it from the gap in the steering wheel or over the steering wheel. The display device 32 displays, as images, information necessary for driving the vehicle M in manual or automatic driving modes (hereinafter referred to as driving support information). Driving support information includes, for example, the vehicle M's speed, engine speed, fuel level, radiator temperature, driving distance, gear shift lever status, lanes (markings) identified by the object recognition device 16, automatic driving control device 100, etc., other vehicles, the lane the vehicle M should be traveling in, and the future target trajectory. Additionally, the driving support information may include information asking the occupant whether to switch the vehicle M's driving mode, information indicating the driving control status, etc.

[0047] The display device 32 may also be located near the center of the instrument panel IP, in addition to the locations described above. In this case, the display device 32 may display, in addition to driving support information, images showing the navigation results performed by the navigation device 50. The display device 32 may also display television programs, or entries stored on DVDs or movies downloaded from external devices via the communication device 20.

[0048] The display device 32 may also include, for example, a HUD (Head-Up Display). The HUD projects an image onto a designated imaging unit. For example, the HUD projects an image onto a portion of the windshield in front of the driver's seat, allowing the eyes of the occupant seated in the driver's seat to visually perceive the virtual image. Driving support information may be displayed in the HUD, for example. 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 with a receiving unit that accepts operational input from the occupant.

[0049] At least one speaker 34 is installed in the vehicle interior. The speaker 34 outputs sound, warning sounds, etc., for example, under the control of the HMI control unit 170.

[0050] The switch assembly 36 includes, for example, a mode switching switch 36A, a speed setting switch 36B, and a turn indicator switch (direction indicator) 36C. The mode switching 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 switching switch 36A and speed setting switch 36B are, for example, mounted on the steering wheel. The turn indicator switch 36C is, for example, provided on the steering column or steering wheel. At least a portion of the mode switching switch 36A, speed setting switch 36B, and turn indicator switch 36C can also be configured as a GUI (Graphical User Interface) switch displayed on the display device 32, which functions as a touch panel.

[0051] The mode switch 36A is a switch that accepts the switching operation of the driving mode of the vehicle M by the occupant. When the mode switch 36A is operated, for example, the driving modes that the vehicle M can perform can be switched between each other by turning it on and off. The mode switch 36A can also be a switch for selecting any mode from multiple driving modes. The mode switch 36A can also be a switch that accepts the occupant's consent when asked whether to switch modes. The mode switch 36A can also be a switch for stopping mode switching.

[0052] The speed setting switch 36B is a switch that receives a setting from the occupant at the target speed of the vehicle M when a specified driving mode is executed. Hereinafter, the speed set by the speed setting switch 36B will be referred to as the "set speed". The turn indicator switch 36C is, for example, an operating unit that receives an instruction from the occupant to change lanes in the vehicle M. For example, when the turn indicator switch 36C is operated in the direction of a lane change in the vehicle M, the illuminated part (turn indicator light) on the exterior of the vehicle, which corresponds to the direction of the lane change, flashes.

[0053] Vehicle sensor 40 includes 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. Vehicle sensor 40 may also include a position sensor for obtaining the position of the vehicle M. The position sensor may be, for example, a sensor that obtains position information (longitude and latitude information) from a GPS (Global Positioning System) device. Alternatively, the position sensor may be a sensor that obtains position information using a GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50.

[0054] 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 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 using INS (Inertial Navigation System) output from the vehicle sensors 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 the route (hereinafter referred to as the map path) from the position of the vehicle M determined by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52. The first map information 54 is, for example, information representing the shape of a road by indicating road segments and nodes connecting the road segments. The first map information 54 may also include road curvature, POI (Point of Interest) information, etc. The path on the map is output to the MPU 60. The navigation device 50 can also provide route guidance using the navigation HMI 52 based on the path on the map. The navigation device 50 can also be implemented, for example, through the functions of a terminal device such as a smartphone or tablet held by the occupant. The navigation device 50 can also send its current location and destination to the navigation server via the communication device 20, and obtain the path equivalent to the path on the map from the navigation server.

[0055] MPU 60 includes, for example, a lane recommendation unit 61, and stores second map information 62 in a storage device such as an HDD or flash memory. The lane recommendation unit 61 divides the path on the map provided by the navigation device 50 into multiple blocks (e.g., every 100 [m] in the vehicle's direction of travel), and determines a recommended lane for each block by referring to the second map information 62. The lane recommendation unit 61 makes a decision such as which lane to drive in from the left. For example, when the path on the map has a branching point, the lane recommendation unit 61 determines a recommended lane so that the vehicle M can travel on a reasonable path to the branching destination.

[0056] The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 may include, for example, information about the center of a lane or the boundaries of a lane. The second map information 62 may include road information (road type), legal speed limits (speed limit, maximum speed, minimum speed), traffic restriction information, residential information (address, postal code), facility information, telephone number information, etc. The second map information 62 can be updated at any time by communicating with other devices through the communication device 20.

[0057] 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 installed in any part of the vehicle M, for example, at a position and orientation that allows it to capture the head of the occupant (hereinafter referred to as the driver) seated in the driver's seat of the vehicle M from the front (with the orientation for capturing the face). For example, the driver monitoring camera 70 is installed above a display device located in the center of the dashboard of the vehicle M.

[0058] The driving control unit 80 includes, for example, a steering wheel 82, an accelerator pedal, a brake pedal, a gear shift lever, and other operating components. Sensors are installed in the driving control unit 80 to detect the amount or presence of operation, and the detection results are output to some or all of the following: the automatic driving control unit 100, the driving force output device 200, the braking device 210, and the steering device 220. The steering wheel 82 is an example of an operating component that receives steering operations performed by the driver. The operating component does not necessarily have to be ring-shaped; it can also be an irregularly shaped steering wheel, a lever, a button, etc. A steering wheel grip sensor 84 is installed in the steering wheel 82. The steering wheel grip sensor 84 is implemented using a capacitance sensor or the like, and outputs a signal to the automatic driving control unit 100 that detects whether the driver is gripping the steering wheel 82 (meaning, contacting it with applied force).

[0059] 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 programs (software) via hardware processors such as CPUs (Central Processing Units). Some or all of these components can also be implemented using hardware (including circuitry) such as LSIs (Large Scale Integration), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), and GPUs (Graphics Processing Units), or through the coordinated use of software and hardware. The program can be pre-stored in a storage device such as an HDD or flash memory (a storage device with a non-transitory storage medium) of the autonomous driving control device 100, or stored in 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 mounting the storage medium (a non-transitory storage medium) onto the drive unit. The action plan generation unit 140 and the second control unit 160 together constitute an example of a "driving control unit". The HMI control unit 170 is an example of an "output control unit".

[0060] The storage unit 180 can also be implemented using various storage devices described above, or SSD (Solid State Drive), EEPROM (Electrically Erasable Programmable Read Only Memory), ROM (Read Only Memory), or RAM (Random Access Memory). The storage unit 180 stores, for example, information, programs, and other various types of information required to execute the driving control in this embodiment.

[0061] 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, a recognition unit 130, an action plan generation unit 140, and a pattern determination unit 150. The first control unit 120 can, for example, implement AI (Artificial Intelligence) based functions and functions based on pre-given models in parallel. For example, the function of "recognizing intersections" can be achieved by simultaneously executing intersection recognition based on deep learning and other methods, and recognition based on pre-given conditions (the existence of signals, road signs, etc., that can be pattern-matched), and then comprehensively evaluating both aspects. This ensures the reliability of autonomous driving.

[0062] The recognition unit 130 identifies the position (or relative position) and speed (or relative speed), acceleration, and other states of objects (e.g., other vehicles and other obstacles) around the vehicle M based on information input from the camera 10, radar device 12, and LIDAR 14 via the object recognition device 16. The position of an object is identified, for example, as its position on absolute coordinates with a representative point of the vehicle M (center of gravity, drive shaft center, etc.) as the origin, and is used for control. The position of an object can also be represented by representative points such as the object's center of gravity or corners, or by a region. The "state" of an object, in the case of a moving object such as another vehicle, can also include the acceleration, jerk, or "action state" of that other vehicle (e.g., whether it is currently or is about to change lanes).

