Vehicular control device and vehicular control method

Abstract

To enable a determination of traffic congestion which is included in a condition for automatic driving to be performed more accurately.SOLUTION: A vehicular control device comprises a congestion determining part 105 that determines congestion using a speed of an own vehicle as a condition, and a switching part 131 that switches whether or not to execute automatic driving at the time of congestion in accordance with a determined result by the congestion determining part 105. The congestion determining part 105 determines the congestion on the basis of the fact that a road classification of a road on which the own vehicle is travelling is a specific road classification on which the automatic driving at the time of congestion is permitted, peripheral vehicles including at least a preceding vehicle of the own vehicle exist and a situation where a speed of the own vehicle is below a specified speed continues for more than a first specified time.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present disclosure relates to a vehicle control device and a vehicle control method. [Background technology]

[0002] Patent Document 1 discloses a technology that determines whether a traffic jam has occurred and starts automatic driving based on the occurrence of the traffic jam. Patent Document 1 discloses that the occurrence of a traffic jam is determined to be occurring when the vehicle speed is 5 km / h or less. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2005-324661 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, while a vehicle is traveling, the vehicle speed may change significantly temporarily. Therefore, the technology disclosed in Patent Document 1 may erroneously determine that a traffic jam has occurred based on a temporary change in vehicle speed.

[0005] One object of the present disclosure is to provide a vehicle control device and a vehicle control method that enable more accurate determination of traffic congestion, which is a condition for autonomous driving. [Means for solving the problem]

[0006] The above object is achieved by the combination of features recited in the independent claims, and the subclaims define further advantageous embodiments of the disclosure. The reference characters in parentheses in the claims indicate a correspondence with specific means described in the following embodiment as one aspect, and do not limit the technical scope of the present disclosure.

[0007] In order to achieve the above object, the first vehicle control device disclosed herein is a vehicle control device that can be used in a vehicle that performs automatic driving in traffic jams, which is automatic driving permitted in traffic jams, and is equipped with a traffic jam determination unit (105) that determines traffic jams using the vehicle's speed as a condition, and a switching unit (131) that switches whether or not automatic driving in traffic jams is performed depending on the determination result by the traffic jam determination unit, and the traffic jam determination unit determines traffic jams based on the fact that the road type of the road on which the vehicle is traveling is a specific road type for which automatic driving in traffic jams is permitted, there are surrounding vehicles including at least a vehicle in front of the vehicle, and a situation in which the vehicle's speed is below a specified speed continues for more than a first specified time, the traffic jam determination unit determines traffic jams based on the speed difference between each of a plurality of surrounding vehicles including at least the vehicle in front of the vehicle relative to the vehicle, and the traffic jam determination unit determines traffic jams based on the change in the speed difference between the vehicle and the vehicle in front of the vehicle becoming larger before the speed difference between the vehicle and the rear vehicle or the side vehicle. In order to achieve the above object, a second vehicle control device disclosed herein is a vehicle control device that can be used in a vehicle that performs automated driving in congestion, which is automated driving permitted in congestion, and includes a congestion determination unit (105) that determines congestion using the speed of the vehicle as a condition, and a switching unit (131) that switches whether or not automated driving in congestion is performed depending on the determination result by the congestion determination unit, and the congestion determination unit determines congestion based on the fact that the road type of the road on which the vehicle is traveling is a specific road type for which automated driving in congestion is permitted, there are surrounding vehicles including at least a vehicle ahead of the vehicle, and a situation in which the speed of the vehicle is equal to or lower than a specified speed continues for more than a first specified time. The traffic congestion determination unit determines whether a traffic jam has occurred, on the condition that the amount of change in vehicle speed within the second specified time is within a specified amount of change, but does not determine whether a traffic jam has occurred if the amount of change in vehicle speed within the second specified time is not within the specified amount of change. The traffic congestion determination unit determines whether a traffic jam has occurred, and whether the amount of change in vehicle speed within the second specified time is within the specified amount of change, and uses as a condition for determining whether a traffic jam has occurred that the amount of change in vehicle speed within the second specified time is within the specified amount of change, but does not use as a condition for determining whether the traffic jam has been resolved that the amount of change in vehicle speed within the second specified time is within the specified amount of change,

[0008] In order to achieve the above-mentioned object, a first vehicle control method disclosed herein is a vehicle control method that can be used in a vehicle that performs automatic driving in traffic jams, which is automatic driving permitted in traffic jams, and includes a traffic jam determination step executed by at least one processor for determining whether or not to perform automatic driving in traffic jams using the vehicle's speed as a condition, and a switching step for switching whether or not to perform automatic driving in traffic jams depending on the determination result in the traffic jam determination step. In the traffic jam determination step, a traffic jam is determined based on the fact that the road type of the road on which the vehicle is traveling is a specific road type for which automatic driving in traffic jams is permitted, there are surrounding vehicles including at least a vehicle in front of the vehicle, and a situation in which the vehicle's speed is below a specified speed continues for more than a first specified time. In the traffic jam determination step, a traffic jam is determined based on the speed difference between each of a plurality of surrounding vehicles including at least the vehicle in front of the vehicle relative to the vehicle, and in the traffic jam determination step, a traffic jam is determined based on the fact that the speed difference between the vehicle and the vehicle in front of the vehicle becomes larger before the speed difference between the vehicle and the rear vehicle or the side vehicle. In order to achieve the above object, a second vehicle control method disclosed herein is a vehicle control method that can be used in a vehicle that performs automated driving in congestion, which is automated driving permitted in congestion, and includes a traffic congestion determination step executed by at least one processor, for determining congestion using the speed of the vehicle as a condition, and a switching step for switching whether or not to perform automated driving in congestion depending on the determination result in the traffic congestion determination step, in which the traffic congestion determination step determines whether or not the road type of the road on which the vehicle is traveling is a specific road type for which automated driving in congestion is permitted, and determines whether or not automated driving in congestion is permitted based on the presence of surrounding vehicles including at least a vehicle ahead of the vehicle, and the vehicle speed being equal to or lower than a specified speed for a first specified time or more. The traffic congestion determination process determines whether a traffic jam has occurred, and in the traffic congestion determination process, a traffic congestion is determined if the amount of change in vehicle speed within the second specified time is within a specified change amount, but if the amount of change in vehicle speed within the second specified time is not within the specified change amount, a traffic congestion is not determined to exist. The traffic congestion determination process determines whether a traffic jam has occurred or has been resolved, and for determining whether a traffic jam has occurred, a condition for determining whether the amount of change in vehicle speed within the second specified time is within the specified change amount, but for determining whether the traffic jam has been resolved, a condition for determining whether the amount of change in vehicle speed within the second specified time is within the specified change amount is not used as a condition for determining whether the traffic congestion has been resolved.

[0009] According to the above configuration, a traffic jam is determined based on the fact that the vehicle speed continues to be equal to or lower than the specified speed for a first specified time or more, so that it is possible to prevent a traffic jam from being determined to have occurred due to a temporary change in vehicle speed. In addition, a traffic jam is determined based on the fact that the road type of the road on which the vehicle is traveling is a specific road type for which automatic driving during traffic jams is permitted, so that a situation that is not a traffic jam is less likely to be erroneously determined to be a traffic jam. Furthermore, a traffic jam is determined based on the fact that there are surrounding vehicles including at least a vehicle ahead of the vehicle, so that a situation that is not a traffic jam is less likely to be erroneously determined to be a traffic jam in this respect as well. As a result, it is possible to more accurately determine a traffic jam, which is a condition for automatic driving.

[0010] In order to achieve the above-mentioned objective, the third vehicle control device disclosed herein is a vehicle control device that can be used in a vehicle that performs automatic driving in traffic jams, which is automatic driving permitted in traffic jams, and is equipped with a traffic jam determination unit (105) that determines whether or not to perform automatic driving in traffic jams depending on the determination result of the traffic jam determination unit, and the traffic jam determination unit does not determine that a traffic jam has occurred unless the vehicle speed remains below a specified speed for a first specified time or more.

