Presentation control device and presentation control program

Abstract

To provide a presentation control device or the like capable of reducing discomfort when a second task is interrupted.SOLUTION: A Human Machine Interface Control Unit (HCU) is used in a vehicle A having an automatic operation function and has a function of a presentation control device for controlling presentation of information to a driver of the vehicle A. The presentation control device determines interruption of a second task other than driving permitted to a driver in an automatic travel period for the vehicle A to travel by the automatic operation function. The HCU changes a provision method of contents to be provided in association with the second task in the automatic travel period based on interruption determination of the second task.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The disclosure according to this specification relates to an operation control device and an operation control program.

Background Art

[0002] Patent Document 1 discloses a volume control device that, when a vehicle approaches a guidance point on a guidance route set in a navigation device, reduces the output volume of an audio output device from a set volume set by a user to a muted state.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In recent years, during an automatic driving period in which a vehicle travels by an automatic driving function, there has been a possibility of permitting a driver to perform a specific action other than driving, such as what is called a second task. Such a specific action by the driver needs to be interrupted when the vehicle approaches a section where automatic driving is not permitted. Therefore, the content provided in relation to the specific action is also stopped from being provided by means such as muting, as in Patent Document 1 for example.

[0005] However, it is difficult for a driver performing a specific action to recognize the current situation where a handover of driving from the automatic driving function is required. Therefore, it is difficult to gain the driver's acceptance for the fact that the provision of the content has been forcibly stopped based on the judgment of the vehicle side. As a result, there has been a risk of a decrease in convenience such that the driver is likely to feel uncomfortable about the interruption of the specific action.

[0006] The present disclosure aims to provide a driving control device and a driving control program capable of enhancing driver convenience related to shift changes in driving.

Means for Solving the Problems

[0007] To achieve the above object, one disclosed aspect is a driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task. The driving control device includes: an other-vehicle situation grasping unit (61) that grasps the presence or absence of other vehicles (Ac) traveling in an adjacent lane (ML) in a merging assumed section (CfS) where the merging of other vehicles (Ac) from the adjacent lane (ML) into the host vehicle lane (DL) is assumed; and an automation level determination unit (62) that determines an automatic driving level defining the range of the driving task to be substituted by the automatic driving function in the merging assumed section according to the presence or absence of other vehicles traveling in the adjacent lane. The other-vehicle situation grasping unit further grasps the section length of the merging assumed section. When the automation level determination unit determines that there are no merging other vehicles under the implementation of eyes-off driving where the driver has no obligation for peripheral monitoring, which is one of the driving tasks, the automation level determination unit determines to continue eyes-off driving or to shift to hands-off driving where the driver has no obligation for another driving task, i.e., steering operation. The driving control device is configured to determine whether to continue eyes-off driving or to shift to hands-off driving according to the section length of the merging assumed section. One disclosed aspect is a driving control device used in a vehicle (A) that can implement an automated driving function capable of substituting for at least part of the driver's driving tasks. In a confluence assumption section (CfS) where the confluence of another vehicle (Ac) from an adjacent lane (ML) into the host vehicle lane (DL) is assumed, there is an other-vehicle situation grasping section (61) that grasps the control situation of the automated driving of other vehicles traveling in the adjacent lane, and an automation level determination section (62) that determines an automated driving level defining the range of driving tasks to be substituted by the automated driving function in the confluence assumption section according to the control situation of the automated driving in the other vehicle. The other-vehicle situation grasping section further grasps the section length of the confluence assumption section. When the automation level determination section determines that the merging other vehicle is the host driving vehicle under the implementation of eyes-off driving where the driver has no obligation for peripheral monitoring, which is one of the driving tasks, it determines to continue eyes-off driving or shift to hands-off driving where the driver has no obligation for steering operation, which is another one of the driving tasks, and determines whether to continue eyes-off driving or shift to hands-off driving according to the section length of the confluence assumption section. It is a driving control device as described above.

[0008] One disclosed aspect is a driving control program used in a vehicle (A) that can implement an automated driving function capable of substituting for at least part of the driver's driving tasks. In a confluence assumption section (CfS) where the confluence of another vehicle (Ac) from an adjacent lane (ML) into the host vehicle lane (DL) is assumed, it grasps the presence or absence of other vehicles traveling in the adjacent lane (S74, S277), grasps the section length of the confluence assumption section, and includes a process of determining an automated driving level defining the range of driving tasks to be substituted by the automated driving function in the confluence assumption section according to the presence or absence of other vehicles traveling in the adjacent lane (S77, S279, S280), and causes at least one processing section (51) to execute this process. In the step of determining the automated driving level, when it is determined that there is no merging other vehicle under the implementation of eyes-off driving where the driver has no obligation for peripheral monitoring, which is one of the driving tasks, it determines to continue eyes-off driving or shift to hands-off driving where the driver has no obligation for steering operation, which is another one of the driving tasks, and determines whether to continue eyes-off driving or shift to hands-off driving according to the section length of the confluence assumption section. It is a driving control program as described above. Also, one disclosed aspect is a driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of the driver's driving tasks. In a merging assumption section (CfS) where the merging of another vehicle (Ac) from an adjacent lane (ML) into the host vehicle lane (DL) is assumed, the control situation of the automatic driving of the other vehicle traveling in the adjacent lane is grasped (S76, S278), the section length of the merging assumption section is grasped, and in the merging assumption section, an automatic driving level that defines the range of driving tasks substituted by the automatic driving function is determined according to the control situation of the automatic driving in the other vehicle (S77, S279, S280). The process including this is executed by at least one processing unit (51). In the step of determining the automatic driving level, when it is determined that the merging other vehicle is the host vehicle during the execution of eyes-off driving where the driver has no obligation for peripheral monitoring which is one of the driving tasks, the continuation of eyes-off driving or the transition to hands-off driving where the driver has no obligation for steering operation which is another one of the driving tasks is determined, and according to the section length of the merging assumption section, it is determined whether to continue eyes-off driving or to transition to hands-off driving. It is a driving control program as described above.

[0009] According to these aspects, in a merging assumption section where the merging of another vehicle from an adjacent lane into the host vehicle lane is assumed, an automatic driving level according to the presence or absence of the other vehicle or the situation of the automatic driving in the other vehicle is determined. Therefore, even when encountering a merging assumption section during driving by the automatic driving function, automatic driving at an appropriate automatic driving level can be continued. As a result, since the opportunity to transfer the driving task from the automatic driving function to the driver is reduced, it becomes possible to improve the convenience of the driver related to the driving change.

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[0021] Incidentally, the reference numbers in parentheses in the above and the claims only show an example of the correspondence with the specific configurations in the embodiments described later, and do not limit the technical scope in any way.

Brief Description of the Drawings

[0022]

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Embodiments for Carrying Out the Invention

[0023] Hereinafter, a plurality of embodiments of the present disclosure will be described with reference to the drawings. In each embodiment, the same reference numerals may be assigned to corresponding components, and redundant explanations may be omitted. When only a part of the configuration is described in each embodiment, the configuration of other embodiments described previously can be applied to other parts of the said configuration. Also, not only the combinations of configurations explicitly shown in the description of each embodiment, but also the configurations of a plurality of embodiments can be partially combined with each other without any problem in the combination, even if not explicitly shown. And the combinations not explicitly shown between the configurations described in a plurality of embodiments and modified examples are also disclosed by the following description.

[0024] (First Embodiment) The function of the presentation control device according to an embodiment of the present disclosure is realized by the HCU (Human Machine Interface Control Unit) 100 shown in FIG. 1. The HCU 100 is one of the in-vehicle ECUs (Electronic Control Units). As shown in FIGS. 1 to 3, the HCU 100 constitutes a HMI (Human Machine Interface) system used in the vehicle A together with a plurality of display devices, an audio device 24, an operation device 26, and the like. The HMI system has an input interface function for receiving operations by the occupants (e.g., the driver, etc.) of the vehicle A and an output interface function for presenting information to the driver.

[0025] The HCU 100 is communicably connected to the communication bus 99 of the in-vehicle network 1 mounted on the vehicle A. The HCU 100 is one of a plurality of nodes provided in the in-vehicle network 1. The communication bus 99 is connected to a body ECU 27, a driver monitor 29, a peripheral monitoring sensor 30, a locator 35, a V2X communication device 39, a travel control ECU 40, a driving support ECU 50a, an autonomous driving ECU 50b, and the like. These nodes connected to the communication bus 99 of the in-vehicle network 1 can communicate with each other.

[0026] The body ECU 27 is an electronic control device mainly including a microcontroller. The body ECU 27 has at least a function of controlling the operation of the lighting device mounted on the vehicle A. The body ECU 27 is electrically connected to a direction indicator switch 28. The direction indicator switch 28 is a lever-shaped operation part provided in the steering column part. The body ECU 27 starts the blinking of the direction indicator on either the left or right corresponding to the operation direction based on the detection of the user operation input to the direction indicator switch 28. In addition, the body ECU 27 provides the operation information of the user operation input to the direction indicator switch 28 to 100, etc. through the communication bus 99.

[0027] The driver monitor 29 includes a near-infrared light source, a near-infrared camera, and a control unit that controls these components. The driver monitor 29 is installed, for example, on the upper surface of the steering column portion or the upper surface of the instrument panel 9 in a posture where the near-infrared camera is directed at the headrest portion of the driver's seat. The driver monitor 29 captures an image of the driver's head irradiated with near-infrared light by the near-infrared light source using the near-infrared camera. The captured image by the near-infrared camera is analyzed by the control unit. The control unit extracts information such as the position and line-of-sight direction of the driver's eye point from the captured image, and provides the extracted driver state information to the HCU 100 etc. through the communication bus 99.

[0028] The surrounding monitoring sensor 30 is an autonomous sensor that monitors the surrounding environment of the vehicle A. The surrounding monitoring sensor 30 can detect predefined moving objects and stationary objects from the detection range around the host vehicle. The surrounding monitoring sensor 30 can at least detect a vehicle in front, a vehicle behind, and side vehicles in front and behind traveling around the host vehicle. The surrounding monitoring sensor 30 provides detection information of objects around the vehicle to the driving support ECU 50a, the autonomous driving ECU 50b, etc. through the communication bus 99.

[0029] The surrounding monitoring sensor 30 includes, for example, a camera unit 31 and a millimeter-wave radar 32. The camera unit 31 may be configured to include a monocular camera or may be configured to include a multi-eye camera. The camera unit 31 is mounted on the vehicle A so as to be able to capture images of the front range, side range, and rear range etc. of the vehicle A. The camera unit 31 outputs at least one of the captured image data of the surrounding of the vehicle and the analysis result of the captured image data as detection information. The millimeter-wave radar 32 irradiates millimeter waves or quasi-millimeter waves toward the surrounding of the host vehicle. The millimeter-wave radar 32 outputs detection information generated by a process of receiving reflected waves reflected by moving objects, stationary objects, etc. The surrounding monitoring sensor 30 may further include detection configurations such as a lidar and a sonar.

[0030] The locator 35 is configured to include a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, etc. The locator 35 combines the positioning signals received by the GNSS receiver, the measurement results of the inertial sensor, and the vehicle speed information output to the communication bus 99, etc., and sequentially measures the position of the host vehicle of vehicle A and its traveling direction, etc. The locator 35 sequentially outputs the position information and azimuth information of vehicle A based on the positioning result to the communication bus 99 as locator information.

[0031] The locator 35 further has a map database 36. The map database 36 is mainly composed of a large-capacity storage medium storing a large number of 3D map data and 2D map data. The 3D map data is so-called high-precision map data and includes information necessary for advanced driver assistance and autonomous driving, such as the 3D shape information of roads and the detailed information of each lane. The locator 35 reads the map data around the current position from the map database 36 and provides it to the driving assistance ECU 50a, the autonomous driving ECU 50b, etc., together with the locator information. Note that instead of the locator 35, a user terminal such as a smartphone or a navigation device, etc. may provide the position information, azimuth information, map data, etc. to the driving assistance ECU 50a and the autonomous driving ECU 50b.

[0032] The V2X (Vehicle to Everything) communication device 39 is a communication unit mounted on vehicle A. The V2X communication device 39 transmits and receives information wirelessly with the in-vehicle communication devices mounted on other vehicles and the roadside units installed beside the road. The V2X communication device 39 can receive the position information, speed information, etc. of other vehicles traveling around the host vehicle through vehicle-to-vehicle communication or vehicle-to-roadside communication. In addition, the V2X communication device 39 receives information indicating the control status of the autonomous driving of other vehicles, such as whether the autonomous driving function is activated in other vehicles traveling around the host vehicle. The V2X communication device 39 provides the received information of the surrounding other vehicles to the autonomous driving ECU 50b, the HCU 100, etc.

[0033] The travel control ECU 40 is an electronic control device mainly including a microcontroller. Based on the detection signals of wheel speed sensors provided at the hub portions of each wheel, the travel control ECU 40 generates vehicle speed information indicating the current travel speed of the vehicle A and sequentially outputs it to the communication bus 99. In addition, the travel control ECU 40 has at least the functions of the brake control ECU and the drive control ECU. The travel control ECU 40 continuously implements the control of the braking force generated on each wheel and the output control of the in-vehicle power source based on any one of the operation commands based on the driver's driving operation, the control commands of the driving support ECU 50a, and the control commands of the autonomous driving ECU 50b.

[0034] The driving support ECU 50a and the autonomous driving ECU 50b are in-vehicle ECUs that constitute the autonomous driving system 50 and are mounted on the vehicle A. The driving support ECU 50a and the autonomous driving ECU 50b are used in the vehicle A and realize an autonomous driving function capable of substituting at least a part of the driver's driving task (Dynamic Driving Task, DDT). With the installation of the autonomous driving system 50 including the driving support ECU 50a and the autonomous driving ECU 50b, the vehicle A becomes an autonomous driving vehicle equipped with an autonomous driving function.

[0035] The driving support ECU 50a is an in-vehicle ECU that realizes a driving support function for assisting the driver's driving operation. The driving support ECU 50a enables advanced driving support or partial autonomous driving control at about level 2 in the autonomous driving levels defined by the Society of Automotive Engineers of the United States. The driving support ECU 50a is a computer mainly including a control circuit having a processing unit, a RAM, a storage unit, an input / output interface, and a bus connecting these. The driving support ECU 50a has a plurality of functional units that realize advanced driving support by executing programs by the processing unit. Specifically, the driving support ECU 50a has an ACC (Adaptive Cruise Control) functional unit, an LTA (Lane Tracing Assist) functional unit, and an LCA (Lane Change Assist) functional unit.

[0036] The automatic driving ECU 50b is an in-vehicle ECU that realizes an automatic driving function capable of substituting for the driver's driving operation. The automatic driving ECU 50b enables autonomous driving at level 3 or higher (described as Lv3 in the drawing), where the system is the control entity, only within a pre-set limited Operational Design Domain (ODD). The Operational Design Domain (ODD) is the area where automatic driving is possible at automatic driving level 3. The automatic driving ECU 50b may also be capable of realizing an automatic driving function at level 4 or higher.

[0037] Here, the details of the automatic driving levels will be further explained. The automatic driving levels in the following description are based on the definition of SAE J3016. In the definition of the automatic driving levels, in addition to the above-mentioned concepts of driving tasks (DDT) and Operational Design Domain (ODD), the concept of fallback is used. At each automatic driving level, the range of driving tasks substituted by the automatic driving function is defined. As the automatic driving level increases, the range of driving tasks substituted by the automatic driving function also becomes wider. Specifically, the driving tasks are subsidiarily defined with items such as continuous driving control of the vehicle and Object and Event Detection and Response (OEDR). The above OEDR may be conveniently described as "peripheral monitoring" in the following description.

[0038] At automatic driving level 0, there is no automation of driving, and the driving tasks and fallback are performed by the driver. At automatic driving level 1, driver assistance is implemented, and continuous driving control of the vehicle is performed by both the driver and the system. In contrast, at automatic driving levels 4 and 5, all driving tasks and fallback are performed by the system.

[0039] In the automated driving levels 2 and 3 functions realized by the automated driving system 50, the continuous driving control of the vehicle is implemented by the system. Also, in automated driving level 2, the surrounding monitoring (OEDR) and fallback are the responsibility of the driver. In automated driving level 2, the automated driving that requires the driver to hold the steering wheel is called "hands-on driving" (described as H-on in Fig. 4). On the other hand, the automated driving that does not require the driver to hold the steering wheel is called "hands-off driving" (described as H-off in Fig. 4). Regardless of whether it is hands-on driving or hands-off driving, in automated driving level 2, supervised automated driving with the driver's obligation to monitor the surroundings is implemented.

[0040] In automated driving level 3, the system has the obligation to monitor the surroundings, and the driver needs to be prepared for fallback. In automated driving level 3, unsupervised automated driving without the driver's obligation to monitor the surroundings is implemented. The automated driving without the obligation to monitor the surroundings in automated driving level 3 is called "eyes-off driving".

[0041] The automated driving ECU 50b is a computer mainly including a control circuit equipped with a processing unit 51, a RAM 52, a storage unit 53, an input / output interface 54, and a bus connecting these. The automated driving ECU 50b has a higher computing ability than the driving support ECU 50a and can at least implement driving controls corresponding to ACC, LTA, and LCA. The automated driving ECU 50b has an environment recognition unit 61, a behavior determination unit 62, and an operation execution unit 63 as a plurality of functional units for realizing the autonomous driving of the vehicle A by executing a program (driving control program) by the processing unit 51.

[0042] The environment recognition unit 61 recognizes the driving environment of the vehicle A based on the locator information and map data obtained from the locator 35, the detection information obtained from the surrounding monitoring sensor 30, the information of other vehicles obtained from the V2X communication device 39, etc. Specifically, the environment recognition unit 61 grasps the position of the host vehicle lane in which the host vehicle is traveling among a plurality of lanes, the lane shape of the host vehicle lane, and the relative positions, relative speeds, and the control status of automated driving of other vehicles around the host vehicle.

[0043] In addition, the environment recognition unit 61 grasps the presence outside the operation design area (hereinafter referred to as the restricted area) where level 3 automated driving is not permitted, based on the map data. As an example, the environment recognition unit 61 grasps, as outside the restricted area, an area where there is no high-precision map data (3D map data) for automated driving. As described above, the high-precision map data is map data with higher precision than the navigation map data (equivalent to 2D map data) used for route guidance. As another example, the environment recognition unit 61 grasps, as outside the restricted area, a driving section that requires the driver to monitor the surroundings, such as the merging section CfS described later.

[0044] Based on the recognition result of the driving environment by the environment recognition unit 61, the action determination unit 62 generates a planned driving line for driving the vehicle A. When the presence outside the restricted area is grasped by the environment recognition unit 61, the action determination unit 62 generates a planned driving line that avoids driving outside the restricted area. For example, as an avoidance action to avoid outside the restricted area, the action determination unit 62 can automatically perform a lane change (hereinafter referred to as automatic LC) to a lane that is not outside the restricted area. The operation execution unit 63, in cooperation with the driving control ECU 40, executes acceleration / deceleration control and steering control of the vehicle A according to the planned driving line generated by the action determination unit 62. Automatic LC is a driving control that does not impose an obligation on the driver to monitor the surroundings, and is a specific driving control excluding the lane keeping control for driving the vehicle A along the lane during driving.

[0045] Next, the details of the plurality of display devices, the audio device 24, the operation device 26, and the HCU 100 included in the HMI system will be described in order.

[0046] The plurality of display devices include a meter display 21, a center display (hereinafter referred to as CID) 22, a head-up display (hereinafter referred to as HUD) 23, and the like. The plurality of display devices may further include the displays EMB, EML, and EMR of the electronic mirror system. The meter display 21, CID 22, and HUD 23 present information through the driver's vision.

[0047] The meter display 21 and the CID 22 are configured mainly with, for example, a liquid crystal display or an OLED (Organic Light Emitting Diode) display. The meter display 21 and the CID 22 display various images on the display screen based on the control signal and video data acquired from the HCU 100. The meter display 21 is installed, for example, in front of the driver's seat. The CID 22 is installed, for example, above the center cluster. The CID 22 has a touch panel function and detects, for example, touch operations and swipe operations on the display screen by the driver or the like.

[0048] The HUD 23 projects the light of the image formed in front of the driver onto the projection area PA defined on the windshield WS or the like based on the control signal and video data acquired from the HCU 100. The light of the image reflected on the inner side of the vehicle compartment by the windshield WS is perceived by the driver sitting in the driver's seat. In this way, the HUD 23 displays a virtual image in the space in front of the projection area PA. The driver visually recognizes the virtual image within the viewing angle VA displayed by the HUD 23 by overlapping it with the foreground of the vehicle A.

[0049] The audio device 24 has a plurality of speakers installed in the vehicle compartment in an arrangement surrounding the driver. The audio device 24 reproduces a notification sound, an audio message, or the like in the vehicle compartment by the speakers based on the control signal and audio data acquired from the HCU 100. The audio device 24 presents information through the driver's hearing.