[0063] The identification unit 130 identifies, for example, the lane in which the vehicle M is traveling (driving lane). For example, the identification unit 130 identifies the driving lane by comparing the pattern of road markings (e.g., an arrangement of solid and dashed lines) obtained from the second map information 62 with the pattern of road markings surrounding the vehicle M identified by the image captured by the camera 10. The identification unit 130 is not limited to identifying road markings; it can also identify driving lanes by identifying road markings, including road shoulders, curbs, median strips, guardrails, etc. In this identification, the position of the vehicle M obtained from the navigation device 50 and the processing results performed by the INS can also be incorporated. The identification unit 130 identifies temporary stop lines, obstacles, red lights, toll booths, road signs, and other road phenomena. The identification unit 130 identifies adjacent lanes adjacent to the driving lane. Adjacent lanes are, for example, lanes that allow travel in the same direction as the driving lane.

[0064] When identifying a driving lane, the identification unit 130 identifies the position and posture of the vehicle M relative to the driving lane. For example, the identification unit 130 may identify the deviation of the vehicle M's reference point from the center of the lane, and the angle formed by the vehicle M's direction of travel 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 identification unit 130 may identify the position of the vehicle M's reference point relative to any side end (road dividing line or road boundary) of the driving lane, as the relative position of the vehicle M relative to the driving lane. Here, the reference point of the vehicle M can be the center of the vehicle M or its center of gravity. The reference point can also be an end of the vehicle M (front end, rear end), or the position of one of the multiple wheels of the vehicle M.

[0065] The action plan generation unit 140 generates a target track for the future travel of the vehicle M in a manner that, in principle, it travels within the recommended lane determined by the recommended lane determination unit 61 and is able to respond to the surrounding conditions of the vehicle M. The target track includes, for example, a speed element. For instance, the target track is represented by a track that sequentially arranges the locations (track points) that the vehicle M should reach. Track points are locations that the vehicle M should reach at predetermined travel distances (e.g., a few meters), but target speeds and target accelerations are generated as part of the target track at predetermined sampling times (e.g., a few tenths of a second). Track points can also be positions that the vehicle M should reach at the specified sampling time. In this case, the target speed and target acceleration information are represented by the intervals of the track points. The action plan generation unit 140 can also generate a target track where the speed of the vehicle M is the predetermined speed within the traversable range, provided that a preset speed for the vehicle M has been determined.

[0066] When generating the target track, the action plan generation unit 140 can set events (functions) for automatic driving. These events include constant speed driving events, low-speed following events, lane change events, branching events, merging events, and takeover events. The action plan generation unit 140 generates the target track corresponding to each activated event.

[0067] The mode determination unit 150 determines the driving mode to be executed by the vehicle M based on the vehicle's condition, etc., and chooses any one of several driving modes (in other words, several modes with different levels of automation) that correspond to different tasks assigned to the occupants. The driving control unit then drives the vehicle M in the mode determined by the mode determination unit 150. The mode determination unit 150 includes, for example, a driver status determination unit 152, a surrounding environment determination unit 154, a vehicle status determination unit 156, and a mode change processing unit 158. Their respective functions will be described later. The following description will focus on the case where the occupant is the driver.

[0068] Figure 3 This diagram illustrates an example of the relationship between driving modes and the control state and tasks of the vehicle M. The vehicle M has, for example, five driving modes: Mode A through Mode E. In terms of the degree of automation of the driving control of the vehicle M, Mode A is the highest, followed by Modes B, C, and D, decreasing sequentially, with Mode E being the lowest. Conversely, regarding the tasks assigned to the occupants, Mode A is the lightest, followed by Modes B, C, and D, increasing sequentially, with Mode E, which involves manual driving, being the most demanding. Modes B through E represent a non-automatic control state; therefore, the responsibility of the automatic driving control device 100 is to terminate the control involved in automatic driving and transfer control to driving assistance 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 through E.

[0069] In Mode A, the vehicle enters an autonomous driving state, where the driver is not assigned any task related to monitoring the surroundings of the vehicle M or holding the steering wheel 82 (hereinafter referred to as "steering wheel holding"). Whether the driver is performing surrounding monitoring is determined, for example, based on the analysis results of images captured by the driver monitoring camera 70, and whether the driver is holding the steering wheel is determined, for example, based on the detection results of the steering wheel holding sensor 84. Surrounding monitoring includes at least monitoring of the area in front of the vehicle M. The area in front refers to the space in the direction of travel of the vehicle M as visually discernible 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 autonomous driving control device 100. Autonomous driving, as referred to here, means that any aspect of the vehicle M, such as steering or speed, is controlled without the driver's input.

[0070] Mode A is a driving mode that can be executed under the following conditions: the vehicle M is traveling at a speed below a prescribed speed (e.g., around 50 km / h) on a dedicated motor vehicle road such as a highway, and there is a vehicle following it. This mode A is sometimes called "TJP mode". Besides being a TJP mode, Mode A can also be executed under prescribed conditions, where the vehicle M's speed does not exceed the legal speed limit of the driving lane. This is sometimes called "single automatic driving mode". When executing the single automatic driving mode, for example, it requires the vehicle M's speed to not exceed the legal speed limit of the driving lane, and requires the driver to indicate (accept) the mode switch through prescribed operations. If the conditions for driving in Mode A are no longer met, and a mode switch instruction is received from the mode switch 36A, the mode determination unit 150 changes the driving mode of the vehicle M to another mode (e.g., Mode B).

[0071] In Mode A, the driver is able to perform secondary tasks. Secondary tasks are actions other than driving permitted by the driver in the autonomous driving mode of vehicle M. Examples of secondary tasks include watching television, making phone calls, sending and receiving emails, and eating.

[0072] In Mode B, the system enters a driver support state, assigning the driver the task of monitoring the surroundings of the vehicle M (hereinafter referred to as "surroundings monitoring"), but not the task of controlling the steering wheel 82. In Mode B, functions such as ACC, ALC, and LKAS are executed. ACC, ALC, and LKAS can also be executed in Modes C and D, for example, under specified task limitations. For example, in Mode B, lane change instructions from the driver are not accepted; instead, the vehicle system 1 performs lane change (ALC) based on the route setting to the destination made by the navigation device 50. Lane change refers to moving the vehicle M from its current lane to an adjacent lane.

[0073] In Mode C, the driver is assigned tasks such as monitoring the surroundings and controlling the steering wheel 82. For example, in Mode C, if the vehicle system 1 determines that a lane change for the vehicle M is necessary, the driver is contacted via HMI 30. If the driver receives confirmation of lane change from HMI 30, the driver is given driving support to execute the lane change.

[0074] Mode D is a driving mode that requires some degree of driver intervention regarding at least one of the vehicle M's steering or acceleration / deceleration. In Mode D, when the driver receives an instruction to change lanes in the indicated direction via operation of the turn signal switch 36C, driving support is provided to perform a lane change in the indicated direction. Lane changes in Mode D can also be performed in Mode C. The driver's operation of the turn signal switch 36C is an example of a driving operation. Lane changes in Modes B through D can also be examples of lane change events.

[0075] In Mode E, the vehicle M is in a manual driving state where steering, acceleration, and deceleration all require manual operation by the driver. Naturally, in Modes D and E, the driver is tasked with monitoring the area ahead of the vehicle M. In Modes C through E, the driver is the primary driving agent.

[0076] The mode determination unit 150 determines the driving mode to be executed by the vehicle M based on the driver's state, the surrounding environment of the vehicle M, and the state of the vehicle M itself. The mode determination unit 150 can also determine whether it is in a state where it can switch from the current driving mode to a driving mode that is less demanding on the driver (ready state), or, if it is in a state where the current driving mode cannot be executed, change to an appropriate mode corresponding to the situation. The mode determination unit 150 can also obtain the task execution status, and if the task involved in the determined driving mode is not executed by the driver, change the driving mode of the vehicle M to a driving mode that is more demanding on the occupants.

