Automatic operation device

Abstract

To provide an automatic operation device and a vehicle control method capable of reducing the risk of damaging convenience or comfort of a driver with respect to automatic driving due to a delay factor such as congestion.SOLUTION: A processor 31 constituting an automatic driving ECU 30 acquires whether a driver is sleeping during performing automatic driving equivalent to an automatization level 4 or 5. The processor 31 attempts acquisition of an alternative route for enabling continuation of automatic driving of the level 4 when detecting a delay factor (e.g. congestion) being an event to cause a delay of a predetermined value or more behind an arrival schedule time during the sleeping of the driver. A route is changed without obtaining an approval of the driver when there is the alternative route for enabling the automatic driving of the level 4 to continue for a predetermined time (e.g. 30 minutes) or more and also the delay can be shortened by 10 minutes or more by adopting the alternative route.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present disclosure relates to an automatic driving device capable of performing automatic driving in which the sleep of a driver's seat occupant (so-called driver), who is a person sitting in the driver's seat, is permitted.

Background Art

[0002] Patent Document 1 discloses a control device that continues autonomous driving control (so-called automatic driving) of a vehicle by an in-vehicle system even while the driver's seat occupant is asleep. Further, Patent Documents 2 to 4 disclose methods for preferentially selecting a route having as many sections as possible that can be traveled by automatic driving or a route that can continue automatic driving for a predetermined time or more as a driving route to a destination.

[0003] Note that, as the level of automation of driving operations, for example, levels 0 to 5 defined by the Society of Automotive Engineers International (SAE International, SAE is a registered trademark) are known. Level 0 is a level at which the driver's seat occupant (so-called driver) performs all driving tasks without system intervention. Level 0 corresponds to so-called manual driving. Level 1 is a level at which the system supports either steering or acceleration / deceleration. Level 2 is a level at which the system supports both steering and acceleration / deceleration. In automation levels 1 to 2, the driver's seat occupant has a peripheral monitoring obligation for safe driving. Level 3 is a level at which the system can perform all driving tasks at specific locations such as highways, and the driver's seat occupant performs driving operations in case of emergency. Level 4 is a level at which the system can perform all driving tasks except in specific situations such as non-navigable roads and extreme environments. Level 5 is a level at which the system performs all driving tasks in all environments.

[0004] Automation levels 3 and above correspond to so-called automatic driving. In level 3, for example, it is prohibited to shift to a state in which the driver's seat occupant cannot immediately return to driving operations, such as sleep. Levels 4 and 5 correspond to automation levels in which the sleep of the driver's seat occupant is permitted. In the present disclosure, automatic driving at level 4 or higher is also referred to as level 4 automatic driving.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Patent Document 2

Patent Document 3

Patent Document 4

Summary of the Invention

Problems to be Solved by the Invention

[0006] In Patent Document 1, it is not assumed that traffic congestion occurs during the execution of Level 4 automated driving and the driver in the driver's seat is asleep. In Level 4 automated driving, in principle, even when the driver in the driver's seat is asleep, autonomous driving continues according to the route specified / approved by the driver in the driver's seat. As a configuration of the automated driving system, it is conceivable that, even when traffic congestion occurs while the driver in the driver's seat is asleep, the vehicle continues to run silently according to the set route without attempting to bypass the traffic congestion.

[0007] In such a case, the driver in the driver's seat may not be able to notice that the arrival scheduled time is delayed until waking up from sleep, and the convenience of the automated driving function may be impaired. As an assumed configuration for the above concern, when detecting the occurrence of traffic congestion, if the driver in the driver's seat is sleeping, a configuration of waking up the driver in the driver's seat and then proposing a re-route or the like is conceivable. However, in such a configuration, there is a possibility of disturbing the driver in the driver's seat who wants to sleep.

[0008] The present disclosure has been made based on the above considerations or viewpoints, and one of its objects is to provide an automatic operation device capable of reducing the risk of impairing the convenience or comfort of passengers for automated driving due to delay factors such as traffic congestion. position To provide.

Means for Solving the Problem

[0009] The automatic driving device disclosed herein first is an automatic driving device that performs automatic driving at an automation level that allows the driver sitting in the driver's seat to sleep, and includes a vehicle control unit (F5) that performs automatic driving along an approved route, which is a route approved by the driver, a delay factor detection unit (F21) that detects a predetermined delay factor existing on the approved route based on traffic information or weather information received from an external device, and a passenger state acquisition unit (F3) that acquires whether or not the driver is sleeping based on an input signal from a passenger state sensor (16) that senses the state of the driver. When a delay factor is detected, the vehicle control unit uses map data As an alternative route, a route that can suppress the delay time of the scheduled arrival time and for which the time during which autonomous driving can be continued is equal to or longer than the required time to search, and if an alternative route can be obtained in a situation where the driver is sleeping, the planned travel route is changed to the alternative route without obtaining the driver's approval If an alternative route cannot be obtained, the conditions for automatically performing a lane change are relaxed and is configured as such. The second autonomous driving device of the present disclosure is an autonomous driving device that performs autonomous driving at an automation level that allows a driver sitting in the driver's seat to sleep. The second autonomous driving device includes a vehicle control unit (F5) that performs autonomous driving along an approved route, which is a route approved by the driver; a delay factor detection unit (F21) that detects a predetermined delay factor existing on the approved route based on traffic information or weather information received from an external device; and an occupant state acquisition unit (F3) that determines whether the driver is asleep based on an input signal from an occupant state sensor (16) that senses the state of the driver. The delay factor detection unit detects a traffic jam due to lane restrictions, which is a lane restriction traffic jam, as a delay factor separately from other events. When a delay factor is detected, the vehicle control unit uses map data to search for an alternative route that can suppress the delay time and for which the time during which autonomous driving can be continued is equal to or longer than the required time. If an alternative route is obtained in a situation where the driver is asleep, the planned travel route is changed to the alternative route without obtaining approval from the driver. If an alternative route cannot be obtained and the detected delay factor is a lane restriction traffic jam, the vehicle is configured to drive in a lane that disappears due to lane restrictions up to before the traffic jam section. The third automatic driving device of the present disclosure is an automatic driving device that performs automatic driving at an automation level that allows the driver, who is a person sitting in the driver's seat, to sleep. The automatic driving device includes a vehicle control unit (F5) that performs automatic driving along an approved route, which is a route approved by the driver; a delay factor detection unit (F21) that detects a predetermined delay factor existing on the approved route based on traffic information or weather information received from an external device; and an occupant state acquisition unit (F3) that acquires whether or not the driver is sleeping based on an input signal from an occupant state sensor (16) that senses the state of the driver. The occupant state acquisition unit also determines whether or not the passenger is awake based on a signal from the occupant state sensor. When a delay factor is detected, the vehicle control unit searches for an alternative route that can suppress the delay time using map data. If an alternative route can be obtained in a situation where the driver is sleeping, the vehicle control unit changes the planned driving route to the alternative route without obtaining approval from the driver. When the driver is sleeping but the passenger is awake, information regarding the delay factor is configured to be displayed on a display located at a position visible to the passenger. The fourth automatic driving device of the present disclosure is an automatic driving device that performs automatic driving at an automation level that allows the driver, who is a person sitting in the driver's seat, to sleep. The automatic driving device includes a vehicle control unit (F5) that performs automatic driving along an approved route, which is a route approved by the driver; a delay factor detection unit (F21) that detects a predetermined delay factor existing on the approved route based on traffic information or weather information received from an external device; and an occupant state acquisition unit (F3) that acquires whether the driver is sleeping or not based on an input signal from an occupant state sensor (16) that senses the state of the driver. The occupant state acquisition unit acquires a sleep duration, which is the time during which the driver is sleeping. When a delay factor is detected, the vehicle control unit searches for an alternative route using map data that can suppress the delay time. If an alternative route can be acquired in a situation where the driver is sleeping, the vehicle control unit changes the planned driving route to the alternative route without obtaining approval from the driver. The vehicle control unit acquires a minimum sleep duration, which is the sleep duration desired by the driver, based on a signal from an input device or pre-registered data. If an alternative route cannot be acquired, the vehicle control unit is configured not to notify the driver about the delay factor until the sleep duration reaches the minimum sleep duration. The fifth automatic driving device of the present disclosure is an automatic driving device that performs automatic driving at an automation level that allows the driver, who is a person sitting in the driver's seat, to sleep. The automatic driving device includes a vehicle control unit (F5) that performs automatic driving along an approved route, which is a route approved by the driver; a delay factor detection unit (F21) that detects a predetermined delay factor existing on the approved route based on traffic information or weather information received from an external device; and an occupant state acquisition unit (F3) that acquires whether or not the driver is sleeping based on an input signal from an occupant state sensor (16) that senses the state of the driver. When a delay factor is detected, the vehicle control unit searches for an alternative route capable of suppressing the delay time using map data. If an alternative route can be obtained when the driver is sleeping, the vehicle control unit changes the planned travel route to the alternative route without obtaining approval from the driver, periodically calculates the scheduled arrival time at the destination, compares the scheduled arrival time before sleep, which is the scheduled arrival time calculated before the driver falls asleep, with the scheduled arrival time calculated while the driver is sleeping, determines whether it is possible to arrive at least a predetermined time earlier than the scheduled arrival time before sleep, and if it is determined that it is possible to arrive at least a predetermined time earlier than the scheduled arrival time before sleep, is configured to reduce the target speed of the automatic driving by a predetermined amount. The sixth automatic driving device of the present disclosure is an automatic driving device that performs automatic driving at an automation level that allows the driver, who is a person sitting in the driver's seat, to sleep. The vehicle control unit (F5) performs automatic driving along an approved route, which is an approved route by the driver. The delay factor detection unit (F21) detects a predetermined delay factor existing on the approved route based on traffic information or weather information received from an external device. The occupant state acquisition unit (F3) acquires whether the driver is sleeping or not based on an input signal from the occupant state sensor (16) that senses the state of the driver. When a delay factor is detected, the vehicle control unit searches for an alternative route that can suppress the delay time using map data. If an alternative route can be acquired in a situation where the driver is sleeping, the vehicle control unit changes the planned driving route to the alternative route without obtaining approval from the driver. When the vehicle arrives at the destination, if the driver is sleeping and the current time has not reached the pre-sleep planned arrival time, which is the planned arrival time calculated before the driver fell asleep, the vehicle is configured to hold the notification of arrival at the destination until the pre-sleep planned arrival time is reached. The seventh automatic driving device of the present disclosure is an automatic driving device that performs automatic driving at an automation level that allows the driver sitting in the driver's seat, i.e., the driver's seat occupant, to sleep. The device includes a vehicle control unit (F5) that performs automatic driving along an approved route, which is a route approved by the driver's seat occupant, a delay factor detection unit (F21) that detects a predetermined delay factor existing on the approved route based on traffic information or weather information received from an external device, and an occupant state acquisition unit (F3) that acquires whether the driver's seat occupant is asleep based on an input signal from an occupant state sensor (16) that senses the state of the driver's seat occupant. The delay factor detection unit detects lane restrictions and traffic stops separately as delay factors. When a delay factor is detected, the vehicle control unit searches for an alternative route that can suppress the delay time using map data. If an alternative route can be obtained when the driver's seat occupant is asleep, the vehicle control unit changes the planned travel route to the alternative route without obtaining the approval of the driver's seat occupant. If an alternative route cannot be obtained when a delay factor is detected during the sleep of the driver's seat occupant, the vehicle control unit does not perform an automatic change of the planned travel route. The vehicle control unit is configured to relax the conditions for adopting an alternative route when a traffic stop is detected compared to when a lane restriction is detected.

[0011] According to the above automatic driving device placement if the driver is sleeping, the delay time can be suppressed without being woken up (i.e., automatically), so the convenience / comfort of automatic driving can be improved.

Brief Description of the Drawings

[0012]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Mode for Carrying Out the Invention

[0013] An example of an embodiment of the present disclosure will be described with reference to the drawings. The present disclosure can be appropriately modified and implemented so as to conform to the laws and customs of the region to which the following automatic driving system Sys is applied.