[0050] The operation device 26 is an input unit that receives user operations by the driver or the like. User operations related to the activation and stop of the automatic driving function, for example, are input to the operation device 26. The steering switch provided on the spoke portion of the steering wheel, the operation lever provided on the steering column portion, and the voice input device that recognizes the driver's speech content are included in the operation device 26.

[0051] In the HMI system, the HCU100 is an electronic control device that integrally controls the displays by the meter display 21, CID 22, and HUD 23. The HCU100 is a computer mainly including a control circuit having a processing unit 11, a RAM 12, a storage unit 13, an input / output interface 14, and a bus connecting these components.

[0052] The processing unit 11 is hardware for arithmetic processing coupled to the RAM 12. The processing unit 11 has a configuration including at least one arithmetic core such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit). The processing unit 11 may further have a configuration including an FPGA (Field-Programmable Gate Array), an NPU (Neural network Processing Unit), and an IP core with other dedicated functions. The RAM 12 may have a configuration including a video RAM for video data generation. The processing unit 11 executes various processes for realizing the presentation control method of the present disclosure by accessing the RAM 12. The storage unit 13 has a configuration including a non-volatile storage medium. Various programs (such as a presentation control program) executed by the processing unit 11 are stored in the storage unit 13.

[0053] By executing the presentation control program stored in the storage unit 13 by the processing unit 11, the HCU100 has a plurality of functional units that integrally control the presentation of information to the driver using each display device and the audio device 24. Specifically, functional units such as an information acquisition unit 71, a content mediation unit 72, and a presentation output unit 73 are constructed in the HCU100.

[0054] The information acquisition unit 71 acquires vehicle information indicating the state of the vehicle A from the communication bus 99. The vehicle information includes, for example, vehicle speed information and status information indicating the state of the automatic driving function. The information acquisition unit 71 acquires operation information indicating the content of the user operation from the CID 22, the operation device 26, the body ECU 27, and the like. The information acquisition unit 71 acquires content data necessary for displaying the video content CTV (see FIG. 14 and the like) described later. The content data is provided to the information acquisition unit 71 by a television tuner mounted on the vehicle A, an external media electrically connected to the HCU 100, and a user terminal such as a smartphone paired with the HCU 100.

[0055] The content mediation unit 72 selects and mediates the content to be displayed on each display device. The content mediation unit 72 comprehensively determines the priority of each content based on the acquisition information acquired by the information acquisition unit 71. The content mediation unit 72 selects the content determined to have a high priority as the content to be displayed. In addition, the content mediation unit 72 can sequentially change the display size and display layout of each content to be displayed on each display device according to the priority. As an example, the content mediation unit 72 increases the display size of the content with a higher priority. As another example, the content mediation unit 72 positions the content with a higher priority closer to the front side of each display area.

[0056] The presentation output unit 73 generates a control signal and video data to be provided to each display device and a control signal and audio data to be provided to the audio device 24 based on the acquisition information of the information acquisition unit 71 and the selection result of the content mediation unit 72. The presentation output unit 73 sequentially outputs the generated control signal, video data, audio data, etc. to each presentation device.

[0057] The above-mentioned autonomous driving ECU 50b and HCU 100 enable the performance of actions other than driving by the driver. More specifically, during the autonomous driving period in which the vehicle A autonomously drives by the level 3 autonomous driving function of the autonomous driving ECU 50b, the driver may be permitted to perform actions other than driving, namely, specific actions (hereinafter, second tasks) defined in advance. In this case, the driver is a person (passenger) who takes over the driving control right from the autonomous driving system 50 when leaving the limited area or in an emergency. Until a request for driving operation implementation by the autonomous driving system 50, that is, a takeover request (Take Over Request), occurs, the driver may be legally permitted to perform the second task.

[0058] The second task may be referred to as secondary activity or other activity, etc. It is stipulated that the second task must not prevent the driver from responding to a request for taking over the driving operation from the autonomous driving system 50. As an example, viewing of content such as videos (hereinafter, video content CTV, see FIG. 10), operation of a smartphone, and actions such as eating are assumed as the second task.

[0059] Here, for the transfer of driving from the autonomous driving system 50 to the driver, there are a handover in which the system side plans to transfer the control right to the driver at its own discretion and an override in which the driver acquires the control right at his or her own discretion in a highly urgent situation. A driving transfer that interrupts the second task being performed by the driver and causes the autonomous driving system 50 to transfer the driving operation to the driver corresponds to a handover.

[0060] As one of the scenes where a handover may occur, a scene of approaching a merge section CfS in a dedicated automobile road or an expressway while driving (see Fig. 4) is assumed. The merge section CfS is a connection section in the driving lane DL of the main line lane that is connected to the merge lane ML, and is a section from the merge start point P5 to the merge end point P6. The merge section CfS is set only in the driving lane DL, which is the lane to be merged, connected to the merge lane ML among the multiple lanes of the main line lane, and is not set in the overtaking lane PL. That is, the overtaking lane PL is within a limited area. If the merge lane ML is a road connected to the overtaking lane PL of the main line lane, the merge section CfS is set in the overtaking lane PL. The merge section CfS is in contact with a lane reduction point where the merge lane ML disappears in the traveling direction, the end point of the uphill lane, etc. However, the merge lane ML may be a lane that does not disappear in the traveling direction and branches off again from the driving lane DL.

[0061] Dedicated automobile roads and expressways are, in principle, set in limited areas. For such dedicated automobile roads and expressways, three-dimensional map data is also prepared in advance. Therefore, level 3 autonomous driving is possible. On the other hand, the merge section CfS is locally outside the limited area, and the merging of other vehicles from the merge lane ML into the driving lane DL is assumed, so the driving by the automatic driving function is restricted.

[0062] When the vehicle A driving in the driving lane DL approaches the merge section CfS, the automatic driving ECU 50b grasps the existence of the merge section CfS based on map data and the like. Based on the grasp of the merge section CfS existing in the traveling direction (S60), the automatic driving ECU 50b starts the automation level control process shown in Figs. 5 and 6. Hereinafter, the details of the automation level control process will be described with reference to Figs. 3 and 4 based on Figs. 5 and 6.

[0063] Based on the recognition of the merging section CfS, the automatic driving ECU 50b starts acquiring the driver's selection information (S61). The driver's selection information is operation information based on the driver's selection of whether to perform an automatic LC from the driving lane DL to the overtaking lane PL. The automatic driving ECU 50b cooperates with the HCU 100 and inquires the driver about the feasibility of performing the automatic LC. At this time, the automatic driving ECU 50b notifies the driver, through screen display such as the meter display 21, of the difference between the level 2 automatic driving control when continuing to drive in the driving lane DL and the level 3 automatic driving control when changing lanes to the overtaking lane PL. As an example, on the screen of the meter display 21, a selection screen SG (see FIG. 9) is displayed by the HCU 100. The automatic driving ECU 50b acquires the driver selection information grasped by the HCU 100 from the HCU 100.

[0064] Based on the driver selection information, the automatic driving ECU 50b determines whether the driver has selected to perform the automatic LC (S62). When the automatic driving ECU 50b determines that the driver has selected not to perform the automatic LC (S62: NO), it transitions to a state of waiting for the driver to change lanes to the overtaking lane PL (hereinafter, manual LC) (S69). On the other hand, when it is determined that the execution of the automatic LC has been selected (S62: YES), the automatic driving ECU 50b waits for the vehicle A to reach a predetermined point in front of the merging section CfS (hereinafter, LC start point P1) (S63: YES), and then determines to execute the automatic LC (S64). As a result, an attempt to perform an automatic LC to the overtaking lane PL is started.

[0065] Based on the situation of the overtaking lane PL, the automatic driving ECU 50b determines whether lane change is possible (S65). When the automatic driving ECU 50b determines that lane change is possible (S65: YES), it executes the automatic LC (S66). Such an automatic LC is an avoidance driving control to avoid entering the merging section CfS and becomes an avoidance action to avoid interruption of the second task. When the automatic LC is successful, the automatic driving ECU 50b continues the level 3 automatic driving in the overtaking lane PL.

[0066] On the other hand, while the lane change to the passing lane PL remains impossible (S65: NO), when vehicle A determines that it has passed a predetermined fixed point P3 (S67: YES), the automatic driving ECU50b stops the automatic LC (S68). In this case, the automatic driving ECU50b determines whether or not the manual LC by the driver to the passing lane PL has been successful (S69). Even when the automatic LC has failed, if the manual LC by the driver has been successful, the automatic driving ECU50b continues the level 3 automatic driving in the passing lane PL.

[0067] On the contrary, while being unable to move to the passing lane PL, when vehicle A passes a predetermined point (hereinafter referred to as the TOR point P4) before the merging section CfS (S70: YES), the automatic driving ECU50b cooperates with the HCU100 and requests the driver to take over the driving operation. Here, the automatic driving ECU50b performs the automatic LC at a timing when the driving handover time required for the handover of the driving from the automatic driving function to the driver can be secured before entering the merging section CfS. That is, it is desirable that the automatic LC be completed at least before the driving handover time at the timing of reaching the merging start point P5.

[0068] Here, the TOR point P4 is located closer to the merging start point P5 than the LC start point P1. The above LC start point P1 and TOR point P4, and the intermediate point P2 and the fixed point P3 set between them are set with reference to the merging start point P5. As will be described later, the positions of the respective points P1 to P4 with respect to the merging start point P5 may be appropriately changed according to the vehicle state of the host vehicle, the driver state, and the states of other vehicles around the host vehicle by the timing control by the automatic driving ECU50b and the HCU100.

[0069] As an example, the LC start point P1 is set at a position 1 km before the merging start point P5, or at a position about 30 seconds before reaching the merging start point P5. The TOR point P4 is set at a position 500 m before the merging start point P5, or at a position about 15 seconds before reaching the merging start point P5. Note that the section from the TOR point P4 to the merging start point P5 is the merging preparation section CpS located on the front side of the merging section.

[0070] When the automatic driving ECU 50b determines the passage of the TOR point P4, that is, the entry into the merging preparation section CpS, it determines whether the driving scene is such that the merging vehicle Ac traveling in the merging lane ML can be detected (S71). For example, when there is no wall or the like between the driving lane DL and the merging lane ML, the automatic driving ECU 50b determines that the merging vehicle Ac can be detected by the surrounding monitoring sensor 30. Also, when information on other vehicles traveling in the merging lane ML is sequentially transmitted to the vehicle's V2X communication device 39 by vehicle-to-roadside communication, the automatic driving ECU 50b determines that the merging vehicle Ac can be detected.

[0071] When the automatic driving ECU 50b determines that the merging vehicle Ac can be detected (S71: YES), while traveling in the merging preparation section CpS, it continuously determines the presence or absence of the merging vehicle Ac (S72). When the automatic driving ECU 50b grasps the presence of the merging vehicle Ac during the execution of hands-off driving (S72: YES), it switches from level 3 automatic driving to level 2 automatic driving (hands-on driving) (S77).

[0072] When the automatic driving ECU 50b passes the merging start point P5 without detecting the merging vehicle Ac (S73: YES), even in the merging section CfS, it grasps the presence or absence of the merging vehicle Ac traveling in the merging lane ML (S74). The automatic driving ECU 50b determines the automatic driving level in the merging section CfS according to the presence or absence of the merging vehicle Ac, which is a parallel vehicle traveling in the merging lane ML and intends to merge into the driving lane DL. When it is determined that the merging vehicle Ac traveling in the merging lane ML is not detected and there is no merging vehicle Ac approaching (S74: NO), the automatic driving ECU 50b switches from level 3 automatic driving to level 2 automatic driving (hands-off driving) (S75). As a result, during the period of traveling in the merging section CfS, the driver is responsible for the obligation to monitor the surroundings of the vehicle as a driving act (driving task). Note that the level 2 automatic driving may be implemented by the automatic driving ECU 50b or may be implemented by the driving support ECU 50a.

[0073] When the autonomous driving ECU 50b determines the presence of a merging vehicle Ac traveling in the merging lane ML (S74: YES), it further determines the control status of the autonomous driving of the merging vehicle Ac based on the information obtained through vehicle-to-vehicle communication or road-to-vehicle communication (S76). When the merging vehicle Ac is traveling by the autonomous driving function (S76: YES), the autonomous driving ECU 50b decides to continue hands-off driving without requesting the driver to hold the steering wheel (S75).

[0074] On the other hand, when it cannot be determined that the merging vehicle Ac is traveling by the autonomous driving function (S76: NO), the autonomous driving ECU 50b requests the driver to hold the steering wheel. Thereby, the autonomous driving ECU 50b switches the control from hands-off driving to hands-on driving in level 2 autonomous driving (S77). Note that the process of switching between hands-off driving and hands-on driving is also included in the determination of the autonomous driving level.

[0075] The autonomous driving ECU 50b continues to detect the merging vehicle Ac until it passes the merging end point P6. Then, when the vehicle A exits the merging section CfS at the merging end point P6 (S78: YES), the autonomous driving ECU 50b decides to resume level 3 autonomous driving based on the driver's approval (S79). Note that the resumption point that permits the resumption of level 3 autonomous driving and the second task may be appropriately changed by the timing control of the autonomous driving ECU 50b and the HCU 100, similar to P1 to P3.

[0076] When the driver fails to respond to the request for taking over the driving operation from the system, the automatic driving system 50 issues a warning to the driver while cooperating with the HCU 100 in the merging section CfS. Specifically, a notice for making a surrounding confirmation request (hereinafter referred to as the surrounding monitoring request notice Nt21), a notice for making a hands-on request (hereinafter referred to as the hands-on request notice Nt22), etc. are issued as warnings to the driver. In this case, the automatic driving system 50 continues the level 2 automatic driving or shifts to an emergency evacuation by the operation of MRM (Minimal Risk Maneuver). When shifting to MRM, a notice (hereinafter referred to as the MRM shift notice Nt23) for notifying the driver of the shift to MRM is issued.

[0077] In the approaching scene to the merging section CfS described so far, the HCU 100 performs a presentation control for interrupting the driver's secondary task and smoothly coping with the driving changeover. The interruption section TXS for interrupting the secondary task includes, in addition to the merging section CfS, a predetermined section in front of the merging section CfS (see FIG. 4). As an example, the merging preparation section CpS from the TOR point P4 to the merging start point P5 is set in the interruption section TXS together with the merging section CfS. A plurality of functional units for performing the handover process are constructed in the HCU 100 in front of such an interruption section TXS. Specifically, the HCU 100 further has functional units such as a surrounding state grasping section 81, a changeover control section 82, an integrated state estimation section 83, and a provision control section 84 based on a presentation control program.

[0078] The surrounding state grasping section 81 grasps the states of other vehicles traveling around the vehicle A based on the result information of the environmental recognition obtained from the environmental recognition section 61 of the automatic driving ECU 50b. Specifically, the surrounding state grasping section 81 grasps the detection results of other vehicles around the host vehicle such as the preceding vehicle and the rear-side vehicle before the start of the automatic LC. In addition, the surrounding state grasping section 81 grasps the detection results of the merging vehicle Ac traveling in the merging lane ML during the period of traveling in the merging section CfS.

[0079] The handover control unit 82 cooperates with the action determination unit 62 of the automatic driving ECU 50b to control the transfer of the control right related to the driving operation between the automatic driving system 50 and the driver. The handover control unit 82 grasps the input of the start operation by the driver in a limited area where level 3 automatic driving is possible, and starts the operation of level 3 automatic driving by the automatic driving ECU 50b.

[0080] In addition, when there is a possibility of entering outside the limited area such as the merging section CfS, the handover control unit 82 acquires a handover request from the action determination unit 62 and switches plannedly from automatic driving to manual driving. When the handover control unit 82 acquires a handover request from the action determination unit 62 during the automatic driving period in which the second task is permitted, it determines the interruption of the second task permitted to the driver based on the handover request.

[0081] The handover control unit 82 grasps the existence of the merging section CfS in the traveling direction based on the acquired information from the action determination unit 62. The handover control unit 82 acquires information such as the section length of the merging section CfS and the remaining distance to the interruption section TXS from the action determination unit 62. Based on such information, the handover control unit 82 directly or indirectly grasps the passing of each of the points P1 to P6. The handover control unit 82 cooperates with the action determination unit 62 to adjust each position (notification timing) with respect to the merging start point P5 and the merging end point P6. Based on the setting of each of the points P1 to P6, the handover control unit 82 grasps the schedule for the transition of the automatic driving level during the automatic driving period in which the vehicle A travels by the automatic driving function. Based on such information, the handover control unit 82 can further grasp the current situation and the planned future changes regarding the presence or absence of the driver's peripheral monitoring obligation, the presence or absence of the obligation to hold the steering wheel, etc.

[0082] The integrated state estimation unit 83 acquires the driver's state information from the driver monitor 29. In addition, the integrated state estimation unit 83 acquires information related to the driver's state output to the communication bus 99. The integrated state estimation unit 83 discriminates the type of the second task being performed by the driver, at least during the automatic driving period. Specifically, the integrated state estimation unit 83 selects the second task currently being performed by the driver from among the types of a plurality of types of second tasks assumed in advance.

[0083] For example, viewing of contents such as movies and audio books, viewing of TV, use of a smartphone, and other actions (such as eating) are assumed as the second task. The integrated state estimation unit 83 refers to the content reproduction information by the presentation output unit 73 and the operation information transmitted from a smartphone or the like, and selects the second task in progress. The integrated state estimation unit 83 may be able to estimate the second task performed by the driver by using a discriminator (discrimination logic) generated by, for example, machine learning.

[0084] The integrated state estimation unit 83 estimates the direction and degree of the driver's awareness based on the driver information acquired from the driver monitor 29. Specifically, the integrated state estimation unit 83 discriminates whether the driver's awareness is directed to driving or to the second task. If the integrated state estimation unit 83 does not visually recognize the front even once within a predetermined time (for example, 60 seconds, which can be appropriately changed), it determines that the awareness is directed to the second task. On the other hand, if the integrated state estimation unit 83 visually recognizes the front even once within the predetermined time, it determines that the awareness is directed to driving.

[0085] The integrated state estimation unit 83 may be able to grasp the characteristics of the individual sitting in the driver's seat as the driver. Such individual characteristic data is not limited to the data acquired in real time by the driver monitor 29, and may be the data stored in the storage unit 13 or the data provided from the user terminal. Further, the integrated state estimation unit 83 may be able to grasp whether the driver is in a state where he / she can take over the driving, that is, the driver's Readiness state, in a binary or multi-stage manner.

[0086] The provision control unit 84 controls, in cooperation with the content mediation unit 72, the method of providing content provided in relation to the second task during the automatic driving period in which the execution of the second task is permitted. Specifically, when the interruption of the second task is determined by the alternation control unit 82, the provision control unit 84 starts the presentation control process (see the main process in FIG. 7) together with the surrounding state grasping unit 81, the alternation control unit 82, and the integrated state estimation unit 83 based on this interruption determination (S10).

[0087] The provision control unit 84 continuously performs a plurality of driver notifications in relation to the automatic LC performed by the automatic driving ECU 50b as an avoidance action. Specifically, the presentation of the selection screen SG (see FIG. 9), the LC attempt notification Nt11 (see FIG. 14), the LC failure possibility notification Nt12 (see FIGS. 15 and 16), the LC execution notification Nt15 (see FIG. 17), and the LC failure notification Nt13 (see FIG. 19) are performed by the provision control unit 84. Further, when the automatic LC as an avoidance action fails, the provision control unit 84 performs a request notification (hereinafter, the RtI notification Nt14, see FIGS. 23 to 25) requesting the driver to take over the driving.

[0088] The provision control unit 84 causes the driver to select whether to perform the automatic LC as an avoidance action (S10a). When the driver selects to perform the automatic LC, the provision control unit 84 sets the notification start timing and the notification intensity for at least a part of each of the above notifications (S11). The provision control unit 84 changes the way of presenting the content prior to the interruption of the second task by the driver, in other words, prior to the interruption of the content provision by the HMI system (S12). In addition, after changing the way of presenting the content, the provision control unit 84 presents options for how to stop the content (S13). The provision control unit 84 presents options according to the type of the second task being performed by the driver based on the determination result by the integrated state estimation unit 83.

[0089] Furthermore, the provision control unit 84 grasps the user operation of the driver who selects the option, and learns how to stop the content preferred by each driver for each type of the second task (S14). When the entry of the vehicle A into the interruption section TXS is grasped by the alternation control unit 82, the provision control unit 84 sequentially executes the RtI (Request to Intervene) notification (S15) and the in-merge-section notification (S16). At this time, the provision control unit 84 jointly with the integrated state estimation unit 83 grasps the interruption timing at which the driver has finished the second task. Thereafter, when the vehicle A leaves the merge section CfS (interruption section TXS), the provision control unit 84 executes control to resume the provision of the interrupted content (S17).

[0090] The details of the sub-processes implemented in each step of the above presentation control process, together with the details of the information presentation by each display device and the like, will be further described with reference to FIGS. 1 to 7 based on FIGS. 8 to 28. In the example shown below, the video content CTV is displayed on the CID22 as the content related to the second task.