[0077] For example, if the mode determination unit 150 is in a state where it can execute mode A (mode A preparation state) during the execution of mode B (or C to E), it causes the HMI control unit 170 to perform control by asking the driver through the HMI 30 whether to switch to mode A. After receiving the instruction (acceptance) to switch to mode A, if the state of the vehicle M meets the prescribed conditions, the mode determination unit 150 decides to switch the driving mode to mode A.

[0078] For example, if the driver cannot switch to manual driving posture according to the system's request during the execution of Mode A (e.g., continuing to look around outside the permitted area, detecting signs of difficulty in driving), the Mode Determination Unit 150 executes control via the HMI Control Unit 170 to urge the driver to switch to manual driving in Mode E using the HMI 30. If, even after the HMI Control Unit 170 executes the control urging a switch to manual driving, the Mode Determination Unit 150 does not see a response from the driver after a predetermined time, and presumes that the driver is not in a state of manual driving, it performs the following control: stops the vehicle M at the target position using automatic driving, and then stops (ends) the automatic driving. After stopping the automatic driving, the vehicle M enters Mode D or E, and can be started by the driver's manual operation. The same applies to "stopping automatic driving" below.

[0079] In Mode B, when the driver is not monitoring the road 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 unit performs control to stop the vehicle M at the target location and discontinue automatic driving. In Mode C, when the driver is not monitoring the road ahead or is not holding the steering wheel 82, the mode determination unit 150 uses the HMI 30 to urge the driver to monitor the surroundings and / or hold the steering wheel 82. If the driver does not respond, the unit performs control to stop the vehicle M at the target location and discontinue automatic driving. In Modes C and D, the unit can also stop the vehicle M at the target location and discontinue automatic driving even if a lane change is not performed within the area designated for the vehicle M to reach the specified location.

[0080] The driver state determination unit 152 determines whether the driver is in a suitable driving state. For example, the driver state determination unit 152 monitors the driver's state in order to execute the above-described mode and determines whether the driver's state is appropriate for the task. For example, the driver state determination unit 152 analyzes the images captured by the driver monitoring camera 70 and performs posture estimation processing to determine whether the driver's body posture cannot be switched to manual driving according to the system's requirements. The driver state determination unit 152 analyzes the images captured by the driver monitoring camera 70 and performs gaze estimation processing to determine whether the driver is monitoring the surroundings of the vehicle M (more specifically, the front). If it is determined that the driver is not in a state appropriate for the task for a predetermined time or more, the driver state determination unit 152 determines that the driver is in a state unsuitable for driving the task. If it is determined that the driver is in a state appropriate for 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 can also determine whether the driver is in a state capable of driving substitution.

[0081] The surrounding environment determination unit 154 determines whether the surrounding environment of the vehicle M meets the conditions specified for the driving mode used to execute the target. The specified conditions include, for example, the presence or absence of other vehicles (including vehicles in front), the road type of the road (whether it is a highway or an overtaking lane), whether the mode is an executable mode, whether there are merging, branching, toll stations, etc., and whether the speed limit of the driving lane has changed due to construction, other road conditions, etc.

[0082] The vehicle status determination unit 156 determines the driving status of the vehicle M. The driving status of the vehicle M includes, for example, its current driving mode, the distance traveled in the same lane, the travel time, its position on the road, and its speed. The driving status of the vehicle M may also include whether the driver intends to change lanes, the status of the turn signal indicator, the timing of detecting the intention to change lanes, the timing of illuminating the turn signal indicator, and the position at which the lane change to the adjacent lane has been completed. The vehicle status determination unit 156 may also acquire information related to the content and timing of the prescribed information output from the HMI control unit 170 to the HMI 30.

[0083] The mode determination unit 150 determines the driving mode of the vehicle M based on the determination results made by the driver state determination unit 152, the surrounding environment determination unit 154, and the vehicle state determination unit 156. The mode determination unit 150 also determines whether the driving mode, which involves a lighter workload for the driver compared to the current driving mode, is suitable for execution based on these determination results. If the driving mode is deemed suitable, the mode determination unit 150 performs acceleration / deceleration control of the vehicle M via the action plan generation unit 140 and the second control unit 160, according to the conditions for switching to the driving mode. Furthermore, when the vehicle M reaches a speed suitable for switching to the driving mode, the mode determination unit 150 asks the driver whether to switch driving modes, and upon receiving the driver's indication (acceptance) of the intention to switch modes, decides to switch to the desired driving mode.

[0084] 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 ​​may instruct the HMI control unit 170 to control the HMI 30 to urge the driver to perform a prescribed operation, or issue instructions to generate a target track for stopping the automatic driving, or issue operating instructions to the driving support device (not shown). When the mode change processing unit 158 ​​determines that it is possible to execute a driving mode with a lighter workload for the driver compared to the current driving mode, it performs acceleration and deceleration control of the vehicle M in order to switch to that mode. When the mode change processing unit 158 ​​receives an instruction (approval) from the mode switching switch 36A to switch the driving mode of the vehicle M to the prescribed mode, it performs various processes for executing that mode.

[0085] The second control unit 160 controls the driving force output device 200, the braking device 210 and the steering device 220 so that the vehicle M passes through the target track generated by the action plan generation unit 140 at a predetermined time.

[0086] 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 about the target track (track point) generated by the action plan generation unit 140 and stores this information in a memory (not shown). The speed control unit 164 controls the driving force output device 200 or the braking device 210 based on the speed elements associated with the target track stored in the memory. The steering control unit 166 controls the steering device 220 based on 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 achieved, for example, through a combination of feedforward control and feedback control. As an example, the steering control unit 166 combines feedforward control corresponding to the curvature of the road ahead of the vehicle M with feedback control based on deviations from the target track.

[0087] HMI control unit 170 notifies the driver of vehicle M of prescribed information via HMI 30. Prescribed information may include, for example, driver support information. For instance, HMI control unit 170 may also generate an image including the prescribed information and display the generated image on the display device of HMI 30, and may also generate an audio representation of the prescribed information and output the generated audio from the speaker of HMI 30. HMI control unit 170 may also output information received by HMI 30 to communication device 20, navigation device 50, first control unit 120, etc.

[0088] The driving force output device 200 outputs the driving force (torque) for the vehicle M to drive 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, as well as an ECU (Electronic Control Unit) that controls them. The ECU controls the above structure according to information input from the second control unit 160 or from the driving operation unit 80.

[0089] The braking device 210 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a braking ECU. The braking ECU controls the electric motor according to information input from the second control unit 160 or from the driving operation unit 80, so as to output braking torque corresponding to the braking operation to each wheel. The braking device 210 may have a backup mechanism for transmitting hydraulic pressure generated by the operation of the brake pedal included in the driving operation unit 80 via the master hydraulic cylinder to the hydraulic cylinder. The braking device 210 is not limited to the structure described above, and may also be an electronically controlled hydraulic braking device that controls the actuator according to information input from the second control unit 160, thereby transmitting hydraulic pressure from the master hydraulic cylinder to the hydraulic cylinder.

[0090] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the second control unit 160 or from the steering wheel 82 of the driving operation unit 80.

[0091] [Driving controls before and after mode switching]

[0092] The driving control before and after mode switching in the first embodiment will be specifically described below. Several examples of driving control before and after switching from mode B to mode A (standalone automatic driving mode) will be described below. The information output from HMI 30 by HMI control unit 170 during mode switching will also be described below. It will be assumed that the driver's state is determined by driver state determination unit 152 to be a state suitable for driving before and after mode switching. In the following description, "the vehicle M reaches location P" means, for example, that the reference point (e.g., the front end) of the vehicle M reaches a line extending from location P on the road along the road width direction.