[0014] <Preamble> FIG. 1 is a diagram showing an example of a schematic configuration of an automatic driving system Sys according to the present disclosure. The automatic driving system Sys can be mounted not only on passenger cars but also on vehicles that can travel on roads, such as trucks and trailers. The automatic driving system Sys may be applied not only to four-wheel automobiles but also to two-wheel automobiles, three-wheel automobiles, etc. The vehicle to which the automatic driving system Sys is applied may be an owner's car owned by an individual, or may be a shared car or a rental car. A shared car is a vehicle provided for a car-sharing service, and a rental car is a vehicle provided for a vehicle rental service. Hereinafter, the vehicle on which the automatic driving system Sys is mounted will also be referred to as the host vehicle.

[0015] The host vehicle is, for example, an electric vehicle. The concept of an electric vehicle can include not only electric cars, but also plug-in hybrid vehicles, hybrid vehicles, and fuel cell vehicles. Of course, the host vehicle may also be an engine vehicle. An electric vehicle refers to a vehicle equipped with only a motor as a drive source. A hybrid vehicle refers to a vehicle equipped with an engine and a motor. An engine vehicle is a vehicle equipped with only an engine as a drive source and corresponds to a vehicle that runs on fuel such as gasoline or light oil.

[0016] In the present disclosure, the driver is not limited to a person actually performing a driving operation, but can refer to a person who should receive the authority of the driving operation from the automatic driving system Sys at the end of the automatic driving. That is, the driver in the present disclosure refers to a person sitting in the driver's seat, that is, the driver's seat occupant, regardless of whether or not they are actually driving. The description of the driver in the present disclosure can be replaced with the driver's seat occupant. The host vehicle may be a remotely operated vehicle remotely operated by an operator existing outside the vehicle. The person who takes over the driving operation from the automatic driving system Sys may be an operator existing outside the vehicle. Here, the operator refers to a person who has the authority to control the vehicle by remote operation from outside the vehicle. The operator can also be included in the concept of the driver / driver's seat occupant.

[0017] The automatic driving system Sys provides a so-called automatic driving function that autonomously drives the host vehicle along a predetermined route. As the degree of automation of the driving operation (hereinafter referred to as the automation level), there can be multiple levels, for example, as defined by the Society of Automotive Engineers (SAE International) in the United States. The automation level is divided into six levels, for example, the following levels 0 to 5.

[0018] Level 0 is the level at which the driver performs all driving tasks without system intervention. The driving tasks include, for example, steering and acceleration / deceleration. The driving tasks also include monitoring the surroundings of the vehicle, such as in front of the vehicle. Level 0 corresponds to the so-called full manual driving level. Level 1 is the level at which the system supports either steering or acceleration / deceleration. Level 2 refers to the level at which the system supports multiple of the steering operation and the acceleration / deceleration operation. Levels 1 to 2 correspond to the so-called driving assistance levels.

[0019] Level 3 refers to the level at which the system executes all driving tasks within the Operational Design Domain (ODD), while the operation authority is transferred from the system to the driver in case of emergency. The ODD defines the conditions under which autonomous driving is possible, such as the driving position being within an exclusive motorway, etc. Level 3 corresponds to the so-called conditional autonomous driving.

[0020] Level 4 is the level at which the system performs all driving tasks except for specific situations such as non-corresponding predetermined roads and extreme environments. Level 4 corresponds to the level at which the system performs all driving tasks within the ODD. Level 4 corresponds to the so-called highly autonomous driving. Level 5 is the level at which the system can perform all driving tasks in any environment. Level 5 corresponds to the so-called full autonomous driving.

[0021] Automation levels 3 to 5 correspond to autonomous driving. In the present disclosure, the autonomous driving corresponding to automation level 4 is referred to as level 4 autonomous driving. Also, the autonomous driving corresponding to automation level 3 is referred to as level 3 autonomous driving. In level 3 autonomous driving, the driver needs to resume the driving operation promptly in case of emergency, and sleeping, etc. is prohibited. On the other hand, in level 4 autonomous driving, the driver's sleeping may be permitted. The autonomous driving system Sys of the present disclosure is configured to be capable of performing level 4 autonomous driving. Of course, the autonomous driving system Sys of the present disclosure may also be configured to be capable of performing the autonomous driving corresponding to automation level 5.

[0022] As an example, the driver's seat of the vehicle described below is configured as a reclining seat whose backrest can be reclined to an angle suitable for, for example, the driver's sleep or rest. In the present disclosure, as an example, the angle of the backrest is expressed with reference to the floor of the vehicle. In the present disclosure, the angle formed by the backrest of the driver's seat with respect to the floor / seat surface of the vehicle is also referred to as the backrest angle. The smaller the backrest angle, the more the backrest is reclined rearward of the vehicle. A backrest angle suitable for the driver's sleep or rest is, for example, 30 degrees. Of course, the driver's seat may be configured such that the backrest can be inclined to 0 degrees. In the present disclosure, a state in which the backrest angle is 45 degrees or less is also referred to as a rest posture. As another aspect, the backrest angle may be expressed with reference to the vehicle height direction.

[0023] <Regarding the overall configuration of the automatic driving system Sys> The automatic driving system Sys includes various configurations shown in FIG. 1 as an example. That is, the automatic driving system Sys includes a surrounding monitoring sensor 11, a vehicle state sensor 12, a locator 13, a map storage unit 14, a wireless communication device 15, a passenger state sensor 16, a body ECU 17, and a driving actuator 18. Further, the automatic driving system Sys includes an in-vehicle HMI 20 and an automatic driving ECU 30. Note that ECU is an abbreviation for Electronic Control Unit and means an electronic control device. HMI is an abbreviation for Human Machine Interface.

[0024] The automatic driving ECU 30 is communicably connected to each of the above devices / sensors such as the surrounding monitoring sensor 11 via the in-vehicle network IvN or by a dedicated signal line. The in-vehicle network IvN is a communication network constructed within the vehicle. As the standard of the in-vehicle network IvN, various standards such as Ethernet (registered trademark) can be adopted. Some devices / sensors may be directly connected to the automatic driving ECU 30 by a dedicated signal line. The connection form between the devices can be changed as appropriate.

[0025] The perimeter monitoring sensor 11 is an autonomous sensor that monitors the surrounding environment of the host vehicle. The perimeter monitoring sensor 11 can detect predefined moving objects and stationary objects from a detection range around the host vehicle. The autonomous driving system Sys may include multiple types of perimeter monitoring sensors 11. The autonomous driving system Sys includes, for example, a camera 111 as the perimeter monitoring sensor 11.

[0026] The camera 111 is a so-called front camera that is arranged to capture an image of the front of the vehicle at a predetermined angle of view. The camera 111 is arranged on the upper end of the windshield on the interior side of the vehicle, on the front grill, on the roof top, etc. The camera 111 detects a predetermined detection target by performing recognition processing on the image frame. The camera 111 detects and identifies an object registered as a detection target using, for example, a classifier to which deep learning is applied. Note that, as a method of deep learning, CNN (Convolutional Neural Network), DNN (Deep Neural Network), etc. can be adopted.

[0027] The camera 111 detects moving objects such as pedestrians and other vehicles. The camera 111 also detects features such as road edges, road markings, and structures installed along the road. Road markings include lane markings that indicate lane boundaries, crosswalks, stop lines, navigation strips, safety zones, and regulatory arrows. Structures installed along the road include road signs, guardrails, curbs, utility poles, and traffic lights. The camera 111 can also detect the lighting status of lighting devices such as hazard lights and direction indicators of a vehicle ahead.

[0028] The autonomous driving system Sys may be equipped with a plurality of cameras 111. For example, the autonomous driving system Sys may include, as the camera 111, in addition to the front camera, a side camera that images the side of the vehicle and a rear camera that images the rear of the vehicle. The function of detecting a detection target object by analyzing the camera image may be provided by, for example, the autonomous driving ECU 30 or the like. The functional arrangement within the autonomous driving system Sys can be changed as appropriate. The camera 111 outputs at least one of a video signal and an analysis result of the video signal to the in-vehicle network IvN as detection information. The detection results of each peripheral monitoring sensor 11 are input to the autonomous driving ECU 30 via the in-vehicle network IvN.

[0029] The autonomous driving system Sys may include, as the peripheral monitoring sensor 11, in addition to the camera 111, a millimeter-wave radar, LiDAR, a sonar, etc. The millimeter-wave radar is a device that detects the relative position and relative speed of an object with respect to the host vehicle by transmitting and receiving exploration waves such as millimeter waves or quasi-millimeter waves. LiDAR is an abbreviation for Light Detection and Ranging or Laser Imaging Detection and Ranging. LiDAR is a device that generates three-dimensional point cloud data indicating the positions of reflection points for each detection direction by irradiating laser light. LiDAR is also referred to as a laser radar. The sonar is a device that detects the relative position and relative speed of a reflecting object by transmitting and receiving ultrasonic waves as exploration waves. Regarding the millimeter-wave radar, LiDAR, and sonar, the autonomous driving system Sys may include a plurality of each.

[0030] The vehicle state sensor 12 is a group of sensors that detect information regarding the state of the host vehicle. The vehicle state sensor 12 includes a vehicle speed sensor, a steering angle sensor, an acceleration sensor, a yaw rate sensor, etc. The vehicle speed sensor detects the vehicle speed of the host vehicle. The steering angle sensor detects the steering angle. The acceleration sensor detects accelerations such as the longitudinal acceleration and lateral acceleration of the host vehicle. The yaw rate sensor detects the angular velocity of the host vehicle. The vehicle state sensor 12 outputs data indicating the current value (i.e., the detection result) of the physical state quantity to be detected to the in-vehicle network IvN.

[0031] The type of sensor used by the automatic driving system Sys as the vehicle state sensor 12 may be appropriately designed, and it is not necessary to be equipped with all the sensors described above. Further, the automatic driving system Sys may be equipped with a seatback angle sensor or the like as the vehicle state sensor 12. The seatback angle sensor is a sensor that detects the seatback angle of the driver's seat. A signal indicating the seatback angle of the driver's seat may be input to the automatic driving ECU 30 from the seatback angle sensor or the seat motor provided in the driver's seat.

[0032] The locator 13 is a device that calculates and outputs the position coordinates of the host vehicle using the navigation signal transmitted from the positioning satellite constituting the GNSS (Global Navigation Satellite System). The locator 13 includes a GNSS receiver, an inertial sensor, and the like. The locator 13 combines the positioning signal received by the GNSS receiver, the measurement results of the inertial sensor, and the vehicle speed information flowing in the in-vehicle network IvN, sequentially calculates the host vehicle position and the traveling direction of the host vehicle, and outputs those data toward the automatic driving ECU 30.

[0033] The map storage unit 14 is a storage device in which data of a so-called HD (High Definition) map including road information necessary for automatic driving control is stored. The map data stored in the map storage unit 14 includes the three-dimensional shape of the road, the installation positions of road surface markings such as lane dividing lines, and the installation positions of traffic signs, etc. with the accuracy required for automatic driving and the like.

[0034] The map data stored in the map storage unit 14 can be updated, for example, by data received by the wireless communication device 15 from a map server or the like. The map server is a server disposed outside the vehicle that distributes map data. The map storage unit 14 may be a storage device for temporarily holding the map data received by the wireless communication device 15 from the map server until the expiration date of the data. The map storage unit 14 may be built into the automatic driving ECU 30 or the locator 13. The map data held by the map storage unit 14 may be navigation map data, provided that it includes feature data such as merging points, traffic lights, and landmarks.