[0091] In the sub - process (S10a) that allows the driver to select whether to perform the automatic LC shown in FIG. 8, at S101, a selection screen SG (see FIG. 9) is presented to the driver, and the process proceeds to S102. The selection screen SG is displayed on the meter display 21. The selection screen SG notifies the driver that the continuation of the second task changes depending on whether the automatic LC is to be performed or not.

[0092] The selection screen SG is composed of display items such as an inquiry window Mw1, the own - vehicle status StA, an LC avoidance window Wdn, and an LC execution window Wdg. The inquiry window Mw1 is displayed at a position facing the upper edge of the display screen of the meter display 21. In the inquiry window Mw1, a message is described to inquire whether the driver desires to perform the automatic LC, such as "Do you want to perform an automatic lane change?"

[0093] The own - vehicle status StA includes an own - vehicle icon IcS, an own - vehicle lane icon LpS, and an adjacent - lane icon LpA that are substantially the same as the LC status StLC (see FIG. 14, etc.) described later. In addition, the own - vehicle status StA further includes an LC avoidance arrow IAd and an LC execution arrow IAp. The LC avoidance arrow IAd is in a shape indicating the traveling direction and is displayed above the own - vehicle icon IcS. The LC execution arrow IAp is in a curved shape indicating the traveling trajectory of the automatic LC and is displayed above - side of the own - vehicle icon IcS.

[0094] The LC avoidance window Wdn is displayed above the LC avoidance arrow IAd. When combined with the LC avoidance arrow IAd, the LC avoidance window Wdn notifies that when continuing to travel in the current driving lane DL without performing the automatic LC, the vehicle shifts from level 3 automatic driving to level 2 automatic driving. The LC avoidance window Wdn includes an NG button (NG icon) for canceling the execution of the automatic LC.

[0095] The LC execution window Wdg is displayed above the LC execution arrow IAp. When the LC execution window Wdg is combined with the LC execution arrow IAp, it notifies that when automatic LC is executed and a lane change is made to the adjacent passing lane PL, the level 3 automatic driving is not canceled and the continuation of the second task is possible. The LC execution window Wdg notifies the driver of the difference between the driving control by the automatic driving function when automatic LC is not executed and the driving control by the automatic driving function when automatic LC is executed, by being displayed side by side with the LC avoidance window Wdn. The LC execution window Wdg includes an OK button (OK icon) for approving automatic LC.

[0096] As described above, the selection screen SG clearly shows the driver, through each window Wdn, Wdg, that the restriction on driving by the automatic driving function (reduction of the automatic driving level) is alleviated by the automatic LC that moves from the driving lane DL during driving to the passing lane PL. The driver instructs the execution and non-execution of automatic LC by selecting one of the two windows Wdn, Wdg through the operation of the operation device 26.

[0097] In S102, it is determined whether there is a selection operation by the driver according to the selection screen SG. If it is determined in S102 that a selection operation has been input, the process proceeds to S104. On the other hand, if it is determined in S102 that no selection operation has been input, the process proceeds to S103. In S103, based on the elapsed time from the start of the display of the selection screen SG, it is determined whether the time reserved in advance for inquiring the driver has timed out. By the determination in S103, the input of the driver's selection operation is awaited until the selection screen SG times out.

[0098] When the driver's selection operation is correct or the time for the selection operation has timed out, in S104, the presentation of the selection screen SG is terminated and the process proceeds to S105. In S105, the input result of the selection operation is transmitted to the action determination unit 62 as the driver's selection information. Incidentally, when the selection screen SG times out without the driver's selection operation being input, the action determination unit 62 determines to execute automatic LC.

[0099] In the sub - process (S11) for setting the notification timing and notification intensity shown in FIG. 10, in S111, the driver state estimated by the integration state estimation unit 83 is acquired, and the process proceeds to S112. In S111, at least the direction of the driver's awareness is grasped as the driver state. In S112, the states of other vehicles around the host vehicle grasped by the surrounding state grasping unit 81 are acquired, and the process proceeds to S113. In S112, at least the presence or absence of the preceding vehicle and the rear - side vehicle are grasped as the surrounding state of the host vehicle.

[0100] In S113, based on the driver state grasped in S111 and the surrounding state grasped in S112, the start timing and notification intensity of the LC attempt notification Nt11, the LC failure possibility notification Nt12, and the LC failure notification Nt13 are set, and the process returns to S12 in the main process. In S113, the states regarding the direction of the driver's awareness, the presence or absence of the preceding vehicle, and the presence or absence of the rear - side vehicle are applied to the notification setting table (see FIG. 11), and according to this notification setting table, each notification timing and notification intensity are set.

[0101] According to the notification setting table shown in FIG. 11, when the driver's awareness is directed towards driving, even if there is a preceding vehicle or a rear - side vehicle, the notification timing and notification intensity are each set to "normal". On the other hand, when neither the preceding vehicle nor the rear - side vehicle exists, regardless of the direction of the driver's awareness, the notification timing is set to be "slower" than normal. In this case, the notification intensity is also set to be "weaker" than normal. In contrast, when at least one of the preceding vehicle and the rear - side vehicle exists and the driver's awareness is directed towards the second task, the notification timing is set to be "earlier" than normal. In this case, the notification intensity is also set to be "stronger" than normal.

[0102] The notification timing is set as an example of the timing control shown in FIG. 12. When the notification timing is set to "normal", it is the LC start point P1 where the LC attempt notification Nt11 is started, and the LC start point P1 where the automatic LC attempt is started is set 2 km before the merging start point P5. Also, the intermediate point P2 where the LC failure possibility notification Nt12 is started is set 1.5 km before the merging start point P5. Furthermore, the confirmation point P3 where the LC failure notification Nt13 is started is set 1 km before the merging start point P5.

[0103] On the other hand, when the notification timing is set to be "slower" than normal, each point P1 to P3 where each notification is started is set at a position approximately 500 m closer to the merging start point P5 than each normal distance serving as a reference. In contrast, when the notification timing is set to be "faster" than normal, each point P1 to P3 where each notification is started is set at a position approximately 500 m farther from the merging start point P5 than each normal distance serving as a reference. Note that each point P1 to P3 and each adjustment amount can be appropriately adjusted according to, for example, the traveling speed of vehicle A. Also, it may be adjusted based on time instead of distance.

[0104] In the sub - process (S12) that changes the way of presenting the content shown in FIG. 13, in S121, it is determined whether vehicle A has passed the LC start point P1. In S121, it waits for vehicle A to reach the start point P1. When it is determined in S121 that vehicle A has passed the LC start point P1, the process proceeds to S122. In S122, the LC attempt notification Nt11 is started so as to be synchronized with the start of the automatic LC attempt by the automatic driving system 50, and the process proceeds to S123.

[0105] In the LC attempt notification Nt11 etc. shown in FIG. 14, information presentation in which the meter display 21, CID22, and HUD23 are coordinated is performed. In the LC attempt notification Nt11, an LC status StLC indicating the state of the automatic LC is displayed on the meter display 21. The LC status StLC includes a self - vehicle icon IcS, a self - vehicle lane icon LpS, an adjacent lane icon LpA, an other - vehicle icon IcX, a detection icon IdD, and a detection frame IdF.

[0106] The bicycle icon IcS is an image part imitating a bicycle. The bicycle icon IcS is displayed approximately in the center of the LC status StLC. The bicycle lane icon LpS is a linear image part displayed on both the left and right sides of the bicycle icon IcS. The bicycle lane icon LpS indicates the bicycle lane on which the bicycle is traveling by being displayed with the bicycle icon IcS in between. Of the bicycle lane icons LpS, the one displayed on the moving side (right side) in the automatic LC with respect to the bicycle icon IcS is drawn in a dashed line in the LC attempt notification Nt11. On the other hand, of the bicycle lane icons LpS, the one displayed on the side opposite to the moving direction in the automatic LC (left side) with respect to the bicycle icon IcS is drawn in a solid line.

[0107] The adjacent lane icon LpA is a solid-line image part extending along the bicycle lane icon LpS. The adjacent lane icon LpA indicates the adjacent lane that will be the destination in the automatic LC together with the bicycle lane icon LpS on one side (right side) drawn in a dashed line. The other vehicle icon IcX is displayed based on the recognition result of the environment recognition unit 61 and indicates the presence of actual other vehicles traveling around the own vehicle. When there is a preceding vehicle in the own vehicle lane, the other vehicle icon IcX is displayed above the bicycle icon IcS. When there is a vehicle traveling parallel in the adjacent lane, the other vehicle icon IcX is displayed beside the bicycle icon IcS in an arrangement reflecting the positional relationship with the own vehicle.

[0108] The detection icon IdD is displayed overlapping a part of the bicycle icon IcS. The detection icon IdD indicates that detection of other vehicles is being performed for the automatic LC. The detection frame IdF is displayed in a rectangular frame shape surrounding the other vehicle icon IcX corresponding to the other vehicle when an other vehicle that obstructs the automatic LC is detected.

[0109] In CID22, during the automatic driving period, video content CTV related to the second task is being displayed. The video content CTV is movies, television broadcasts, etc. When the LC attempt notification Nt11 is carried out, in addition to the video content CTV, an LC message window CTm is also displayed on CID22.

[0110] The LC message window CTm is displayed outside the display area of the video content CTV on the display screen of CID22. As an example, the LC message window CTm is displayed at a position facing the upper edge of the display screen. In the LC message window CTm, messages indicating the operating state of the automatic driving system 50 that attempts automatic LC, such as "For the upcoming merge, changing lanes to the passing lane (searching)", are described.

[0111] In the LC attempt notification Nt11, the HUD23 displays the peripheral status VIst, the route notification window VIg, the upper edge message window VIm1, etc. within the viewing angle VA together with the digital speedometer VIsp, etc. The peripheral status VIst is displayed approximately at the center within the viewing angle VA. The peripheral status VIst indicates the status of automatic LC, similar to the LC status StLC of the meter display 21. Specifically, the peripheral status VIst notifies that the vehicle is searching for a moving space during automatic LC and that there are other vehicles that interfere with automatic LC.

[0112] The route notification window VIg is displayed beside the peripheral status VIst and notifies information related to route guidance. Messages such as "There is a merge section ahead" are described in the route notification window VIg. The upper edge message window VIm1 is displayed at the center of the upper edge of the viewing angle VA. Messages indicating the operating state of the automatic driving system 50, similar to the LC message window CTm of CID22, are described in the upper edge message window VIm1. Messages such as "Searching for the lane change destination" are displayed in the upper edge message window VIm1.

[0113] In S123 shown in FIG. 13, it is determined whether automatic LC is possible. If automatic LC is possible, the process proceeds to S128. On the other hand, if automatic LC is not possible, the process proceeds to S124. In S124, it is determined whether vehicle A has passed the intermediate point P2. If it is determined in S124 that vehicle A has not passed the intermediate point P2, the process returns to S123. On the other hand, if it is determined in S124 that vehicle A has passed the intermediate point P2, the process proceeds to S125. In S125, the LC failure possibility notification Nt12 is started, and the process proceeds to S126. In S126, the way of outputting video content CTV etc. is changed, and the process proceeds to S127. Note that the timing of changing the provision method of video content CTV etc. may be substantially the same as the start timing of the LC failure possibility notification Nt12.

[0114] In the LC failure possibility notification Nt12 shown in FIGS. 15 and 16, display according to the notification intensity is performed. When the notification intensity is set to "weak" or "normal", the LC failure possibility notification Nt12 shown in FIG. 15 is performed. In this case, the background colors of the LC message window CTm and the upper edge message window VIm1 are changed to colors indicating attention, such as from green etc. to yellow or amber etc. In addition, the display contents of the LC message window CTm and the upper edge message window VIm1 are changed from the LC attempt notification Nt11.

[0115] Specifically, for example, a message such as "Due to surrounding congestion, there may be a possibility that lane change cannot be performed (searching)" is described in the LC message window CTm. Similarly, for example, a message such as "Searching for lane change (with possibility of failure)" is described in the upper edge message window VIm1. Each message in the LC message window CTm and the upper edge message window VIm1 notifies the driver that although the attempt of automatic LC is continuing, there may be a possibility that automatic LC cannot be executed.

[0116] In addition, in the LC failure possibility notification Nt12, the display of the video content CTV of CID22 is changed. When the notification intensity is "weak" or "normal", the provision control unit 84 increases the playback speed of the video content CTV. As an example, the video content CTV is played back at 3 times the normal speed. At this time, a message indicating the playback state such as "Playing at 3 times the speed" is superimposed on the video content CTV.

[0117] According to the change in the provision method as described above, since the driver can quickly understand the subsequent content of the video content CTV, it becomes easier for the driver to quickly stop watching the video content CTV. For example, a driver watching a soccer game or the like can autonomously interrupt the video viewing if they know that boring content will continue for a while due to playback at a specific multiple speed. On the contrary, if they know that the content will be interesting, the driver will consider watching it at the correct playback speed later and autonomously interrupt the video viewing.

[0118] On the other hand, when the notification intensity is set to "strong", the LC failure possibility notification Nt12 shown in FIG. 16 is implemented. Even in this case, the LC message window CTm and the upper edge message window VIm1 are changed to display contents different from those of the LC attempt notification Nt11, and notify the possibility of failure of the automatic LC. In addition, in CID22, the LC message window CTm is expanded downward. As a result, the display area of the video content CTV is reduced. The display area of the video content CTV may be reduced while maintaining the aspect ratio, or may be hidden on the upper side by the LC message window CTm. According to such a change in the provision method, it becomes difficult to watch the video content CTV, which has been made small at the lower corner, so the driver will autonomously interrupt the video viewing.

[0119] In S127 shown in FIG. 13, it is determined again whether automatic LC is possible. If it is determined in S127 that automatic LC is not possible, the process proceeds to S129. In S129, it is determined whether vehicle A has passed the fixed point P3. If it is determined in S129 that vehicle A has not passed the fixed point P3, the process returns to S127. On the other hand, if it is determined in S129 that vehicle A has passed the fixed point P3, the process returns to S13 in the main process.

[0120] On the contrary, in S128 when it is determined in S123 or S127 that automatic LC is possible, the LC execution notification Nt15 shown in FIG. 17 is started. In the LC execution notification Nt15, information presentation of the same content is performed regardless of the notification intensity. In the LC execution notification Nt15, the display contents of the LC message window CTm and the upper edge message window VIm1 are changed from the LC attempt notification Nt11 and the LC failure possibility notification Nt12.

[0121] Specifically, for example, a message such as "For the upcoming merge, change lanes to the passing lane (in progress)" is described in the LC message window CTm. Similarly, for example, a message such as "Perform lane change" is described in the upper edge message window VIm1. The messages in the LC message window CTm and the upper edge message window VIm1 notify the driver that the automatic LC has shifted to the execution state. Note that each background color in the LC execution notification Nt15 is the same as that in the LC attempt notification Nt11.

[0122] In the LC execution notification Nt15, the playback of the video content CTV continues as normal. In addition, since there is no other vehicle interfering with the automatic LC, the display of the other vehicle icon IcX and the detection frame IdF in the LC status StLC is terminated. Similarly, the surrounding status VIst also shows a display indicating a state where automatic LC is possible.

[0123] In the sub - process (S13) for allowing the selection of the method of pausing the content shown in FIG. 18, at S131, it is determined whether the automatic LC has succeeded. If it is determined at S131 that the automatic LC has succeeded, the process returns to S14 in the main process. On the other hand, if it is determined at S131 that the automatic LC has failed, the process proceeds to S132. At S132, the LC failure notification Nt13 is started, and the process proceeds to S133.

[0124] In the LC failure notification Nt13 shown in FIG. 19, the display contents of each of the LC message window CTm and the upper - edge message window VIm1 are further changed from the LC failure possibility notification Nt12. Specifically, in the LC message window CTm, a message such as "Lane change has been interrupted. Please prepare for alternation" is described. Similarly, in the upper - edge message window VIm1, a message such as "Lane change has been interrupted" is displayed. The messages in the LC message window CTm and the upper - edge message window VIm1 notify the driver that the attempt of the automatic LC has ended in failure. Note that each background color in the LC failure notification Nt13 is the same as that in the LC failure possibility notification Nt12.

[0125] At S133 shown in FIG. 18, the type of the second task being performed by the driver is discriminated, and based on the discrimination result, the process proceeds to any one of S134 - S137. If it is discriminated at S133 that a video content CTV recorded on a medium such as a movie and an audio book is being viewed, the process proceeds to S134. If it is discriminated at S133 that a TV broadcast is being viewed, the process proceeds to S135. If it is discriminated at S133 that a smartphone or the like is being operated, the process proceeds to S136. If it is discriminated at S133 that some other action is being performed, the process proceeds to S137.

[0126] In S134 to S137, a stop method selection notification Nt13a for presenting options for stopping the content is started. The stop method selection notification Nt13a is a notification included in the LC failure notification Nt13. As shown in FIG. 20, in the stop method selection notification Nt13a, selection buttons CTs1 and CTs2 for selecting a way to stop the video content CTV and selection icons VIs1 and VIs2 are displayed on the CID22 and HUD23, respectively.

[0127] The selection buttons CTs1 and CTs2 are displayed on the display screen of the CID22. As an example, the selection buttons CTs1 and CTs2 are displayed superimposed on the video content CTV. Each of the selection buttons CTs1 and CTs2 has a character string specifically specifying a method for interrupting the content (second task) described therein. Each of the selection buttons CTs1 and CTs2 is a touch icon that can be touched by the user. The driver can select a way to stop the provided content (second task) by inputting a touch operation to the selection buttons CTs1 and CTs2. Note that in the stop method selection notification Nt13a when the notification intensity is set to "stronger", the LC message window CTm may remain in an enlarged state.

[0128] The selection icons VIs1 and VIs2 are displayed within the viewing angle VA by the HUD23. By displaying the selection icons VIs1 and VIs2, the driver can select a method for interrupting the second task while keeping the line of sight forward. The selection icons VIs1 and VIs2 present substantially the same options as the selection buttons CTs1 and CTs2. That is, each of the selection icons VIs1 and VIs2 also has a character string specifically specifying a method for interrupting the content (second task) described therein. The selection icons VIs1 and VIs2 can be selected by a user operation on the operation device 26. Of the selection icons VIs1 and VIs2, a selection frame VIf is displayed on one of them that is being selected. The selection icon VIs1 on which the selection frame VIf is displayed is displayed in a more eye-catching (brighter) state than the other selection icon VIs2. The driver can select the selection icon VIs1 on which the selection frame VIf is displayed by inputting a determination operation to the operation device 26.

[0129] As shown in FIGS. 18 and 20, the stop method options presented to each selection button CTs1, CTs2 and each selection icon VIs1, VIs2 are set in S134 to S137 based on the result of the type determination in S133. As an example, in the stop method selection notification Nt13a based on S134, the stop methods of "audio playback" and "pause" are presented to each selection button CTs1, CTs2 and each selection icon VIs1, respectively.

[0130] Also, in the stop method selection notification Nt13a based on S135, the stop methods of "recording" and "audio playback" are presented to each selection button CTs1, CTs2 and each selection icon VIs1, VIs2, respectively. Further, in the stop method selection notification Nt13a based on S136, the stop methods of "standby" and "audio playback" are presented to each selection button CTs1, CTs2 and each selection icon VIs1, VIs2, respectively. And in the stop method selection notification Nt13a based on S137, the names of service areas and the like that can be used as rest places are described for each selection button CTs1, CTs2 and each selection icon VIs1, VIs2. In this case, the driver can set the next rest place as the destination by a selection operation.

[0131] Furthermore, in the LC status StLC presented in the stop method selection notification Nt13a, with the cancellation of the automatic LC, the display of the detection icon IdD and the detection frame IdF ends. In addition, based on the confirmation of the entry of the host vehicle into the merging section CfS, a merging lane icon LpM is further displayed. The merging lane icon LpM is a solid-line image portion extending along the host vehicle lane icon LpS. The merging lane icon LpM, together with the host vehicle lane icon LpS, notifies the driver of the existence of the merging lane ML. Note that the start of the display of the merging lane icon LpM may be after passing through the TOR point P4. Also, the peripheral status VIst by the HUD23 is changed from a state indicating the standby state of the automatic LC to a state indicating the monitoring of the merging lane ML.

[0132] In S138, the learning data in which the selection of the driver is learned is read from the storage unit 13. Then, one of the options presented to the driver is set as the initial setting, and the process returns to S14 of the main process. Specifically, in S138, a selection frame VIf is displayed on one of the plurality of selection icons VIs1, VIs2. In addition, in S138, one of the plurality of selection buttons CTs1, CTs2 displayed on the display screen of CID22 is displayed in a state with higher visibility (display luminance) than the others.