[0093] First-hand driving control

[0094] Figure 4 This diagram illustrates the initial driving control before and after mode switching. Figure 4The example illustrates a vehicle M traveling at speed VM in lane L1, defined by road dividing lines RL and LL, and shows its driving mode state, the driving mode of vehicle M, and the speed change before and after mode switching. Mode state refers to information related to, for example, the driving mode being executed and the modes that can be executed. Driving mode refers to, for example, the driving mode being executed by vehicle M. Figure 4 In the example, the X-axis direction is the direction of travel for lane L1, and the Y-axis direction is approximately the width direction of lane L1. Figure 4 In the example, lane L1 is assumed to be a highway, with a legally mandated speed limit (maximum speed, upper limit speed) of 100 km / h. Lane L1 may also have a minimum speed limit (lower limit speed) of 50 km / h. This speed information can be obtained from road signs such as MK1 located around lane L1 as captured by camera 10, or from road information corresponding to the location information, based on the position information of vehicle M and referring to map information (second map information 62). Let's assume a vehicle (an example of another vehicle) m1 is traveling ahead of vehicle M at a speed of Vm1. Figure 4 In the example, we assume that vehicle M does not follow vehicle m1. Figure 4 In the example, we assume that time t11 is the earliest, and time t12 and t13 are later in sequence.

[0095] exist Figure 4 In the road section P10-P11 shown, the vehicle M travels in mode B. In mode B, the automatic driving control unit 100 generates a target track such that the speed VM of the vehicle M becomes the set speed VS (e.g., 120 km / h) set by the speed setting switch 36B, and drives the vehicle M along the generated target track by performing acceleration and deceleration control. Here, "speed VM becomes ○○ speed" may also include, for example, the case where the speed error between speed VM and ○○ speed is less than a threshold, and speed VM does not exceed ○○ speed (becomes below ○○ speed). ○○ speed includes, for example, the set speed VS, the target speed, the speed limit VL, etc.

[0096] The mode determination unit 150 determines, for example, that a state where mode A can be executed (mode A preparation state) is met when only some of the conditions for switching to mode A (specifically, standalone autonomous driving mode) are not met. The multiple conditions for switching to mode A may include, for example, the following conditions (A) to (F) (driving environment), but may also include other conditions, or may be replaced by other conditions.

[0097] (A) Able to identify the driving lane of the vehicle M at a distance greater than the first predetermined distance.

[0098] (B) There are no obstacles within the second specified distance M from this vehicle.

[0099] (C) There are no prohibited areas under Mode A (e.g., merging, branching, toll stations, construction zones) within the third specified distance from this vehicle (M).

[0100] (D) This vehicle M traveled a specified distance or a specified time at a constant speed (constant speed may include a specified speed error) in the driving lane (highway).

[0101] (E) Received a mode switching instruction from the driver (accepted)

[0102] (F) The speed of vehicle M becomes the target speed.

[0103] Some of the conditions refer to, for example, conditions (E) and (F). The target speed in (F) above is, for example, the speed within the legal speed limit in the driving lane of this vehicle M; specifically, it is a speed set within the range from the minimum speed to the maximum speed (limited speed) of the driving lane. In the case of lane L1, the target speed is set to 50–100 km / h. The following explains the case where the target speed is the limited speed (maximum speed) VL.

[0104] When the timing (time t11) when the vehicle M arrives at location P11 is determined to be in a state where mode A can be executed, the mode change processing unit 158 ​​causes the action plan generation unit 140 to generate a target track for deceleration control, so that the speed VM of the vehicle M becomes the target speed for switching from the set speed VS to mode A (in order to avoid exceeding the speed limit (maximum speed)), and the vehicle M travels along the target track.

[0105] During the period from time t11 until the speed VM of the vehicle M falls below the speed limit VL, the HMI control unit 170 causes the HMI 30 to output information indicating that mode A can be executed, and information indicating that vehicle control (e.g., acceleration / deceleration control) for switching to mode A is being performed. In this case, the HMI control unit 170 can cause the display device 32 to display images representing the above-mentioned information, or it can cause the sound representing the various information to be output from the speaker 34. Hereinafter, as an example of causing the HMI 30 to output various information, an example of causing the display device 32 to display an image will be described.

[0106] Figure 5This diagram illustrates an example of an image IM10 showing the ability to execute Mode A and demonstrating deceleration control for switching to Mode A. Image IM10 includes, for example, a speed information display area AR10, a mode status display area AR11, a surrounding conditions display area AR12, and a notification content display area AR13. The content and layout displayed on image IM10 are not limited to... Figure 5 Examples of this are given. The same applies to other images that will be described later.

[0107] The speed information display area AR10 displays, 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. The HMI control unit 170 can also display the image IM11C showing the speed limit VL in a different manner than images IM11A and IM11B. The display method could include, for example, color, shape, pattern, intensity, presence or absence of flashing, or presence or absence of animated images. Figure 5 In the example, among the images IM11A to IM11C displayed in the speed information display area AR10, only image IM11C flashes and is highlighted. This allows the driver to easily understand that the vehicle M is decelerating towards the speed limit VL.

[0108] The AR11 area displays an image indicating the mode status. Figure 5 In the example, the mode status display area AR11 displays the text "Mode A Ready" indicating that Mode A can be executed during the execution of Mode B. If Mode A cannot be executed, text such as "Mode B" is displayed. Detailed mode information (e.g., "TJP Mode of Mode A," "ACC Mode of Mode B," etc.) can also be displayed in the mode status display area AR11. By displaying the information in the mode status display area AR11, the driver can accurately grasp the status of the vehicle M.

[0109] The surrounding conditions display area AR12 displays a first-layer image IM12 obtained from simulating lane L1. The first-layer image IM12 may include second-layer images IM13L and IM13R, simulated from the road dividing lines LL and LR that divide lane L1. The first-layer image IM12 may also include other lanes (e.g., adjacent lanes, branch lanes, interchange lanes). In the surrounding conditions display area AR12, a third-layer image IM14, simulating the position of the vehicle M, is overlaid on the first-layer image IM12, corresponding to the actual position of the vehicle M in its driving lane. For example, if the vehicle M is performing LKAS, a portion or all of the second-layer images IM13L and IM13R may be displayed in a manner indicating that the various road dividing lines can be identified. Display methods may include, for example, color, shape, pattern, intensity, presence or absence of flashing, and presence or absence of animated images. Figure 5 In the example, a portion of the area to the left and right of the display position of the third-layer image IM14 in the second-layer images IM13L and IM13R is displayed in a different manner than the other areas. This allows the occupants to be notified that the vehicle M has detected the road markings LL and LR.

[0110] In the surrounding situation display area AR12, a fourth-layer image IM15, which simulates the future target trajectory of the vehicle M generated by the action plan generation unit 140, is displayed in a display manner that is recognizable relative to the first-layer image IM12. In the surrounding situation display area AR12, if other vehicles are present in the vicinity of the vehicle M, a fifth-layer image IM16, which simulates the other vehicles, is also displayed. In this case, the fifth-layer image IM16 is displayed at a position corresponding to the third-layer image IM14, based on the relative position of the vehicle M to the other vehicles.

[0111] In the notification content display area AR13, images are displayed informing the occupants of the status of vehicle M and urging the driver to perform prescribed operations. Figure 5 In the example, to indicate that speed control of vehicle M is being performed in order to switch from mode B to mode A, a text image such as "Speed ​​control in progress for switching from mode B to mode A" is displayed. This allows the driver to accurately confirm the reason for the vehicle M's deceleration. In the notification display area AR13, information corresponding to the execution conditions of each mode, such as "Please maintain proper posture while monitoring your surroundings" and "Please hold the steering wheel," may also be displayed.

[0112] In image IM10 (including images IM20 to IM30 described later), in addition to the image displayed in the area described above, there may also be images representing other driving support information (e.g., the shifting status of the vehicle M, energy reserve, driving mode) and other information (e.g., outside temperature, time).

[0113] Next, when the vehicle M has traveled a predetermined distance or for a predetermined time in lane L1, and the vehicle M's speed VM reaches the speed limit VL (when time t12 is reached or location P12 is reached), the HMI control unit 170 causes the HMI 30 to output information proposing to the driver that the vehicle M should travel in mode A. This information may also include a request to the driver to confirm whether to proceed with mode A.