[0035] The wireless communication device 15 is a device for the host vehicle to perform wireless communication with other devices. The wireless communication device 15 is configured to be capable of performing cellular communication. Cellular communication is wireless communication compliant with standards such as LTE (Long Term Evolution), 4G, and 5G, for example. With the installation of the wireless communication device 15, the host vehicle becomes a connected car that can be connected to the Internet. For example, the automatic driving ECU 30 can download and use map data corresponding to the current position from the map distribution server in cooperation with the wireless communication device 15. Note that the wireless communication device 15 may be configured to be capable of directly performing wireless communication with other devices without going through a wireless base station by a method compliant with a wide-area wireless communication standard. That is, the wireless communication device 15 may be configured to perform cellular V2X (PC5 / Uu).

[0036] In addition, the wireless communication device 15 is configured to be capable of performing short-range communication. The short-range communication in the present disclosure refers to wireless communication whose communicable distance is limited within several hundred meters. As the standard for short-range communication, for example, DSRC (Dedicated Short Range Communications) corresponding to the IEEE802.11p standard, Wi-Fi (registered trademark), or the like can be adopted. The short-range communication method may be the aforementioned cellular V2X. The wireless communication device 15 may be configured to be capable of performing only one of cellular communication and short-range communication.

[0037] The wireless communication device 15 acquires traffic information such as traffic jam information, accident information, and traffic control information from external devices such as a map server, a traffic information center, a roadside unit, and other vehicles. The traffic jam information includes at least one of the position of the traffic jam section and the traffic jam length. For example, the traffic jam length is a parameter indicating its length and is expressed in the concept of distance such as 1 km. The traffic jam length may be expressed by the passing time required from entering the traffic jam section to exiting (leaving) it. The traffic jam length may be indirectly expressed by the start position and the end position of the traffic jam section. The traffic jam information may include the cause of the traffic jam, the average speed in the traffic jam section, and the like.

[0038] Here, the traffic jam can be defined as, for example, a state where the traveling speed is equal to or lower than a predetermined traffic jam determination value, or a state where a vehicle queue repeating stops and starts continues for 1 km or more and 15 minutes or more. The traffic jam determination value is, for example, 40 km / h. Of course, the traffic jam determination value may be 20 km / h or 60 km / h. The traffic jam determination value may be dynamically determined according to the maximum speed (speed limit) set for each road. The traffic jam determination value may be set to one-fourth of the maximum speed or the like. Different values may be applied depending on whether it is an expressway or a general road. The traffic jam determination value for expressways may be 20 km / h, while the traffic jam determination value for general roads may be 10 km / h. Here, an expressway refers to a road where entry of pedestrians and bicycles is prohibited, such as a toll road like a highway.

[0039] The accident information includes the position information of the location where the traffic accident occurred. The traffic control information includes the position of the section where lane control is being performed due to construction / accident and the lane numbers being restricted. In addition, the traffic control information may include the position information of the section where the maximum speed is restricted due to meteorological reasons such as strong winds or road surface conditions. The traffic control information may be information indicating the current maximum speed for each road section. Part or all of the accident information and traffic control information may be distributed in an integrated manner with the traffic jam information.

[0040] In addition, the wireless communication device 15 acquires weather information from an external device. The weather information includes, for example, precipitation, wind speed, air temperature, etc. for each location within a predetermined recent time period. The weather information may be data indicating the movement of rain clouds within a predetermined recent time period. Various information acquired by the wireless communication device 15 is transferred to the automatic driving ECU 30.

[0041] The occupant state sensor 16 is a sensor that detects the state of the occupants, including at least the driver. The automatic driving system Sys may be provided with a plurality of types of occupant state sensors 16. For example, the automatic driving system Sys includes an occupant monitoring camera as the occupant state sensor 16. The occupant monitoring camera is disposed inside the vehicle at a position and in a posture capable of imaging at least the driver's face. For example, the occupant monitoring camera is disposed on the upper surface of the steering column cover, the upper surface of the instrument panel, the upper end of the windshield, etc. in a posture with its optical axis directed, for example, at the headrest part of the driver's seat so as to be able to photograph the driver's face.

[0042] The occupant monitoring camera sequentially detects the state of the driver based on the face image of the driver included in the captured video. For example, as the state of the driver, the occupant monitoring camera sequentially detects the direction of the driver's face, the line of sight direction, the degree of eyelid opening (so-called eye opening degree), etc. The occupant monitoring camera as the occupant state sensor 16 sequentially outputs, as driver state data, information indicating the state of the driver specified from the captured image to the in-vehicle network IvN.

[0043] Note that the passenger monitoring camera may be a visible light camera or an infrared camera. The passenger monitoring camera may be provided, for example, on an overhead console or at the center of the ceiling so as to be able to image the face of a driver lying on his / her back. The passenger monitoring camera can be arranged at any position where it can image the face of a person sitting in the passenger seat or the rear seat. The passenger monitoring camera may be configured to be able to detect not only the state of the driver but also the presence or absence of a passenger in the passenger seat and the state of the passenger in the passenger seat. The passenger monitoring camera may be provided for each seat. Note that the function of detecting the state of the driver or the like based on the video signal of the camera may be provided outside the camera, for example, by the automatic driving ECU 30.

[0044] The automatic driving system Sys may include a biometric sensor other than the passenger monitoring camera as the passenger state sensor 16, instead of / parallel to the passenger monitoring camera. For example, the automatic driving system Sys may include a heartbeat sensor, a pulse wave sensor, a body temperature sensor, etc. as the passenger state sensor 16. The heartbeat sensor or the like may be built into the backrest or headrest of the driver's seat, or may be provided on the steering wheel. The passenger state sensor 16 may be a wearable device worn on, for example, the driver's wrist. The wearable device can adopt various shapes such as a wristband type, a wristwatch type, a ring type, an earphone type, etc. The wearable device as the passenger state sensor 16 is configured to be able to communicate with the automatic driving ECU 30 via, for example, the wireless communication device 15. The connection mode between the wearable device and the automatic driving ECU 30 may be a wireless connection or a wired connection.

[0045] The body ECU 17 is an ECU that integrally controls in-vehicle devices of the body system mounted on the vehicle. The in-vehicle devices of the body system include a seat motor, etc. The seat motor is a motor that changes the front-rear position, height, and backrest angle of the seat as the driver's seat. The body ECU 17 may output a signal indicating the current backrest angle to the automatic driving ECU 30 based on the input signal from the seat motor.

[0046] The in-vehicle HMI 20 is a group of interfaces for the occupant and the automatic driving system Sys to exchange information. The in-vehicle HMI 20 includes a display 21 and a speaker 22 as notification devices that are devices for notifying the driver of information. Further, the in-vehicle HMI 20 includes an input device 23 as an input interface for receiving operations from the occupant.

[0047] The automatic driving system Sys includes, as the display 21, one or more of a head-up display (HUD), a meter display, and a center display. The HUD is a device that projects image light onto a predetermined area of the front glass to project a virtual image that can be perceived by the driver. The meter display is a display arranged in an area located in front of the driver's seat on the instrument panel. The center display is a display provided at the center in the vehicle width direction of the instrument panel. The meter display and the center display can be realized using a liquid crystal display or an organic EL display. The display 21 displays an image corresponding to the input signal based on the control signal and the video signal input from the automatic driving ECU 30.

[0048] The speaker 22 is a device that outputs a sound corresponding to the signal input from the automatic driving ECU 30. Expressions with sound include, in addition to notification sounds, voices and music. Note that the automatic driving system Sys may include a vibrator, an ambient light, etc. as notification devices. The vibrator is a device for applying a vibration stimulus to the driver and is provided on the backrest of the driver's seat or the seat belt. Note that the vibrator may be a device that applies a vibration stimulus to the driver by vibrating the seat belt itself. The ambient light is an illumination device realized by a plurality of light emitting diodes (LEDs) whose emission color and emission intensity can be adjusted, and is provided on the instrument panel, the steering wheel, etc.

[0049] The input device 23 is a device for receiving a driver's instruction operation for the automatic driving system Sys. As the input device 23, a steering switch provided in the spoke portion of the steering wheel, an operation lever provided in the steering column portion, a touch panel laminated on the center display, etc. can be adopted. The automatic driving system Sys may be provided with a plurality of types of devices as the input device 23. The input device 23 outputs an electric signal corresponding to the driver's operation as an operation signal to the in-vehicle network IvN. The operation signal represents the content of the driver's operation, in other words, the instruction content. The automatic driving system Sys receives an instruction regarding the start and end of level 4 automatic driving via the input device 23. The start / end instruction of automatic driving may be configured to be executable by voice input. A device related to voice input such as a microphone can also be included in the input device 23. Note that, for example, an HCU (HMI Control Unit) may be interposed between the in-vehicle HMI 20 and the automatic driving ECU 30. The HCU is a device that integrally controls information notification to the driver.

[0050] The automatic driving ECU 30 is an ECU that executes part or all of the driving operations on behalf of the driver by controlling the driving actuator 18 based on the detection results of the peripheral monitoring sensor 11 and the like. The automatic driving ECU 30 is also referred to as an automatic driving device. The driving actuator 18 includes, for example, a brake actuator as a braking device, an electronic throttle, a steering actuator, etc. The steering actuator includes an EPS (Electric Power Steering) motor. Note that other ECUs such as a steering ECU that performs steering control and a power unit control ECU that performs acceleration / deceleration control may be interposed between the automatic driving ECU 30 and the driving actuator 18.

[0051] The automatic driving ECU 30 is mainly composed of a computer including a processor 31, a memory 32, a storage 33, a communication interface 34, and a bus connecting these components. The memory 32 is a rewritable volatile storage medium, such as a RAM (Random Access Memory). The storage 33 is rewritable non-volatile, such as a flash memory. The storage 33 stores a vehicle control program, which is a program executed by the processor 31. The execution of the vehicle control program by the processor 31 corresponds to the execution of the vehicle control method. The processor for executing the process related to driving assistance may be provided separately from the processor for executing the process related to automatic driving. The automatic driving ECU 30 may include a plurality of processors 31.

[0052] The automatic driving ECU 30 has a plurality of operation modes with different automation levels. Here, as an example, the automatic driving ECU 30 is configured to be able to switch between a full manual mode, a driving assistance mode, and an automatic driving mode. Each operation mode has a different range of driving tasks that the driver is responsible for, in other words, a different range of driving tasks that the system intervenes in. The system here refers to the automatic driving system Sys, and actually refers to the automatic driving ECU 30. The operation mode can also be referred to as the driving mode.

[0053] The full manual mode is an operation mode in which the driver executes all driving tasks. The full manual mode corresponds to automation level 0. The driving assistance mode is an operation mode in which the system executes at least one of acceleration / deceleration and steering operations. The entity that executes the steering operation in the driving assistance mode is the driver, and at least the driver needs to monitor the surroundings such as in front of the vehicle. The full manual mode and the driving assistance mode are driving modes in which the driver executes at least some of the driving tasks. Therefore, in this disclosure, when the full manual mode and the driving assistance mode are not distinguished, they are also described as the occupant participation mode. The occupant participation mode can also be called the manual driving mode, which is the antonym of the automatic driving mode.

[0054] The automatic driving mode is an operation mode in which the system executes all driving tasks. Here, as an example, the automatic driving mode is an operation mode that executes control corresponding to automation level 4. Note that the automatic driving mode may perform level 5 automatic driving. The automatic driving mode corresponds to an operation mode in which the driver's sleep is permitted. The automatic driving mode can be called a sleep permission mode. From the manual driving mode to the automatic driving mode, it can be switched based on an operation signal input from the input device 23. Note that the automatic driving ECU 30 may be provided with a level 3 mode that performs level 3 automatic driving as an intermediate operation mode between the automatic driving mode and the driving support mode. The level 3 mode can also be called a sleep prohibition mode.

[0055] In the automatic driving mode, the automatic driving ECU 30 automatically performs vehicle steering, acceleration, deceleration (in other words, braking), etc. so that the host vehicle travels along the road to the destination set by the driver. Note that the automatic driving mode ends due to system limitations, exiting the ODD, etc. in addition to driver operations. The automatic driving ECU 30 may be a device that performs automatic driving to a planned authority transfer point set on the planned driving route toward the destination. The planned authority transfer point corresponds to the planned ODD exit point.