[0133] The LC attempt notification Nt11, LC failure possibility notification Nt12, LC failure notification Nt13, and stop method selection notification Nt13a described so far can function as a monitoring notice notification for notifying a change in the presence or absence of the peripheral monitoring obligation, or an end notice notification of the second task. As an example, in the first embodiment, the LC failure notification Nt13 and the stop method selection notification Nt13a are regarded as a monitoring notice notification for notifying a change in the presence or absence of the scheduled peripheral monitoring obligation, that is, a change from a state without the peripheral monitoring obligation to a state with it. On the other hand, at a timing different from that of the LC failure notification Nt13 and the stop method selection notification Nt13a, the LC failure possibility notification Nt12 implemented before these notifications is regarded as an end notice notification of the second task.

[0134] In addition, in the first embodiment, when watching the video content CTV as the second task, while interrupting the display of the video content CTV, the process of continuing the audio output is implemented by the LC failure possibility notification Nt12 as an end notice notification. The interruption of the display in this case includes doubling the display speed of the video content CTV and hiding most of the video content CTV with other images.

[0135] In the sub - process (S14) of learning how to stop the content shown in FIG. 21, at S141, similar to S133 (refer to FIG. 18), the type of the second task being executed by the driver is discriminated, and the process proceeds to any one of S142 - S145. In S142 - S145, it is determined whether the driver has selected the same way of stopping as at the time of the previous second - task interruption. If it is determined in S142 - S145 that the driver has made the same selection as before, the process proceeds to S146 - S149. In S146 - S149, the current and previous selections are set to the initial display of each second task, and the process returns to S15 in the main process. The setting of the initial display by S146 - S149 is referred to at S138 (refer to FIG. 18) after the next time. On the other hand, if it is determined in S142 - S145 that the driver has made a different selection from before, S146 - S149 are skipped, and the process returns to S15 in the main process.

[0136] In the sub - process (S15) of performing the RtI notification Nt14 shown in FIG. 22, at S151, it is determined whether vehicle A has passed the TOR point P4. At S151, it waits for vehicle A to reach the TOR point P4. The TOR point P4 is set at a position that is a predetermined time (for example, 15 seconds) before the confluence start point P5 (confluence section CfS) where the automatic driving function reaches its functional limit. If it is determined at S151 that vehicle A has passed the TOR point P4, the process proceeds to S152.

[0137] At S152, the notification intensity set at S113 (refer to FIG. 9) is acquired, and the process proceeds to S153. At S153, the way of stopping the content selected by the driver is acquired, and the process proceeds to S154. At S154, while interrupting the content provision in the way of stopping selected at S153, the RtI notification Nt14 corresponding to the notification intensity acquired at S153 is started, and the process returns to S16 in the main process.

[0138] Figures 23 to 25 show specific examples of the RtI notification Nt14. In the RtI notification Nt14, the display contents of the LC message window CTm and the upper-edge message window VIm1 are changed from the LC failure notification Nt13. In addition, the background colors of the LC message window CTm and the upper-edge message window VIm1 are changed to red etc. respectively. Specifically, messages such as "Please change the driver" are displayed in the LC message window CTm and the upper-edge message window VIm1 respectively.

[0139] In addition, in the RtI notification Nt14, the content of the route notification window VIg is changed to a description such as "This is a merging section". In addition, in the LC status StLC of the meter display 21, one's own vehicle lane icon LpS close to the merging lane icon LpM is changed from a solid line shape to a dashed line shape.

[0140] The RtI notification Nt14 is implemented with content according to the notification intensity. Specifically, in the RtI notification Nt14 when the notification intensity is set to "weak", as shown in Figure 23, the provision of the video content CTV is interrupted in the way of stopping selected by the driver. Also, when the notification intensity is "weak", the audio notification using the notification sound is not implemented.

[0141] Even in the RtI notification Nt14 when the notification intensity shown in Figure 24 is set to "normal", the provision of the video content CTV is interrupted in the way of stopping selected by the driver. Also, in the RtI notification Nt14 with the notification intensity of "normal", a relatively soft-toned notification sound is reproduced by the audio device 24. In addition, the HUD23 further displays the lower-edge message window VIm2. In the lower-edge message window VIm2, a message prompting to be vigilant about the surroundings of the own vehicle, such as "Please pay attention to the surroundings", is described.

[0142] In the RtI notification Nt14 when the notification intensity shown in FIG. 25 is set to "stronger", the LC message window CTm is further enlarged compared to the LC failure possibility notification Nt12 and the LC failure notification Nt13. The video content CTV is covered by the LC message window CTm and becomes invisible. Also, in the RtI notification Nt14 with the notification intensity of "stronger", a strong warning sound is played by the audio device 24. Incidentally, the HUD 23 displays a message such as "Please pay attention to the surroundings" in the lower edge message window VIm2 as in the case where the notification intensity is "normal".

[0143] Incidentally, when the notification intensity is "normal" and "stronger", there are other vehicles around the host vehicle. Therefore, the LC status StLC of the meter display 21 and the surrounding status VIst by the HUD 23 notify other vehicles traveling around the host vehicle, and jointly with the lower edge message window VIm2, prompt the driver to be vigilant about the surroundings of the host vehicle.

[0144] In the sub - process (S16) for performing in - notification during the merging section shown in FIG. 26, at S161, it is determined whether vehicle A has passed the merging start point P5. At S161, it waits for vehicle A to reach the merging start point P5. If it is determined at S161 that vehicle A has passed the merging start point P5, the process proceeds to S162.

[0145] At S162, it is determined whether the driver has checked the front. If it is determined at S162 that the driver has checked the front, the process proceeds to S164. On the other hand, if it is determined at S162 that the driver has not checked the front, the process proceeds to S163. At S163, a surrounding monitoring request notification Nt21 is sent to the driver, and the process proceeds to S164. The surrounding monitoring request notification Nt21 notifies that the presence or absence of the surrounding monitoring obligation has changed, more specifically, that the state has changed from a state without the surrounding monitoring obligation to a state with the surrounding monitoring obligation.

[0146] At S164, it is determined whether or not the merging vehicle Ac has been detected. If it is determined at S164 that the merging vehicle Ac has not been detected, the process proceeds to S166. On the other hand, if it is determined at S164 that the merging vehicle Ac has been detected, the process proceeds to S165. At S165, a hands-on request for requiring the driver to grip the steering wheel is notified to the driver, and the process proceeds to S166.

[0147] At S166, a determination of transition to MRM is performed. Specifically, at S166, it is determined whether or not a predetermined time (for example, about 15 seconds) has elapsed since the surrounding monitoring request notification Nt21 in S163 or the hands-on request notification Nt22 in S165. If neither the surrounding monitoring request nor the hands-on request has been notified, or if the driver has appropriately responded to the surrounding monitoring request and the hands-on request, the process returns from S166 to S17 of the main process.

[0148] On the other hand, if a predetermined time has elapsed without the driver performing a forward check from the surrounding monitoring request notification Nt21 in S163, the process proceeds from S166 to S167. Similarly, if a predetermined time has elapsed without the driver gripping the steering wheel from the hands-on request notification Nt22 in S165, the process proceeds from S166 to S167. At S167, an MRM transition notification Nt23 is started so as to be synchronized with the transition to MRM by the automatic driving system 50, and the process returns to S17 of the main process.

[0149] Note that the automatic driving level temporarily changes to level 2 in the merging section CfS, but after passing through the merging section CfS, it will change back to level 3. Therefore, due to a temporary change in the automatic driving level, if the driver only fails to satisfy the conditions for avoiding transition to MRM and transitions to MRM, it may rather cause annoyance to the driver. Therefore, at S166, if, after a time shorter than 15 seconds (for example, 5 seconds), the driver has not gripped the steering wheel and then transitions to the level 3 automatic driving, only a predetermined caution notification is given to the driver so as not to transition to MRM. In this case, as the caution notification, a notification instructing the driver to perform correct operations from the next time onward is given to the driver.

[0150] In the sub - process (S17) that controls the resumption of content provision shown in FIG. 27, at S171, it is determined whether vehicle A has passed the merging end point P6. At S171, it waits for vehicle A to reach the merging end point P6. If it is determined at S171 that vehicle A has passed the merging start point P5, the process proceeds to S172.

[0151] At S172, it is determined whether the road being traveled is congested. The congestion determination is performed, for example, based on vehicle speed information and the detection results of other vehicles by the environment recognition unit 61. If it is determined at S172 that it is congested, the process proceeds to S174. As described above, when the vehicle travels through a congested section, the timing control for resuming content provision is aborted.

[0152] On the other hand, if it is determined at S172 that it is not congested, the process proceeds to S173. At S173, the point where the driver has finished the second task, that is, the interruption timing, is determined. At S174 - S176, the resumption point for permitting the resumption of the provision of video content CTV, etc., that is, the permission timing, is changed according to the interruption timing.

[0153] Specifically, if the driver has finished the second task immediately after the RtI notification Nt14, that is, in the first half of the section from the TOR point P4 to the merging start point P5 (see FIG. 4 TA), the process proceeds from S173 to S174. At S174, the merging end point P6 is set as the resumption point, and the process proceeds to S178.

[0154] On the other hand, if it is determined at S173 that the driver has completed the second task in the second half of the section from the TOR point P4 to the merging start point P5 (see FIG. 4 TB), the process proceeds to S175. At S175, a point 500 m from the merging end point P6 is set as the restart point, and the process proceeds to S177. Further, if it is determined at S173 that the driver has completed the second task after passing the merging start point P5 (see FIG. 4 TC), the process proceeds to S176. At S176, a point 1 km from the merging end point P6 is set as the restart point, and the process proceeds to S177. As described above, the interruption time of the second task is generally maintained constant. Therefore, the earlier the driver interrupts the second task, the earlier the second task can be restarted. Note that the distance from the merging end point P6 to each restart point may be changed as appropriate.

[0155] At S177, upon passing the merging end point P6, the restart point of the level 3 automated driving is displayed. In addition, at S177, the reason for the delay in restarting the second task is further notified, and the process proceeds to S178. At S178, a restart proposal notification Nt31 for proposing the restart of the second task is executed at the restart point set at S174 to S176, and a series of presentation control processes is terminated.

[0156] In the restart proposal notification Nt31 shown in FIG. 28, the display of the LC message window CTm and the upper edge message window VIm1 is terminated. In addition, in the restart proposal notification Nt31, a restart button CTr for instructing the restart of content provision and a restart icon VIr are displayed on CID22 and HUD23, respectively. The restart button CTr is displayed over the video content CTV etc. whose provision has been interrupted on the display screen of CID22. The restart button CTr has, for example, characters such as "Restart" described thereon. The restart icon VIr is displayed at the center of the lower edge of the viewing angle VA of HUD23. The restart icon VIr has, for example, characters such as "Do you want to restart?" described thereon. The driver restarts the playback of the video content CTV etc. whose provision has been interrupted by a touch operation on the restart button CTr or an operation on the operation device 26 for selecting the restart icon VIr.

[0157] Based on FIGS. 29 and 30, while referring to FIG. 4, the details of the display transition of the LC status StLC displayed in the interruption process of the above second task will be further organized and described.

[0158] FIG. 29 shows the display transition when the automatic LC fails. In the own vehicle lane display MH1 before the vehicle A reaches the LC start point P1, only the own vehicle icon IcS and the own vehicle lane icon LpS are displayed in the LC status StLC. When the automatic LC is not activated, even if there are adjacent lanes, the adjacent lane icon LpA is not displayed.

[0159] When the vehicle A is traveling from the LC start point P1 to the TOR point P4, with the activation of the automatic LC, the LC status StLC transitions from the own vehicle lane display MH1 to the LC side lane additional display MH2. In the LC side lane additional display MH2, the adjacent lane icon LpA is further displayed. In addition, the own vehicle lane icon LpS adjacent to the adjacent lane icon LpA changes from a solid line to a dashed line. Note that the actual lane line on the merging lane ML side may be dashed. However, in the LC side lane additional display MH2, the left own vehicle lane icon LpS is displayed as a solid line.

[0160] When the vehicle A is traveling from the TOR point P4 to the merging end point P6, the LC status StLC transitions from the LC side lane additional display MH2 to the merging lane additional display MH3. In the merging lane additional display MH3, the merging lane icon LpM is further displayed. In addition, the own vehicle lane icon LpS close to the merging lane icon LpM changes from a solid line to a dashed line.

[0161] Furthermore, when the merging vehicle Ac is detected by the environment recognition unit 61, the merging lane additional display MH3 becomes the merging vehicle display MH4. In the merging vehicle display MH4, the other vehicle icon IcX is displayed between the merging lane icon LpM and the own vehicle lane icon LpS. The display position of the other vehicle icon IcX changes according to the relative position of the merging vehicle Ac. When the vehicle A passes the merging end point P6, the LC status StLC returns to the own vehicle lane display MH1 that displays only the own vehicle icon IcS and the own vehicle lane icon LpS.

[0162] Figure 30 shows the display transition when the automatic LC is successful. Also in this case, before the vehicle A reaches the LC start point P1, the LC status StLC is the own vehicle lane display MH1 that displays the own vehicle icon IcS and the own vehicle lane icon LpS (only). With the start of the automatic LC, the LC status StLC transitions to the LC side lane additional display MH2. As a result, the adjacent lane icon LpA is further displayed.

[0163] When the automatic LC transitions from the standby state to the execution state, the LC status StLC is changed to the LC execution display MH5. In the LC execution display MH5, as the vehicle A moves laterally, the own vehicle lane icon LpS and the adjacent lane icon LpA move in the direction opposite to the moving direction of the vehicle A with respect to the own vehicle icon IcS. At this time, the display position of the own vehicle icon IcS is maintained approximately at the center of the LC status StLC. Due to the movement of the own vehicle lane icon LpS and the adjacent lane icon LpA, the own vehicle icon IcS moves between the own vehicle lane icon LpS and the adjacent lane icon LpA. When the automatic LC is completed, the display of the own vehicle lane icon LpS on the side far from the own vehicle icon IcS ends. Furthermore, the other own vehicle lane icon LpS whose display continues is changed from a dashed line state to a solid line state. As described above, the LC status StLC returns to the own vehicle lane display MH1.

[0164] In the first embodiment described so far, when the interruption of the second task is determined during the automatic driving period, the method of providing the content provided in relation to the second task is changed. Therefore, the driver can recognize the current situation where a driving change from the automatic driving function is required from the change in the method of providing the content. According to the above, it becomes easier to obtain the driver's acceptance of the interruption of the second task by the system's judgment. Therefore, the driver's discomfort when the second task is interrupted can be reduced, and thus the convenience of the driver related to the driving change can be improved.

[0165] In addition, in the first embodiment, when the interruption of the second task is determined during the automatic driving period, an option for selecting the method of interrupting the content provided in relation to the second task is presented. Therefore, the driver can recognize the current situation where a driving change from the automatic driving function is required through the operation of selecting the interruption method based on the option. According to the above, it becomes easier to obtain the driver's acceptance of the interruption of the second task by the system's judgment. Therefore, the driver's discomfort when the second task is interrupted can be reduced, and thus the convenience of the driver related to the driving change can be improved.

[0166] Also, in the first embodiment, before the stop method selection notification Nt13a for presenting the option is implemented, the method of providing the video content CTV is changed. As described above, if the process of changing the way of presenting the video content CTV and the process of presenting the option are sequentially implemented, it becomes easier for the driver to shift the direction of consciousness from the second task to driving. As a result, the possibility that the interruption of the second task is felt as uncomfortable can be further reduced.

[0167] Furthermore, in the first embodiment, options corresponding to the type of the second task being executed by the driver are presented in the stop method selection notification Nt13a. According to the above, the driver can select his preferred interruption method from among the options for the interruption method appropriately set according to the second task being executed. In this way, by reducing the sense of discomfort of the options, it becomes easier for the driver to gain a sense of acceptance for the interruption of the second task.

[0168] In addition, in the first embodiment, the driver is notified of the state of the automatic LC that avoids the interruption of the second task. Therefore, the driver knows that the automatic driving system 50 is not unreasonably requesting the driver to change the driving, but is requesting the driving change unavoidably because the automatic LC as an avoidance action has failed, and then selects the method of interrupting the content. As a result, the driver's discomfort with the interruption of the second task is more likely to be reduced.

[0169] Furthermore, according to the notification of the state of the automatic LC by the LC status StLC and the LC message window CTm, etc., the driver knows that the driving change is unavoidably requested due to the failure of the automatic LC, and then recognizes the change in the content providing method. In this way, by additionally obtaining the information on the automatic driving system 50 side, the driver's discomfort with the interruption of the second task is more likely to be reduced.

[0170] Also, in the first embodiment, a selection screen SG for selecting whether to execute the automatic LC as an avoidance action is presented to the driver by the provision control unit 84. In this way, if the necessity of executing the automatic LC is selected by the driver, the driving desired by the driver is realized. As a result, it becomes possible to enhance the driver's sense of acceptance.

[0171] Furthermore, in the first embodiment, whether the second task can continue changes depending on whether automatic LC is performed or not, and this is notified to the driver on the selection screen SG. Therefore, it becomes easier for the driver to understand how the content of the driving control by the automatic driving function, that is, how the automatic driving level changes, when the execution of automatic LC is selected and when the execution of automatic LC is not selected. Thus, if information serving as an indicator is provided when the driver makes a selection, the driver can smoothly determine whether to select the execution of automatic LC. As a result, an improvement in convenience is realized.

[0172] Also, in the first embodiment, the intensity of the RtI notification Nt14 is changed according to the driver's state. Thereby, it is possible to implement the RtI notification Nt14 that is less likely to bother the driver while preventing oversight by the driver. Therefore, the driver's discomfort can be further reduced. Furthermore, in the first embodiment, according to the driver's state, the way of changing the provision method of the video content CTV is changed. According to the above, it becomes possible to appropriately switch the driver's attention destination from the second task to the driving behavior.

[0173] In addition, in the first embodiment, the intensity of the RtI notification Nt14 is changed according to the state of other vehicles traveling around the host vehicle. Therefore, when there are many other vehicles, it becomes possible to promptly direct the driver's attention to driving by implementing a strong notification. According to the above, the driver can respond to a high driving load state with a margin after interrupting the second task. As a result, the driver's anxiety and discomfort are likely to be reduced.

[0174] Also, in the first embodiment, according to the state of other vehicles traveling around the host vehicle, the timings of the LC attempt notification Nt11, the LC failure possibility notification Nt12, and the LC failure notification Nt13, in other words, the LC start point P1 to the determination point P3 are changed. Also by this, the driver can perform the interruption of the second task and the subsequent transition to the driving behavior with a margin. As a result, the driver's anxiety and discomfort are even more likely to be reduced.

[0175] Also, in the first embodiment, the interruption timing of the second task in the driver is grasped. Then, according to the interruption timing of the second task, the permission timing for permitting the resumption of content provision is changed. Therefore, the second task interruption time can be maintained substantially constant. As a result, the driver is more likely to have the motivation to interrupt the content task of his own will.

[0176] Furthermore, in the first embodiment, the interruption method of the second task selected by the driver is learned. Then, in the selection notification of the stop method, an initial display based on the learning is performed. According to the above, the annoyance of the selection operation performed when interrupting the second task can be reduced.

[0177] Also, in the first embodiment, the operating state of the automatic LC that attempts to avoid entering the merging section CfS is notified to the driver by the LC status StLC etc. displayed on the meter display 21. In this LC status StLC, the number of lanes is increased or decreased by switching the display and non-display of the adjacent lane icon LpA and the merging lane icon LpM. As a result, the information that the driver should grasp is presented at the necessary timing. According to the above, when passing through the merging section CfS, the driver can easily and appropriately make a judgment regarding the driving change by referring to the provided information of the LC status StLC.

[0178] In addition, according to the first embodiment, in addition to the peripheral monitoring requirement notification Nt21 that notifies that the presence or absence of the peripheral monitoring obligation has changed, an LC failure notification Nt13 that forewarns the change in the presence or absence of the scheduled peripheral monitoring obligation is issued. Therefore, even when the driver is performing the second task during the automatic driving period without the peripheral monitoring obligation, the driver can be made to recognize early that there is a request for driving change from the automatic driving function. Therefore, it is possible to improve the convenience of the driver related to the driving change.

[0179] Also, in the first embodiment, when a change from eyes-off driving to hands-off driving is planned to change the state from a state without a surrounding monitoring obligation to a state with a surrounding monitoring obligation, the LC failure possibility notification Nt12 is performed at a timing different from that of the LC failure notification Nt13. The LC failure possibility notification Nt12 can serve as a function of notifying the driver of the end (interruption) of the second task. According to such an information presentation that does not perform the LC failure possibility notification Nt12 and the LC failure notification Nt13 at the same time, it is possible to hardly cause the driver's confusion. Therefore, an improvement in convenience is realized.

[0180] Furthermore, in the first embodiment, the LC failure possibility notification Nt12 that notifies the end of the second task is performed before the LC failure notification Nt13 that notifies the change in the presence or absence of the surrounding monitoring obligation. As described above, if the LC failure possibility notification Nt12 is made to function as an end notification of the second task, the driver can be prompted early about the end of the second task. As a result, the time available until resuming the surrounding monitoring becomes longer, so that a smooth driving changeover can be carried out.