[0114] Figure 6 This diagram illustrates an example of image IM20, which includes information suggesting to the driver that the vehicle should travel in Mode A. Image IM20 includes, for example, a speed information display area AR20, a mode status display area AR21, a surrounding conditions display area AR22, and a notification content display area AR23. In the speed information display area AR20, images IM11A to IM11C are displayed in the same manner as in the speed information display area AR10. In the scenario where image IM20 is displayed, the speed VM of the vehicle M is below the speed limit VL, therefore the HMI control unit 170 displays image IM11C in a flicker-free manner.

[0115] The content and display method displayed in the mode status display area AR21 and the surrounding status display area AR22 are the same as the content displayed in the mode status display area AR11 and the surrounding status display area AR12 included in the aforementioned image IM10. Figure 6 In the example, in the notification content display area AR23, as information suggesting to the driver that the vehicle M should be driven in mode A, a message urging the driver to take action in order to drive in mode A is displayed. Figure 6 In the example, the notification content display area AR23 displays a text image to inform the driver that the mode switch 36A needs to be operated when switching to mode A.

[0116] When the mode change processing unit 158 ​​receives a mode selection operation from the driver via the mode switch 36A (when time t13 is reached or location P13 is reached), it switches to mode A. In this case, the HMI control unit 170 may also display an image indicating that the driving mode is mode A in the mode status display area AR21, and display text images such as "Mode A in operation" or "Mode A in operation" in the notification content display area AR23.

[0117] After time t13, the driving control unit performs driving control to continue the state that satisfies the execution conditions of mode A (e.g., the conditions of (A) to (F) mentioned above). 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 make the speed VM of the vehicle M the changed speed limit VL, and continues mode A. In this case, the HMI control unit 170 may also cause the HMI 30 to output information indicating that speed control is being performed to continue mode A. In cases where the execution conditions cannot be met by driving control, such as when there is a prohibited execution zone for mode A within a third predetermined distance, the mode determination unit 150 switches to another appropriate mode.

[0118] Second Driving Control

[0119] Figure 7 This diagram illustrates the second driving control before and after mode switching. The difference between the second and first driving controls is that, in the mode B range, 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 lane L1. An example is shown where, in the second driving control, while in mode A, the driver operates the speed setting switch 36B to make the set speed VS of the vehicle M greater than the speed limit VL. Figure 7 In the example, we assume that times t11, t21, and t22 are sequentially later. The following explanation will primarily focus on the differences from the first-stage driver control.

[0120] exist Figure 7 In the example, when the timing (time t11) when the vehicle M arrives at location P11 is determined to be in a state where mode A can be executed, the mode change processing unit 158 ​​causes the action plan generation unit 140 to generate a target track for acceleration control, and causes the vehicle M to travel along the target track so that the speed VM of the vehicle M changes from the set speed VS to the target speed (specifically, below the speed limit) for switching to mode A.

[0121] During the period when the speed VM of the vehicle M is increased from time t11, the HMI control unit 170 causes the display device 32 to display an image IM10 indicating that mode A can be executed and that vehicle control (e.g., acceleration / deceleration control) for switching to mode A is being performed.

[0122] When the driver increases the set speed VS via the speed setting switch 36B, the mode change processing unit 158 ​​increases the speed VM of the vehicle M in tandem with the increase in the set speed VS. If the set speed VS exceeds the speed limit VL, the mode change processing unit 158 ​​performs speed control to prevent the speed VM of the vehicle M from exceeding the speed limit VL.

[0123] Next, when the speed VM of the vehicle M becomes the speed limit VL and this state continues for a specified distance or a specified time (when time t21 is reached or location P21 is reached), the mode change processing unit 158 ​​causes the HMI control unit 170 to output the image IM20 for asking the driver whether to execute mode A.

[0124] When the mode change processing unit 158 ​​receives a driver's approval for a mode change from the mode switch 36A (when time t22 is reached or location P22 is reached), it switches to mode A. In this case, the HMI control unit 170 may also display an image indicating that the driving mode is mode A in the mode status display area AR21, and display text images such as "Mode A in operation" or "Mode A in operation" in the notification content display area AR23.

[0125] In the second driving control, when the vehicle M arrives at location P11 (time t11), it is already traveling at a speed not exceeding the speed limit VL. Therefore, the mode change processing unit 158 ​​can also refrain from speed control at time t11, and the HMI control unit 170 can cause the HMI 30 to output an image IM20 to inquire whether the driver wants to execute mode A, and accept the mode switching instruction (acceptance) from the driver.

[0126] Third Driving Control

[0127] Figure 8 This diagram illustrates the third driving control before and after a mode switch. The third driving control refers to the driving control measures implemented when switching from Mode B (ACC mode, where the vehicle M maintains a constant distance from the preceding vehicle m1) to Mode A (standby automatic driving mode). Figure 8 In the example, we assume that time t31 is the earliest, and times t11, t32, and t33 are later in sequence.

[0128] In the third driving control, the driving control unit adjusts the speed VM of the vehicle M in accordance with the speed Vm1 of the preceding vehicle m1, so that the distance between the vehicle M and the preceding vehicle m1 is a predetermined interval. Here, if the speed Vm1 of the preceding vehicle m1 decreases at the moment (time t31) when the vehicle M arrives at location P31, the speed VM of the vehicle M also decreases based on the amount of decrease; if the speed Vm1 increases, the speed VM increases based on the amount of increase. Figure 8 (Times t31 to t11 in the time frame).

[0129] Assuming that at the moment (time t11) when vehicle M arrives at location P11, vehicle M is in a state where it can execute mode A. In this case, the mode change processing unit 158 ​​executes deceleration control so that the speed VM of vehicle M becomes below the lane L1 limit speed VL. Figure 8 In the example, while vehicle M is undergoing deceleration control, the speed of other vehicles m1 also increases, traveling at a speed greater than the speed limit VL. Therefore, the distance between them and vehicle M increases, resulting in vehicle M traveling alone. During the period when vehicle M's speed control is in progress (between times t11 and t32), the HMI control unit 170 causes the display device 32 to display... Figure 5 The image shown is IM10.

[0130] When the speed VM of the vehicle M becomes below the speed limit VL and this state has lasted for more than a specified distance or more than a specified time (when time t32 is reached or location P32 is reached), the mode change processing unit 158 ​​causes the HMI control unit 170 to output the image IM20 for asking the driver whether to execute mode A.

[0131] When the mode change processing unit 158 ​​receives a mode change operation approved by the driver from the mode change switch 36A (when the time t33 is reached or the location P33 is reached), it switches to mode A.

[0132] Thus, according to the third driving control, even when the vehicle M is driving in ACC mode in mode B, it is possible to switch the vehicle M to mode A so that the vehicle M can drive in independent automatic driving mode.

[0133] Fourth Driving Control

[0134] Figure 9 This diagram illustrates the fourth driving control before and after mode switching. The fourth driving control differs from the third driving control in that it becomes capable of executing mode A when the vehicle M's speed VM is less than the speed limit VL. The following explanation focuses on these differences. Figure 9In the example, time t41 is the earliest, and times t11 and t42 become later in turn.

[0135] In the fourth driving control, the driving control unit adjusts the speed VM of the vehicle M in accordance with the speed Vm1 of the preceding vehicle m1, so that the distance between the vehicle M and the preceding vehicle m1 is a predetermined interval. Here, if the speed Vm1 of the preceding vehicle m1 decreases at the time (time t41) when the vehicle M arrives at location P41, the speed VM of the vehicle M also decreases based on the amount of decrease; if the speed Vm1 increases, the speed VM increases based on the amount of increase. Figure 8 (Times t41 to t11 in the time frame).

[0136] Assuming that when vehicle M arrives at location P11 (time t11), vehicle M is in a state where it can execute mode A. In this case, the mode change processing unit 158 ​​executes acceleration control to make the speed VM of vehicle M reach the speed limit VL of lane L1. In this case, the driving control unit adjusts the speed VM of vehicle M based on the speed Vm1 of the preceding vehicle m1 before the speed Vm1 of the preceding vehicle m1 exceeds the speed limit VL, so as to follow the preceding vehicle m1. When the speed Vm1 of the preceding vehicle m1 exceeds the speed limit VL, it makes further adjustments to make the speed VM below the speed limit VL. The mode determination unit 150 switches to mode A when the speed VM is below the speed limit VL and this state has lasted for a predetermined distance or a predetermined time (when time t42 is reached or location P42 is reached).