[0056] Examples of the ODD include (a) the driving route being a highway or an exclusive road for automobiles with a median strip and guardrails, etc., (b) the rainfall being below a predetermined threshold, (c) all / predetermined number or more of the surrounding monitoring sensors 11 operating normally, etc. The driving route refers to the road on which the host vehicle is traveling. In addition, the absence of parked vehicles on the road, etc. can also be included in the ODD. The conditions for determining whether automatic driving is possible / impossible, in other words, the detailed conditions for defining the ODD, can be changed as appropriate.

[0057] <Regarding the configuration of the automatic driving ECU 30> As shown in FIG. 2, the automatic driving ECU 30 includes, as functional units, an information acquisition unit F1, an environment recognition unit F2, an occupant state acquisition unit F3, a mode control unit F4, and a vehicle control unit F5. Each functional unit is realized by the processor 31 executing an automatic driving program. Of course, a part of the functions provided by the automatic driving ECU 30 may be realized using an IC or the like.

[0058] The information acquisition unit F1 is configured to acquire various information for implementing vehicle control such as automatic driving and driving assistance. In the present disclosure, "acquisition" includes generating / detecting by internal calculation based on data input from other devices / sensors. This is because the functional arrangement within the system can be changed as appropriate.

[0059] For example, the information acquisition unit F1 acquires detection results (i.e., sensing information) from various peripheral monitoring sensors 11 including the camera 111. The sensing information includes the positions, moving speeds, types, etc. of other moving bodies, ground objects, obstacles, etc. existing around the host vehicle. In addition, the information acquisition unit F1 acquires the traveling speed, acceleration, yaw rate, external illuminance, etc. of the host vehicle from the vehicle state sensor 12. Furthermore, the information acquisition unit F1 acquires the host vehicle position information and the surrounding map information related to the road structure from the locator 13.

[0060] The information acquisition unit F1 acquires traffic information and weather information about road sections that the host vehicle is scheduled to pass through within a predetermined time in cooperation with the wireless communication device 15. The information acquisition unit F1 may acquire vehicle information transmitted from a preceding vehicle via vehicle-to-vehicle communication in cooperation with the wireless communication device 15. The vehicle information may include the lighting state of the hazard lamp, the operating state of the turn signal, the operating state of the brake, the traveling speed, the position information, etc.

[0061] The information acquisition unit F1 also acquires operations of the driver on the automatic driving system Sys based on signals from the input device 23. For example, the information acquisition unit F1 acquires operation signals related to the start and end of automatic driving from the input device 23.

[0062] The information acquisition unit F1 acquires information (i.e., judgment materials) for determining the driver's state from the occupant state sensor 16. Examples of information that can be used for determining the driver's state include, for example, pulse rate, heart rate, respiratory rate, body movement, eye opening degree, blink execution frequency, variation degree of blink intervals, posture, body temperature, elapsed time since falling asleep, and the like. The pulse rate, heart rate, respiratory rate, etc. can be expressed as the number of executions per predetermined time such as one minute.

[0063] The various types of information sequentially acquired by the information acquisition unit F1 are stored in a temporary storage medium such as the memory 32, for example, and are used by the environment recognition unit F2, the occupant state acquisition unit F3, and the like. Note that the various types of information can be stored in the memory after being classified by type. Also, the various types of information can be stored, for example, sorted so that the latest data is at the top. Data for which a certain amount of time has elapsed since acquisition can be discarded.

[0064] The environment recognition unit F2 recognizes the driving environment of the host vehicle based on the host vehicle position information, surrounding object information, traffic information, weather information, map data, etc. acquired by the information acquisition unit F1. For example, the environment recognition unit F2 recognizes the driving environment of the host vehicle by performing sensor fusion processing that integrates the detection results of a plurality of surrounding monitoring sensors 11 such as the camera 111 and the millimeter wave radar 112 with a predetermined weight.

[0065] The driving environment includes the position and type of each object existing around the vehicle. The environment recognition unit F2 also acquires, as the driving environment, the moving speed and moving direction of each moving object, etc. The environment recognition unit F2 also acquires the curvature of the road, the number of lanes, the host vehicle lane number, the weather, the road surface condition, and whether or not it corresponds to a traffic jam section. The host vehicle lane number indicates which lane the vehicle is driving in from the left or right road edge. The identification of the host vehicle lane number may be performed by the locator 13. The weather and road surface condition can be identified by combining the recognition result of the camera 111 and the weather information. Regarding the road structure, in addition to the recognition result of the camera 111, it may be identified using map data. The environment recognition unit F2 acquires vehicle exterior environment information related to the ODD, such as the road structure, weather, and road surface condition.

[0066] In addition, the environment recognition unit F2 includes a delay factor detection unit F21 configured to detect delay factors existing on the travel route of the host vehicle. A delay factor refers to an event that causes a delay of a predetermined value or more at the scheduled arrival time. Examples of delay factors include traffic jams, accidents, and enhanced speed limits, as illustrated in FIG. 3. Traffic jams can be classified into normal traffic jams without traffic regulations such as lane restrictions / road closures, lane-restricted traffic jams due to lane restrictions, and road-closure traffic jams due to road closures. Lane restriction means a state in which a part of the lanes originally provided on the road is blocked. Lane restrictions can be implemented not only during construction but also when an accident occurs or when an event using a part of the road such as a marathon is held. Road closure means a state in which all lanes provided on the road are blocked. Road closures can be implemented due to weather such as flooding, snow accumulation, and snow removal, in addition to when an accident occurs. Enhanced speed limit refers to the fact that the maximum speed set on the road due to reasons such as weather is restricted compared to the original value. In the present disclosure, a section where the speed limit is enhanced is also referred to as a speed limit enhanced section.

[0067] The delay factor detection unit F21 recognizes the delay factor and its type based on the information received from a traffic information center or the like. Note that the delay factor detection unit F21 may detect a delay factor such as a traffic jam by recognizing the display content of an electronic display board. The delay factor may be expressed by events (root causes) that cause traffic jams / speed reductions such as accidents, construction, traffic congestion, and weather (heavy rain, snowstorm) without using the concept of traffic jams.

[0068] Note that when there is a traffic jam on the travel route, it includes the case where the host vehicle has already been involved in the traffic jam. The environment recognition unit F2 may determine whether the host vehicle is involved in a traffic jam by using vehicle speed information, the frequency of execution of stop and start, and the detection results of the surrounding monitoring sensor 11. Specifically, when the state where the vehicle speed of the host vehicle is below the traffic jam determination value continues for a predetermined time (for example, 5 minutes) or more, it is determined that the surrounding area is in a traffic jam state. The delay factor detection unit F21 may detect a traffic jam section, a falling object, a lane restriction, etc. based on the vehicle information obtained by vehicle-to-vehicle communication from a plurality of preceding vehicles.

[0069] The occupant state acquisition unit F3 determines the driver's state based on the information acquired by the information acquisition unit F1. For example, the occupant state acquisition unit F3 comprehensively uses the driver's pulse, eye opening degree, body temperature distribution, posture, etc. to determine whether the driver is asleep. Further, when the occupant state acquisition unit F3 determines that the driver is asleep, it measures the sleep duration, which is the elapsed time since falling asleep. The sleep duration is measured based on the time point when it is determined that the driver has fallen asleep, that is, the time point when it is determined that the driver has shifted from the awake state to the sleep state. Note that the fact that the driver has fallen asleep can be identified based on the driver's biological information, such as the state of the eyes being closed for a predetermined time or more. The sleep duration may be measured starting from the time point when the driver inputs to the system that he / she is about to go to bed. For example, the sleep duration may be measured with the time point when the driver's seat is set to the rest posture as the sleep start time point. The occupant state acquisition unit F3 can also acquire the presence or absence of passengers and whether the passengers are asleep.

[0070] The mode control unit F4 controls the operation mode of the automatic driving ECU 30 based on various information acquired by the information acquisition unit F1. For example, in the case where it is the occupant participation mode and the driving environment satisfies the ODD, when an automatic driving start instruction signal is input from the input device 23, the mode control unit F4 determines to shift to the automatic driving mode. Then, it outputs a signal requesting to shift to the automatic driving mode to the control planning unit F52. Further, during the automatic driving mode, when the driving environment recognized by the environment recognition unit F2 no longer satisfies the ODD, or when it is predicted that it will no longer satisfy the ODD within a predetermined time, the mode control unit F4 determines to shift to the occupant participation mode and notifies the control planning unit F52 to that effect.

[0071] Furthermore, when the mode control unit F4 detects an operation signal for ending the automatic driving mode from the input device 23 or an override operation by the driver during the automatic driving mode, it determines to end the automatic driving mode. Then, it outputs a signal for switching to the manual driving mode to the control plan unit F52 and the vehicle control unit F5. The override operation refers to an operation by the occupant on operation members such as the steering wheel / pedals. Note that the operation mode to transition to when ending the automatic driving mode may be the full manual mode or the driving support mode. The destination to transition to when ending the automatic driving mode may be dynamically determined according to the situation or may be pre-registered by the driver.

[0072] The vehicle control unit F5 plans the control content to be executed as driving support or automatic driving, and controls the traveling actuator 18, the display 21, etc. along with the plan. The vehicle control unit F5 includes, as sub-functional units, an initial route acquisition unit F51, a control plan unit F52, and an alternative route acquisition unit F53.

[0073] The initial route acquisition unit F51 is configured to acquire, as the initial route, a traveling route to the destination set by the driver based on the map data. The initial route here refers to, for example, the route set along with the registration of the destination. The initial route may include an automatic driving section, which is a section traveled in the automatic driving mode, and a manual driving section, which is a section traveled in the manual driving mode. The initial route corresponds to a route approved by the driver for the range traveled in automatic driving, etc.

[0074] The process for acquiring the initial route may include acquiring the destination, calculating route candidates to the destination, and acquiring a driver instruction (agreement) for setting the route candidate as the driving route. The destination in the present disclosure is not limited to the final destination, and may be a stopover point or the like. The driver instruction regarding the destination and route determination is acquired based on the operation signal input from the input device 23. The calculation of the route to the destination may be performed by the autonomous driving ECU 30 itself or by an external server. As a method for route search, various methods such as those disclosed in Patent Documents 2-4 can be employed. The initial route acquisition unit F51 can also calculate the arrival scheduled time, which is the scheduled time to arrive at the destination, based on, for example, the average driving speed for each road section indicated by the traffic information.

[0075] The control plan unit F52 generates a driving plan for autonomous driving based on the recognition result of the driving environment by the environment recognition unit F2 in the autonomous driving mode. The driving plan can also be called a control plan. The driving plan includes the driving position, target speed, steering angle, etc. for each time. That is, the driving plan may include schedule information on acceleration and deceleration for speed adjustment on the calculated route and schedule information on the steering amount. The control plan unit F52 may set the target speed for each point using, for example, the average driving speed for each road section indicated by the traffic information.

[0076] The control plan unit F52 can update the arrival scheduled time, which is the scheduled time to arrive at the destination, at any time. For example, when a delay factor is detected, the arrival scheduled time taking into account the influence of the delay factor is calculated. The vehicle control unit F5 displays the calculated arrival scheduled time on the display 21 at any time.

[0077] In the present disclosure, the scheduled arrival time calculated and displayed before the driver goes to sleep is also referred to as the pre-sleep scheduled time. The pre-sleep scheduled time is the scheduled time that has been notified to the driver, in other words, the scheduled time approved by the driver. Also in the present disclosure, after the delay factor is detected, the scheduled arrival time calculated taking into account the influence of the delay factor is also referred to as the delayed scheduled time. The delayed scheduled time can also be updated at predetermined intervals such as 5 minutes or 15 minutes. The control planning unit F52 sequentially calculates the arrival delay time, which is the variation range (degree of delay) of the scheduled arrival time due to the delay factor, based on the pre-sleep scheduled time. The arrival delay time corresponds to the difference between the pre-sleep scheduled time and the latest delayed scheduled time. If the driver is awake at the time when the delay factor is detected, the arrival delay time may be calculated based on the scheduled arrival time calculated / displayed before the delay factor is detected. As another aspect, the arrival delay time may be calculated based on the initial scheduled time, which is the scheduled arrival time displayed at the time of initial route calculation.