[0011] In order to achieve the above-mentioned objective, a third vehicle control method disclosed herein is a vehicle control method that can be used in a vehicle that performs automatic driving in traffic jams, which is automatic driving that is permitted in traffic jams, and includes a traffic jam determination step executed by at least one processor that determines whether or not to perform automatic driving in traffic jams using the vehicle speed as a condition, and a switching step that switches whether or not to perform automatic driving in traffic jams depending on the determination result in the traffic jam determination step, and in the traffic jam determination step, a traffic jam is not determined to exist unless the vehicle speed remains below a specified speed for a first specified time or more.

[0012] According to the above configuration, unless the vehicle speed remains below the specified speed for a first specified time or longer, it is not determined that a traffic jam has occurred, so it is possible to prevent a traffic jam from being determined to be occurring due to a temporary change in vehicle speed. As a result, it is possible to more accurately determine the presence of a traffic jam, which is a condition for autonomous driving. [Brief description of the drawings]

[0013] [Figure 1] 1 is a diagram showing an example of a schematic configuration of a vehicle system 1. FIG. [Diagram 2] FIG. 2 is a diagram showing an example of a schematic configuration of an autonomous driving ECU 10. [Diagram 3] 10 is a flowchart showing an example of a flow of traffic congestion determination related processing in the autonomous driving ECU 10. [Figure 4] 10 is a flowchart showing an example of the flow of a LV3 determination process in the autonomous driving ECU 10. [Diagram 5]4 is a flowchart showing an example of the flow of an LV2 determination process in the autonomous driving ECU 10. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] A number of embodiments for disclosure will be described with reference to the drawings. For convenience of description, in a number of embodiments, parts having the same functions as parts shown in the drawings used in the previous description may be given the same reference numerals and their description may be omitted. For parts given the same reference numerals, the description in other embodiments may be referred to.

[0015] (Embodiment 1) <Overall configuration of vehicle system 1> Hereinafter, a first embodiment of the present disclosure will be described with reference to the drawings. A vehicle system 1 shown in FIG. 1 can be used in a vehicle capable of automatic driving (hereinafter, an automatic driving vehicle). As shown in FIG. 1, the vehicle system 1 includes an automatic driving ECU 10, a locator 20, a map database (hereinafter, a map DB) 30, a vehicle state sensor 40, a surroundings monitoring sensor 50, and a vehicle control ECU 60. For example, the automatic driving ECU 10, the locator 20, the map DB 30, the vehicle state sensor 40, the surroundings monitoring sensor 50, and the vehicle control ECU 60 may be configured to be connected to an in-vehicle LAN (see the LAN in FIG. 1). A vehicle using the vehicle system 1 is not necessarily limited to an automobile, but the following description will be given taking an example of use in an automobile.

[0016] There can be multiple levels of autonomous driving for autonomous vehicles (hereinafter referred to as "automation levels"), as defined by, for example, the SAE. The automation levels are classified into LV0 to 5, for example, as follows:

[0017] LV0 is a level where the driver performs all driving tasks without the system intervening. The driving task may be referred to as a dynamic driving task. The driving task may be, for example, steering, acceleration / deceleration, and surrounding monitoring. LV0 corresponds to so-called manual driving. LV1 is a level where the system assists with either steering or acceleration / deceleration. LV1 corresponds to so-called driving assistance. LV2 is a level where the system assists with both steering and acceleration / deceleration. LV2 corresponds to so-called partial driving automation. LV2 autonomous driving includes LV2 autonomous driving limited to traffic jams, which is permitted during traffic jams. This LV2 autonomous driving limited to traffic jams corresponds to autonomous driving during traffic jams with monitoring obligation. In the following, the explanation will be continued by taking the case where LV2 autonomous driving is LV2 autonomous driving limited to traffic jams as an example. Note that LV1 to LV2 are also considered to be part of autonomous driving.

[0018] For example, LV1-2 autonomous driving is autonomous driving in which the driver has a duty to monitor safe driving (hereinafter, simply referred to as the duty to monitor). In other words, it corresponds to autonomous driving with a duty to monitor. The duty to monitor includes visual monitoring of the surroundings. LV1-2 autonomous driving can be rephrased as autonomous driving in which a second task is not permitted. A second task is an act other than driving that is permitted for the driver, and is a specific act that is specified in advance. A second task can also be rephrased as a secondary activity, other activity, etc. It is considered that a second task must not prevent the driver from responding to a request from the autonomous driving system to take over driving operations. As an example, actions such as watching content such as videos, operating a smartphone, reading, and eating are assumed to be second tasks.

[0019] LV3 autonomous driving is a level where the system can perform all driving tasks under certain conditions, and the driver takes over driving operations in an emergency. In LV3 autonomous driving, the driver is required to be able to respond quickly when the system requests a handover of driving. This handover of driving can also be said to be a transfer of the responsibility of monitoring the surroundings from the vehicle's system to the driver. LV3 corresponds to so-called conditional driving automation. LV3 includes area-limited LV3, which is limited to a specific area. The specific area referred to here may be a motorway or expressway. The specific area may be, for example, a specific lane. LV3 also includes traffic jam-limited LV3, which is limited to traffic jams. Traffic jam-limited LV3 may be configured to be limited to traffic jams on motorways or expressways, for example. This traffic jam-limited LV3 autonomous driving corresponds to traffic jam autonomous driving without monitoring obligation. Note that both traffic jam-limited LV2 autonomous driving and traffic jam-limited LV3 autonomous driving correspond to traffic jam autonomous driving.

[0020] Level 4 autonomous driving is a level where the system can perform all driving tasks except under certain circumstances such as on unmanageable roads and in extreme environments. Level 4 corresponds to what is known as highly automated driving. Level 5 autonomous driving is a level where the system can perform all driving tasks in any environment. Level 5 corresponds to what is known as fully automated driving.

[0021] For example, autonomous driving levels 3 to 5 are autonomous driving levels where the driver has no obligation to monitor. In other words, they are equivalent to autonomous driving without a monitoring obligation. Autonomous driving levels 3 to 5 can be rephrased as autonomous driving levels where a second task is permitted. Of autonomous driving levels 3 to 5, autonomous driving levels 4 and above are autonomous driving levels where the driver is permitted to sleep. Of autonomous driving levels 3 to 5, autonomous driving levels 3 are autonomous driving levels where the driver is not permitted to sleep.

[0022] In the autonomous vehicle of this embodiment, the automation level is switchable. The automation level may be switchable only between some of levels LV0 to 5. In this embodiment, an example is described in which the autonomous vehicle is switchable between at least the congestion limited LV3 autonomous driving, the congestion limited LV2 autonomous driving, and the LV0 manual driving.

[0023] Locator 20 includes a GNSS (Global Navigation Satellite System) receiver and an inertial sensor. The GNSS receiver receives positioning signals from a plurality of positioning satellites. The inertial sensor includes, for example, a gyro sensor and an acceleration sensor. Locator 20 sequentially measures the position of the vehicle (hereinafter, the vehicle position) on which locator 20 is mounted, by combining the positioning signals received by the GNSS receiver with the measurement results of the inertial sensor. The vehicle position is represented, for example, by latitude and longitude coordinates. Note that the vehicle position may also be measured using a travel distance calculated from a signal sequentially output from a vehicle speed sensor mounted on the vehicle.

[0024] The map DB 30 is a non-volatile memory and stores high-precision map data. The high-precision map data is map data with higher precision than map data used for route guidance in the navigation function. The map DB 30 may also store map data used for route guidance. The high-precision map data includes information that can be used for automatic driving, such as three-dimensional shape information of roads, information on the number of lanes, and information indicating the travel direction permitted for each lane. In addition, the high-precision map data may include node point information indicating the positions of both ends of road markings such as dividing lines. The locator 20 may be configured not to use a GNSS receiver by using the three-dimensional shape information of the road. For example, the locator 20 may be configured to specify the vehicle position using the three-dimensional shape information of the road and the detection results of a perimeter monitoring sensor 50 such as a LIDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging) or a perimeter monitoring camera that detects a point cloud of characteristic points of the road shape and structures. The three-dimensional shape information of the road may be generated based on a captured image by REM (Road Experience Management).

[0025] Map data distributed from an external server may be received by wide area communication via the communication module and stored in the map DB 30. In this case, the map DB 30 may be a volatile memory, and the communication module may successively acquire map data for an area corresponding to the vehicle position.