[0137] In the first embodiment, as described in the first to fourth driving controls above, light driving control of the tasks assigned to the driver can be performed more appropriately in various situations. In each of the first to fourth driving controls, the mode determination unit 150 can, for example, suppress the execution (switching) of mode A when a minimum speed (lower limit speed) is set for the driving lane (lane L1) of the vehicle M, and the speed VM of the vehicle M is less than the minimum speed of lane L1. This can suppress traffic congestion caused by low speeds. The mode determination unit 150 can also continue mode A when a minimum speed is set for lane L1, and the speed VM of the vehicle M is less than the minimum speed after mode A has been executed. This can suppress frequent switching of mode A due to acceleration and deceleration. It is possible to switch from a standalone automatic driving mode to TJP mode while maintaining mode A.

[0138] [Processing flow of the first embodiment]

[0139] Figure 10 This is a flowchart illustrating an example of the processing flow performed by the automatic driving control device 100 of the first embodiment. Figure 10In the example, the explanation mainly focuses on the mode switching process from mode B to mode A in the process executed by the automatic driving control device 100. Figure 10 The process shown can be repeated under the condition that the prescribed conditions are met during the execution of driving control.

[0140] exist Figure 10 In the example, the mode determination unit 150 determines whether the vehicle M is in a state where it can execute 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 it is determined that the vehicle M is in a state where it can execute mode A, the mode determination unit 150 determines whether the speed VM of the vehicle M has become the target speed (step S102). If it is determined that the speed has not become the target speed, the action plan generation unit 140 performs speed control on the vehicle M to make the speed VM of the vehicle M become the target speed (step S104). Next, the HMI control unit 170 causes the display device 32 of the HMI 30 to display an image (e.g., image IM10) indicating that mode A can be executed and that the vehicle M is performing speed control (vehicle control) to switch modes (step S106). After the processing in step S106, the process returns to step S102.

[0141] If, in step S106, it is determined that the speed VM of the vehicle M has become the target speed, the mode determination unit 150 causes the HMI control unit 170 to display an image (e.g., image IM20) on the HMI 30 to ask the driver whether to execute mode A (step S108). In the process of S108, if it is determined that the speed VM of the vehicle M has become the target speed, the switching control to mode A may also be performed when the vehicle M has traveled a predetermined distance or a predetermined time in the driving lane at the target speed.

[0142] Next, the mode determination unit 150 determines whether it has received a mode switching instruction from the driver via the mode switching switch 36A (step S110). If it is determined that a mode A switching instruction has been received, the mode determination unit 150 decides to execute mode A and performs the switching control to mode A (step S112). Thus, the processing of this flowchart ends.

[0143] If, in step S100, it is determined that mode A cannot be executed, or if, in step S110, it is determined that no mode A switching instruction has been received within a specified time after the HMI30 is displayed or after the vehicle M has traveled a specified distance, the process in this flowchart ends. In this case, the driving control unit continues to execute the currently executing mode B.

[0144] According to the first embodiment described above, for example, when the vehicle M is capable of performing driving control based on mode A, vehicle control is performed to switch to mode A. Then, upon receiving an instruction (approval) from the driver to switch to mode A, the switch to mode A is executed, thereby enabling immediate initiation of mode A based on the driver's intention to switch modes. By notifying the driver of information indicating the state of the vehicle M, driver anxiety can be suppressed, and light driving control of tasks assigned to the driver can be performed more appropriately.

[0145] (Second Implementation)

[0146] Next, the driving control device in the second embodiment will be described. The driving control device in the second embodiment differs from that in the first embodiment in that, when the vehicle is in a mode that allows switching to the vehicle M, control is performed by the driver to make the speed VM the target speed. The driver's operation refers, for example, the driver operating the driving control unit 80 (manual driving operation). The driver's operation may also include the driver operating the speed setting switch 36B. Hereinafter, the description will focus primarily on the aforementioned differences. The vehicle system involved in the second embodiment can be adapted to the same structure as the vehicle system 1 in the first embodiment; therefore, vehicle system 1 will also be used in the description of the second embodiment. In the second embodiment, an example of switching from mode B to mode A (single automatic driving mode) will also be described, similar to the first embodiment.

[0147] In the second embodiment, the mode determination unit 150 determines whether the vehicle M is in a state where it can execute 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 it is in a state where it can execute mode A, the HMI control unit 170 causes the HMI 30 to output information indicating that mode A can be executed and to urge the driver to adjust the speed of the vehicle M. Figure 11 This is an example of an image IM30 that demonstrates the ability to execute mode A and prompts the driver to adjust the speed of the vehicle M. Image IM30 includes, for example, a speed information display area AR30, a mode status display area AR31, a surrounding conditions display area AR32, and a notification content display area AR33.

[0148] The speed information display area AR30, mode status display area AR31, and surrounding conditions display area AR32 display the same information as the speed information display area AR10, mode status display area AR11, and surrounding conditions display area AR12 included in image IM10. The HMI control unit 170 displays the image IM11A, representing the speed VM of the vehicle M, and the image IM11C, representing the speed limit VL, displayed in the speed information display area AR30, in a different display mode than the image IM11B, representing the set speed VS. Figure 11 In the example, in image IM30, images IM11A and IM11C are displayed with a flickering effect, while image IM11B is displayed without flickering.

[0149] The notification display area AR33 shows an image urging the driver to adjust the speed so that the vehicle's speed MVM is below the speed limit VL. Figure 11 In the example, the notification display area AR33 shows text and images such as "Please slow down to reach the speed limit." This allows the driver to understand the need for manual speed control (acceleration / deceleration control) of the vehicle M.

[0150] After displaying image IM30, the driver manually controls the speed of vehicle M by operating the brake pedal, accelerator pedal, etc., included in the driving control unit 80, or by operating the speed setting switch 36B to adjust the driving speed to a limit speed. When the speed VM of vehicle M becomes a limit speed, the mode determination unit 150 causes the display device 32 to display image IM10 when the speed VM of vehicle M becomes a limit speed. Furthermore, when a mode switching instruction (approval) is received from the mode switching switch 36A, the mode determination unit 150 switches the driving mode of vehicle M from mode B to mode A. The switching control in the second embodiment is also performed in the same way as the first to fourth driving controls described in the first embodiment. In the second embodiment, other switches related to the speed adjustment of vehicle M (e.g., a resume switch) can be operated instead of the speed setting switch 36B operated by the driver. A resume switch is, for example, a switch that receives an instruction to perform speed control such as the speed of vehicle M becoming the previously set speed.

[0151] [Processing flow of the second embodiment]

[0152] Figure 12 This is a flowchart illustrating an example of the processing flow performed by the automatic driving control device 100 of the second embodiment. Figure 12In this example, the difference from the switching process to mode A (steps S100 to S112) in the first embodiment described above is that a process S101 is performed between steps S100 and S102, instead of steps S104 to S106. Therefore, the following description will focus primarily on the process of step S101.

[0153] If, during the processing of step S100, it is determined that mode A can be executed, 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 S101). Next, the mode determination unit 150 determines whether the speed VM of the vehicle M has become the target speed (step S102). If it is determined that the speed has not become the target speed, the process returns to step S101. If it is determined that the speed VM of the vehicle M has become the target speed, the HMI control unit 170 causes the display device 32 of the HMI 30 to display an image (e.g., image IM20) asking the driver whether to execute mode A (step S108), and executes the processing after step S110.

[0154] In the process of step S102, even if the vehicle M continues to travel for more than a specified time or distance after displaying image IM30 through the process of step S101, and the speed of the vehicle M does not reach the target speed, the process of this flowchart can be terminated.