[0181] In addition, in the first embodiment, when the driver is performing the viewing of video content CTV as the second task, the LC failure possibility notification Nt12 performs a process of continuing the audio output while interrupting the display. According to such a notification, it becomes possible to smoothly shift the driver's awareness from the video content CTV to the surrounding monitoring. As a result, the driver is less likely to feel discomfort regarding the driving changeover.

[0182] Furthermore, in the above embodiment, the second task corresponds to the "specific action", and the automatic LC corresponds to the "avoidance behavior" and the "specific driving control". Also, the LC failure possibility notification Nt12 corresponds to the "end notice", the LC failure notification Nt13 and the stop method selection notification Nt13a correspond to the "monitoring notice", the RtI notification Nt14 corresponds to the "request notice", and the peripheral monitoring request notification Nt21 corresponds to the "peripheral monitoring notice". Further, the alternation control unit 82 corresponds to the "interruption determination unit" and the "monitoring obligation grasping unit", the integrated state estimation unit 83 corresponds to the "driver state grasping unit", the video content CTV corresponds to the "content", and the HCU 100 corresponds to the "presentation control device".

[0183] (Second Embodiment) The second embodiment of the present disclosure shown in FIGS. 31 to 35 is a modification of the first embodiment. In the second embodiment, the presentation of the selection screen SG (see FIG. 4) for inquiring whether or not to execute the automatic LC is omitted. Also, a merging preparation section CpS located on the upstream side of the merging section CfS is extended upstream to the LC start point P1.

[0184] The automatic driving ECU 50b can also grasp the presence or absence of a merging vehicle Ac traveling in the merging lane ML in the merging preparation section CpS from the LC start point P1 to the TOR point P4. In the automation level control process (see FIGS. 32 and 33), when the automatic driving ECU 50b determines that the vehicle A has passed the LC start point P1 (S261: YES), it determines whether or not it is possible to detect a merging vehicle Ac traveling in the merging lane ML (S262). When the automatic driving ECU 50b can detect the merging vehicle Ac (S262: YES), it further determines the presence or absence of the merging vehicle Ac traveling in the merging lane ML (S263). When it is determined that there is no merging vehicle Ac traveling in the merging lane ML (S263: NO), the automatic driving ECU 50b ends the automation level control process, continues the level 3 automatic driving, and passes through the merging section CfS with the eyes off driving.

[0185] On the other hand, when the detection of the merging vehicle Ac is not possible (S262: NO), or when the presence of the merging vehicle Ac is recognized (S263: YES), the automatic driving ECU 50b determines to execute the automatic LC. Similar to the first embodiment, the automatic driving ECU 50b continues to attempt the automatic LC until passing through the determination point P3. When the vehicle A passes through the determination point P3 without being able to execute the automatic LC (S267: YES), the automatic LC is aborted (S268). On the contrary, when it becomes possible to start the automatic LC before passing through the determination point P3 (S265: YES), the automatic driving ECU 50b executes the automatic LC (S266). Note that the processes of S267 to S272 are substantially the same as those in the first embodiment.

[0186] Based on the fact that the automatic driving ECU 50b plans to execute the automatic LC, the HCU 100 issues the LC execution notification Nt15. When the automatic LC is started smoothly, the LC execution notification Nt15 is started earlier than the notification timing of the LC failure possibility notification Nt12 when the automatic LC cannot be started. The screen display of the meter display 21 in the LC execution notification Nt15 includes the driver status STD, the schedule window Wsc, and the message window Mw2 (see FIG. 34). Note that the screen display of the meter display 21 including these driver status STD and message window Mw2 may be issued as the LC attempt notification Nt11.

[0187] The driver status STD is displayed at the center of the screen of the meter display 21 and presents the driving tasks required of the driver. When the vehicle A is traveling in the level 3 automatic driving, the driver status STD is in a display mode where the driver icon ICd is seated on the chair icon Ici. The driver icon ICd is a human-shaped display object in a reclined posture backward. The driver status STD functions as the continuable information In1 and notifies the driver that the second is continuable even when the automatic LC is executed.

[0188] The schedule window Wsc has a plurality of blocks arranged vertically on the meter display 21. In each block, the execution schedule of the control planned by the automatic driving ECU 50b is displayed in time series.

[0189] The message window Mw2 is displayed at a position facing the lower edge of the display screen of the meter display 21. At least a first message "Start a lane change to avoid the merging section" and a second message "The 2nd task is available during the lane change" are described in the message window Mw2. The first message notifies the vehicle control information In2 related to the driving environment and control state of the vehicle A. Similar to the driver status STD, the second message notifies that the second can be continued.

[0190] The HCU 100 reports to the driver that the automatic LC has been completed by the change of the LC execution notification Nt15. Specifically, when the automatic LC is completed, the HCU 100 makes the message window Mw2 including the vehicle control information In2 invisible (see Fig. 35). On the other hand, the HCU 100 indicates to the driver that the second task can continue by continuing to display the driver status STD that notifies the continuable information In1.

[0191] The automatic driving ECU 50b further grasps the section length of the merging section CfS at the timing (S260) when it grasps the existence of the merging section CfS, for example. The automatic driving ECU 50b has predetermined whether to continue the hands-off driving at the automatic driving level 3 even in the merging section CfS or to shift to the hands-off driving at the automatic driving level 2 according to the section length of the merging section CfS. When the vehicle A enters the merging section CfS (S273: YES), if the section length of the merging section CfS exceeds the continuation threshold (S274: YES), the automatic driving ECU 50b continues the hands-off driving (S275). On the other hand, when the section length of the merging section CfS is less than the continuation threshold (S274: NO), the automatic driving ECU 50b shifts from the hands-off driving to the hands-off driving (S276). In the second embodiment, even when the section length is substantially the same as the continuation threshold, the hands-off driving is continued. Such a continuation threshold may be a predetermined value defined in advance, or may be changed according to the number of lanes of the road indicated by the map data, the width of each lane, the speed limit, etc.

[0192] During the period of traveling in the merging section CfS, the automatic driving ECU 50b changes the automatic driving level according to the presence or absence of the merging vehicle Ac. In addition, when the automatic driving ECU 50b grasps the existence of the merging vehicle Ac, it further grasps the control status of the automatic driving of the merging vehicle Ac, and changes the automatic driving level according to the control status of the automatic driving. Specifically, when the automatic driving ECU 50b determines that there is no merging vehicle Ac coming in during the execution of the hands-off driving (S277: NO), it determines to continue the hands-off driving. Also, when the automatic driving ECU 50b determines that the merging vehicle Ac coming in is the own driving vehicle during the execution of the hands-off driving (S278: YES), it determines to shift to the hands-off driving where the driver has no obligation to perform the steering operation (S280). When the merging vehicle Ac is the own driving vehicle, the continuation of the hands-off driving may be determined. Furthermore, when the automatic driving ECU 50b cannot determine that the merging vehicle Ac is an automatic driving vehicle (S278: NO), it determines to shift to the hands-on driving where there is an obligation to hold the steering wheel (S279).

[0193] On the other hand, when the autonomous driving ECU 50b determines that there is no merging vehicle Ac approaching during the execution of hands-off driving (S276) and (S277: NO), it decides to continue the hands-off driving. Also, when the autonomous driving ECU 50b determines that the merging vehicle Ac approaching during the execution of hands-off driving (S276) is the host vehicle (S278: YES), it also decides to continue the hands-off driving (S280). Furthermore, when the autonomous driving ECU 50b cannot determine that the merging vehicle Ac is an autonomous driving vehicle (S278: NO), it decides to shift to hands-on driving (S279).

[0194] When the autonomous driving ECU 50b determines that vehicle A has left the merging section CfS (S281: YES), it resumes the eyes-off driving at Level 3 of autonomous driving. Thus, when shifting from a state with the obligation to monitor the surroundings to a state without the obligation to monitor the surroundings, the HCU 100 causes the message window Mw2 to be displayed on the meter display 21 before leaving the merging section CfS. The message window Mw2 displays a first message "The merging section will end soon" and a second message "After the end of the merging section, the use of the second task is available". The first message in this case also becomes the host vehicle control information In2. Based on the passage of the merging end point P6 of vehicle A, the HCU 100 notifies the driver that the second task is permitted by continuously displaying the driver status STD while turning off the message window Mw2.

[0195] Even in the second embodiment described so far, the same effects as those of the first embodiment are achieved, and it becomes possible to improve the convenience of the driver related to the driving change.

[0196] In addition, in the second embodiment, when the automatic LC is scheduled to be executed by the automatic driving ECU 50b, the continuable information In1 indicating that the second task can be continued and the vehicle control information In2 related to at least one of the driving environment and the control state of the vehicle A are displayed. Then, these pieces of information In1 and In2 are displayed on the display screen of the meter display 21 as the LC execution notification Nt15 before the notification timing of the LC failure possibility notification Nt12 that announces the end of the second task.

[0197] When the automatic LC is executed, even in a situation where the driver has no obligation to monitor the surroundings, the driver tends to consider the possibility that surrounding monitoring is required. Therefore, if it is clearly indicated as the continuable information In1 that the second task can be continued, the driver can continue the second task with confidence even in the execution scene of the automatic LC.

[0198] Furthermore, if the vehicle control information In2 is further notified in addition to the continuable information In1, it becomes easier for the driver to grasp the driving environment and the control state related to the automatic LC. As a result, it becomes possible to enhance the driver's sense of security when the driving control such as the automatic LC is implemented.

[0199] Also, in the second embodiment, when the automatic LC is completed and when exiting the merging section CfS and transitioning from a state with an obligation to monitor the surroundings to a state without an obligation to monitor the surroundings, the vehicle control information In2 is made non-displayed, while the display of the continuable information In1 of the second task is continued. In this way, if the vehicle control information In2 becomes non-displayed, the types of information presented by the screen display decrease. As a result, the continuable information In1 is emphasized on the screen display, and it becomes easier for the driver to convey that the second task can be continued.

[0200] (Third Embodiment) The third embodiment shown in FIGS. 36 and 37 is another modification of the first embodiment. In addition to grasping the merging section CfS in the traveling direction based on the end point of the uphill lane and the lane reduction point, etc. in the map data, the automatic driving ECU 50b in the third embodiment also switches the automatic driving level when there is an intrusion of another vehicle from an adjacent lane. Hereinafter, in the third embodiment, the details of the interruptible scene that is the control target of the automatic driving level will be described. Note that the automation level control process (see FIG. 37) described in the third embodiment is continuously executed during the period of traveling by the level 3 automatic driving.

[0201] In the driving scene shown in FIG. 36, vehicle A is automatically driving in the driving lane DL located in the center on a road including three lanes per direction, with no obligation for the driver to monitor the surroundings. One of the lanes adjacent to the driving lane DL is the merging lane ML, and the lane located on the opposite side of the merging lane ML across the driving lane DL is the overtaking lane PL. Different from the first embodiment, the merging lane ML is a lane that does not disappear in the traveling direction, for example, a branching lane that branches from the driving lane DL in the traveling direction.

[0202] In addition to the process of grasping the merging section CfS in the traveling direction based on the map data, the environment recognition unit 61 executes a process of grasping the situation of other vehicles traveling around vehicle A. Specifically, the environment recognition unit 61 grasps other vehicles that perform an intrusion from the merging lane ML into the driving lane DL as the merging vehicle Ac. In addition to other vehicles that have started a lane change from the merging lane ML to the driving lane DL, the environment recognition unit 61 also grasps other vehicles for which a merge into the driving lane DL is assumed as the merging vehicle Ac.

[0203] The environment recognition unit 61 grasps the preceding vehicle Af traveling in the traveling direction of vehicle A and the intruding other vehicle As traveling in the overtaking lane PL. In addition to other vehicles that have started a lane change from the overtaking lane PL to the driving lane DL, the environment recognition unit 61 also grasps other vehicles for which an intrusion into the driving lane DL is assumed as the intruding other vehicle As.

[0204] When the environment recognition unit 61 determines the presence of the merging section CfS or detects a merging vehicle Ac attempting to cut in front of the vehicle A, it determines that it is an interruption prediction scene (S301). When the environment recognition unit 61 determines that the current driving environment of the host vehicle is an interruption assumption scene (S301: YES), it identifies the presence of the preceding vehicle Af and the interrupting other vehicle As (S302 and S303).

[0205] When the behavior determination unit 62 identifies the presence of the preceding vehicle Af by the environment recognition unit 61 (S302: YES), it sets an interruption section TXS in front of the host vehicle and reduces the automatic driving level from level 3 of automatic driving to level 2 of hands-off driving (S304). Similarly, when the behavior determination unit 62 identifies the presence of the interrupting other vehicle As by the environment recognition unit 61 (S303: YES), it reduces the automatic driving level from level 3 of automatic driving to level 2 of hands-off driving (S304).

[0206] When the behavior determination unit 62 fails to identify either the preceding vehicle Af or the interrupting other vehicle As (S303: NO), it continues level 3 of automatic driving (S305). The behavior determination unit 62 continues to identify the preceding vehicle Af and the interrupting other vehicle As until the environment recognition unit 61 determines that the interruption prediction scene has ended. When the environment recognition unit 61 determines that the interruption prediction scene has ended (S306: YES), the behavior determination unit 62 ends the series of automatic driving level control processes.

[0207] In the third embodiment described so far, when the interruption of the merging vehicle Ac is identified, the automatic driving level is determined according to the presence or absence of other vehicles excluding the merging vehicle Ac. Therefore, even when encountering a merging vehicle Ac during driving by the automatic driving function, automatic driving at an appropriate automatic driving level can be continued. As a result, since the opportunity for the driver to transfer the driving task from the automatic driving function is reduced, it becomes possible to improve the convenience of the driver related to driving handover.

[0208] In addition, in the third embodiment, the presence or absence of a preceding vehicle Af or an interfering other vehicle As, etc. is grasped, and the automatic driving level of the host vehicle is determined according to the presence of these. According to such control of the automation level, it becomes possible to determine the automatic driving level that appropriately reflects the presence of the preceding vehicle Af or the interfering other vehicle As that has an influence on the driving state of the host vehicle. Therefore, while suppressing the risk of other vehicles, it is possible to reduce the driving load on the driver.

[0209] Also, in the third embodiment, when the preceding vehicle Af exists, the merging vehicle Ac is likely to move between the host vehicle and the preceding vehicle Af. In such a scene, the merging vehicle Ac that has changed lanes to the driving lane DL tends to decelerate in front of the host vehicle. Therefore, according to the control of lowering the automatic driving level when the preceding vehicle Af exists, even if the merging vehicle Ac that has cut in front of the host vehicle decelerates, it is possible for the driver to respond smoothly.

[0210] Furthermore, in the third embodiment, when there is no interfering other vehicle As in the overtaking lane PL, in order to avoid the merging vehicle Ac that has cut into the driving lane DL, it is possible to make the host vehicle change lanes to the overtaking lane PL. Therefore, according to the control of continuing the level 3 automatic driving when there is no interfering other vehicle As, the driving load on the driver can be reduced while suppressing the risk of other vehicles.

[0211] In addition, in the third embodiment, by the process of grasping other vehicles whose merging from the merging lane ML to the driving lane DL is assumed as the merging vehicle Ac, it is possible to grasp early other vehicles that pose a risk to the host vehicle. As a result, when transitioning the automatic driving level to a lower level, it is possible to ensure a longer response time for the driver.

[0212] (Fourth Embodiment) The fourth embodiment shown in FIGS. 38 and 39 is another modification of the first embodiment. The automation level control process of the fourth embodiment controls the automatic driving level of the host vehicle in the driving scene shown in FIG. 38. In this driving scene, the vehicle A is traveling in the overtaking lane PL by level 3 automatic driving and does not enter the merging section CfS defined in the driving lane DL in order to continue traveling within the lane.

[0213] When the merging section CfS existing in the traveling direction is grasped by the environment recognition unit 61, the automatic driving ECU 50b starts the automation level control process shown in FIG. 39. The automatic driving ECU 50b determines whether an interruption section TXS including the merging section CfS has entered within the detection range of the surrounding monitoring sensor 30 such as the camera unit 31 (S401). When the interruption section TXS enters the detection range of the surrounding monitoring sensor 30, the environment recognition unit 61 determines the presence or absence of other vehicles (hereinafter, the parallel traveling vehicle Ao) traveling in the interruption section TXS (S402). When the presence of the parallel traveling vehicle Ao is grasped by the environment recognition unit 61 (S402: YES), the action determination unit 62 lowers the automatic driving level from the level 3 automatic driving to the level 2 hands-off driving (S403). On the other hand, when the presence of the parallel traveling vehicle Ao traveling in the interruption section TXS is not grasped (S402: NO), the action determination unit 62 continues the level 3 automatic driving (S404).

[0214] The environment recognition unit 61 continues to grasp the parallel traveling vehicle Ao until the vehicle A passes through the merging end point P6 of the interruption section TXS (S405). Then, when it is determined by the environment recognition unit 61 that the merging end point P6 has been passed and the interruption section TXS has ended (S405: YES), the automatic driving ECU 50b ends the series of automation level control processes.

[0215] According to the fourth embodiment described so far, when traveling in the overtaking lane PL, the presence of the parallel traveling vehicle Ao traveling in the merging section CfS defined in the traveling lane DL is grasped, and the automatic driving level of the host vehicle is determined according to the presence or absence of the parallel traveling vehicle Ao in the merging section CfS. Therefore, even if the movement of the parallel traveling vehicle Ao from the merging section CfS to the overtaking lane PL is caused by the movement of the merging vehicle Ac from the merging lane ML to the traveling lane DL (merging section CfS), the host vehicle can continue the automatic driving at a level that can appropriately respond to the parallel traveling vehicle Ao. As a result, since the opportunity to transfer the driving task from the automatic driving function to the driver is reduced, it becomes possible to improve the convenience of the driver related to the driving change.

[0216] In addition, in the fourth embodiment, when the parallel vehicle Ao exists in the merging section CfS, the automatic driving level of the host vehicle shifts to hands-off driving with the obligation of peripheral monitoring. Therefore, even if the parallel vehicle Ao suddenly moves into the overtaking lane PL, the driver can respond smoothly through the control of lowering the automatic driving level in advance.

[0217] (Fifth Embodiment) The fifth embodiment shown in FIGS. 40 and 41 is yet another modification of the first embodiment. The automatic driving ECU 50b of the fifth embodiment performs automatic driving at the automatic driving level 3 corresponding to the laws and regulations of the country or region where the vehicle A is used.

[0218] Based on the regulations that prohibit automatic LC at the automatic driving level 3, the automatic driving ECU 50b does not perform lane changes during unsupervised automatic driving. When the automatic driving ECU 50b performs a lane change during the continuation of eyes-off driving at the automatic driving level 3, the action determination unit 62 lowers the automation level before the start of the lane change. As a result, the vehicle A transitions from eyes-off driving to hands-off driving or supervised automatic driving such as hands-on driving.

[0219] The HCU 100 provides information corresponding to the above-described switching of the automation level. The provision control unit 84 of the HCU 100 responds to the fact that the automatic driving ECU 50b does not perform automatic LC, and changes the way of presenting the video content CTV etc. that was provided in relation to the second task before reaching the LC start point P1. After changing the way of presenting the content, the provision control unit 84 presents an option to choose how to stop the content and temporarily terminates the provision of the content at the LC start point P1. When the vehicle A continues to travel in the driving lane DL without performing a lane change, the provision of the content related to the second task is interrupted until passing the merging end point P6.

[0220] Before the vehicle reaches the LC start point P1, the providing control unit 84 proposes to the driver to change the lane from the driving lane DL to the overtaking lane PL in parallel with the process of changing the way of presenting the content. When the driver inputs an operation that triggers the start of a lane change in response to the proposal from the system, the lane change in hands-off driving or hands-on driving by the automatic driving ECU 50b is started.

[0221] When the vehicle A passes the LC start point P1, the providing control unit 84 issues a peripheral monitoring promotion notice in parallel with the LC attempt notice. In the peripheral monitoring promotion notice, the driver is urged to monitor the overtaking lane PL, which is the moving direction among the surroundings of the vehicle A. The peripheral monitoring promotion notice is implemented by at least one of the meter display 21, the CID 22, and the HUD 23. The peripheral monitoring promotion notice is implemented, for example, by non-overlapping display of the HUD 23. When a lane change at the automatic driving level 2 or a manual lane change is successful in the section from the LC start point P1 to the TOR point P4, the automatic driving ECU 50b resumes hands-free automatic driving without monitoring in the overtaking lane PL. The providing control unit 84 resumes the provision of the interrupted content in accordance with the resumption of hands-free automatic driving without monitoring at the automatic driving level 3.