[0026] The vehicle state sensor 40 is a group of sensors for detecting various states of the vehicle. The vehicle state sensor 40 may be a vehicle speed sensor for detecting the speed of the vehicle. The vehicle state sensor 40 outputs the detected sensing information to an in-vehicle LAN. The sensing information detected by the vehicle state sensor 40 may be configured to be output to the in-vehicle LAN via an ECU mounted in the vehicle.

[0027] The perimeter monitoring sensor 50 monitors the environment around the vehicle. As an example, the perimeter monitoring sensor 50 detects obstacles around the vehicle, such as moving objects such as pedestrians and other vehicles, and stationary objects such as objects fallen on the road. In addition, the perimeter monitoring sensor 50 detects road markings such as lane markings around the vehicle. The perimeter monitoring sensor 50 is, for example, a perimeter monitoring camera that captures an image of a predetermined range around the vehicle, a millimeter wave radar that transmits a search wave to a predetermined range around the vehicle, a sonar, a LIDAR, or other sensor. The perimeter monitoring camera sequentially outputs the captured images as sensing information to the automatic driving ECU 10. The sonar, millimeter wave radar, LIDAR, or other sensor that transmits a search wave sequentially outputs a scan result based on a received signal obtained when receiving a reflected wave reflected by an obstacle to the automatic driving ECU 10 as sensing information. The sensing information detected by the perimeter monitoring sensor 50 may be configured to be output to the automatic driving ECU 10 without going through an in-vehicle LAN.

[0028] The vehicle control ECU 60 is an electronic control device that performs driving control of the vehicle. Examples of driving control include acceleration / deceleration control and / or steering control. The vehicle control ECU 60 includes a steering ECU that performs steering control, a power unit control ECU that performs acceleration / deceleration control, and a brake ECU. The vehicle control ECU 60 performs driving control by outputting control signals to each driving control device mounted on the vehicle, such as an electronically controlled throttle, a brake actuator, and an EPS (Electric Power Steering) motor.

[0029] The autonomous driving ECU 10 is mainly composed of a computer equipped with a processor, a volatile memory, a non-volatile memory, an I / O, and a bus connecting these. The autonomous driving ECU 10 executes processes related to autonomous driving by executing a control program stored in the non-volatile memory. This autonomous driving ECU 10 corresponds to a vehicle control device. The configuration of the autonomous driving ECU 10 will be described in detail below.

[0030] <Outline of Autonomous Driving ECU 10> Next, a schematic configuration of the autonomous driving ECU 10 will be described with reference to Fig. 2. As shown in Fig. 2, the autonomous driving ECU 10 includes a speed identification unit 101, a driving environment recognition unit 102, an action determination unit 103, a control execution unit 104, and a traffic jam determination unit 105 as functional blocks. The execution of the processing of each functional block of the autonomous driving ECU 10 by a computer corresponds to the execution of a vehicle control method. Note that some or all of the functions executed by the autonomous driving ECU 10 may be configured as hardware using one or more ICs or the like. Also, some or all of the functional blocks included in the autonomous driving ECU 10 may be realized by a combination of software execution by a processor and hardware members.

[0031] The speed identification unit 101 identifies the speed of the host vehicle from the vehicle speed detected by a vehicle speed sensor in the vehicle state sensor 40.

[0032] The driving environment recognition unit 102 recognizes the driving environment of the vehicle from the vehicle position acquired from the locator 20, the map data acquired from the map DB 30, and the sensing information acquired from the periphery monitoring sensor 50. As an example, the driving environment recognition unit 102 recognizes the positions, shapes, and moving states of objects around the vehicle using these pieces of information, and generates a virtual space that reproduces the actual driving environment. The driving environment recognition unit 102 may also recognize the presence, relative positions, and relative speeds of vehicles around the vehicle as the driving environment from the sensing information acquired from the periphery monitoring sensor 50. In addition, when position information, speed information, and the like of the surrounding vehicles can be acquired via a communication module, the driving environment may be recognized using these pieces of information as well.

[0033] The driving environment recognition unit 102 has, as sub-functional blocks, a surrounding vehicle identification unit 121, a hazard detection unit 122, and a speed difference identification unit 123. The surrounding vehicle identification unit 121 identifies the presence of a surrounding vehicle of the host vehicle. The surrounding vehicle identification unit 121 identifies the presence of at least one of a vehicle behind the host vehicle and a vehicle on the side of the host vehicle, and a vehicle in front of the host vehicle. In this embodiment, a case where the presence of any of a vehicle in front of the host vehicle, a vehicle behind the host vehicle, and a vehicle on the side of the host vehicle can be identified will be described as an example.

[0034] The surrounding vehicle identification unit 121 may, for example, identify the presence of a forward vehicle when a vehicle with a relative position relative to the host vehicle exists within a predetermined distance from the host vehicle. The surrounding vehicle identification unit 121 may, for example, identify the presence of a rear vehicle when a vehicle with a relative position relative to the host vehicle exists within a predetermined distance from the host vehicle. The surrounding vehicle identification unit 121 may, for example, identify the presence of a lateral vehicle when a vehicle with a relative position relative to the host vehicle exists within a predetermined distance from the host vehicle. The lateral vehicle may be rephrased as a vehicle running parallel to the host vehicle. The lateral vehicle may be a vehicle located on the left or right of the host vehicle in an adjacent lane having the same traveling direction as the lane in which the host vehicle is traveling. The predetermined distance referred to here may be a value that can be set arbitrarily. The predetermined distance referred to here may be a different value for each of the forward vehicle, the rear vehicle, and the lateral vehicle.

[0035] The hazard detection unit 122 detects whether the hazard lamps of the vehicle ahead of the host vehicle are on. The hazard detection unit 122 may detect whether the hazard lamps of the vehicle ahead are on by, for example, performing image recognition on an image of the vehicle ahead captured by a periphery monitoring camera of the periphery monitoring sensor 50. In addition, when the hazard detection unit 122 can obtain information on the hazard lamp illumination state from the vehicle ahead via a communication module, the hazard detection unit 122 may detect whether the hazard lamps of the vehicle ahead are on from the information on the illumination state.

[0036] The speed difference identification unit 123 identifies the speed difference between the vehicle and the surrounding vehicle whose presence has been identified by the surrounding vehicle identification unit 121. The speed difference identification unit 123 may identify, for example, the relative speed of the surrounding vehicle recognized by the driving environment recognition unit 102 as the speed difference between the surrounding vehicle and the surrounding vehicle.

[0037] The driving environment recognition unit 102 may also determine whether the driving area is a manual driving area (hereinafter, MD area) in the driving area of ​​the vehicle. The driving environment recognition unit 102 may also determine whether the driving area is an automatic driving area (hereinafter, AD area) in the driving area of ​​the vehicle. The driving environment recognition unit 102 may also determine whether the AD area is an ST section and a non-ST section, which will be described later.

[0038] An MD area is an area where automated driving is prohibited. In other words, an MD area is an area where the driver is required to perform all of the vehicle's longitudinal control, lateral control, and surrounding monitoring. The longitudinal direction is the direction that coincides with the front-to-rear direction of the vehicle. The lateral direction is the direction that coincides with the vehicle's width direction. The longitudinal control corresponds to the acceleration / deceleration control of the vehicle. The lateral control corresponds to the steering control of the vehicle. For example, an MD area may be an ordinary road.

[0039] An AD area is an area where autonomous driving is permitted. In other words, an AD area is an area where it is specified that the vehicle can take over one or more of longitudinal control, lateral control, and perimeter monitoring. For example, an AD area may be an expressway or a road for automobiles only. Autonomous driving limited to traffic jams LV2 and LV3 is permitted only when there is congestion in an AD area.

[0040] AD areas are divided into ST sections and non-ST sections. ST sections are sections where area-limited LV3 autonomous driving (hereinafter, area-limited autonomous driving) is permitted. Area-limited autonomous driving may be permitted only in specific lanes within the ST section. Non-ST sections are sections where LV2 or lower autonomous driving and congestion-limited LV3 autonomous driving are possible. In this embodiment, non-ST sections where LV1 autonomous driving is permitted and non-ST sections where LV2 autonomous driving is permitted are not separately distinguished. The ST section may be, for example, a driving section for which high-precision map data has been developed. The non-ST section may be a section within the AD area that does not fall under the ST section.