[0155] In the second embodiment, the mode determination unit 150 can also determine that the occupant intends to switch modes if the set speed VS set by the driver after the image IM30 is displayed on the HMI30 is adjusted. In this case, the mode determination unit 150 can also perform switching control to mode A by asking the driver whether to disable the image for mode A, regardless of whether the mode switching switch 36A has been operated. This simplifies the operation performed by the driver and allows for switching control to mode A.

[0156] According to the second embodiment described above, in addition to achieving the same effect as the first embodiment, the speed control of the vehicle M is executed through the driver's operation, thereby enabling a more accurate acquisition of the driver's intention to switch modes.

[0157] (Third Implementation)

[0158] Next, the driving control device in the third embodiment will be described. The driving control device in the third embodiment differs from that in the first embodiment in that, when the vehicle M is traveling in the passing lane, after changing lanes from the passing lane to a lane other than the passing lane (the slow lane), it performs acceleration / deceleration control for switching to mode A and queries the driver. Therefore, the above differences will be explained below. The vehicle system involved in the third embodiment can be adapted to the same structure as the vehicle system 1 of the first embodiment; therefore, vehicle system 1 will also be used in the description of the third embodiment. In the third embodiment, an example of switching from mode B to mode A (single automatic driving mode) will also be described in the same way as in the first embodiment.

[0159] Figure 13 This diagram illustrates the driving control before and after mode switching in the third embodiment. Figure 13 In the example, similar to the first driving control described above, a scenario is shown where the set speed VS is greater than the limit speed VL, and the speed is reduced after the mode switch is approved, thus switching modes. The driving control in the third embodiment can also be applied to the second through fourth driving controls. Figure 13 The example illustrates a road with two lanes, L1 and L2, that allow travel in the same direction (X-axis). Lane L1 is defined by road dividing lines LL and CL, and lane L2 is defined by road dividing lines CL and RL. Let lane L1 be the slow lane and lane L2 be the passing lane. Road dividing line CL indicates that lane changes are permitted between lanes L1 and L2. Figure 13 In the example, let's assume that times t11, t51, t52, and t53 become later in sequence. Let's assume that vehicle M is traveling in the overtaking lane at a time earlier than t11, the time when it is determined that mode A can be executed.

[0160] In the third embodiment, the mode determination unit 150 determines whether vehicle M is in a state where it can execute 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. For example, if the mode determination unit 150 determines that mode A can be executed when vehicle M arrives at location P11 (time t11), the surrounding environment determination unit 154 determines whether the lane L2 in which vehicle M is traveling is an overtaking lane or a driving lane (a lane other than an overtaking lane). Specifically, the surrounding environment determination unit 154 determines whether the lane in which vehicle M is traveling is an overtaking lane based on the analysis results of the image captured by camera 10 and the road signs contained in the image. The surrounding environment determination unit 154 can also determine whether vehicle M is traveling in an overtaking lane by knowing which of the multiple lanes included in the road it is traveling in. In this situation, the surrounding environment determination unit 154 can, for example, determine whether the vehicle is traveling in the overtaking lane if it is in the rightmost lane among multiple lanes that allow travel in the same direction on a road where left-hand traffic is permitted, and determine whether it is traveling in a driving lane (a lane other than the overtaking lane) if it is traveling in a lane other than the rightmost lane. The surrounding environment determination unit 154 can also determine whether the lane corresponding to the position of the vehicle M is an overtaking lane based on the vehicle M's position information and by referring to map information.

[0161] If the mode determination unit 150 determines that the lane in which the vehicle M is traveling is an overtaking lane, the mode determination unit 150 instructs the action plan generation unit 140 to perform a lane change (ALC) on the vehicle M from lane L2 to lane L1, which is the driving lane. When performing a lane change, the HMI control unit 170 may also cause the HMI 30 to output information indicating that a lane change is being performed in order to switch to mode A.

[0162] Subsequently, when the lane change to lane L1 is completed (at time t51 or at location P51), the mode determination unit 150 performs speed control to make the speed VM of the vehicle M the target speed (limited speed VL). "The lane change to lane L1 is completed" can be, for example, a state in which the center (or center of gravity) of the vehicle M is traveling in the center of lane L1, or a state in which all wheels of the vehicle M are within lane L1.

[0163] When the speed VM of the vehicle M remains constant below the speed limit VL for a specified time or a specified distance (when time t52 is reached or location P52 is reached), the mode determination unit 150 causes the HMI control unit 170 to display image IM20 on the display device 32.

[0164] Subsequently, when vehicle M arrives at location P53 (time t53), and receives a mode switching instruction in mode switching switch 36A, control is performed to switch the driving mode of vehicle M to mode A. Therefore, deceleration for switching to mode A will not occur in the overtaking lane, thus suppressing congestion in the overtaking lane.

[0165] In the above example, the mode determination unit 150 performs deceleration control after changing lanes from lane L2 to lane L1. However, it can also decelerate to the target speed in lane L2 before changing lanes to lane L1, even when there are no following vehicles. The mode determination unit 150 can also perform deceleration control while changing lanes from lane L2 to lane L1. For example, the mode determination unit 150 can adjust the timing of speed control based on the surrounding conditions of the vehicle M, occupant instructions, etc.

[0166] In the third embodiment, the mode determination unit 150 may also perform lane change and speed control on the vehicle system 1 side, allowing one or both lane change and deceleration to be performed under the driver's operation. In this case, the HMI control unit 170 causes the HMI 30 to output information for performing one or both lane change and deceleration through the driver's operation. Furthermore, after the indicated lane change or deceleration to lane L1 is performed through the driver's operation, the mode determination unit 150 performs a switch to mode A.

[0167] In the lane change control of the third embodiment, if a lane change from the overtaking lane L2 to the driving lane L1 cannot be performed due to road conditions such as congestion or construction in lane L1, the mode determination unit 150 may continue in the current mode (mode B) without switching to mode A. For example, if the mode determination unit 150 determines that a lane change from the overtaking lane L2 to the driving lane L1 cannot be performed if the number of ALC failures to lane L1 exceeds a predetermined number, or if the ALC is not completed after driving a predetermined distance from the time the driver accepts the switch to mode A.

[0168] If the switch to Mode A is aborted due to the inability to change lanes, the HMI control unit 170 causes the HMI 30 to display a text image stating, "The switch to Mode A has been aborted because lane changing is not possible." This allows the driver to accurately understand the reason why the switch to Mode A was aborted.

[0169] [Processing flow of the third embodiment]

[0170] Figure 14This is a flowchart illustrating an example of the processing flow performed by the automatic driving control device 100 of the third embodiment. Figure 14 The process shown differs from the switching process (steps S100 to S112) to mode A in the first embodiment described above in that there are steps S120 to S122 between steps S100 and S102. Therefore, the following explanation will focus on the processes of steps S120 to S122.

[0171] If, during the processing in step S100, it is determined that the state of being able to execute mode A, the surrounding environment determination unit 154 determines whether the lane in which the 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 vehicle M is traveling is not an overtaking lane, or after the processing in step S122, the same processing as steps S102 to S112 in the first embodiment is performed.

[0172] According to the third embodiment described above, in addition to achieving the same effects as the first embodiment, it also controls the switching to Mode A by adjusting the speed after changing lanes to lanes other than the overtaking lane, thereby gaining driver approval and suppressing traffic congestion in the overtaking lane. Therefore, more appropriate vehicle control can be performed according to the situation.

[0173] <Variation Example>

[0174] The embodiments described in the first to third embodiments can also be combined with some or all of other embodiments. In each of the first to third embodiments, the mode determination unit 150 can also be displayed... Figure 5 The image shown is IM10, representing vehicle control being performed to switch to mode A. Figure 11 In the state shown in image IM30, which prompts the driver to adjust the speed of vehicle M through operation, if the driver indicates that no mode switching is required, the control for switching modes is stopped, and control continues in mode B. This reduces the system load while allowing vehicle M to operate in the driver's desired driving mode.