[0078] In addition to the control plan directly related to the running of the vehicle, the control planning unit F52 also formulates a plan related to the notification process to the passengers using a notification device such as the display 21. For example, the control planning unit F52 determines the timing of notifying the driver of an upcoming action such as a lane change or deceleration, or the notification (detection report) of a delay factor, according to the situation. That is, the control planning unit F52 also creates a control plan for the notification device related to the notification of the delay factor.

[0079] The vehicle control unit F5 generates control commands based on the control plan formulated by the control planning unit F52 and sequentially outputs them to the driving actuator 18, the display 21, etc. Also, the vehicle control unit F5 controls the lighting states of the direction indicator, the headlight, the hazard lamp, etc. according to the driving plan and the external environment based on the plan of the control planning unit F52 and the external environment.

[0080] When the delay factor detection unit F21 detects a delay factor such as traffic congestion during the execution of the automatic driving, the alternative route acquisition unit F53 is configured to search for an alternative route that can suppress the arrival delay time using the map data. The alternative route acquisition unit F53 executes an alternative route search process according to the procedure illustrated in FIG. 4. The alternative route search process is a series of processes for acquiring an alternative route. The flowchart shown in FIG. 4 can be executed, for example, when a delay factor is detected such that the arrival delay time is equal to or greater than a predetermined reroute trial threshold value. The reroute trial threshold value is, for example, 30 minutes or 1 hour. The reroute trial threshold value may be a system design value or a value specified by the driver via a predetermined setting change screen.

[0081] As shown in FIG. 4, the alternative route search process may include steps S101 to S107. Step S101 is a step of reading various calculation parameters used for route search, such as the current position of the host vehicle, the destination, and the position information of the delay section. The delay section in the present disclosure refers to a section where a delay factor exists.

[0082] Step S102 is a step of searching for candidates for alternative routes using the parameters read in step S101 and the map data. Multiple routes can be calculated for the candidates for alternative routes from different viewpoints such as distance priority, time priority, and automatic driving priority. Depending on the configuration of the road network related to the current position and the destination, multiple alternative route candidates may be calculated as a result of step S102. Also, as a result of step S102, no alternative route candidate may be found. The alternative route candidates calculated in step S102 only need to be routes that can reach the destination from at least the current position. Of course, the route candidates calculated in step S102 may satisfy conditions such as the arrival time and the continuity of automatic driving, which are considered in step S103 and subsequent steps.

[0083] In step S103, it is determined whether at least one candidate for an alternative route has been found. If at least one candidate for an alternative route has been found, the alternative route acquisition unit F53 executes step S104. On the other hand, if no alternative route has been found (step S103 NO), it is concluded that there is no alternative route (step S107). Note that the case where there is no alternative route means, for example, that there is no branch within a predetermined distance from the current position, or that the nearest branch point exists after passing through the delay section.

[0084] Step S104 is a step of determining whether there is a route capable of suppressing the arrival delay time among the alternative route candidates discovered in step S102. If there is no route capable of suppressing the arrival delay time (step S104 NO), it is concluded that there is no alternative route (step S107). For example, if the arrival scheduled time of any candidate is later than the delay scheduled time, it is determined that there is no alternative route.

[0085] Also, even if there is an alternative route candidate that can advance the arrival scheduled time, if the reduction amount of the arrival time by the alternative route candidate is less than a predetermined reduction threshold, the candidate is not adopted (discarded). In the present disclosure, the length of time that can suppress (reduce) the arrival delay time is also described as the delay time suppression amount. The delay time suppression amount of an alternative route candidate corresponds to the difference between the delay scheduled time and the expected arrival time at the alternative route candidate. The reduction threshold is set to, for example, 15 minutes, 30 minutes, 45 minutes, etc. The reduction threshold can be set to a magnitude at which there is a possibility that the driver understands that there is value in changing the route. The reduction threshold may also be a designed fixed value or a value set by the driver. The reduction threshold may be 0 minutes.

[0086] Such step S104 corresponds to a step of searching for an alternative route candidate with a delay time suppression amount equal to or greater than a predetermined value. As a result of the determination process in step S104, if there is at least one candidate with a delay time suppression amount equal to or greater than the reduction threshold, the alternative route acquisition unit F53 executes step S105 for the candidate.

[0087] Step S105 is a step of determining whether there is a route among the alternative route candidates remaining as a result of the screening process in step S104, in which the AD continuation possible time, which is the time during which the automatic driving mode can be continued, is equal to or longer than a predetermined / dynamically determined AD continuation required time. The AD continuation possible time of an alternative route candidate is the remaining time until the host vehicle reaches the ODD exit point on the alternative route candidate. The AD continuation possible time is determined by the remaining distance to the ODD exit point on the alternative route candidate and the predicted value of the traveling speed to that point.

[0088] Note that "AD" in the present disclosure is intended to mean autonomous driving, and is, for example, an abbreviation of autonomous / automated driving. The description of "AD" intended to mean autonomous driving in the present disclosure can be interpreted by changing it to other expressions intended to mean autonomous driving, such as SD (self-driving) or AO (automatic operation).

[0089] The AD continuation required time used for the determination in step S105 is a parameter representing the time for which the driver wishes to continue autonomous driving. When the driver is sleeping, the processor 31 sets the AD continuation required time to a value obtained by subtracting the sleep continuation time from the minimum sleep time. The minimum sleep time is a parameter indicating the sleep time desired by the driver. The minimum sleep time is set to, for example, 30 minutes, 60 minutes, 90 minutes, etc. The minimum sleep time can be set to an arbitrary value by the driver via the setting screen. In a configuration where the minimum sleep time is set to 60 minutes, when the sleep continuation time is 50 minutes, the AD continuation required time used in step S105 is set to 10 minutes. Therefore, in step S105, the alternative route acquisition unit F53 searches for an alternative route candidate that can continue autonomous driving for 10 minutes or more. Note that when the driver is awake, the processor 31 may set the AD continuation required time to a predetermined value such as 0 minutes or 5 minutes. When the driver is awake, the processor 31 may set the AD continuation required time to a value obtained by subtracting the elapsed time since the start of autonomous driving from a preset minimum continuation time, as will be described next.

[0090] As another aspect, regardless of whether the driver is sleeping or not, the alternative route acquisition unit F53 may use, as the necessary AD continuation time, a value obtained by subtracting the elapsed time since the start of the automatic driving from the minimum continuous time set by the driver / designer. The minimum continuous time is a parameter corresponding to the minimum value of the time for which the automatic driving should continue as long as no predetermined emergency occurs once the automatic driving has started. The emergency here refers to contact with other vehicles, forced interruptions, approach of emergency vehicles, heavy rain exceeding the allowable range, etc. The emergency includes events that can be outside the ODD. For example, in a configuration where the minimum continuous time is set to 30 minutes and the elapsed time since the start of the automatic driving is 15 minutes, the necessary AD continuation time used in step S105 can be 30 minutes. In addition, as the necessary AD continuation time, a fixed value may be applied regardless of the driver's state or the elapsed time since the start of the automatic driving, such as 30 minutes or 1 hour.

[0091] When the delay time reduction amount is equal to or greater than the shortening threshold and there is no route that can continue the automatic driving for the necessary AD continuation time or longer (step S105 NO), the alternative route acquisition unit F53 concludes that there is no alternative route (step S107). On the other hand, when there is a route that can shorten the arrival delay time by the shortening threshold or more and can continue the automatic driving for the necessary AD continuation time or longer (step S105 YES), the alternative route acquisition unit F53 adopts the route candidate as the alternative route (step S106). When there are multiple alternative routes that satisfy the above adoption conditions, the alternative route acquisition unit F53 adopts, as the alternative route, the route with the largest delay time reduction amount or the route with the longest AD continuation time. Whether to prioritize the parameter of the delay time reduction amount or the AD continuation time can be selected by the driver / designer.

[0092] FIG. 5 conceptually shows the method for selecting the above-described alternative route. The solid line shown in FIG. 5 indicates a section where autonomous driving is possible (autonomous driving section), and the dashed line indicates a section where it is necessary to drive in the driver involvement mode (manual driving section). The route indicated by R0 in the figure is the initial route, and the route indicated by R1 is the first alternative route candidate. R2 indicates the second alternative route candidate, and R3 indicates the third alternative route candidate. The round marks (dots) placed on the route in FIG. 5 indicate branch points. Also, the diamond-shaped mark indicates the exit point of the ODD, that is, the point where autonomous driving ends. The exit point of the ODD corresponds to, for example, an exit from an expressway to a general road (so-called interchange) or a point where the number of lanes provided by the road decreases from two or more to one.

[0093] The first alternative route candidate R1 is a route that passes through a road different from the initial route R0 after the branch point BP1 existing in the middle of the traffic jam section. For example, the branch point BP1 is an exit of an expressway leading to a general road. The first alternative route candidate R1 is a route that drives in the manual driving mode after the branch point BP1. For example, the first alternative route candidate R1 is a route candidate with a delay time reduction amount of 5 minutes and an AD continuous available time of 35 minutes. In FIG. 5, DTR indicates the delay time reduction amount, and ADCT indicates the AD continuous available time, respectively. For example, DTR = 5 means that the delay time reduction amount is 5 minutes.

[0094] The second alternative route candidate R2 is a route candidate that adopts a route different from the initial route R0 at the branch point BP2 on the upstream side of the branch point BP1. For example, the branch point BP2 is a junction leading to another expressway. In the second alternative route candidate R2, the autonomous driving mode is maintained to some extent even after the branch point BP2. For example, the second alternative route candidate R2 is a route candidate with a delay time reduction amount of 40 minutes and an AD continuous available time of 25 minutes.

[0095] The third alternative route candidate R3 is a route candidate that adopts a route different from the initial route R0 at a branch point BP3 that is different from both branch points BP1 and BP2. The branch point BP3 is also a junction connecting to another highway. In the third alternative route candidate R3, the automatic driving mode is maintained to some extent even after the branch point BP3. For example, the third alternative route candidate R3 is a route candidate with a delay time suppression amount of 30 minutes and an AD continuous available time of 40 minutes.

[0096] In the state where the route candidate shown in FIG. 5 is obtained, when the shortening threshold is set to 30 minutes and the AD continuous required time is set to 30 minutes, the alternative route acquisition unit F53 adopts the third alternative route candidate R3 as the alternative route. On the other hand, when the shortening threshold is set to 30 minutes and the AD continuous required time is set to 20 minutes, the second alternative route candidate R2 with a larger delay time suppression amount (DTR) can be adopted as the alternative route.

[0097] Note that, above, the case where there is traffic congestion as a delay factor is exemplified, but it is not limited to this. The alternative route acquisition unit F53 can similarly search for an alternative route even when a speed limit strengthening section is detected.

[0098] <Regarding the delay factor response process during automatic driving> Here, the delay factor response process during automatic driving performed by the automatic driving ECU 30 will be described using the flowchart shown in FIG. 6. The delay factor response process shown in FIG. 6 is started at a predetermined cycle, for example, every 1 minute or 5 minutes during automatic driving. The delay factor response process shown in FIG. 6 includes steps S201 to S210. The description of the processor 31 as the execution subject of the following steps can be appropriately read as the information acquisition unit F1, the environment recognition unit F2, the occupant state acquisition unit F3, the mode control unit F4, or the vehicle control unit F5.

[0099] First, step S201 is a step in which the information acquisition unit F1 acquires various information to be used in subsequent processing. For example, the information acquisition unit F1 acquires traffic information, weather information, the behavior of surrounding vehicles, the behavior of the host vehicle, the driver's state information, and the like. The behavior of surrounding vehicles refers to the lighting state of hazard lamps, brake lamps, turn signals, vehicle speed, and the like. The behavior of the host vehicle refers to the vehicle speed of the host vehicle, the frequency of stop / start execution, and the like.