[0041] The behavior determination unit 103 switches the control entity of the driving operation between the driver and the system of the vehicle. When the control authority of the driving operation is on the side of the system of the vehicle, the behavior determination unit 103 determines a driving plan for driving the vehicle based on the recognition result of the driving environment by the driving environment recognition unit 102. The driving plan may determine the behavior that the vehicle should take to arrive at the destination.

[0042] The behavior determination unit 103 has a switching unit 131 as a sub-functional block. The switching unit 131 switches the automation level of the autonomous driving of the vehicle as necessary. When the conditions for a higher automation level are satisfied, the switching unit 131 may increase the automation level to a higher automation level. Also, when the conditions for the currently implemented automation level are no longer satisfied, the switching unit 131 may lower the automation level to an automation level that satisfies the conditions.

[0043] The switching unit 131 switches whether or not to perform automatic driving during congestion, depending on the judgment result of the congestion judgment unit 105 described later. This processing by the switching unit 131 corresponds to a switching step. When the automation level is LV2 or lower and the congestion judgment condition for the congestion limited LV3 is satisfied, the switching unit 131 may switch to the congestion limited LV3. When the automation level is LV1 or lower and the congestion judgment condition for the congestion limited LV2 is satisfied, the switching unit 131 may switch to the congestion limited LV2. When the automation level is the congestion limited LV3 and the congestion judgment condition for the congestion limited LV3 is not satisfied, the switching unit 131 may switch the automation level to LV2 or lower. Here, when the congestion judgment condition for the congestion limited LV2 is satisfied, the switching unit 131 may switch to the congestion limited LV2. When the automation level is the congestion limited LV2 and the congestion judgment condition for the congestion limited LV2 is not satisfied, the switching unit 131 may switch the automation level to LV1 or lower.

[0044] The switching unit 131 may switch between an automation level other than the area-limited LV3 and the area-limited LV3 depending on whether the vehicle is located in an ST section of the AD area. The switching unit 131 may also be configured to switch to increase the automation level, for example, when the driver requests it. The switching unit 131 may also be configured to switch to decrease the automation level, for example, when the driver responds to a request from the vehicle-side system.

[0045] When the control authority of the driving operation is on the side of the vehicle's system, the control execution unit 104 executes acceleration / deceleration control, steering control, etc. of the vehicle in cooperation with the vehicle control ECU 60 according to the driving plan determined by the action determination unit 103. The control execution unit 104 executes, for example, ACC (Adaptive Cruise Control) control, LTA (Lane Tracing Assist) control, and LCA (Lane Change Assist) control, etc.

[0046] The ACC control is a control that realizes constant speed driving of the host vehicle at a set vehicle speed or driving to follow a preceding vehicle. In driving to follow, acceleration / deceleration control is performed so as to maintain the distance between the host vehicle and the nearest preceding vehicle at a target distance. The target distance may be set according to the speed of the host vehicle, for example. The LTA control is a control that maintains the host vehicle driving within the lane. In the LTA control, steering control is performed so as to maintain the host vehicle driving within the lane. The LCA control is a control that automatically changes the lane of the host vehicle from the host lane to an adjacent lane. In the LCA control, when a trigger for lane change is detected, the lane is changed by performing acceleration / deceleration control and steering control. The control execution unit 104 realizes automatic driving of LV2 or higher by executing both the ACC control and the LTA control. The LCA control may be executable, for example, when the ACC control and the LTA control are executed. The control execution unit 104 may realize automatic driving of LV1 by executing either the ACC control or the LTA control.

[0047] The traffic jam determination unit 105 determines whether or not there is a traffic jam. That is, the traffic jam determination unit 105 determines whether or not there is a traffic jam. This processing in the traffic jam determination unit 105 corresponds to a traffic jam determination step. The traffic jam determination unit 105 determines whether or not there is a traffic jam using the speed of the host vehicle as a condition. The traffic jam determination unit 105 determines whether or not there is a traffic jam based on the fact that the road type of the road on which the host vehicle is traveling is a specific road type for which automatic driving in traffic jams is permitted, there are surrounding vehicles including at least a vehicle ahead of the host vehicle, and the situation in which the speed of the host vehicle is equal to or lower than a specified speed continues for a first specified time or more.

[0048] The specific road type for which automatic driving during congestion is permitted may be a road type that corresponds to the AD area described above. Specific examples include expressways and motorways. The traffic jam determination unit 105 may determine whether the road type of the road on which the vehicle is traveling is a specific road type for which automatic driving during congestion is permitted, based on the vehicle position specified by the locator 20 and map data acquired from the map DB 30. The traffic jam determination unit 105 may determine whether there are surrounding vehicles including at least a vehicle ahead of the vehicle, based on the result of identification by the surrounding vehicle identification unit 121. The traffic jam determination unit 105 may determine whether a situation in which the speed of the vehicle is equal to or lower than a specified speed continues for a first specified time or more, based on the speed of the vehicle sequentially identified by the speed identification unit 101. The specified speed may be a low speed that is estimated to be a possible traffic jam. The first specified time is a time that distinguishes between temporary deceleration and deceleration due to traffic jam, and may be, for example, several seconds.

[0049] According to the above configuration, a traffic jam is determined based on the fact that the speed of the vehicle is equal to or lower than the specified speed for a first specified time or more, so that it is possible to prevent a traffic jam from being determined to have occurred due to a temporary change in vehicle speed. In addition, a traffic jam is determined based on the fact that the road type of the road on which the vehicle is traveling is a specific road type for which automatic driving during congestion is permitted, so that it is difficult to erroneously determine a situation that is not a traffic jam as a traffic jam. For example, it is possible to avoid erroneously determining that a traffic jam occurs when a traffic jam occurs on a general road. Furthermore, a traffic jam is determined based on the fact that there are surrounding vehicles including at least a vehicle in front of the vehicle, so that it is difficult to erroneously determine a situation that is not a traffic jam as a traffic jam in this respect as well. For example, it is possible to avoid erroneously determining that a situation that is not a traffic jam, such as a situation where there are no surrounding vehicles including at least a vehicle in front of the vehicle, as a traffic jam. As a result, it is possible to more accurately determine a traffic jam, which is a condition for automatic driving. The traffic jam determination unit 105 may be configured not to determine a traffic jam if the speed of the vehicle is equal to or lower than the specified speed for a first specified time or more. This makes it possible to avoid determining that a traffic jam occurs due to a temporary change in vehicle speed. This makes it possible to more accurately determine congestion, which is a condition for autonomous driving.

[0050] It is preferable that the traffic jam determination unit 105 determines traffic jam based on the speed difference between the host vehicle and a plurality of surrounding vehicles including at least a vehicle ahead of the host vehicle. The traffic jam determination unit 105 uses the speed difference identified by the speed difference identification unit 123 as the speed difference between the host vehicle and the surrounding vehicles.

[0051] The traffic jam determination unit 105 may determine a traffic jam on the condition that the speed difference between the vehicle ahead of the vehicle and the vehicle behind or on the side of the vehicle with respect to the vehicle is equal to or less than a threshold value. This is because, during a traffic jam, it is highly likely that the speed difference between the vehicle ahead of the vehicle and the vehicle behind or on the side of the vehicle with respect to the vehicle ahead of the vehicle and the vehicle behind or on the side of the vehicle are both small. This makes it possible to determine a traffic jam with higher accuracy. The threshold value referred to here may be a value for distinguishing a value at which it can be said that there is no speed difference.

[0052] The traffic jam determination unit 105 may also determine a traffic jam on the condition that the speed difference between the vehicle in front of the host vehicle becomes larger before the speed difference between the vehicle behind or on the side of the host vehicle. This is because, in a traffic jam situation where the vehicle gap is small, the following vehicle follows the behavior of the vehicle in front, so that the speed difference between the vehicle in front of the host vehicle becomes larger before the speed difference between the vehicle behind or on the side of the host vehicle. This makes it possible to determine a traffic jam with higher accuracy. The traffic jam determination unit 105 may also determine a traffic jam on the condition that the speed difference between the vehicle in front of the host vehicle becomes larger before the speed difference between the vehicle behind or on the side of the host vehicle, until the speed differences between the vehicle in front of the host vehicle and the vehicle behind or on the side of the host vehicle become equal to or smaller than a threshold value. This makes it possible to determine a traffic jam with higher accuracy.