[0222] In addition to the setting that prohibits automatic LC, various settings for restricting the automatic driving at the automatic driving level 3 are made in the automatic driving ECU 50b of the fifth embodiment. Specifically, similar to the above embodiment, the automatic driving ECU 50b makes it impossible to perform hands-free automatic driving in the interrupted section TXS including the merging section CfS. While the automatic driving ECU 50b makes it possible to perform hands-free automatic driving in the overtaking lane PL, it does not permit continuous driving in the overtaking lane PL for a predetermined distance (for example, 2 km) or more. However, the automatic driving ECU 50b permits the continuation of hands-free automatic driving in the overtaking lane PL if the host vehicle is driving in a traffic jam. Note that the automatic driving ECU 50b does not permit hands-free automatic driving in the merging section CfS even if the host vehicle is driving in a traffic jam.

[0223] In order to support the above-described automated level control, the HCU 100 has a recommended lane selection unit 181 together with a provision control unit 84 and the like as functional units based on a presentation control program.

[0224] When the automatic driving ECU 50b is automatically driving the vehicle A at the automated driving level 3, the recommended lane selection unit 181 selects a running recommended lane RL from among a plurality of lanes included in the road during running. The running recommended lane RL is a lane in which it is estimated that the unsupervised automatic driving by the automatic driving ECU 50b continues for the longest time or the longest distance among the plurality of lanes. The recommended lane selection unit 181 grasps the restriction rules for the unsupervised automatic driving at level 3 set in the automatic driving ECU 50b. The recommended lane selection unit 181 cooperates with the surrounding state grasping unit 81 to grasp the driving environment around the host vehicle and in the traveling direction. The recommended lane selection unit 181 combines the various pieces of information grasped and selects the running recommended lane RL.

[0225] When the unsupervised automatic driving at the automated driving level 3 is being carried out by the automatic driving ECU 50b, the provision control unit 84 proposes to the driver to drive in the running recommended lane RL selected by the recommended lane selection unit 181. The recommended lane notification for notifying the running recommended lane RL is carried out by at least one of the meter display 21, the CID 22, and the HUD 23, and is carried out, for example, by the non-overlapping display of the HUD 23. Hereinafter, a plurality of driving scenes in which the recommended lane notification is carried out by the cooperation of the recommended lane selection unit 181 and the provision control unit 84 will be described below with reference to FIG. 40 based on FIGS. 42 to 47.

[0226] In the driving scene shown in FIG. 42, it is predicted that the vehicle will enter a traffic jam during the level 3 automated driving. The recommended lane selection unit 181 predicts the occurrence of a traffic jam in the traveling direction based on the driving environment grasped in cooperation with the surrounding state grasping unit 81. As an example, the recommended lane selection unit 181 acquires traffic jam information in the traveling direction by means of vehicle-to-outside communication. As another example, the recommended lane selection unit 181 determines whether the host vehicle is predicted to enter a traffic jam and whether the host vehicle is traveling in a traffic jam based on vehicle speed information, map data, a planned traveling route, recognition information around the vehicle, and the like. When the recommended lane selection unit 181 predicts entry into the traffic jam area CA, it sets the overtaking lane PL as the recommended driving lane RL before the host vehicle reaches the traffic jam area CA.

[0227] Based on the fact that the overtaking lane PL has been selected as the recommended driving lane RL by the recommended lane selection unit 181, the provision control unit 84 proposes to the driver to drive in the overtaking lane PL. When the overtaking lane PL is selected as the recommended driving lane RL while the vehicle is traveling in the driving lane DL, the provision control unit 84 proposes to the driver to change lanes to the overtaking lane PL side in the state of automated driving with monitoring at level 2 before the host vehicle enters the traffic jam area CA. By such a lane change, traveling in the interrupted section TXS including the merging section CfS existing in the driving lane DL is avoided. Also, in the traffic jam area CA, continuous driving in the overtaking lane PL at automated driving level 3 is permitted. As a result, the automated driving without monitoring at level 3 resumed in the overtaking lane PL can continue for a long time or over a long distance.

[0228] On the other hand, when the overtaking lane PL being traveled is selected as the recommended driving lane RL, the provision control unit 84 proposes to the driver to continue driving in the overtaking lane PL before the host vehicle enters the traffic jam area CA. Even in this case, since traveling in the merging section CfS outside the limited area is avoided, the automated driving without monitoring at level 3 can continue for a long time or over a long distance in the overtaking lane PL.

[0229] In the driving scene shown in FIG. 43, there is no traffic jam. In order to avoid driving in the merging section CfS, the automatic driving ECU 50b performs a lane change from the driving lane DL to the overtaking lane PL at the automatic driving level 2, and then starts the automatic driving at the automatic driving level 3 in the overtaking lane PL. In this case, the recommended lane selection unit 181 sets the driving lane DL as the recommended driving lane RL. Therefore, when the automatic driving at the automatic driving level 3 continues for a predetermined distance, the provision control unit 84 prompts a lane change to the driving lane DL. In this case, the lane change from the overtaking lane PL to the driving lane DL is performed in a state where the automatic driving level is lowered to level 2. The automatic driving ECU 50b resumes the non-monitored automatic driving at the automatic driving level 3 in the driving lane DL.

[0230] In the driving scenes shown in FIGS. 44 and 45, vehicle A is driving on a multi-lane road. The recommended lane selection unit 181 selects the central lane CL excluding the left and right most lanes as the recommended driving lane RL on a multi-lane road with three or more lanes in one direction. As an example, the recommended lane selection unit 181 grasps the number of lanes of the road being traveled based on the 3D map data, and determines whether it is a multi-lane road. When vehicle A is driving in the central lane CL with non-monitored automatic driving at the automatic driving level 3 (see FIG. 44), the provision control unit 84 proposes to the driver to continue driving in the central lane CL based on the fact that the central lane CL is set as the recommended driving lane RL.

[0231] On the other hand, when vehicle A is driving in the leftmost driving lane DL with non-monitored automatic driving, the provision control unit 84 issues a recommended lane notification prompting a lane change to the central lane CL based on the fact that the central lane CL is set as the recommended driving lane RL (see FIG. 45). As a result, although the non-monitored automatic driving is temporarily interrupted for the lane change, the driving in the interruption section TXS including the merging section CfS is avoided, so that the non-monitored automatic driving can be continued in the central lane CL as the destination. Also, even when vehicle A is driving in the rightmost overtaking lane PL with non-monitored automatic driving, the provision control unit 84 issues a recommended lane notification prompting a lane change to the central lane CL. As a result, the proposal implementation of the lane change that restricts the continuous driving in the overtaking lane PL is avoided.

[0232] Here, the recommended lane selection unit 181 determines whether it is possible to drive in the center lane CL according to the speed limit defined on a multi-lane road. As an example, an upper speed limit at which unsupervised automated driving at automated driving level 3 can be executed is set in the automated driving ECU 50b. The recommended lane selection unit 181 grasps the maximum speed set on the multi-lane road during driving, for example, based on map data or the result of sign recognition. When the maximum speed is higher than a predetermined threshold speed, the recommended lane selection unit 181 does not set the center lane CL as the recommended driving lane RL. As a result, the recommended lane notification for driving in the center lane CL is also aborted on a multi-lane road where the maximum speed is higher than the predetermined threshold speed. Such a threshold speed is set based on the upper speed limit at which unsupervised automated driving can be executed. For example, the threshold speed is set to the same speed as the upper speed limit, or a speed lower or higher than the upper speed limit.

[0233] In the driving scene shown in FIG. 46, there is a branch BP in the traveling direction of vehicle A. The recommended lane selection unit 181 changes the lane selected as the recommended driving lane RL according to the distance or time to the branch BP. The recommended lane selection unit 181 determines whether there is a branch BP in the traveling direction of vehicle A based on the 3D map data. The recommended lane selection unit 181 determines that there is a branch BP in the traveling direction, for example, at the timing when the remaining distance to the branch BP reaches a predetermined distance (for example, about 3 km).

[0234] When the recommended lane selection unit 181 determines that there is a branch BP, it selects a branch destination Lnr that matches the planned route of the host vehicle from among a plurality of branch destinations based on the planned driving route set in the navigation device or the like. The recommended lane selection unit 181 sets the lane (hereinafter, the on-route lane OL) leading to the branch destination Lnr as the recommended driving lane RL. When the host vehicle is not driving in the on-route lane OL, the provision control unit 84 issues a recommended lane notification prompting a lane change to the on-route lane OL. As a result, although unsupervised automated driving is temporarily interrupted for a lane change, it becomes possible to pass through the branch BP while continuing unsupervised automated driving.

[0235] In the driving scene shown in FIG. 47, vehicle A is driving on a road including an exclusive lane for autonomous vehicles (hereinafter referred to as the exclusive lane AL). The exclusive lane AL is a lane where driving is permitted only by autonomous driving at an autonomous driving level of 3 or higher. Manual driving vehicles MDC at an autonomous driving level of 2 or lower are not permitted to drive in the exclusive lane AL. As an example, the exclusive lane AL is set as the outermost lane among multiple lanes. Note that, instead of the exclusive lane AL, an exclusive lane for autonomous vehicles that gives priority to the driving of autonomous vehicles (hereinafter referred to as the priority lane) may be set.

[0236] The recommended lane selection unit 181 selects the exclusive lane AL or the priority lane as the recommended driving lane RL on a road including the exclusive lane AL or the priority lane. The recommended lane selection unit 181 grasps the existence of the exclusive lane AL and the priority lane based on, for example, map data. When vehicle A is driving in the exclusive lane AL or the priority lane in autonomous driving without monitoring at an autonomous driving level of 3, the provision control unit 84 proposes to the driver to continue driving in the exclusive lane AL or the priority lane during driving. On the other hand, when vehicle A is autonomously driving in a lane other than the exclusive lane AL or the like, the provision control unit 84 performs a recommended lane notification that prompts a lane change to the exclusive lane AL or the like. As described above, autonomous driving without monitoring at an autonomous driving level of 3 can be continued for a long time or a long distance in the exclusive lane AL or the priority lane.

[0237] Next, in order to realize the recommended lane notification described so far, the details of the recommended lane selection process (see FIG. 48), the proposal execution process (see FIG. 49), and the restriction notification process (see FIG. 50) implemented in the HCU 100 will be described with reference to FIGS. 40 to 47.

[0238] The recommended lane selection process shown in FIG. 48 is started based on the activation of level 3 autonomous driving in the autonomous driving ECU 50b, and is repeatedly executed by the recommended lane selection unit 181 until the level 3 autonomous driving ends.

[0239] In S501 of the recommended lane selection process, based on the 3D map data, it is determined whether there is a branch BP within a predetermined distance in the traveling direction of vehicle A (see Fig. 46). If it is determined that there is no branch BP within the predetermined distance, the process proceeds to S503. On the other hand, if it is determined in S501 that there is a branch BP within the predetermined distance, the process proceeds to S502. In S502, a branch destination Lnr that matches the planned route of the host vehicle is selected at the branch BP. Then, the on-road lane OL on the route leading to the branch destination Lnr is set as the recommended driving lane RL.

[0240] In S503, based on the 3D map data or 2D map data, it is determined whether there is an exclusive lane AL or a priority lane (see Fig. 47). If it is determined in S503 that there is neither an exclusive lane AL nor a priority lane, the process proceeds to S505. On the other hand, if it is determined in S503 that there is an exclusive lane AL or a priority lane, the process proceeds to S504. In S504, the exclusive lane AL or the priority lane is set as the recommended driving lane RL.

[0241] In S505, based on the information grasped in cooperation with the surrounding state grasping unit 81, it is determined whether there is a prediction of entering a traffic jam (see Fig. 42). If it is determined in S505 that there is no prediction of entering a traffic jam, the process proceeds to S507. On the other hand, if it is determined in S505 that there is a prediction of entering a traffic jam, the process proceeds to S506. In S506, the overtaking lane PL is set as the recommended driving lane RL.

[0242] In S507, based on the 3D map data or 2D map data, it is determined whether the road on which the vehicle is traveling is a multi-lane road. If it is determined in S507 that the road on which the vehicle is traveling is not a multi-lane road, the process proceeds to S510. In S510, the driving lane DL is set as the recommended driving lane RL.

[0243] On the one hand, if it is determined at S507 that the road on which the vehicle is traveling is a multi-lane road, the process proceeds to S508. At S508, it is determined whether the maximum speed of the road on which the vehicle is traveling is equal to or higher than a predetermined speed. If it is determined at S508 that the maximum speed is equal to or higher than the predetermined speed, at S510, the driving lane DL is set as the recommended driving lane RL. On the contrary, if it is determined at S508 that the maximum speed is lower than the predetermined speed, the process proceeds to S509. At S509, the center lane CL is set as the recommended driving lane RL.

[0244] The proposed execution process shown in FIG. 49 is started based on the activation of the level 3 automatic driving in the automatic driving ECU 50b, similar to the recommended lane selection process. The proposed execution process is repeatedly executed by the provision control unit 84 until the level 3 automatic driving is terminated.

[0245] At S521 of the proposed execution process, the provision control unit 84 acquires the position information of the host vehicle lane grasped by the surrounding state grasping unit 81 and proceeds to S522. At S522, the recommended driving lane RL selected in the recommended lane selection process (see FIG. 48) is grasped and the process proceeds to S523. At S523, the host vehicle lane and the recommended driving lane RL are compared. If it is determined at S523 that the recommended driving lane RL coincides with the host vehicle lane, the process proceeds to S524. At S524, a recommended lane notification is implemented to propose continuing the driving in the current host vehicle lane. On the other hand, if it is determined at S523 that the recommended driving lane RL is different from the host vehicle lane, the process proceeds to S525. At S525, a recommended lane notification is implemented to prompt a lane change toward the recommended driving lane RL.

[0246] The restriction notification process shown in FIG. 50 is started by the provision control unit 84 based on the start of the automatic driving at the automatic driving level 3 in the overtaking lane PL. At S541 of the recommended lane selection process, the provision control unit 84 grasps the driving continuation distance of the overtaking lane PL and proceeds to S542. At S542, it is determined whether the driving continuation distance grasped at S541 exceeds a predetermined distance. If it is determined at S542 that the driving continuation distance does not exceed the predetermined distance, the process returns to S541. On the other hand, if it is determined at S542 that the driving continuation distance exceeds the predetermined distance, the process proceeds to S543.

[0247] In S543, the provision control unit 84 issues a recommended lane notification proposing a lane change to the driving lane DL, and proceeds to S544. In S544, it is determined whether there is an input from the driver instructing a lane change to the driving lane DL. If it is determined in S544 that there is an input instructing a lane change, the process proceeds to S545. In S545, the input information from the driver is output to the autonomous driving ECU 50b, and the process proceeds to S547. Based on the signal output in S545, the autonomous driving ECU 50b performs a lane change in the state of autonomous driving level 2 (see FIG. 43).

[0248] On the other hand, if there is no input from the driver instructing a lane change, the input from the driver is awaited by repeating S544 and S546. When a timeout occurs after a lapse of a predetermined time from the start of presentation of the recommended lane notification, the provision control unit 84 shifts the process from S546 to S547. The provision control unit 84 ends the recommended lane notification in S547.

[0249] In the fifth embodiment described so far, driving on the driving recommended lane RL, which is estimated to continue for a long time or a long distance in autonomous driving at level 3 with no peripheral monitoring obligation, is proposed to the driver. By following such a proposal, the driver can reduce the frequency of driver changes. Therefore, it becomes possible to improve the convenience of the driver related to driver changes.

[0250] In addition, in the automatic driving ECU 50b of the fifth embodiment, unsupervised automatic driving is not allowed in the merging section CfS, while unsupervised automatic driving is allowed in the overtaking lane PL. On the premise of such control of the automatic driving level, when it is predicted that the host vehicle will enter a traffic jam, the overtaking lane PL is selected as the recommended driving lane RL. When it is predicted that the vehicle A will enter a traffic jam while traveling in the driving lane DL connected to the merging section CfS, the providing control unit 84 proposes a lane change to the overtaking lane PL in a state where there is a peripheral monitoring obligation. According to such a recommended lane notification, traveling in the interrupted section TXS including the merging section CfS is avoided. Then, the vehicle A moves to the overtaking lane PL in the traffic jam area CA where continuous driving in unsupervised automatic driving is allowed. As a result, the unsupervised automatic driving at the automatic driving level 3 restarted in the overtaking lane PL can be continued for a long time or a long distance.

[0251] Also, in the fifth embodiment, on a multi-lane road with three or more lanes, the center lane CL is selected as the recommended driving lane RL. Then, the providing control unit 84 proposes driving in the center lane CL to the driver. According to the above, although the unsupervised automatic driving is temporarily interrupted for lane change, traveling in the merging section CfS can be avoided. As a result, the automatic driving ECU 50b can continue the unsupervised automatic driving in the center lane CL.

[0252] Furthermore, in the fifth embodiment, when the maximum speed set on the multi-lane road is higher than a predetermined threshold speed, the recommendation to drive in the center lane CL is cancelled. Due to the low upper limit speed of the automatic driving at the automatic driving level 3, the situation where the vehicle A automatically driving in the center lane CL hinders the driving of other vehicles is less likely to occur.

[0253] In addition, in the fifth embodiment, when there is a branch BP in the traveling direction of the vehicle A, based on the planned traveling route set for the vehicle A, the lane selected as the recommended traveling lane RL is changed according to the distance or time to the branch BP. As a result, the on-road lane OL on the route connecting to the branch destination Lnr that matches the planned route is set as the recommended traveling lane RL, and the providing control unit 84 can start a recommended lane notification prompting a lane change to the on-road lane OL based on the approach to the branch BP. According to the above, smooth movement to the on-road lane OL becomes possible. Then, the vehicle A can pass through the branch BP while continuing the unsupervised automatic driving.

[0254] Also, in the fifth embodiment, when there is a dedicated lane AL or a priority lane for the automated vehicle, the dedicated lane AL or the priority lane is selected as the recommended traveling lane RL. Then, the providing control unit 84 proposes to the driver to drive in the dedicated lane AL or the priority lane. According to such a recommended lane notification, the vehicle A moves to a lane optimized for the unsupervised automatic driving at the automated driving level 3. As a result, the unsupervised automatic driving can be continued for a long time or a long distance. In the fifth embodiment, the providing control unit 84 corresponds to the "lane proposal unit".

[0255] (Sixth Embodiment) The sixth embodiment shown in FIGS. 40 and 51 is a modification of the fifth embodiment. Similar to the fifth embodiment, the automated driving ECU 50b in the sixth embodiment performs the automated driving at the automated driving level 3 corresponding to the laws and regulations of the country or region. In the automated driving ECU 50b, an area-limited level 3 that permits the level 3 automated driving within the automated driving possible area (operation design area) and a level 3 during traffic jams that permits the level 3 automated driving when driving in a traffic jam are set.

[0256] In the automated driving ECU 50b, the environment recognition unit 61 grasps whether the host vehicle is traveling in a preset automated driving possible area based on the locator information, map data, and map data. In addition, the environment recognition unit 61 recognizes the driving environment around the host vehicle based on the vehicle speed information, the detection information of the surrounding monitoring sensor 30, etc., and grasps whether the host vehicle is traveling in a traffic jam.

[0257] When the driving determination unit 62 determines that the host vehicle is traveling in an automated driving enabled area by the environment recognition unit 61, it enables the execution of unsupervised automated driving at automated driving level 3. In addition, when the driving determination unit 62 determines that the host vehicle is traveling in a traffic jam by the environment recognition unit 61, it enables the execution of unsupervised automated driving at automated driving level 3.

[0258] Unlike the fifth embodiment described above, the driving determination unit 62 permits unsupervised automated driving in the merging section CfS within the automated driving enabled area. On the other hand, the driving determination unit 62 sets the passing lane PL as outside the limited area, and does not permit the execution of unsupervised automated driving in the passing lane PL even within the automated driving enabled area. On the other hand, when the host vehicle is traveling in a traffic jam, the driving determination unit 62 permits unsupervised automated driving in the passing lane PL.

[0259] According to the switching control of the automated driving level of the sixth embodiment described so far, even if there is a merging section CfS in the driving lane DL as in the driving scene shown in FIG. 51, the automated driving ECU 50b continues to drive in the driving lane DL selected as the recommended driving lane RL. By such control, a proposal for a lane change to avoid the merging section CfS is omitted. As a result, the frequency of driver handover can be reduced, and thus the convenience of the driver related to driver handover is improved.

[0260] In addition, in the sixth embodiment, when the vehicle A travels in the automated driving enabled area, unsupervised automated driving in the passing lane PL cannot be executed. However, if the vehicle A is traveling in a traffic jam, unsupervised automated driving in the passing lane PL is permitted. Therefore, when in a traffic jam, in addition to the driving lane DL including the merging section CfS, unsupervised automated driving can also be continued in the passing lane PL without the obligation of surrounding monitoring. Therefore, by reducing the frequency of driver handover, the convenience of the driver related to driver handover can be improved.