[0100] Step S202 is a step in which the delay factor detection unit F21 determines whether there is a delay factor such as traffic congestion on the traveling route of the host vehicle based on the information acquired in step S201. For example, the delay factor detection unit F21 determines whether there is a traffic jam or a speed limit strengthening section on the traveling route based on the traffic information distributed from the traffic information center. When there is a traffic jam on the traveling route, it includes not only the state before the host vehicle joins the vehicle column constituting the traffic jam but also the case where the host vehicle has already been involved in the traffic jam. When the traveling route is an exclusive road for automobiles, the delay factor detection unit F21 may determine that there is a delay factor based on the fact that the vehicle ahead has stopped or the vehicle speed of the preceding vehicle or the host vehicle has become equal to or lower than the traffic jam determination value. The determination result of step S202 is stored in the memory 32.

[0101] When the processor 31 determines in step S202 that there is a delay factor on the traveling route, it executes step S203. On the other hand, when it is determined that there is no delay factor on the traveling route, this flow ends. The traveling route assumed in this step is a route approved by the driver. The traveling route assumed in this step is, for example, the initial route. If re-search is performed based on the driver's instruction after the setting of the initial route and the route is changed, the changed traveling route corresponds to the traveling route targeted in this step. The route for which the driver's consent has been obtained, practically speaking, is a route for which a positive response has been obtained from the driver, such as pressing the OK button, in response to a proposal from the system, and corresponds to the approved route.

[0102] Step S203 is a step in which the occupant state acquisition unit F3 determines whether the driver is asleep based on the driver's state information acquired in step S201. If it is determined in step S203 that the driver is awake, the processor 31 executes step S204. On the other hand, if it is determined that the driver is asleep, the processor 31 executes the processes after step S205.

[0103] Step S204 is a step in which the vehicle control unit F5 performs wake-up processing. The wake-up processing is processing for notifying the presence of a delay factor or the like in a manner premised on the driver being awake. For example, as wake-up processing, the vehicle control unit F5 displays a delay factor notification image, which is an image indicating the type of delay factor, the predicted arrival delay time, or the delay scheduled time, on the display 21. The delay factor notification image may include a text message indicating the type of delay factor or the like. The delay factor notification image may be a pictogram representing the delay factor, that is, an icon image.

[0104] The delay factor notification image may be displayed together with a predetermined notification sound. In the wake-up processing, the output of the voice message may be omitted in consideration of the possibility of disturbing the occupant. However, if the arrival delay time exceeds a predetermined allowable delay value (for example, 30 minutes), the voice message may be output.

[0105] The waking processing may include proposing a change in the driving route (reroute). The reroute proposal is a process of proposing to adopt another route that avoids part or all of the delay section. When the processor 31 receives a response signal from the input device 23 approving the change of the planned driving route in response to the reroute proposal, it continues the automatic driving on the new route. Note that the route candidates proposed in the waking processing may be the same as the above-described alternative routes. Also, the route candidates proposed in the waking processing may be routes with relaxed conditions regarding the AD continuation possible time. For example, the processor 31 may propose a route with the largest delay time suppression amount regardless of the AD continuation possible time. The processor 31 may present an alternative route candidate prioritizing the delay time suppression amount and an alternative route candidate prioritizing the AD continuation possible time as options, respectively.

[0106] Step S205 is a step in which the alternative route acquisition unit F53 executes an alternative route search process. As a result of the alternative route search process, if an alternative route is found (step S206 YES), the processor 31 executes the sequence from step S208 onward. On the other hand, if no alternative route is found (step S206 NO), the processor 31 executes step S207.

[0107] Step S207 is a step in which the processor 31 performs a notification process during sleep. The notification process during sleep is a process of notifying information about the delay factor in a manner assuming that the driver is asleep. When the driver is asleep, if a large notification sound / audio message is output, the driver will be awakened, which may cause discomfort to the driver. For such reasons, in the notification process during sleep, the information about the delay factor is notified in a modest manner. The modest manner refers to a notification manner aimed at not waking up the sleeping occupant or not causing annoyance to the occupant. The notification in a modest manner is a notification mainly in the form of image display, without applying vibration to the driver and with the output volume being below a predetermined value. Setting the output volume below a predetermined value includes not outputting any sound. The notification in a modest manner may be accompanied by the output of a notification sound at a volume that does not cause annoyance. The volume that does not cause annoyance refers to, for example, 55 dB or the vehicle interior noise level + 3 dB. The modest manner can also be described as an unobtrusive manner.

[0108] Also, when the arrival delay time is equal to or greater than a predetermined value (for example, 1 hour) in step S207, the processor 31 may notify the information about the delay factor in a prominent manner. The prominent manner is a manner intended to wake up the driver and, in addition to image display, involves the output of an audio message / effect sound at a volume equal to or greater than a predetermined value or the application of vibration. The prominent manner refers to a manner with relatively weaker stimulation compared to the notification in a modest manner. Increasing the stimulation given to the occupant can be achieved, for example, by increasing the output volume from the speaker 22, increasing the light intensity output from the display 21 or the vehicle interior lighting device, or increasing the vibration generated by the vibrator. The automatic driving ECU 30 of this embodiment is configured to be able to control the notification manner in two stages: a prominent manner and a modest manner. Of course, the processor 31 may be configured to be able to select an appropriate one from three or more notification manners with different stimulation intensities according to the situation.

[0109] Note that even if the arrival delay time is equal to or longer than a predetermined value, the processor 31 may hold off on notifying the cause of the delay in an obvious manner until the sleep duration becomes equal to or longer than the minimum sleep duration. According to this control setting, the driver can secure a certain amount of sleep time, and the risk of annoying the driver when waking the driver up by the notification can be reduced.

[0110] Furthermore, if the arrival delay time is less than a predetermined notification threshold value and the driver is sleeping, the processor 31 may end this flow without any notification. The notification threshold value is set to, for example, 15 minutes or 30 minutes. In addition, when the processor 31 detects that a passenger is present and awake, the processor 31 may notify the information on the cause of the delay in a modest manner.

[0111] Step S208 is a step of automatically changing the driving route to an alternative route without obtaining the driver's approval. Not obtaining the driver's approval corresponds to not requiring an operation / speech for obtaining the driver's approval at the time of changing the route. Specifically, step S208 can be a step of changing the route without displaying an image showing the outline / details of the alternative route and without conducting an inquiry on whether to switch to the alternative route. Note that the fact that the driving route has been switched to an alternative route may be notified in a modest manner. Of course, the notification may be omitted. In addition, when the processor 31 detects that a passenger is present and awake, the processor 31 may notify, in a modest manner, that the driving route has been changed due to the cause of the delay. According to this configuration, the risk of making the passenger feel anxious about the system automatically changing the route / behavior can be reduced.

[0112] Step S209 is a step of determining whether the driver has woken up. For example, based on the fact that the opening degree of the driver's eyes has reached a predetermined value or more, or the backrest angle of the driver's seat has been restored to a predetermined value or more, the processor 31 detects the driver's awakening. When the driver's awakening can be confirmed (Step S209 YES), the processor 31 executes Step S210. Step S209 can be understood as a step of waiting for the driver's awakening. Step S209 can be repeatedly executed at a predetermined time.

[0113] Step S210 is a step of reporting to the awakened driver that the driving route has been changed. The report of the route change is implemented by image display on the display 21 and announcement output. The report content preferably includes the type of delay factor that existed in the driving route before the change and the length of the arrival delay time (that is, the degree of influence).

[0114] <The effects of the above configuration> In the above configuration, when a delay factor is detected during automatic driving and the driver is sleeping, if there is an appropriate (reasonable) alternative route, the driving route is changed without obtaining the driver's approval. According to this configuration, since it does not disturb the driver's sleep, the convenience of automatic driving can be improved. In other words, by waking up the sleeping driver, the fear of annoying the driver can be reduced.

[0115] Also, when the driving route is automatically changed, as soon as the driver wakes up, a report to that effect is made. By reporting the route change at the timing when it can be confirmed that the driver has woken up, the driver's acceptance of the route change and the driver's trust in the system can be enhanced.

[0116] Furthermore, the alternative route adopted in this embodiment is a route in which the amount of reduction in the delay time is a predetermined value or more and the AD continuous available time is also ensured. That is, it is a reasonable route. Therefore, even if the route change is carried out without obtaining the driver's approval, the fear of making the driver feel discomfort or distrust can be reduced.

[0117] Further, in the present embodiment, when there is no appropriate alternative route and the predicted arrival delay time is equal to or greater than a predetermined value, the presence of a delay factor is notified in a conspicuous manner at the timing when the minimum sleep time has been achieved promptly. According to this configuration, it is possible to reduce the risk that the arrival time will be significantly delayed while the driver is sleeping.

[0118] As described above, embodiments of the present disclosure have been described. However, the present disclosure is not limited to the above-described embodiments, and various modifications described hereinafter are also included in the technical scope of the present disclosure. Further, various changes can be made and implemented without departing from the gist thereof other than the following. For example, the following various supplements and modifications can be appropriately combined and implemented within a range where no technical contradiction occurs. Note that members having the same functions as those described above may be denoted by the same reference numerals, and the description thereof may be omitted. Also, when only a part of the configuration is mentioned, the above description can be applied to the other parts.

[0119] <Regarding other examples of delay factor response processing during driver sleep> Further, the processor 31 may change the control policy according to the type of delay factor. Changing the control policy corresponds to changing the control settings or control conditions in performing the automatic driving. For example, when the detected delay factor is traffic congestion, the processor 31 may relax the adoption conditions for an alternative route so as to actively perform a route change as compared with the case where the delay factor is an enhanced speed limit.

[0120] More specifically, when the delay factor is traffic congestion, the processor 31 may set the shortening threshold to a value that is a predetermined amount smaller than when the delay factor is enhanced speed limit. Reducing thresholds such as the shortening threshold and the necessary time for AD continuation corresponds to an example of relaxing the adoption conditions for alternative routes. In the present disclosure, the adoption conditions for alternative routes applied when normal traffic congestion is detected during driver sleep are referred to as normal conditions, and the adoption conditions relaxed compared to the normal conditions are referred to as relaxed conditions. The relaxed conditions are, for example, adoption conditions in which the shortening threshold is set to 0 or half of the normal conditions. Also in the relaxed conditions, the necessary time for AD continuation may be applied with the same value as in the normal conditions. According to this condition setting, even when the relaxed conditions are applied, the sleep time desired by the driver can be ensured.

[0121] Further, when the detected delay factor is enhanced speed limit, the processor 31 may make the adoption conditions for alternative routes stricter so as to maintain the current route as much as possible. For example, when the detected delay factor is enhanced speed limit, the processor 31 may set the shortening threshold to be a predetermined amount larger than the set value under normal conditions.

[0122] Furthermore, the processor 31 may change the adoption conditions of the alternative route depending on whether the delay factor blocks all lanes or only some lanes. An event that blocks all lanes is a so-called traffic stop, which is a large-scale accident / construction that blocks all lanes. An event that blocks only some lanes is a so-called lane restriction, which is a relatively small-scale accident / construction. Note that a fallen object may also correspond to a delay factor that blocks only some lanes. When the delay factor blocks all lanes, the processor 31 may relax the adoption conditions of the alternative route so as to actively implement route change more than in the case of an event that blocks only some lanes. On the other hand, when the delay factor blocks only some lanes, in other words, when there are remaining passable lanes, the processor 31 may apply normal conditions as the adoption conditions of the alternative route. According to this configuration, when an event equivalent to a traffic stop occurs, the alternative route is likely to be adopted, and as a result, the arrival delay time may be shortened. Also, when an event equivalent to a lane restriction occurs, it acts so as to maintain the current route, and the risk of forcing an unintended route change on the driver can be reduced.