[0053] The traffic jam determination unit 105 determines that there is a traffic jam on the condition that the change in the speed of the vehicle within the second specified time is within the specified change amount, while it is preferable not to determine that there is a traffic jam if the change in the speed of the vehicle within the second specified time is not within the specified change amount. This is because there is a high possibility that the change in the speed of the vehicle will be small during a traffic jam. The traffic jam determination unit 105 may determine whether the change in the speed of the vehicle within the second specified time is within the specified change amount from the speed of the vehicle sequentially specified by the speed determination unit 101. The specified change amount may be a small value that is estimated to indicate the possibility of a traffic jam. The change amount may be a deviation from a reference value such as an average value or a median value. In the following, a case where the deviation is used will be described as an example. The change amount may be a configuration that uses acceleration / deceleration. The second specified time is a time that can be set arbitrarily, and may be, for example, 3 seconds. The second specified time may be the same as the first specified time.

[0054] It is preferable that the traffic congestion determination unit 105 determines both the occurrence of traffic congestion and the resolution of traffic congestion as the determination of traffic congestion. Regarding the occurrence of traffic congestion, the traffic congestion determination unit 105 determining that there is traffic congestion corresponds to determining that traffic congestion has occurred. On the other hand, the traffic congestion determination unit 105 determining that there is no traffic congestion corresponds to determining that traffic congestion has not occurred. Regarding the resolution of traffic congestion, the traffic congestion determination unit 105 determining that there is traffic congestion corresponds to determining that traffic congestion has not been resolved. On the other hand, the traffic congestion determination unit 105 determining that there is no traffic congestion corresponds to determining that traffic congestion has been resolved.

[0055] For determining whether a traffic jam has occurred, the traffic jam determination unit 105 preferably uses the amount of change in the speed of the vehicle within the second specified time being within the specified amount of change as a condition for determining whether a traffic jam has occurred, whereas for determining whether a traffic jam has been resolved, it is preferable not to use the amount of change in the speed of the vehicle within the second specified time being within the specified amount of change as a condition for determining whether a traffic jam has been resolved. This is because the resolution of the traffic jam can be accurately determined by a large increase in the speed of the vehicle when the traffic jam is resolved, and therefore there is little need to use the amount of change in the speed of the vehicle as a condition.

[0056] It is preferable that the traffic jam determination unit 105 uses at least one of the specified speed and the first specified time differently when determining traffic jam for the traffic jam limited LV3 automated driving and when determining traffic jam for the traffic jam limited LV2 automated driving. It is preferable that the traffic jam determination unit 105 uses at least one of the specified speed and the first specified time when determining traffic jam for the traffic jam limited LV3 automated driving, which is lower for the specified speed and longer for the first specified time, compared to when determining traffic jam for the traffic jam limited LV2 automated driving. This is because the traffic jam limited LV3 automated driving is desired to have a higher reliability of traffic jam determination than the traffic jam limited LV2 automated driving. More specifically, the traffic jam limited LV3 automated driving is an automated driving without the obligation to monitor the surroundings, so that the driver has to take more effort to change the response when the automation level is reduced, compared to the traffic jam limited LV2 automated driving. Therefore, it is preferable to reduce this effort by not starting the traffic jam limited LV3 automated driving under conditions where the determination of traffic jam is easily overturned.

[0057] For example, the prescribed speed when determining congestion for autonomous driving with traffic jam limitation LV3 may be 25km / h, whereas the prescribed speed when determining congestion for autonomous driving with traffic jam limitation LV2 may be 30km / h. For example, the first prescribed time when determining congestion for autonomous driving with traffic jam limitation LV3 may be 4 seconds, whereas the first prescribed time when determining congestion for autonomous driving with traffic jam limitation LV2 may be 3 seconds. Hereinafter, the prescribed speed when determining congestion for autonomous driving with traffic jam limitation LV3 is referred to as the LV3 prescribed speed. Hereinafter, the prescribed speed when determining congestion for autonomous driving with traffic jam limitation LV2 is referred to as the LV2 prescribed speed. Hereinafter, the first prescribed time when determining congestion for autonomous driving with traffic jam limitation LV3 is referred to as the LV3 first prescribed time. Hereinafter, the first prescribed time when determining congestion for autonomous driving with traffic jam limitation LV2 is referred to as the LV2 first prescribed time.

[0058] It is preferable that the first specified time is the same for the traffic jam determination unit 105 in determining whether a traffic jam has occurred and in determining whether a traffic jam has been resolved. This makes it possible to eliminate the difference in the determination criteria for determining whether a traffic jam has occurred and in determining whether a traffic jam has been resolved. This makes it possible to reduce the sense of discomfort caused by the timing of switching the automation level being significantly different between when a traffic jam has occurred and when the traffic jam has been resolved. The same time mentioned here does not have to be completely the same, and may be substantially the same with a deviation of a margin of error.

[0059] It is preferable that the congestion determination unit 105 relaxes the conditions for determining congestion when the road type of the road on which the vehicle is traveling is a specific road type for which automatic driving in congestion is permitted and when it detects that the hazard lights of the vehicle ahead of the vehicle are on. In a situation where the vehicle ahead has its hazard lights on on a road of a road type for which automatic driving in congestion is permitted, it is highly likely that the vehicle ahead is informing the driver of congestion by turning on its hazard lights. Therefore, even if the conditions for determining congestion are relaxed, there is a high possibility that congestion can be accurately determined.

[0060] The traffic jam determination unit 105 may determine whether or not the illumination of the hazard lamps of the vehicle ahead of the vehicle is detected based on the detection result by the hazard detection unit 122. Examples of easing the conditions for judging a traffic jam include changing the above-mentioned specified speed to a higher speed. Examples of easing the conditions for judging a traffic jam include changing the above-mentioned first specified time to a shorter time.

[0061] <Processing related to traffic congestion judgment in the autonomous driving ECU 10> Here, an example of the flow of processing related to traffic congestion determination in the automatic driving ECU 10 (hereinafter, traffic congestion determination related processing) will be described with reference to the flowcharts of Figures 3 to 5. The flowchart of Figure 3 may be configured to be started when, for example, a switch for starting the internal combustion engine or motor generator of the vehicle (hereinafter, a power switch) is turned on. In addition, in the case of a configuration in which the automatic driving function can be switched on and off, the condition that the automatic driving function is on may also be added.

[0062] First, in step S1, the congestion determination unit 105 determines whether the road type of the road on which the vehicle is traveling is a specific road type for which automated driving in congestion is permitted. Here, the specific road type is described as a road type that falls under an AD area. Then, in S1, if the road type of the road on which the vehicle is traveling is an AD area (YES in S1), the process proceeds to step S2. On the other hand, if the road type of the road on which the vehicle is traveling does not fall under an AD area (NO in S1), the process proceeds to step S9. The condition for whether the road type of the road on which the vehicle is traveling is a specific road type for which automated driving in congestion is permitted is hereinafter referred to as the road type condition.

[0063] In step S2, if the surrounding vehicle identification unit 121 identifies at least the presence of a vehicle ahead of the host vehicle (YES in S2), the process proceeds to step S3. On the other hand, if the surrounding vehicle identification unit 121 cannot identify the presence of a vehicle ahead of the host vehicle (NO in S2), the process proceeds to step S9. The condition regarding the presence of a vehicle ahead of the host vehicle is hereinafter referred to as a surrounding vehicle condition.

[0064] In step S3, if the hazard detection unit 122 detects that the hazard lamps of the vehicle ahead of the vehicle are on (YES in S3), the process proceeds to step S4. On the other hand, if the hazard detection unit 122 does not detect that the hazard lamps of the vehicle ahead of the vehicle are on (NO in S3), the process proceeds to step S5.

[0065] In step S4, the congestion determination unit 105 relaxes the conditions for determining congestion. The congestion determination unit 105 may relax the conditions by comparing them with the default conditions. For example, the following may be done. By default, the LV3 specified speed is 25 km / h, and the LV3 first specified time is 4 seconds. By default, the LV2 specified speed is 30 km / h, and the LV2 first specified time is 3 seconds. When relaxing the conditions, for example, the LV3 specified speed may be 30 km / h, and the LV3 first specified time may be 3 seconds, etc. When relaxing the conditions, for example, the LV2 specified speed may be 35 km / h, and the LV2 first specified time may be 2 seconds, etc.