[0175] In the first to third embodiments described above, after speed control is performed with the speed of the vehicle M as the target speed, the driving mode is switched from mode B (first driving mode) to mode A (second driving mode) by operating the mode switch 36A, but this is not a limitation. For example, if the vehicle M is traveling at 80 km / h in a lane with a speed limit of 100 km / h in mode B and then switches to mode A, mode A can also be used at 80 km / h, so switching to mode A can be done simply by operating the mode switch 36A. Whether to perform speed control towards the target speed can be preset by the occupant or set according to the condition of the vehicle M, the surrounding conditions, etc. The multiple conditions for switching to mode A described above can also replace at least one of the conditions (A) to (F) described above (or, for example, using the speed VM of the vehicle M as a defined speed range (e.g., 50 to 90 km / h) as a condition. In the first to third embodiments, when switching from mode B to mode A, the control may be performed as follows: the vehicle M decelerates from the current speed VM by a specified speed range (e.g., 10 km / h) before the switching control begins.

[0176] 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 (action plan generation unit 140, 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 the first receiving unit) 36A that receives a driving mode switching operation performed by the occupants of the vehicle M. The driving control unit enables the vehicle M to drive in any one of a plurality of driving modes, including a first driving mode and a second driving mode that is less demanding on the occupants of the vehicle M compared to the first driving mode. When the driving control unit is executing the first driving mode and is in a state where the second driving mode can be executed, it performs acceleration / deceleration control to make the speed of the vehicle M reach the target speed. When the speed reaches the target speed and the first receiving unit receives a switching operation to the second driving mode, it switches the driving mode from the first driving mode to the second driving mode. This allows for more appropriate execution of less demanding driving control on the occupants in various situations.

[0177] Specifically, according to the above-described embodiment, the speed of the vehicle M is adjusted when a light driving mode capable of performing tasks assigned to the occupants is available. When the target speed (e.g., a speed limit) is reached, the mode is switched upon receiving an instruction (intention) from the occupants to switch driving modes. This avoids speed control that contradicts the user's intentions and allows for mode switching at a more appropriate time. According to the above-described embodiment, for example, when the vehicle M is driving alone or in a following lane on a highway in a mode B or lower, it can switch to mode A to drive the vehicle M even when not under TJP conditions.

[0178] The implementation methods described above can be performed as follows.

[0179] A vehicle control device comprising:

[0180] Storage device, which stores a program; and

[0181] Hardware processor,

[0182] The hardware processor executes the program stored in the storage device to perform the following processing:

[0183] Identify the vehicle's surroundings;

[0184] The vehicle's steering and acceleration / deceleration are controlled based on the identified surrounding conditions;

[0185] Accepts switching operations of the vehicle's driving mode by the occupants of the vehicle;

[0186] The vehicle is driven using any one of a plurality of driving modes, including a first driving mode and a second driving mode which has a lighter occupant arrangement than the first driving mode.

[0187] While the first driving mode is being executed, and the second driving mode is in a state where it is possible to execute, acceleration and deceleration control is performed to make the vehicle speed reach the target speed;

[0188] If a switching operation to the second driving mode is received when the speed has reached the target speed, the driving mode is switched from the first driving mode to the second driving mode.

[0189] The above description illustrates specific embodiments of the present invention, but the present invention is not limited to such embodiments in any way, 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 includes: The identification unit identifies the vehicle's surroundings. A driving control unit that controls one or both of the vehicle's steering and acceleration / deceleration based on the surrounding conditions identified by the recognition unit. as well as The first receiving unit accepts the vehicle's driving mode switching operation performed by the occupants of the vehicle. The driving control unit drives the vehicle using any one of several driving modes, including a first driving mode and a second driving mode that assigns less workload to the occupants compared to the first driving mode. When the driving control unit is executing the first driving mode and is in a state where it can execute the second driving mode, it performs acceleration and deceleration control to make the vehicle speed reach a target speed. When the first receiving unit receives a switching operation to the second driving mode while the vehicle speed has reached the target speed, it switches the driving mode from the first driving mode to the second driving mode. The lanes in which the vehicles travel include overtaking lanes for catching up with vehicles ahead. When the vehicle is in the first driving mode and is in a state where it can execute the second driving mode, and the vehicle is traveling in the overtaking lane, if the driving control unit receives a switching operation to the second driving mode from the first receiving unit after the vehicle changes lanes from the overtaking lane to a lane other than the overtaking lane and the vehicle's speed reaches the target speed, or after the vehicle's speed reaches the target speed and it changes lanes from the overtaking lane to a lane other than the overtaking lane, the driving control unit switches the driving mode from the first driving mode to the second driving mode.

2. The vehicle control device according to claim 1, wherein, When the driving control unit receives a switching operation to switch to the second driving mode from the first driving mode after the vehicle has traveled a specified distance or time on a highway and the vehicle has reached the target speed, the driving control unit switches the driving mode from the first driving mode to the second driving mode.

3. The vehicle control device according to claim 1, wherein, The vehicle control device further includes an output control unit that causes the output unit to output information related to the driving mode. When the speed reaches the target speed, the output control unit outputs information to suggest to the occupant that the vehicle should be driven in the second driving mode. When the driving control unit receives a switching operation to the second driving mode from the first driving mode after the output unit outputs the information, it switches the driving mode from the first driving mode to the second driving mode.

4. The vehicle control device according to claim 1, wherein, Acceleration or deceleration toward the target speed is achieved through speed control performed by the occupant or by the driving control unit.

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

6. The vehicle control device according to claim 3, wherein, When the occupant controls the speed of the vehicle, the output control unit outputs information to the occupant urging them to adjust the speed of the vehicle.

7. The vehicle control device according to claim 5, wherein, When the vehicle speed becomes the target speed through the adjustment of the set speed, the driving control unit switches the driving mode from the first driving mode to the second driving mode.

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

9. The vehicle control device according to claim 8, wherein, When a minimum speed limit is set for the driving lane and the vehicle's speed is less than the minimum speed limit of the driving lane, the driving control unit suppresses the execution of the second driving mode.

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

11. A vehicle control method, wherein, The vehicle control method causes the computer to perform the following processing: Identify the vehicle's surroundings; The vehicle's steering and acceleration / deceleration are controlled based on the identified surrounding conditions; Accepts the vehicle's driving mode switching operation performed by the vehicle's occupants; The vehicle is driven using any one of a number of driving modes, including a first driving mode and a second driving mode that has a lighter workload for the occupants of the vehicle compared to the first driving mode. While the first driving mode is being executed, and the second driving mode is in a state where it is possible to execute, acceleration and deceleration control is performed to make the vehicle speed reach the target speed; If a switching operation to the second driving mode is received when the speed has reached the target speed, the driving mode is switched from the first driving mode to the second driving mode; The lanes in which the vehicles travel include overtaking lanes for catching up with vehicles ahead. When the vehicle is in the first driving mode and is in a state where it can execute the second driving mode, and the vehicle is traveling in the overtaking lane, if a lane change is made from the overtaking lane to a lane other than the overtaking lane and the vehicle's speed reaches the target speed, or if a lane change is made from the overtaking lane to a lane other than the overtaking lane after the vehicle's speed reaches the target speed, 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.

12. A storage medium storing a program, wherein, The program causes the computer to perform the following processing: Identify the vehicle's surroundings; The vehicle's steering and acceleration / deceleration are controlled based on the identified surrounding conditions; Accepts the vehicle's driving mode switching operation performed by the vehicle's occupants; The vehicle is driven using any one of a number of driving modes, including a first driving mode and a second driving mode that has a lighter workload for the occupants of the vehicle compared to the first driving mode. While the first driving mode is being executed, and the second driving mode is in a state where it is possible to execute, acceleration and deceleration control is performed to make the vehicle speed reach the target speed; If a switching operation to the second driving mode is received when the speed has reached the target speed, the driving mode is switched from the first driving mode to the second driving mode; The lanes in which the vehicles travel include overtaking lanes for catching up with vehicles ahead. When the vehicle is in the first driving mode and is in a state where it can execute the second driving mode, and the vehicle is traveling in the overtaking lane, if a lane change is made from the overtaking lane to a lane other than the overtaking lane and the vehicle's speed reaches the target speed, or if a lane change is made from the overtaking lane to a lane other than the overtaking lane after the vehicle's speed reaches the target speed, 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.

Images