[0261] (Seventh Embodiment) The seventh embodiment shown in FIGS. 40 and 52 is a modification of the sixth embodiment. In the HCU 100 of the seventh embodiment, even during the period when the vehicle A is performing supervised autonomous driving, a recommended lane notification based on the selection of the recommended driving lane RL is implemented. In addition, the action determination unit 62 of the automatic driving ECU 50b does not permit unsupervised autonomous driving in the overtaking lane PL even during traffic jams. On the other hand, similar to the sixth embodiment, the action determination unit 62 permits unsupervised autonomous driving in the merging section CfS within the autonomous driving enabled area regardless of whether there is a traffic jam.

[0262] In response to such setting control of the autonomous driving level, when it is predicted that the host vehicle will enter the traffic jam area CA, the recommended lane selection unit 181 selects the driving lane DL connected to the merging section CfS as the recommended driving lane RL. As a result, as in the driving scene shown in FIG. 52, when it is predicted that the vehicle A (host vehicle) will enter the traffic jam area CA while driving in the overtaking lane PL in a state where there is a peripheral monitoring obligation, the provision control unit 84 proposes a lane change to the driving lane DL in a state where there is a peripheral monitoring obligation. If the driver instructs a lane change to the driving lane DL based on such a recommended lane notification, the unsupervised autonomous driving at the autonomous driving level 3 resumed on the driving lane DL can be continued for a long time or a long distance. Therefore, also in the seventh embodiment, it is possible to achieve the same effect as in the above-described embodiment. In the seventh embodiment, the environment recognition unit 61 corresponds to the "driving environment determination unit".

[0263] (Other Embodiments) Although one embodiment of the present disclosure has been described above, the present disclosure is not construed as being limited to the above-described embodiment, and can be applied to various embodiments and combinations without departing from the gist of the present disclosure.

[0264] In the above-described embodiment, both the process of changing the content providing method and the process of presenting options for selecting a content interruption method were implemented. On the other hand, in Modification Example 1 of the above-described embodiment, while the process of changing the content providing method is implemented, the process of presenting options for selecting a content interruption method is omitted. Further, in Modification Example 2 of the above-described embodiment, while the process of presenting options for selecting a content interruption method is implemented, the process of changing the content providing method is omitted.

[0265] In the stop method selection notification Nt13a in Modification Example 3 of the above-described embodiment, substantially the same options are presented regardless of the type of the second task performed by the driver. Further, in Modification Example 4 of the above-described embodiment, the automatic LC status notification based on the LC status StLC and the peripheral status VIst and the like is omitted.

[0266] In the above-described embodiment, the way of providing the content changed in accordance with the LC failure possibility notification Nt12. Further, in accordance with the LC failure notification Nt13, the stop method selection notification Nt13a was implemented. However, in Modification Example 5 of the above-described embodiment, the LC failure possibility notification Nt12 and the LC failure notification Nt13 are not synchronized with the process of changing the content providing method and the process of presenting options. For example, the stop method selection notification Nt13a may be implemented in accordance with the LC failure possibility notification Nt12.

[0267] In Modification Example 6 of the above-described embodiment, not only the intensity of the RtI notification Nt14 but also the request timing (refer to the TOR point P4 in FIG. 4) are changed according to the state of the driver and the state of other vehicles around the own vehicle. Further, in Modification Example 7 of the above-described embodiment, the request timing of the RtI notification Nt14 is changed according to the state of the driver and the state of other vehicles around the own vehicle. In Modification Example 7, the notification intensity of the RtI notification Nt14 is set to be constant.

[0268] In Modification Example 8 of the above embodiment, the timing control of the restart point (permission timing) for permitting the restart of the second task is omitted. Further, in Modification Example 9 of the above embodiment, even when Vehicle A is traveling in a traffic jam section, the timing control for adjusting the restart point is performed.

[0269] In the above embodiment, the LC failure notification Nt13 and the stopping method selection notification Nt13a corresponded to the monitoring notice notification, and notified the change in the presence or absence of the scheduled peripheral monitoring obligation. On the other hand, in Modification Example 10 of the above embodiment, the end notice notification of the second task is omitted, and at least one of the LC attempt notification Nt11 and the LC failure possibility notification Nt12 functions as a monitoring notice notification that notifies the change in the presence or absence of the scheduled peripheral monitoring obligation. Further, in Modification Example 11 of the above embodiment, the LC attempt notification Nt11 corresponds to the end notice notification of the second task. As in Modification Examples 10 and 11 above, at least one of the LC attempt notification Nt11, the LC failure possibility notification Nt12, the LC failure notification Nt13, and the stopping method selection notification Nt13a may have the function as a monitoring notice notification. In addition, at least one of the notifications performed before the monitoring notice notification may have the function as an end notice notification. Furthermore, at least one of the LC attempt notification Nt11, the LC failure possibility notification Nt12, the LC failure notification Nt13, and the stopping method selection notification Nt13a may have both the functions of the monitoring notice notification and the end notice notification.

[0270] In Modification Example 12 of the above embodiment, when a change from a state with a peripheral monitoring obligation to a state without a peripheral monitoring obligation is scheduled, a monitoring notice notification for notifying such a change is performed. In addition, the peripheral monitoring notification in Modification Example 12 notifies the driver that the state has changed from a state with a peripheral monitoring obligation to a state without a peripheral monitoring obligation.

[0271] In the above-described embodiment, during the execution period of the automatic LC that avoids the merging section CfS, the continuation of the second task was permitted. This is because the risks around the host vehicle were sufficiently grasped in the determination of whether to execute the automatic LC. On the other hand, the reason for interrupting the second task in response to the intrusion of other vehicles is that it is difficult to predict the behavior of other vehicles and the risks cannot be fully grasped.

[0272] In the modification example 13 of the above-described fifth embodiment, in addition to the overtaking lane PL, continuous driving in the uphill lane is restricted. In the modification example 13, the providing control unit 84, as a restriction notification process, grasps the driving continuation distance in the uphill lane, and when it is determined that the grasped driving continuation distance exceeds a predetermined distance, performs a recommended lane notification for proposing a lane change to the driving lane DL.

[0273] Furthermore, in the modification example 14 of the above-described fifth embodiment, unsupervised automatic driving at 60 km / h or higher is prohibited. When the maximum speed of the driving lane DL is, for example, 60 km / h or higher, the recommended lane selection unit 181 selects the uphill lane as the recommended driving lane RL. The providing control unit 84 performs a recommended lane notification for prompting a lane change to the uphill lane that has been set as the recommended driving lane RL.

[0274] The automatic driving system 50 of the above-described embodiment was provided with two in-vehicle ECUs, namely, the driving support ECU 50a and the automatic driving ECU 50b. However, one in-vehicle ECU having the functions of the driving support ECU 50a and the automatic driving ECU 50b may constitute the automatic driving system 50.

[0275] The display device that displays the content related to the second task is not limited to CID22. For example, the meter display 21 and HUD 23 may be used to provide the content. Also, the display device for displaying the content may be selectable by the driver. Furthermore, the shape, emission color, display position, etc. of each image displayed on each display device may be appropriately changed. In addition, the type of language of the message displayed on each display device may be appropriately changed based on user settings such as the driver, and settings such as the country and region where the vehicle A is used. Similarly, the type of language of the voice message reproduced by the audio device 24 may also be appropriately changed.

[0276] The second task permitted for the driver may be appropriately changed according to regulations such as the road traffic law of the country and region where the vehicle A is used. Furthermore, the avoidance action for avoiding the interruption of the second task is not limited to the automatic LC and may be appropriately changed according to the driving scene.

[0277] In Modification Example 13 of the above embodiment, the HCU 100 is integrally configured with any one of the meter display 21, CID 22, and HUD 23. That is, in Modification Example 13, the processing function of the HCU 100 is implemented in the control circuit of any one display device. As a result, in Modification Example 13, the display device becomes the "presentation control device".

[0278] In the above embodiment, each function provided by the HCU 100 can also be provided by software and the hardware that executes it, software only, hardware only, or a combined combination thereof. Furthermore, when such a function is provided by an electronic circuit as hardware, each function can also be provided by a digital circuit including a number of logic circuits or an analog circuit.

[0279] Also, the form of the storage medium that stores programs and the like capable of realizing the above display control method may be appropriately changed. For example, the storage medium is not limited to the configuration provided on the circuit board, and may be provided in the form of a memory card or the like, inserted into the slot portion, and electrically connected to the control circuit of the HCU. Further, the storage medium may be an optical disk and a hard disk drive that serve as a copy source of the program to the HCU.

[0280] The control unit and its method described in the present disclosure may be realized by a dedicated computer configured with a processor programmed to execute one or more functions embodied by a computer program. Alternatively, the device and its method described in the present disclosure may be realized by a dedicated hardware logic circuit. Or, the device and its 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. Further, the computer program may be stored in a computer-readable non-transitory tangible recording medium as instructions to be executed by a computer.

[0281] The technical features disclosed by the embodiments and modified examples described so far are summarized and described below.

[0282] In each of the above embodiments, the environment recognition unit 61 corresponds to the "other vehicle situation grasping unit", the "driving environment grasping unit", and the "driving environment determination unit", the action determination unit 62 corresponds to the "automation level determination unit" and the "action determination unit", and the automatic driving ECU 50b corresponds to the "driving control device". Also, the merging vehicle Ac corresponds to the "other vehicle", the "interrupting vehicle", and the "merging vehicle", and the parallel vehicle Ao corresponds to the "other vehicle (traveling in the merging assumed section)". Further, the merging section CfS corresponds to the "merging assumed section", the driving lane DL corresponds to the "own vehicle lane" and the "lane to be merged into", the overtaking lane PL corresponds to the "other driving lane" and the "opposite adjacent lane", and the merging lane ML corresponds to the "adjacent lane" and the "merging lane".

[0283] [Technical Feature 1-1] A driving control device used in a vehicle (A) and realizing an automatic driving function capable of substituting at least a part of a driver's driving task, in a merging assumption section (CfS) where the merging of another vehicle (Ac) from an adjacent lane (ML) into the own vehicle lane (DL) is assumed, an other vehicle situation grasping section (61) for grasping the presence or absence of the other vehicle traveling in the adjacent lane, and an automation level determination section (62) for determining an automatic driving level defining the range of the driving task to be substituted by the automatic driving function in the merging assumption section according to the presence or absence of the other vehicle traveling in the adjacent lane. The driving control device comprising the above. [Technical Feature 1-2] When the automation level determination section determines that there is no other vehicle merging in the implementation of eyes-off driving where the driver has no obligation of peripheral monitoring which is one of the driving tasks, the driving control device according to [Technical Feature 1-1] determines to continue the eyes-off driving (S277: NO), or shift to hands-off driving where the driver has no obligation of steering operation which is another one of the driving tasks (S74: NO, S75). [Technical Feature 1-3] When the other vehicle exists in the adjacent lane, the other vehicle situation grasping section further grasps the control situation of the automatic driving of the other vehicle, and the automation level determination section determines the automatic driving level according to the control situation of the automatic driving in the other vehicle. The driving control device according to [Technical Feature 1-1]. [Technical Feature 1-4] A driving control device used in a vehicle (A) and realizing an automatic driving function capable of substituting at least a part of a driver's driving task, in a merging assumption section (CfS) where the merging of another vehicle (Ac) from an adjacent lane (ML) into the own vehicle lane (DL) is assumed, an other vehicle situation grasping section (61) for grasping the control situation of the automatic driving of the other vehicle traveling in the adjacent lane, An automation level determination unit (62) that determines an automated driving level that defines the scope of the driving tasks taken over by the automated driving function in the merging assumed section according to the control status of the automated driving in the other vehicle A driving control device comprising the same [Technical features 1-5] When the other vehicle that is merging is determined to be the host vehicle while the eyes-off driving in which the driver has no obligation of surrounding monitoring, which is one of the driving tasks, is being performed in the merging assumed section, the automation level determination unit determines to continue the eyes-off driving or to shift to the hands-off driving in which the driver has no obligation of steering operation, which is another one of the driving tasks. The driving control device according to [Technical features 1-3] or [Technical features 1-4] [Technical features 1-6] The other vehicle situation grasping unit further grasps the section length of the merging assumed section According to the section length of the merging assumed section, the automation level determination unit determines whether to continue the eyes-off driving or to shift to the hands-off driving. The driving control device according to [Technical features 1-2] or [Technical features 1-5] [Technical features 1-7] The automation level determination unit When the section length of the merging assumed section exceeds a continuation threshold value, continues the eyes-off driving When the section length of the merging assumed section is less than the continuation threshold value, shifts to the hands-off driving. The driving control device according to [Technical features 1-6] [Technical features 1-8] The other vehicle situation grasping unit also grasps the presence or absence of the other vehicle traveling in the adjacent lane in the merging preparation section (CpS) located on the front side of the merging assumed section When it is determined that there is no other vehicle in the merging preparation section in a situation where the presence of the other vehicle traveling in the adjacent lane can be grasped in the merging preparation section, the automation level determination unit determines not to perform avoidance driving control to avoid entering the merging assumed section. The driving control device according to any one of [Technical features 1-1] to [Technical features 1-7] [Technical features 1-9] The other vehicle situation grasping unit grasps the presence or absence of the other vehicle traveling in the adjacent lane even in a merging preparation section (CpS) located on the upstream side of the merging assumed section, The automation level determination unit determines to execute avoidance driving control to avoid entering the merging assumed section even when it is determined that the other vehicle exists in the merging preparation section in a situation where the presence of the other vehicle traveling in the adjacent lane can be grasped in the merging preparation section [Technical Feature 1-1] to [Technical Feature 1-1]. The driving control device according to any one of them. [Technical Feature 1-10] A driving control program that is used in a vehicle (A) and realizes an automatic driving function capable of substituting at least a part of the driver's driving tasks, To at least one processing unit (51), In a merging assumed section (CfS) where the merging of another vehicle (Ac) from the adjacent lane (ML) into the own vehicle lane (DL) is assumed, the presence or absence of the other vehicle traveling in the adjacent lane is grasped (S74, S277), In the merging assumed section, an automatic driving level that defines the range of the driving tasks substituted by the automatic driving function is determined according to the presence or absence of the other vehicle traveling in the adjacent lane (S77, S279, S280), A driving control program that causes the execution of processing including this. [Technical Feature 1-11] A driving control program that is used in a vehicle (A) and realizes an automatic driving function capable of substituting at least a part of the driver's driving tasks, To at least one processing unit (51), In a merging assumed section (CfS) where the merging of another vehicle (Ac) from the adjacent lane (ML) into the own vehicle lane (DL) is assumed, the control status of the automatic driving of the other vehicle traveling in the adjacent lane is grasped (S76, S278), In the merging assumed section, an automatic driving level that defines the range of the driving tasks substituted by the automatic driving function is determined according to the control status of the automatic driving in the other vehicle (S77, S279, S280), A driving control program that causes the execution of processing including this.

[0284] According to the above [Technical Features 1-1, 4, 10, 11], in a merging assumption section where the merging of other vehicles from an adjacent lane into the host vehicle lane is assumed, the automated driving level is determined according to the presence or absence of other vehicles or the automated driving situation of other vehicles. Therefore, even when encountering a merging assumption section during driving with the automated driving function, automated driving at an appropriate automated driving level can be continued. As a result, since the opportunity to transfer the driving task from the automated driving function to the driver is reduced, it becomes possible to improve the convenience of the driver related to driving handover.

[0285] According to the above [Technical Feature 1-2], when there are no other vehicles in the adjacent lane, at least the steering operation by the driver becomes unnecessary even in a merging assumption section. Therefore, the driving load on the driver associated with driving handover and driving in the merging assumption section can be reduced.

[0286] According to the above [Technical Feature 1-3], when there are other vehicles in the adjacent lane, the automated driving level is determined according to whether this other vehicle is an automated driving vehicle or not. Therefore, even when the other vehicle in the adjacent lane is grasped during driving with the automated driving function, automated driving at an appropriate automated driving level can be continued. According to the above, it becomes possible to reduce the opportunity to transfer the driving task to the driver and improve the convenience of the driver.

[0287] According to the above [Technical Feature 1-5], when the other vehicle in the adjacent lane is an automated driving vehicle, at least the steering operation by the driver becomes unnecessary even when there are other vehicles in the adjacent lane. Thus, in addition to the presence or absence of other vehicles, if the automated driving control situation of other vehicles is grasped, it becomes possible to appropriately determine the automated driving level of the host vehicle in relation to other vehicles. According to the above, both the reduction of the risk to the host vehicle from other vehicles and the reduction of the driving load on the driver can be appropriately achieved.

[0288] When the section length of the merging assumed section is sufficiently ensured, the merging of other vehicles is carried out with a margin. Therefore, in the above [Technical Features 1-6], the automatic driving level is determined according to the section length of the merging assumed section. Therefore, both the reduction of the risk of other vehicles to the own vehicle and the reduction of the driver's driving load can be appropriately achieved.

[0289] In the above [Technical Features 1-7], the switching between eyes-off driving and hands-off driving is carried out according to whether the section length of the merging assumed section exceeds a continuous threshold value. According to the above, it is possible to appropriately switch the automatic driving level in the merging assumed section, reduce the driver's driving load, and reduce the risk of other vehicles.

[0290] According to the above [Technical Features 1-8], when it is determined that there are no other vehicles in the adjacent lane in the merging preparation section, it is determined not to implement the avoidance driving control to avoid entering the merging assumed section. In this way, if the non-existence of other vehicles can be grasped in advance, even if driving in the merging assumed section while maintaining a high automatic driving level, the risk of other merging vehicles will not increase. As a result, it is possible to reduce the implementation period of the avoidance driving control, and the convenience for the driver can be improved.

[0291] On the other hand, according to the above [Technical Features 1-9], even when it is determined that there are no other vehicles in the adjacent lane in the merging preparation section, the avoidance driving control to avoid entering the merging assumed section is implemented. When other vehicles in the adjacent lane are detected in the merging assumed section, it becomes difficult to continue hands-off driving or eyes-off driving. Therefore, according to the control method of implementing the avoidance driving control even if the presence of other vehicles is not grasped in the merging preparation section, high-level automatic driving can be continued with high certainty. According to the above, it is possible to provide a highly convenient automatic driving that can continue in a state with a low driving load.

[0292] [Technical Feature 2-1] A driving control device used in a vehicle (A) and realizing an automatic driving function capable of substituting at least a part of the driver's driving tasks, A driving environment recognition unit (61) that recognizes the presence of a merging assumption section (CfS) where driving by the automatic driving function is restricted because the merging of another vehicle (Ac) from an adjacent lane (ML) into the host vehicle lane (DL) is assumed; An action determination unit (62) that determines to execute avoidance driving control to avoid entering the merging assumption section when it is determined during driving by the automatic driving function that the merging assumption section exists in the traveling direction; A driving control device comprising: [Technical Feature 2-2] When the action determination unit grasps the merging assumption section existing in the traveling direction, the driving control device according to [Technical Feature 2-1], which performs the avoidance driving control at a timing when the driving handover time required for handover from the automatic driving function to the driver can be secured before entering the merging assumption section. [Technical Feature 2-3] When the restriction of driving by the automatic driving function is relaxed by the avoidance driving control for moving from the host vehicle lane to another traveling lane (PL), the action determination unit determines whether to perform the avoidance driving control based on the selection information of the driver. The driving control device according to [Technical Feature 2-1] or [Technical Feature 2-2]. [Technical Feature 2-4] The action determination unit notifies the driver of the difference between the driving control by the automatic driving function when continuing to drive in the host vehicle lane and the driving control by the automatic driving function when changing lanes to another traveling lane before acquiring the selection information. The driving control device according to [Technical Feature 2-3]. [Technical Feature 2-5] A driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of the driver's driving tasks, At least one processing unit (51) grasps (S60, S260) the presence of a merging assumption section (CfS) where driving by the automatic driving function is restricted because the merging of another vehicle (Ac) from an adjacent lane (ML) into the host vehicle lane (DL) is assumed; When it is determined during driving by the automatic driving function that the assumed merging section exists in the traveling direction, it is determined to execute avoidance driving control to avoid entering the assumed merging section (S64, S264). A driving control program for executing a process including this. [Technical Feature 2-6] A presentation control device used in a vehicle (A) equipped with an automatic driving function, for controlling the presentation of information to the driver of the vehicle, A surrounding state grasping unit that grasps a scene in which the traveling lane on which the vehicle is traveling merges with an adjacent lane, or a scene in which a merging vehicle traveling in a merging lane that merges into the traveling lane is detected, as a merging scene, When the occurrence of the merging scene is grasped during automatic driving in which the driver has no obligation to monitor the surroundings, a provision control unit that performs a notification to prompt a transition from the automatic driving in which the driver has no obligation to monitor the surroundings to the automatic driving in which the driver has an obligation to monitor the surroundings, A presentation control device including this. [Technical Feature 2-7] A presentation control program used in a vehicle (A) equipped with an automatic driving function, for controlling the presentation of information to the driver of the vehicle, A scene in which the traveling lane on which the vehicle is traveling merges with an adjacent lane, or a scene in which a merging vehicle traveling in a merging lane that merges into the traveling lane is detected, is grasped as a merging scene, When the occurrence of the merging scene is grasped during automatic driving in which the driver has no obligation to monitor the surroundings, a notification is performed to prompt a transition from the automatic driving in which the driver has no obligation to monitor the surroundings to the automatic driving in which the driver has an obligation to monitor the surroundings, A presentation control program for causing at least one processing unit (11) to execute a process including this.