[0066] In step S5, LV3 determination processing is performed, and the process proceeds to step S6. Here, an example of the flow of the LV3 determination processing will be described with reference to the flowchart of FIG.

[0067] First, in step S51, if the surrounding vehicle identification unit 121 identifies the presence of a non-forward surrounding vehicle, such as a vehicle behind or to the side of the host vehicle, in addition to the vehicle ahead of the host vehicle (YES in S51), the process proceeds to step S52. On the other hand, if the presence of a non-forward surrounding vehicle cannot be identified (NO in S51), the process proceeds to step S6. The condition regarding the presence of a non-forward surrounding vehicle other than the vehicle ahead of the host vehicle is also included in the surrounding vehicle condition.

[0068] In step S52, the traffic jam determination unit 105 judges whether the speed of the vehicle is equal to or less than the LV3 specified speed. If the speed of the vehicle identified by the speed identification unit 101 is equal to or less than the LV3 specified speed (NO in S52), the process proceeds to step S53. On the other hand, if the speed is greater than the LV3 specified speed (NO in S52), the process proceeds to step S6. In S52, if the specified speed condition was relaxed in S4, the traffic jam determination unit 105 may determine whether the relaxed condition is satisfied. The condition for whether the speed of the vehicle is equal to or less than the specified speed is hereinafter referred to as the speed condition. In Figs. 4 and 5, the specified speed is indicated as SS.

[0069] In step S53, the traffic jam determination unit 105 judges whether the state in which the speed of the vehicle is equal to or lower than the LV3 specified speed continues for the LV3 first specified time or more. If the state in which the speed of the vehicle is equal to or lower than the LV3 specified speed continues for the LV3 first specified time or more (YES in S53), the process proceeds to step S54. On the other hand, if the state in which the speed of the vehicle is equal to or lower than the LV3 specified speed does not continue for the LV3 first specified time or more (NO in S53), the process proceeds to step S6. In S53, if the condition for the first specified time was relaxed in S4, the traffic jam determination unit 105 may determine whether the relaxed condition is satisfied. The condition for whether the state in which the speed of the vehicle is equal to or lower than the specified speed continues for the first specified time or more is hereinafter referred to as the duration condition. In Figs. 4 and 5, the duration is indicated as ST.

[0070] In step S54, if congestion determination unit 105 has already determined that there is a traffic jam (YES in S54), the process proceeds to step S55. A case where congestion determination is in progress refers to a case where a traffic jam is determined in order to determine whether the traffic jam has been resolved in a state where it has already been determined that there is a traffic jam. On the other hand, if congestion determination is not in progress (NO in S54), the process proceeds to step S56. A case where congestion determination is not in progress refers to a case where a traffic jam is determined in order to determine whether a traffic jam has occurred in a state where it has not been determined that there is a traffic jam.

[0071] In step S55, the congestion determination unit 105 determines whether or not both the speed difference of the vehicle ahead relative to the host vehicle and the speed difference of the non-forward surrounding vehicle relative to the host vehicle, which are identified by the speed difference identification unit 123, are equal to or less than a threshold value. The speed difference of the non-forward surrounding vehicle relative to the host vehicle is hereinafter referred to as the non-forward speed difference. If both the forward speed difference and the non-forward speed difference are equal to or less than the threshold value (YES in S55), the process proceeds to step S56. The speed difference of the vehicle ahead relative to the host vehicle is hereinafter referred to as the forward speed difference. The speed difference of the non-forward surrounding vehicle relative to the host vehicle is hereinafter referred to as the non-forward speed difference. On the other hand, if either the forward speed difference or the non-forward speed difference is not equal to or less than the threshold value (NO in S55), the process proceeds to step S6. The condition as to whether or not both the forward speed difference and the non-forward speed difference are equal to or less than a threshold value is hereinafter referred to as the first speed difference condition.

[0072] In step S56, the congestion determination unit 105 determines whether or not the front speed difference has changed to become larger before the non-front speed difference. If the front speed difference has changed to become larger before the non-front speed difference (YES in S56), the process proceeds to step S57. On the other hand, if the front speed difference has not changed to become larger before the non-front speed difference (NO in S56), the process proceeds to step S6. The condition as to whether or not the front speed difference has changed to become larger before the non-front speed difference is hereinafter referred to as the second speed difference condition.

[0073] In step S57, the traffic jam determination unit 105 determines whether or not the deviation, which is the amount of change in the speed of the vehicle within the second specified time, is within the specified amount of change. If the deviation is within the specified amount of change (YES in S57), the process proceeds to step S58. On the other hand, if the deviation is not within the specified amount of change (NO in S57), the process proceeds to step S6. The condition as to whether or not the amount of change in the speed of the vehicle within the second specified time is within the specified amount of change is hereinafter referred to as the amount of change condition. In step S58, the traffic jam determination unit 105 determines that there is a traffic jam for automatic driving of traffic jam limited LV3, and proceeds to step S6.

[0074] Returning to Fig. 3, in step S6, if it is determined in S5 that there is a traffic jam, it is determined that there is a traffic jam for the traffic jam limited LV3 automatic driving, and the process proceeds to step S9. If it is determined that there is a traffic jam for the traffic jam limited LV3 automatic driving, the traffic jam limited LV3 automatic driving is permitted. On the other hand, if it is not determined that there is a traffic jam in S5, the process proceeds to step S7.

[0075] In step S7, LV2 determination processing is performed, and the process proceeds to step S8. Here, an example of the flow of the LV2 determination processing will be described with reference to the flowchart of FIG.

[0076] First, in step S71, the congestion determination unit 105 determines whether the speed of the vehicle is equal to or less than the LV2 specified speed. If the speed of the vehicle identified by the speed identification unit 101 is equal to or less than the LV2 specified speed (NO in S71), the process proceeds to step S72. On the other hand, if the speed is greater than the LV2 specified speed (NO in S71), the process proceeds to step S76. In S71, if the specified speed condition was relaxed in S4, the congestion determination unit 105 may determine whether the relaxed condition is satisfied. The condition of whether the speed of the vehicle is equal to or less than the LV2 specified speed is also included in the speed condition.

[0077] In step S72, the congestion determination unit 105 determines whether the state in which the speed of the host vehicle is equal to or lower than the LV2 specified speed continues for at least the LV2 first specified time. If the state in which the speed of the host vehicle is equal to or lower than the LV2 specified speed continues for at least the LV2 first specified time (YES in S72), the process proceeds to step S73. On the other hand, if the state in which the speed of the host vehicle is equal to or lower than the LV2 specified speed has not continued for at least the LV2 first specified time (NO in S72), the process proceeds to step S76. In S72, if the condition for the first specified time was relaxed in S4, the congestion determination unit 105 may determine whether the relaxed condition is met. The condition of whether the state in which the speed of the host vehicle is equal to or lower than the LV2 specified speed continues for at least the LV2 first specified time is also included in the duration condition.

[0078] In step S73, similarly to S54, if the congestion determination unit 105 has already determined that there is a congestion (YES in S73), the process proceeds to step S74. On the other hand, if the congestion determination unit 105 has not determined that there is a congestion (NO in S73), the process proceeds to step S75.

[0079] In step S74, the congestion determination unit 105 determines whether the deviation, which is the amount of change in the speed of the vehicle within the second specified time, is within a specified amount of change. If the deviation is within the specified amount of change (YES in S74), the process proceeds to step S75. On the other hand, if the deviation is not within the specified amount of change (NO in S74), the process proceeds to step S76.

[0080] In addition to the specified speed and the first specified time, the specified change amount and / or the second specified time may also be stricter conditions when determining congestion for automated driving with traffic congestion limitation level 3 than when determining congestion for automated driving with traffic congestion limitation level 2. Stricter conditions refer to a smaller value for the specified change amount and a longer time for the second specified time. Also, the conditions for the specified change amount and / or the second specified time may be relaxed in S4.