[0123] In addition, when the detected delay factor blocks only some lanes, the processor 31 may create a control plan to preferentially drive on the disappearing lane rather than the remaining lane until a predetermined distance before the delay section. The disappearing lane refers to a lane that is set to be impassable due to traffic control. The disappearing lane can also be called a restricted lane. The remaining lane refers to a passable lane parallel to the disappearing lane. Before the delay section, since other vehicles driving on the disappearing lane sequentially move to the remaining lane, the cruising speed tends to be higher on the disappearing lane than on the remaining lane.

[0124] This control policy was created by focusing on the above-mentioned trend. When the detected delay factor blocks only some of the lanes, by implementing control to drive in the disappearing lane until a predetermined distance before the delay section, an effect of shortening the arrival delay time can be expected. Note that changing the lane to be traveled in this way can also be included in the concept of changing the travel route. Of course, as another aspect, when the detected delay factor blocks only some of the lanes, the processor 31 may create a control plan to preferentially drive in the remaining lanes. According to this configuration, it becomes possible to avoid performing a lane change immediately before the delay section.

[0125] During normal traffic jams, all lanes are generally equally congested. The processor 31 may change the control policy / alternative route adoption conditions for autonomous driving depending on whether the delay factor is a normal traffic jam or a lane-regulated traffic jam. When the delay factor is a normal traffic jam, the processor 31 may change the travel route, while when the delay factor is a lane-regulated traffic jam, the processor 31 may maintain the current route.

[0126] By the way, when the detected delay factor is an accident, the traffic jam length may rapidly increase compared to a normal traffic jam. In other words, when an accident occurs, the arrival delay time may increase moment by moment. From such circumstances, when a traffic accident on the travel route is detected as a delay factor, the processor 31 may automatically change to an alternative route or implement a reroute proposal regardless of the amount of delay time suppression / predicted arrival delay time at the time of detection.

[0127] Figure 7 is a flowchart showing an example of the operation of the processor 31 corresponding to the above-described technical idea. The flowchart shown in Figure 7 is a modified example of the delay factor response process during driver sleep, and can be executed as the sequence after step S205 when, for example, step S203 is positively determined. Each of steps S301 to S305 included in the flowchart shown in Figure 7 is sequentially executed by the processor 31 according to the direction of the arrow in the figure.

[0128] Step S301 is a step of determining whether the detected delay factor is an accident / traffic jam due to an accident. If the detected delay factor is an accident / traffic jam due to an accident (Step S301 YES), an alternative route is searched under relaxation conditions (Step S302). According to this configuration, an alternative route will be actively adopted. Note that the processing when no alternative route is found in Step S302 can be the same as that in Step S207.

[0129] On the other hand, when the detected delay factor is not an accident / traffic jam due to an accident (Step S301 NO), the processor 31 performs Step S303. Step S303 is a step of determining whether the detected delay factor is an enhanced speed limit. If the detected delay factor is an enhanced speed limit (Step S303 YES), it is determined to maintain the current route and a notification reservation is performed (Step S304).

[0130] According to the configuration of maintaining the current route when the delay factor detected during the driver's sleep is an enhanced speed limit, the frequency of performing lane changes and the like can be suppressed. Note that the notification reservation means scheduling to notify the existence of the delay factor in a conspicuous manner at the timing when the driver's sleep duration becomes equal to or longer than the minimum sleep duration. The fact that the speed limit is enhanced means that there are environmental factors such as rain or fog that make the continuity of autonomous driving unstable. According to the configuration of waking up the driver at the timing when the sleep duration reaches the minimum sleep duration, the possibility that the driver is still sleeping when it becomes necessary to transfer the driving authority to the driver due to system limitations can be reduced. As a result, even if it becomes necessary to transfer the driving authority to the driver, the transfer of the driving authority can be smoothly implemented. Note that Step S304 may be a step of performing an alternative route search process under a strict condition in which a shortening threshold is increased by a predetermined amount compared to normal conditions.

[0131] On the other hand, when the detected delay factor is not the strengthening of the speed limit (NO in step S303), the processor 31 executes step S305. Step S305 is the process when the detected delay factor is normal congestion or lane control congestion. In step S305, the processor 31 executes the alternative route search process under normal conditions.

[0132] As described above, according to the configuration that applies different control policies according to the type of detected delay factor, a more reasonable driving route can be adopted for the driver. As a result, the convenience of the driver can be improved.

[0133] <Control Policy When an Alternative Route Cannot Be Obtained> When the processor 31 as the vehicle control unit F5 cannot obtain an alternative route (NO in step S206), it may change the control conditions for performing automatic driving, together with or instead of the sleep notification process. Changing the control conditions for automatic driving means changing at least a part of the control target inter-vehicle distance, the conditions for performing automatic lane change, the upper limit value of the allowable acceleration / deceleration, the upper limit value of the allowable yaw rate, etc. from the basic set values. The basic set values refer to the set values applied when performing so-called normal automatic driving, such as when an alternative route is found or when there is no delay factor. The basic set values can also be understood as the set values applied when the automatic driving ECU 30 is activated.

[0134] For example, as shown in FIG. 8, when no alternative route is found during driver sleep (step S401 NO), the processor 31 may relax the lane change execution conditions so as to actively perform a lane change (step S402). Items constituting the lane change execution conditions may include the vehicle speed of the host vehicle and the waiting time. The basic set value for the host vehicle speed refers to the lower limit value of the vehicle speed that allows the execution of a lane change. For example, when the basic set value for the host vehicle speed for a lane change is 80 km / h, the set value is changed to a value that can be implemented even during congestion, such as 0 km / h or 10 km / h. This configuration corresponds to changing the lower limit value of the vehicle speed at which a lane change is performed from the first speed to a second speed smaller than the first speed.

[0135] Also, whether a lane change can be performed depends on the traffic conditions of the lane to be moved to. The waiting time for a lane change refers to the time from the start of the turn signal lighting until the lane change is canceled, that is, the set value of the timeout. If the basic set value of the waiting time for a lane change is 15 seconds, the set value is extended to 60 seconds, for example. This configuration corresponds to changing the waiting time for a lane change from the first time to a second time longer than the first time. According to the above configuration, it may be possible to move to a lane with a relatively faster flow during congestion. In addition, when the processor 31 cannot obtain an alternative route and the detected delay factor is lane regulation / lane regulation congestion, the processor 31 may create and execute a plan to drive on the disappearing lane. Of course, when the processor 31 cannot obtain an alternative route and the detected delay factor is lane regulation / lane regulation congestion, the processor 31 may create and execute a control plan to preferentially drive on the remaining lane. Note that when the processor 31 can obtain an appropriate alternative route during driver sleep (step S401 YES), the driving route is automatically changed to the alternative route (step S403).

[0136] <Control change according to the presence or absence of passengers> Processor 31 may not only change the response to traffic jams according to whether the co - passenger is sleeping or awake in addition to the driver. For example, when a delay factor is detected during the driver's sleep and the co - passenger is awake, processor 31 may notify information regarding the delay factor as shown in FIG. 9. Step S501 shown in FIG. 9 is a step in which processor 31 determines whether a co - passenger exists based on the input signal from the passenger state sensor 16. Step S502 is a step of determining whether the co - passenger is sleeping based on the input signal from the passenger state sensor 16 when it is determined in step S501 that a co - passenger exists. Step S503 is a step of notifying information regarding the delay factor when the co - passenger is awake. The notification to the co - passenger can be implemented in a modest manner. Also, the notification to the co - passenger is implemented using a display visible to the co - passenger to be notified, such as a center display or a rear - seat display.

[0137] In addition, when processor 31 changes the driving route or control policy automatically (i.e., without obtaining the driver's approval) in response to the detection of a delay factor, if there is an awake co - passenger, processor 31 notifies the co - passenger of this fact in a modest manner. According to this configuration, as described above, the fear of making the co - passenger feel uneasy about the system automatically changing the route / behavior can be reduced.

[0138] Further, when a delay factor is detected during the driver's sleep and the co - passenger is awake, processor 31 may request the co - passenger to select a response policy for the delay factor. Options for the response policy for the delay factor include waking up the driver, switching to an alternative route without waking up the driver, and maintaining the current route without waking up the driver. When maintaining the current route, the co - passenger may also be configured to be able to select whether to relax the conditions for implementing a lane change. Thus, when a delay factor is detected during the driver's sleep and the co - passenger is awake, processor 31 may leave it to the co - passenger to decide whether to wake up the driver.

[0139] <Control Policy at the Time of Anticipated Early Arrival> When it is anticipated that the driver will arrive at the destination earlier while sleeping, the processor 31 may automatically change the driving plan so that the driver can sleep for at least the minimum sleep time. The early arrival in the present disclosure means arriving at the destination earlier than the scheduled time before sleep by a predetermined time or more. For example, when it is anticipated that the driver will arrive more than 30 minutes earlier (step S601 YES in FIG. 10) due to the elimination of delay factors such as traffic jams detected at the time of departure while the driver is sleeping, the processor 31 determines whether it is possible to drive to the destination by automatic driving (step S602). Here, when it is not possible to reach the destination by automatic driving (step S602 NO), in other words, when there is an ODD exit point on the near side of the destination, the processor 31 performs a time adjustment process (step S603).

[0140] The time adjustment process refers to a process of changing the control plan so that the arrival time approaches the scheduled time before sleep. As the time adjustment process, it is possible to adopt suppression of the vehicle speed, stopping at a service area or the like, route change, and the like. Suppression of the vehicle speed means automatically driving while suppressing the target speed by a predetermined amount / predetermined ratio from the original value. The original value refers to the target speed at the time of automatic driving set by the driver, or the target speed preset in the system, or the maximum speed set for each road segment. Stopping at a service area or the like refers to temporarily stopping at a parking lot in a service area / parking area existing in the middle of the automatic driving section.

[0141] The time adjustment process can be executed on the condition that the driver is sleeping. Also, if it is expected that the driver's sleep duration will be equal to or longer than the minimum sleep time by the time the ODD exit point is reached, the time adjustment process may be omitted. As the time adjustment process, the processor 31 first adopts vehicle speed suppression, and if the time adjustment is insufficient with vehicle speed suppression, it adopts a temporary stop at a service area or the like. Note that since it is necessary to avoid disturbing the traffic flow, there may be a lower limit value for the vehicle speed during non-traffic congestion. Route change can be set as an option when it is difficult to adjust the arrival time by vehicle speed suppression or to make a temporary stop at a service area or the like. The time adjustment process is an optional element and may be omitted.

[0142] When the processor 31 is traveling by automatic driving to the destination (step S602 YES), the processor 31 maintains the control plan set before early arrival is predicted (step S604) and directs the vehicle toward the destination. Then, when the driver is still sleeping when the vehicle arrives at the destination (step S605 YES), the awakening standby process is executed (step S606).

[0143] The awakening standby process refers to a process of waiting in a parking space provided at the destination until the driver wakes up, or until the current time reaches the scheduled time before sleep, or until the measured sleep duration reaches the minimum sleep time. If a parking space where the vehicle can be parked cannot be found at the destination, the processor 31 may search for the nearest parking space including a shoulder where parking is possible and wait for the driver to wake up at the parking space. The determination as to whether there is a parking space and the search process for the parking space may be carried out in cooperation with an external server, or may be carried out by the automatic driving system Sys alone using the surrounding monitoring sensor 11.

[0144] After the autonomous driving system Sys parks in a parking space at or near the destination, it shifts to the power-saving mode. The power-saving mode is a mode that stops functions such as the peripheral monitoring sensor 11 while maintaining functions related to in-vehicle comfort such as air conditioning. While waiting for the driver to wake up, by stopping the peripheral monitoring sensor 11, an effect of reducing the power consumption during standby can be expected. Note that when the measured sleep duration reaches the minimum sleep duration, or when the driver is still in the sleep state when the scheduled pre-sleep time is reached, the processor 31 may notify the time in a prominent manner. That is, control to wake up the driver may be implemented.