[0293] According to the above [Technical Features 2-1, 5], when the assumed merging section in the traveling direction is grasped, it is determined to execute avoidance driving control to avoid entering the assumed merging section. Therefore, the situation where the driving by the automatic driving function is restricted due to entering the assumed merging section is avoided. As a result, the driver can continue the second task as much as possible. In addition, if the entry into the assumed merging section is avoided, the risk of other vehicles merging from the adjacent lane into the own lane can also be reduced. Therefore, it becomes possible to improve the convenience of the driver.

[0294] According to the above [Technical Feature 2-2], even if the avoidance driving control to avoid entering the assumed merging section cannot be implemented, the driving handover time required for handing over the driving to the driver is ensured. As a result, even if a sudden driving handover occurs, the driving handover can be smoothly implemented, so the convenience of the driver is less likely to be impaired. The driving handover time is, for example, the time (15 seconds) from the TOR point P4 to the merging start point P5 in the above embodiment.

[0295] According to the above [Technical Feature 2-3], whether to execute avoidance driving control to move to another driving lane is determined based on the selection information of the driver. According to the above, automatic driving in the manner faced by the driver can be continued.

[0296] According to the above [Technical Feature 2-4], the driver is notified of how the content (automatic driving level) of the driving control by the automatic driving function changes when the execution of the avoidance driving control is selected and when it is not selected. In this way, if information serving as an index is provided when the driver makes a selection, it becomes easier for the driver to select whether to perform the avoidance driving control.

[0297] [Technical Feature 3-1] A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of the driver's driving task, An other-vehicle situation grasping unit (61) that grasps the situation of other vehicles traveling around the vehicle and grasps an other vehicle that makes an intrusion from an adjacent lane (ML) into the host vehicle lane (DL) as an intrusion vehicle (Ac); An automation level determination unit (62) that determines an automation level that defines the range of driving tasks to be taken over by the automatic driving function according to whether or not there are other vehicles other than the intrusion vehicle when the intrusion of the intrusion vehicle is grasped; A driving control device comprising the same. [Technical Feature 3-2] The driving control device according to [Technical Feature 3-1], wherein the automation level determination unit determines the automation level according to whether or not at least one of a preceding vehicle (Af) traveling in the traveling direction of the vehicle and an other intrusion vehicle (As) traveling in the opposite adjacent lane located on the opposite side of the adjacent lane in which the intrusion vehicle travels across the host vehicle lane exists. [Technical Feature 3-3] The automation level determination unit When the intrusion of the intrusion vehicle is grasped during a period in which the automatic driving function is performing automatic driving for which the driver has no obligation to monitor the surroundings, On the condition that the preceding vehicle does not exist, continue the automatic driving for which there is no obligation to monitor the surroundings in the automatic driving function, On the condition that the preceding vehicle exists, shift the automation level to automatic driving with an obligation to monitor the surroundings, according to the driving control device according to [Technical Feature 3-2]. [Technical Feature 3-4] The automation level determination unit When the intrusion of the intrusion vehicle is grasped during a period in which the automatic driving function is performing automatic driving for which the driver has no obligation to monitor the surroundings, On the condition that the other intrusion vehicle does not exist, continue the automatic driving for which there is no obligation to monitor the surroundings in the automatic driving function, On the condition that the other intrusion vehicle exists, shift the automation level to automatic driving with an obligation to monitor the surroundings, according to the driving control device according to [Technical Feature 3-2] or [Technical Feature 3-3]. [Technical Feature 3-5] The other vehicle situation recognition unit recognizes, as the interrupting vehicle, not only the other vehicle that has started a lane change from the adjacent lane to the host vehicle lane, but also the other vehicle for which a merge into the host vehicle lane is assumed [Technical Feature 3-1] to [Technical Feature 3-4]. The driving control device according to any one of [Technical Feature 3-6] A driving control program used in a vehicle (A) and realizing an automatic driving function capable of substituting at least a part of a driver's driving task, at least one processing unit (51) is caused to recognize the situation of other vehicles traveling around the vehicle, further recognize, as an interrupting vehicle (Ac), the other vehicle that interrupts from the adjacent lane (ML) to the host vehicle lane (DL) (S301), when recognizing the interruption of the interrupting vehicle, determine an automatic driving level that defines the range of the driving task to be substituted by the automatic driving function according to whether or not there are other vehicles excluding the interrupting vehicle (S302 to S305), and execute a process including this. The driving control program.

[0298] According to the above [Technical Feature 3-1, 6], when the interruption of the interrupting vehicle from the adjacent lane to the host vehicle lane is recognized, the automatic driving level is determined according to the presence or absence of other vehicles excluding the interrupting vehicle. Therefore, even when encountering an interrupting vehicle during driving by the automatic driving function, automatic driving at an appropriate automatic driving level can be continued. As a result, the opportunity to transfer the driving task from the automatic driving function to the driver is reduced, so that it is possible to improve the convenience of the driver related to driving handover.

[0299] According to the above [Technical Feature 3-2], as other vehicles excluding the interrupting vehicle, the presence or absence of a preceding vehicle or an interrupting other vehicle, etc. is recognized, and the automatic driving level of the host vehicle is determined according to their presence. According to such control of the automation level, it is possible to determine the automatic driving level that appropriately reflects the presence of other vehicles having an influence on the driving state of the host vehicle. Therefore, while suppressing the risk of other vehicles, it is possible to reduce the driving load of the driver.

[0300] As described in the above [Technical Feature 3-3], when there is a preceding vehicle, the cutting-in vehicle is likely to move between the host vehicle and the preceding vehicle. In such a scene, a cutting-in vehicle that has changed lanes to the host vehicle lane tends to decelerate in front of the host vehicle. Therefore, according to the control of reducing the automatic driving level when there is a preceding vehicle, even if a cutting-in vehicle that has cut in front of the host vehicle decelerates, the driver can respond smoothly.

[0301] As described in the above [Technical Feature 3-4], when there is no other cutting-in vehicle in the adjacent lane on the opposite side, in order to avoid a cutting-in vehicle that has cut into the host vehicle lane, it is possible to make the host vehicle change lanes to the adjacent lane on the opposite side. Therefore, according to the control of continuing automatic driving without the obligation of surrounding monitoring when there is no other cutting-in vehicle, the risk of other vehicles can be suppressed while reducing the driving load on the driver.

[0302] As described in the above [Technical Feature 3-5], according to the process of grasping other vehicles that are assumed to merge into the host vehicle lane as cutting-in vehicles, other vehicles that pose a risk to the host vehicle can be grasped early. As a result, when the automatic driving level is transitioned to a lower level, it is possible to ensure a longer response time for the driver.

[0303] [Technical Feature 4-1] A driving control device that is used in a vehicle (A) and realizes an automatic driving function capable of substituting at least a part of the driver's driving tasks, A driving environment recognition unit (61) that recognizes the existence of a merging assumed section (CfS) defined in a merged lane (DL) connected to a merging lane (ML), where a lane change of a merging vehicle (Ac) from the merging lane to the merged lane is assumed, When the vehicle is traveling in an opposite adjacent lane (PL) adjacent to the opposite side of the merging lane across the merged lane, an automation level determination unit (62) that determines an automatic driving level that defines the range of the driving tasks substituted by the automatic driving function according to the presence or absence of other vehicles (Ao) traveling in the merging assumed section, A driving control device comprising the above. [Technical Feature 4-2] The automation level determination unit When the existence of the merging assumed section is grasped during the period in which the automatic driving function is performing automatic driving for which the driver has no obligation to monitor the surroundings, On the condition that no other vehicle exists in the merging assumed section, the automatic driving for which there is no obligation to monitor the surroundings is continued in the automatic driving function, On the condition that the other vehicle exists in the merging assumed section, the driving control device according to [Technical Feature 4-1], which shifts the automatic driving level to automatic driving with an obligation to monitor the surroundings. [Technical Feature 4-3] A driving control program that is used in a vehicle (A) and realizes an automatic driving function capable of substituting at least a part of the driver's driving tasks, In at least one processing unit (51), Grasps the existence of a merging assumed section (CfS) defined in a main traffic lane (DL) connected to a merging lane (ML), in which a lane change of a merging vehicle (Ac) from the merging lane to the main traffic lane is assumed (S401), When the vehicle is traveling in an opposite adjacent lane (PL) adjacent to the opposite side of the merging lane across the main traffic lane, determines an automatic driving level that defines the range of the driving tasks substituted by the automatic driving function according to the presence or absence of other vehicles (Ao) traveling in the merging assumed section (402~S404), A driving control program that causes the execution of processing including this.

[0304] According to the above [Technical Features 4-1, 3], when traveling in the opposite adjacent lane, the presence of other vehicles traveling in the merging assumed section defined in the main traffic lane is grasped, and the automatic driving level is determined according to the presence or absence of other vehicles in the merging assumed section. Therefore, even if the movement of other vehicles from the main traffic lane to the opposite adjacent lane is caused by the movement of the merging vehicle from the merging lane to the main traffic lane, in the own vehicle, automatic driving at a level capable of appropriately responding to other vehicles can be continued. As a result, since the opportunity to transfer the driving task from the automatic driving function to the driver is reduced, it becomes possible to improve the convenience of the driver related to driving handover.

[0305] According to the above [Technical Feature 4-2], when there is another vehicle in the assumed merging section, the automatic driving level of the host vehicle shifts to automatic driving with a surrounding monitoring obligation. Therefore, even if another vehicle makes a sudden move to the adjacent lane on the opposite side, smooth response by the driver becomes possible through control that pre-lowers the automatic driving level.

[0306] [Technical Feature 5-1] A driving control device that is used in vehicle (A) and realizes an automatic driving function capable of substituting at least a part of the driver's driving tasks, A driving environment determination unit (61) that determines whether the vehicle is traveling in a preset automatically drivable area and whether the vehicle is traveling in a traffic jam, An automation level determination unit (62) that enables the vehicle to perform non-monitored automatic driving without the driver's surrounding monitoring obligation when the vehicle is traveling in the automatically drivable area or in a traffic jam, The automation level determination unit, Permits the non-monitored automatic driving in the merging section (CfS), A driving control device that makes it impossible to perform the non-monitored automatic driving in the overtaking lane (PL) when the vehicle is traveling in the automatically drivable area, and permits the non-monitored automatic driving in the overtaking lane when the vehicle is traveling in a traffic jam.

[0307] [Technical Feature 5-2] A driving control program that is used in vehicle (A) and realizes an automatic driving function capable of substituting at least a part of the driver's driving tasks, Causes at least one processing unit (51) to, Determine whether the vehicle is traveling in a preset automatically drivable area and whether the vehicle is traveling in a traffic jam, Execute processing including enabling the vehicle to perform non-monitored automatic driving without the driver's surrounding monitoring obligation when the vehicle is traveling in the automatically drivable area or in a traffic jam, In the merging section (CfS), permits the non-monitored automatic driving, When the vehicle travels in the autonomous driving area, the autonomous driving without monitoring in the overtaking lane (PL) is not allowed to be performed. A driving control program that permits autonomous driving without monitoring in the overtaking lane when the vehicle is traveling in a traffic jam.

[0308] In the above [Technical Features 5-1, 2], when the vehicle travels in the autonomous driving area, the autonomous driving without monitoring in the overtaking lane cannot be performed. However, when the vehicle is traveling in a traffic jam, the autonomous driving without monitoring in the overtaking lane is permitted. Therefore, when in a traffic jam, in addition to the merging lane, autonomous driving without the obligation of surrounding monitoring can be continued in the overtaking lane. Thus, by reducing the frequency of driver changes, it becomes possible to improve the convenience of the driver related to driver changes. [Technical Feature 1] A presentation control device used in a vehicle (A) equipped with an autonomous driving function, for controlling the presentation of information to the driver of the vehicle, During the autonomous driving period in which the vehicle travels by the autonomous driving function, an interruption determination unit (82) that determines the interruption of a specific behavior other than the driving permitted to the driver; A provision control unit (84) that changes the provision method of content (CTV) provided in relation to the specific behavior during the autonomous driving period based on the determination of the interruption of the specific behavior; A presentation control device comprising the above. [Technical Feature 12] A presentation control program used in a vehicle (A) equipped with an autonomous driving function, for controlling the presentation of information to the driver of the vehicle, At least one processing unit (11) is caused to During the autonomous driving period in which the vehicle travels by the autonomous driving function, determine the interruption of a specific behavior other than the driving permitted to the driver (S10), Change the provision method of content (CTV) provided in relation to the specific behavior during the autonomous driving period based on the determination of the interruption of the specific behavior (S12), A presentation control program that causes the above processing to be executed. [Technical Feature 14] A presentation control device used in a vehicle (A) equipped with an automatic driving function, for controlling the presentation of information to the driver of the vehicle, During the automatic driving period in which the vehicle travels by the automatic driving function, a monitoring obligation grasping unit (82) that grasps whether or not the driver has an obligation to monitor the surroundings, When a change in the presence or absence of the surrounding monitoring obligation is scheduled, a monitoring notice (Nt11~Nt13, Nt13a) that announces the scheduled change in the presence or absence of the surrounding monitoring obligation, and a surrounding monitoring notice (Nt21) that notifies that the presence or absence of the surrounding monitoring obligation has changed are provided by a control unit (84), A presentation control device comprising: [Technical Feature 20] A presentation control program used in a vehicle (A) equipped with an automatic driving function, for controlling the presentation of information to the driver of the vehicle, At least one processing unit (11) is caused to During the automatic driving period in which the vehicle travels by the automatic driving function, grasp whether or not the driver has an obligation to monitor the surroundings (S11), When a change in the presence or absence of the surrounding monitoring obligation is scheduled, issue a monitoring notice (Nt11~Nt13, Nt13a) that announces the scheduled change in the presence or absence of the surrounding monitoring obligation (S122, S125, S132), Further issue a surrounding monitoring notice (Nt21) that notifies that the presence or absence of the surrounding monitoring obligation has changed (S163), A presentation control program that causes the above processing to be executed.

Explanation of Reference Numerals

[0309] Vehicle A, CfS merging section, AL exclusive lane, DL driving lane, PL overtaking lane, CL center lane, RL recommended driving lane, BP branch, CTV video content (content), In1 sustainable information, In2 vehicle control information, Nt11 LC attempt notification (end notice, monitoring notice), Nt12 LC failure possibility notification (end notice, monitoring notice), Nt13 LC failure notification (monitoring notice), Nt13a stopping method selection notification (monitoring notice), Nt14 RtI notification (request notice), Nt21 peripheral monitoring request notification (peripheral monitoring notice), SG selection screen, 11 processing unit, 50b automatic driving ECU (driving control device), 61 environment recognition unit (driving environment judgment unit), 62 behavior judgment unit (automation level determination unit), 81 peripheral state grasping unit, 181 recommended lane selection unit, 82 alternation control unit (interruption determination unit, monitoring obligation grasping unit), 83 integrated state estimation unit (driver state grasping unit), 84 provision control unit (lane proposal unit), 100 HCU (presentation control device)

Claims

1. A driving control device that is used in a vehicle (A) and realizes an automatic driving function capable of substituting at least a part of a driver's driving task, in a confluence assumption section (CfS) where the confluence of another vehicle (Ac) from an adjacent lane (ML) to the host vehicle lane (DL) is assumed, an other vehicle situation grasping section (61) that grasps the presence or absence of the other vehicle traveling in the adjacent lane; an automation level determination section (62) that determines an automatic driving level that defines a range of the driving task to be substituted by the automatic driving function in the confluence assumption section according to the presence or absence of the other vehicle traveling in the adjacent lane, comprising: the other vehicle situation grasping section further grasps a section length of the confluence assumption section; the automation level determination section, when it is determined that there is no oncoming other vehicle during the execution of eyes-off driving where the driver has no obligation of peripheral monitoring which is one of the driving tasks, determines continuation of the eyes-off driving or a shift to hands-off driving where the driver has no obligation of steering operation which is another one of the driving tasks; A driving control device that determines whether to continue the eyes-off driving or shift to the hands-off driving according to the section length of the confluence assumption section.

2. when the other vehicle situation grasping section grasps the presence of the other vehicle in the adjacent lane, it further grasps a control situation of the automatic driving of the other vehicle; the automation level determination section determines the automatic driving level according to the control situation of the automatic driving in the other vehicle. The driving control device according to claim 1.

3. A driving control device that is used in a vehicle (A) and realizes an automatic driving function capable of substituting at least a part of a driver's driving task, in a confluence assumption section (CfS) where the confluence of another vehicle (Ac) from an adjacent lane (ML) to the host vehicle lane (DL) is assumed, an other vehicle situation grasping section (61) that grasps a control situation of the automatic driving of the other vehicle traveling in the adjacent lane; an automation level determination section (62) that determines an automatic driving level that defines a range of the driving task to be substituted by the automatic driving function in the confluence assumption section according to the control situation of the automatic driving in the other vehicle, comprising: the other vehicle situation grasping section further grasps a section length of the confluence assumption section; the automation level determination section, When it is determined that the other vehicle merging in is the own vehicle while the driver is performing eyes-off driving without the obligation of peripheral monitoring, which is one of the driving tasks, the continuation of the eyes-off driving or the shift to hands-off driving, which is another one of the driving tasks and for which the driver has no obligation of steering operation, is determined. A driving control device that determines whether to continue the eyes-off driving or shift to the hands-off driving according to the section length of the assumed merging section.

4. The automation level determination unit When the section length of the assumed merging section exceeds the continuation threshold, continues the eyes-off driving. The driving control device according to any one of claims 1 to 3, wherein when the section length of the assumed merging section is less than the continuation threshold, a shift to the hands-off driving is made.

5. The other vehicle situation grasping unit grasps the presence or absence of the other vehicle traveling in the adjacent lane even in a merging preparation section (CpS) located on the upstream side of the assumed merging section. The automation level determination unit determines not to perform avoidance driving control to avoid entering the assumed merging section when it is determined that the other vehicle does not exist in the merging preparation section in a situation where the presence of the other vehicle traveling in the adjacent lane can be grasped in the merging preparation section. The driving control device according to any one of claims 1 to 4.

6. The other vehicle situation grasping unit grasps the presence or absence of the other vehicle traveling in the adjacent lane even in a merging preparation section (CpS) located on the upstream side of the assumed merging section. The automation level determination unit determines to perform avoidance driving control to avoid entering the assumed merging section even when it is determined that the other vehicle exists in the merging preparation section in a situation where the presence of the other vehicle traveling in the adjacent lane can be grasped in the merging preparation section. The driving control device according to any one of claims 1 to 4.

7. A driving control program used in a vehicle (A) for realizing an automatic driving function capable of substituting at least a part of a driver's driving task, In an assumed merging section (CfS) where the merging of another vehicle (Ac) from an adjacent lane (ML) into the own vehicle lane (DL) is assumed, the presence or absence of the other vehicle traveling in the adjacent lane is grasped (S74, S277), The section length of the assumed merging section is grasped. In the assumed merging section, determine the automated driving level that defines the scope of the driving tasks taken over by the automated driving function according to the presence or absence of the other vehicle traveling in the adjacent lane (S77, S279, S280). Cause at least one processing unit (51) to execute a process including this. In the step of determining the automated driving level When it is determined that there is no other vehicle merging in while the driver has no obligation for surrounding monitoring, which is one of the driving tasks, during the execution of hands-off driving, determine to continue the hands-off driving or shift to hands-off driving where the driver has no obligation for steering operation, which is another one of the driving tasks. A driving control program that determines whether to continue the hands-off driving or shift to the hands-off driving according to the section length of the assumed merging section.

8. A driving control program used in a vehicle (A) and realizing an automated driving function capable of taking over at least a part of the driver's driving tasks, In an assumed merging section (CfS) where the merging of another vehicle (Ac) from an adjacent lane (ML) into the host vehicle lane (DL) is assumed, grasp the control status of the automated driving of the other vehicle traveling in the adjacent lane (S76, S278). Grasp the section length of the assumed merging section. In the assumed merging section, determine the automated driving level that defines the scope of the driving tasks taken over by the automated driving function according to the control status of the automated driving in the other vehicle (S77, S279, S280). Cause at least one processing unit (51) to execute a process including this. In the step of determining the automated driving level When it is determined that the other vehicle merging in is the host driving vehicle while the driver has no obligation for surrounding monitoring, which is one of the driving tasks, during the execution of hands-off driving, determine to continue the hands-off driving or shift to hands-off driving where the driver has no obligation for steering operation, which is another one of the driving tasks. A driving control program that determines whether to continue the hands-off driving or shift to the hands-off driving according to the section length of the assumed merging section.

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