[0081] In step S75, the traffic jam determination unit 105 determines that there is a traffic jam for the traffic jam limited LV2 automated driving, and the process proceeds to step S9. On the other hand, in step S76, the traffic jam determination unit 105 determines that there is no traffic jam, and the process proceeds to step S9. If it is determined that there is a traffic jam for the traffic jam limited LV2 automated driving, the traffic jam limited LV2 automated driving is permitted. On the other hand, if it is determined that there is no traffic jam, neither the traffic jam limited LV3 automated driving nor the traffic jam limited LV2 automated driving is permitted.

[0082] Returning to Fig. 3, in step S9, if it is time to end the congestion determination-related process (YES in S9), the congestion determination-related process is ended. On the other hand, if it is not time to end the congestion determination-related process (NO in S9), the process returns to S1 and is repeated. Examples of timing to end the congestion determination-related process include when the power switch is turned off, when the automatic driving function is turned off, etc.

[0083] In the first embodiment, the condition for determining that there is a traffic jam is relaxed when the hazard detection unit 122 detects that the hazard lamps of the vehicle ahead of the vehicle are turned on, but the present invention is not limited to this. For example, the processes of S3 to S4 may be omitted.

[0084] In the first embodiment, the condition for determining a traffic jam for the autonomous driving of the traffic jam limitation LV3 is stricter than the condition for determining a traffic jam for the autonomous driving of the traffic jam limitation LV2, but this is not necessarily limited to this. For example, the condition for determining a traffic jam for the autonomous driving of the traffic jam limitation LV3 and the condition for determining a traffic jam for the autonomous driving of the traffic jam limitation LV2 may be configured to have the same strictness. In this case, the determination of the conditions other than the determination of whether the surrounding vehicle condition is satisfied may be a common process when determining a traffic jam for the autonomous driving of the traffic jam limitation LV3 and when determining a traffic jam for the autonomous driving of the traffic jam limitation LV2.

[0085] In the first embodiment, a configuration has been shown in which a traffic jam is not determined even if the road type condition, the speed condition, the surrounding vehicle condition, and the duration condition are satisfied, but this is not necessarily limited to this. For example, a traffic jam may be determined if the road type condition, the speed condition, the surrounding vehicle condition, and the duration condition are satisfied. In this case, the processing for the first speed difference condition, the second speed difference condition, and the change amount condition may be omitted.

[0086] In the first embodiment, the determination as to whether or not some of the first speed difference condition, the second speed difference condition, and the change amount condition are satisfied may be omitted.

[0087] In the first embodiment, a configuration is shown in which a traffic jam is not determined if the duration condition is not satisfied, but this is not necessarily limited to this. A configuration may be used in which a traffic jam is determined even if the duration condition is not satisfied. For example, a configuration may be used in which a traffic jam is determined if a specified number or more of other conditions, such as a first speed difference condition, a second speed difference condition, and a change amount condition, are satisfied even if the duration condition is not satisfied.

[0088] In the flowchart of FIG. 3, the determination as to whether or not some of the first speed difference condition, the second speed difference condition, and the change amount condition are satisfied may be omitted.

[0089] In the first embodiment, the determination of whether the road type condition, the speed condition, the surrounding vehicle condition, and the duration condition are satisfied is essential for determining whether a traffic jam occurs, but this is not necessarily limited to this. For example, the determination of whether the duration condition is satisfied may be omitted.

[0090] For example, the determination of whether the road type condition, the speed condition, the surrounding vehicle condition, the first speed difference condition, and / or the second speed condition are satisfied may be essential for determining whether a traffic jam occurs. In other words, the traffic jam determination unit 105 may be configured to determine whether a traffic jam occurs based on the fact that the road type of the road on which the vehicle travels is a specific road type for which automatic driving during traffic jams is permitted, that there are surrounding vehicles including at least a vehicle ahead of the vehicle, and also based on the speed difference between the surrounding vehicles including at least a vehicle ahead of the vehicle. The traffic jam determination unit 105 may also be configured not to determine whether a traffic jam occurs unless the speed difference between the vehicle ahead of the vehicle and the vehicle behind or to the side of the vehicle with respect to the vehicle is equal to or less than a threshold value. In addition, the traffic jam determination unit 105 may be configured not to determine whether a traffic jam occurs unless the speed difference between the vehicle ahead of the vehicle with respect to ...

[0091] For example, the determination of whether the road type condition, the speed condition, the surrounding vehicle condition, and the change amount condition are satisfied may be essential for determining whether a traffic jam occurs. That is, the traffic jam determination unit 105 may be configured to determine whether a traffic jam occurs based on the fact that the road type of the road on which the vehicle travels is a specific road type for which automatic driving during traffic jams is permitted, there are surrounding vehicles including at least a vehicle ahead of the vehicle, and the change amount of the speed of the vehicle within the second specified time is within the specified change amount. Also, the traffic jam determination unit 105 may be configured not to determine whether a traffic jam occurs if the change amount of the speed of the vehicle within the second specified time is not within the specified change amount.

[0092] (Embodiment 2) In the first embodiment, the automatic driving ECU 10 is provided with the speed identification unit 101, the surrounding vehicle identification unit 121, the hazard detection unit 122, the speed difference identification unit 123, and the traffic jam determination unit 105, but the present invention is not necessarily limited to this. The functions of the speed identification unit 101, the surrounding vehicle identification unit 121, the hazard detection unit 122, the speed difference identification unit 123, and the traffic jam determination unit 105 may be performed by an ECU used in a vehicle other than the automatic driving ECU 10. In this case, the surrounding vehicle identification unit 121 may identify the presence of a surrounding vehicle of the host vehicle based on the driving environment recognized by the driving environment recognition unit 102 of the automatic driving ECU 10. The hazard detection unit 122 may detect the illumination of the hazard lamp of a vehicle ahead of the host vehicle based on the driving environment recognized by the driving environment recognition unit 102 of the automatic driving ECU 10. The speed difference identification unit 123 may identify the speed difference between the vehicle and the surrounding vehicle whose presence has been identified, based on the driving environment recognized by the driving environment recognition unit 102 of the autonomous driving ECU 10.

[0093] The present disclosure is not limited to the above-described embodiment, and various modifications are possible within the scope of the claims. The embodiments obtained by appropriately combining the technical means disclosed in the different embodiments are also included in the technical scope of the present disclosure. The control unit and the method described in the present disclosure may be realized by a dedicated computer constituting a processor programmed to execute one or more functions embodied by a computer program. Alternatively, the device and the method described in the present disclosure may be realized by a dedicated hardware logic circuit. Alternatively, the device and the method described in the present disclosure may be realized by one or more dedicated computers configured by a combination of a processor that executes a computer program and one or more hardware logic circuits. The computer program may be stored in a computer-readable non-transient tangible recording medium as instructions executed by the computer. [Explanation of symbols]

[0094] 1 Vehicle system, 10 Autonomous driving ECU (vehicle control device), 101 Speed ​​identification unit, 102 Driving environment recognition unit, 103 Action judgment unit, 105 Traffic jam judgment unit, 121 Surrounding vehicle identification unit, 122 Hazard detection unit, 123 Speed ​​difference identification unit, 131 Switching unit

Claims

1. A vehicle control device that can be used in a vehicle that performs automated driving during congestion, which is automated driving permitted during congestion, A congestion determination unit (105) that determines congestion using the speed of the vehicle as a condition; A switching unit (131) that switches whether or not the automatic driving during traffic congestion is performed depending on a determination result by the traffic congestion determination unit, the traffic congestion determination unit determines that a traffic congestion exists based on a situation in which a road type of a road on which the vehicle is traveling is a specific road type for which automated driving during traffic congestion is permitted, there are surrounding vehicles including at least a vehicle ahead of the vehicle, and the speed of the vehicle is equal to or lower than a specified speed, and the situation continues for a first specified time or more; The traffic congestion determination unit determines a traffic congestion based on a speed difference between the vehicle and a plurality of surrounding vehicles including at least a vehicle ahead of the vehicle, The traffic congestion determination unit determines a traffic congestion based on a condition that the speed difference between the vehicle and a vehicle in front of the vehicle becomes larger before the speed difference between the vehicle and a vehicle behind or to the side of the vehicle.

2. The vehicle control device according to claim 1, The traffic congestion determination unit is a vehicle control device that determines traffic congestion on the condition that the speed differences between a vehicle in front of the vehicle and a vehicle behind or to the side of the vehicle with respect to the vehicle are all equal to or less than a threshold value.

3. A vehicle control device that can be used in a vehicle that performs automated driving during congestion, which is automated driving permitted during congestion, A congestion determination unit (105) that determines congestion using the speed of the vehicle as a condition; A switching unit (131) that switches whether or not the automatic driving during traffic congestion is performed depending on a determination result by the traffic congestion determination unit, The traffic congestion determination unit is configured to not determine that a traffic congestion occurs unless a state in which the speed of the vehicle is equal to or lower than a specified speed continues for a first specified time or longer.

4. The vehicle control device according to any one of claims 1 to 3, The traffic congestion determination unit determines that a traffic jam exists if the amount of change in the vehicle's speed within a second specified time is within a specified change amount, but does not determine that a traffic jam exists if the amount of change in the vehicle's speed within the second specified time is not within the specified change amount.

5. The vehicle control device according to claim 4, The traffic congestion determination unit determines that a traffic jam exists on the condition that the deviation as the change in the vehicle's speed within the second specified time is within the specified change amount, while not determining that a traffic jam exists if the deviation within the second specified time is not within the specified change amount.

6. The vehicle control device according to claim 4 or 5, The traffic congestion determination unit determines whether a traffic congestion has occurred or has been resolved, and for determining whether a traffic congestion has occurred, the amount of change in the vehicle's speed within the second specified time period is within the specified change amount, which is used as a condition for determining whether a traffic congestion has occurred. Meanwhile, for determining whether the traffic congestion has been resolved, the amount of change in the vehicle's speed within the second specified time period is within the specified change amount, which is not used as a condition for determining whether the traffic congestion has been resolved.

7. A vehicle control device that can be used in a vehicle that performs automated driving during congestion, which is automated driving permitted during congestion, A congestion determination unit (105) that determines congestion using the speed of the vehicle as a condition; A switching unit (131) that switches whether or not the automatic driving during traffic congestion is performed depending on a determination result by the traffic congestion determination unit, the traffic congestion determination unit determines that a traffic congestion exists based on a situation in which a road type of a road on which the vehicle is traveling is a specific road type for which automated driving during traffic congestion is permitted, there are surrounding vehicles including at least a vehicle ahead of the vehicle, and the speed of the vehicle is equal to or lower than a specified speed, and the situation continues for a first specified time or more; the traffic congestion determination unit determines that a traffic congestion exists on the condition that an amount of change in the speed of the vehicle within a second specified time is within a specified amount of change, and does not determine that a traffic congestion exists when an amount of change in the speed of the vehicle within the second specified time is not within the specified amount of change, The traffic congestion determination unit determines whether a traffic congestion has occurred or has been resolved, and for determining whether a traffic congestion has occurred, the amount of change in the vehicle's speed within the second specified time period is within the specified change amount, which is used as a condition for determining whether a traffic congestion has occurred. Meanwhile, for determining whether the traffic congestion has been resolved, the amount of change in the vehicle's speed within the second specified time period is within the specified change amount, which is not used as a condition for determining whether the traffic congestion has been resolved.

8. The vehicle control device according to claim 7, The traffic congestion determination unit determines traffic congestion based on a speed difference between the vehicle and a plurality of surrounding vehicles including at least a vehicle ahead of the vehicle.

9. The vehicle control device according to claim 8, The traffic congestion determination unit is a vehicle control device that determines traffic congestion on the condition that the speed differences between a vehicle in front of the vehicle and a vehicle behind or to the side of the vehicle with respect to the vehicle are all equal to or less than a threshold value.

10. The vehicle control device according to any one of claims 7 to 9, The traffic congestion determination unit determines that a traffic jam exists on the condition that the deviation as the change in the vehicle's speed within the second specified time is within the specified change amount, while not determining that a traffic jam exists if the deviation within the second specified time is not within the specified change amount.

11. The vehicle control device according to any one of claims 1 to 10, As the automated driving during traffic jams, automated driving during traffic jams without a monitoring obligation, in which the driver of the vehicle is not required to monitor, and automated driving during traffic jams with a monitoring obligation, in which the driver of the vehicle is required to monitor, can be used in vehicles that can implement the automated driving. The traffic congestion determination unit is a vehicle control device in which at least one of the specified speed and the first specified time is different when determining the traffic congestion for the automatic driving in traffic congestion without monitoring obligation and when determining the traffic congestion for the automatic driving in traffic congestion with monitoring obligation.

12. The vehicle control device according to claim 11, The traffic congestion determination unit is a vehicle control device in which at least one of the specified speed and the first specified time when determining congestion for automatic driving in traffic jams without a monitoring obligation is set to a lower speed in the case of the specified speed and a longer time in the case of the first specified time, compared to when determining congestion for automatic driving in traffic jams with a monitoring obligation.

13. The vehicle control device according to any one of claims 1 to 11, The traffic congestion determination unit determines whether a traffic congestion has occurred or has been resolved, and the first specified time is the same for both the determination of the occurrence of a traffic congestion and the determination of the resolution of the traffic congestion.

14. The vehicle control device according to any one of claims 1 to 13, The traffic congestion determination unit is a vehicle control device that relaxes the conditions for determining a traffic congestion when the road type of the road on which the vehicle is traveling is a specific road type for which automatic driving in traffic congestion is permitted and when it detects that the hazard lights of a vehicle in front of the vehicle are turned on.

15. A vehicle control method that can be used in a vehicle that performs automated driving during congestion, which is automated driving permitted during congestion, comprising: Executed by at least one processor, a congestion determination step of determining congestion using the speed of the vehicle as a condition; A switching step of switching whether or not the automated driving during congestion is performed depending on a result of the judgment in the congestion judgment step, In the congestion determination step, congestion is determined based on the fact that a road type of a road on which the vehicle is traveling is a specific road type for which automated driving during congestion is permitted, there are surrounding vehicles including at least a vehicle ahead of the vehicle, and the speed of the vehicle is equal to or lower than a specified speed for a first specified time or more. In the traffic congestion determination step, a traffic congestion is determined based on a speed difference between the vehicle and a plurality of surrounding vehicles including at least a vehicle ahead of the vehicle, In the congestion determination step, a congestion is determined based on a change in the speed difference between the vehicle and a vehicle ahead of the vehicle becoming larger before the speed difference between the vehicle and a vehicle behind or to the side of the vehicle.

16. A vehicle control method that can be used in a vehicle that performs automated driving during congestion, which is automated driving permitted during congestion, comprising: Executed by at least one processor, a congestion determination step of determining congestion using the speed of the vehicle as a condition; A switching step of switching whether or not the automated driving during congestion is performed depending on a result of the judgment in the congestion judgment step, In the congestion determination step, congestion is determined based on the fact that a road type of a road on which the vehicle is traveling is a specific road type for which automated driving during congestion is permitted, there are surrounding vehicles including at least a vehicle ahead of the vehicle, and the speed of the vehicle is equal to or lower than a specified speed for a first specified time or more. In the traffic congestion determination step, a traffic congestion is determined on the condition that an amount of change in the speed of the vehicle within a second specified time is within a specified amount of change, whereas a traffic congestion is not determined to exist if an amount of change in the speed of the vehicle within the second specified time is not within the specified amount of change, In the traffic congestion determination process, the traffic congestion is determined to be either the occurrence of traffic congestion or its elimination. For the determination of the occurrence of traffic congestion, the amount of change in the vehicle's speed within the second specified time period is within the specified change amount, and for the determination of the elimination of the traffic congestion, the amount of change in the vehicle's speed within the second specified time period is within the specified change amount, is not used as a condition for determining the elimination of the traffic congestion.

17. A vehicle control method that can be used in a vehicle that performs automated driving during congestion, which is automated driving permitted during congestion, comprising: Executed by at least one processor, a congestion determination step of determining congestion using the speed of the vehicle as a condition; A switching step of switching whether or not the automated driving during congestion is performed depending on a result of the judgment in the congestion judgment step, In the traffic congestion determination step, a traffic congestion is not determined to exist unless a state in which the speed of the vehicle is equal to or lower than a specified speed continues for a first specified time or longer.

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