[0145] <Modification Example of System Configuration> As shown in FIG. 11, the autonomous driving system Sys may include an HCU 24 that centrally controls notification devices such as the display 21. Note that in FIG. 11, some of the configurations shown in FIGS. 1 and 2 are not shown. The HCU 24 is realized using a processor 241 and a memory 242. The functions related to notification control to the passengers may be provided in the HCU 24. The HCU 24 performs various notifications based on instructions / requests from the autonomous driving ECU 30.

[0146] <Addendum (1)> Each of the various flowcharts shown in the present disclosure is merely an example, and the number of steps constituting the flowchart and the execution order of the processes can be changed as appropriate. Further, the apparatuses, systems, and methods described in the present disclosure may be implemented by a dedicated computer configured to include a processor programmed to execute one or more functions embodied by a computer program. The apparatuses and methods described in the present disclosure may also be implemented using dedicated hardware logic circuits. Furthermore, the apparatuses and methods described in the present disclosure may be implemented 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. For example, some or all of the functions provided by the processor 31 may be implemented as hardware. Modes of implementing a certain function as hardware include modes implemented using one or more ICs or the like. As the processor (arithmetic core), a CPU, an MPU, a GPU, a DFP (Data Flow Processor), or the like can be adopted. Some or all of the functions provided by the processor 31 may be implemented by combining multiple types of arithmetic processing units. Some or all of the functions provided by the processor 31 may also be implemented using a system-on-chip (SoC), an FPGA, an ASIC, or the like. FPGA is an abbreviation for Field-Programmable Gate Array. ASIC is an abbreviation for Application Specific Integrated Circuit. The same applies to the processor 241.

[0147] Also, the computer program may be stored in a computer-readable non-transitory tangible storage medium as instructions to be executed by a computer. As the storage medium for the program, an HDD (Hard-disk Drive), an SSD (Solid State Drive), a flash memory, etc. can be adopted. Forms such as a program for causing the computer to function as the automatic driving ECU 30 / HCU 24 and a non-transitory physical recording medium such as a semiconductor memory recording the program are also included in the scope of the present disclosure.

Explanation of Signs

[0148] Sys Automatic driving system, 11 Peripheral monitoring sensor, 12 Vehicle state sensor, 15 Wireless communication device, 16 Occupant state sensor, 20 In-vehicle HMI, 21 Display (notification device), 22 Speaker (notification device), 23 Input device, 30 Automatic driving ECU, 31 Processor, 241 Processor, F1 Information acquisition unit, F2 Environment recognition unit, F21 Delay factor detection unit, F3 Occupant state acquisition unit, F4 Mode control unit, F5 Vehicle control unit

Claims

1. An automatic driving device that performs automatic driving at an automation level that allows the driver, who is a person sitting in the driver's seat, to sleep, comprising: a vehicle control unit (F5) that performs the automatic driving along an approved route, which is a route approved by the driver in the driver's seat; a delay factor detection unit (F21) that detects a predetermined delay factor existing on the approved route based on traffic information or weather information received from an external device; a passenger state acquisition unit (F3) that acquires whether or not the driver in the driver's seat is sleeping based on an input signal from a passenger state sensor (16) that senses the state of the driver in the driver's seat. The vehicle control unit: When the delay factor is detected, using map data, as an alternative route, searches for a route that can suppress the delay time at the scheduled arrival time and for which the time required to continue the automatic driving is equal to or more than the required time; When the alternative route can be acquired in a situation where the driver in the driver's seat is sleeping, changes the planned driving route to the alternative route without obtaining approval from the driver in the driver's seat; An automatic driving device configured to relax the conditions for automatically performing a lane change when the alternative route cannot be acquired.

2. The automatic driving device according to Claim 1, wherein the delay factor detection unit detects, as the delay factor, a lane regulation traffic jam due to lane regulation separately from other events, the vehicle control unit searches, as the alternative route, for a route that can suppress the delay time and for which the time required to continue the automatic driving is equal to or more than the required time, and when the alternative route cannot be acquired and the detected delay factor is the lane regulation traffic jam, is configured to drive in a lane that disappears due to the lane regulation up to before the traffic jam section.

3. An automatic driving device that performs automatic driving at an automation level that allows the driver, who is a person sitting in the driver's seat, to sleep, comprising: a vehicle control unit (F5) that performs the automatic driving along an approved route, which is a route approved by the driver in the driver's seat; a delay factor detection unit (F21) that detects a predetermined delay factor existing on the approved route based on traffic information or weather information received from an external device; a passenger state acquisition unit (F3) that acquires whether or not the driver in the driver's seat is sleeping based on an input signal from a passenger state sensor (16) that senses the state of the driver in the driver's seat. The delay factor detection unit detects, as the delay factor, traffic congestion due to lane regulation (lane regulation congestion) separately from other events. The vehicle control unit When the delay factor is detected, using map data, as an alternative route, searches for a route that can suppress the delay time and for which the time required to continue the automatic driving is equal to or longer than the required time. When the alternative route can be acquired in a situation where the driver in the driver's seat is asleep, the planned driving route is changed to the alternative route without obtaining approval from the driver in the driver's seat. An automatic driving device configured to travel in a lane that disappears due to the lane regulation up to before the congestion section when the alternative route cannot be acquired and the detected delay factor is the lane regulation congestion.

4. An automatic driving device according to any one of claims 1 to 3, The passenger state acquisition unit also determines whether a fellow passenger is awake based on a signal from the passenger state sensor. The vehicle control unit is configured to display information regarding the delay factor on a display arranged at a position where the fellow passenger can visually recognize it even when the driver in the driver's seat is asleep and the fellow passenger is awake.

5. An automatic driving device that performs automatic driving at an automation level that allows sleep of the driver in the driver's seat, A vehicle control unit (F5) that performs the automatic driving along an approved route that is an approved route of the driver in the driver's seat; A delay factor detection unit (F21) that detects a predetermined delay factor existing on the approved route based on traffic information or weather information received from an external device; A passenger state acquisition unit (F3) that acquires whether the driver in the driver's seat is asleep based on an input signal from a passenger state sensor (16) that senses the state of the driver in the driver's seat, and The passenger state acquisition unit also determines whether a fellow passenger is awake based on a signal from the passenger state sensor. The vehicle control unit When the delay factor is detected, searches for an alternative route that can suppress the delay time using map data. When the alternative route can be acquired in a situation where the driver in the driver's seat is asleep, the planned driving route is changed to the alternative route without obtaining approval from the driver in the driver's seat. An automatic driving device configured to display information regarding the delay factor on a display located at a position where the passenger can view it even when the driver in the driver's seat is asleep and the passenger is awake.

6. The automatic driving device according to claim 4 or 5, wherein, when the driver in the driver's seat is asleep and the passenger is awake and a delay factor is detected, the vehicle control unit performs a process of asking the passenger about a response policy for the delay factor.

7. The automatic driving device according to any one of claims 1 to 6, wherein the passenger state acquisition unit acquires a sleep duration, which is the time during which the driver in the driver's seat is asleep, and the vehicle control unit acquires a minimum sleep duration, which is the sleep time desired by the driver in the driver's seat, based on a signal from an input device or pre-registered data, and is configured not to give a notification regarding the delay factor until the sleep duration reaches the minimum sleep duration when the alternative route cannot be acquired.

8. An automatic driving device that performs automatic driving at an automation level that permits sleep of a driver who is a person sitting in the driver's seat, comprising a vehicle control unit (F5) that performs the automatic driving along an approved route, which is a route approved by the driver in the driver's seat, a delay factor detection unit (F21) that detects a predetermined delay factor existing on the approved route based on traffic information or weather information received from an external device, and a passenger state acquisition unit (F3) that acquires whether or not the driver in the driver's seat is asleep based on an input signal from a passenger state sensor (16) that senses the state of the driver in the driver's seat. The passenger state acquisition unit acquires a sleep duration, which is the time during which the driver in the driver's seat is asleep, and the vehicle control unit searches for an alternative route capable of suppressing the delay time using map data when the delay factor is detected, and, when the alternative route can be acquired in a situation where the driver in the driver's seat is asleep, changes the planned driving route to the alternative route without obtaining approval from the driver in the driver's seat, and acquires a minimum sleep duration, which is the sleep time desired by the driver in the driver's seat, based on a signal from an input device or pre-registered data. An automatic driving device configured not to notify about the delay factor until the sleep duration reaches the minimum sleep time when the alternative route cannot be obtained.

9. The automatic driving device according to any one of claims 1 to 8, wherein the vehicle control unit periodically calculates a scheduled arrival time at the destination, compares a pre-sleep scheduled arrival time, which is the scheduled arrival time calculated before the driver falls asleep, with the scheduled arrival time calculated while the driver is asleep, to determine whether it is possible to arrive at least a predetermined time earlier than the pre-sleep scheduled arrival time, and is configured to reduce the target speed of the automatic driving by a predetermined amount when it is determined that it is possible to arrive at least a predetermined time earlier than the pre-sleep scheduled arrival time.

10. An automatic driving device that performs automatic driving at an automation level that allows the driver, who is a person sitting in the driver's seat, to sleep, comprising a vehicle control unit (F5) that performs the automatic driving along an approved route, which is a route approved by the driver, a delay factor detection unit (F21) that detects a predetermined delay factor existing on the approved route based on traffic information or weather information received from an external device, and a passenger state acquisition unit (F3) that acquires whether the driver is asleep based on an input signal from a passenger state sensor (16) that senses the state of the driver, wherein the vehicle control unit searches for an alternative route capable of suppressing the delay time using map data when the delay factor is detected, changes the planned travel route to the alternative route without obtaining approval from the driver when the alternative route can be obtained in a situation where the driver is asleep, periodically calculates a scheduled arrival time at the destination, compares a pre-sleep scheduled arrival time, which is the scheduled arrival time calculated before the driver falls asleep, with the scheduled arrival time calculated while the driver is asleep, to determine whether it is possible to arrive at least a predetermined time earlier than the pre-sleep scheduled arrival time, and is configured to reduce the target speed of the automatic driving by a predetermined amount when it is determined that it is possible to arrive at least a predetermined time earlier than the pre-sleep scheduled arrival time.

11. The automatic driving device according to any one of claims 1 to 10, wherein the vehicle control unit An automatic driving device that, when arriving at a destination, if the driver in the driver's seat is asleep and the current time has not reached the pre-sleep scheduled arrival time that was calculated before the driver fell asleep, holds off on notifying that the destination has been reached until the pre-sleep scheduled arrival time.

12. An automatic driving device that performs automatic driving at an automation level that allows the driver in the driver's seat, who is the person sitting in the driver's seat, to sleep, comprising: A vehicle control unit (F5) that performs the automatic driving along an approved route, which is a route approved by the driver in the driver's seat; A delay factor detection unit (F21) that detects a predetermined delay factor existing on the approved route based on traffic information or weather information received from an external device; A passenger state acquisition unit (F3) that acquires whether or not the driver in the driver's seat is asleep based on an input signal from a passenger state sensor (16) that senses the state of the driver in the driver's seat. The vehicle control unit: When the delay factor is detected, searches for an alternative route that can suppress the delay time using map data; If the alternative route can be obtained in a situation where the driver in the driver's seat is asleep, changes the planned driving route to the alternative route without obtaining approval from the driver in the driver's seat; An automatic driving device configured such that, when arriving at a destination, if the driver in the driver's seat is asleep and the current time has not reached the pre-sleep scheduled arrival time that was calculated before the driver fell asleep, holds off on notifying that the destination has been reached until the pre-sleep scheduled arrival time.

13. The automatic driving device according to claim 11 or 12, An automatic driving device that operates in a power-saving mode in which a peripheral monitoring sensor is stopped while parked waiting for the driver in the driver's seat to wake up after arriving at the destination.

14. The automatic driving device according to any one of claims 1 to 5, The delay factor detection unit distinguishes and detects lane restrictions and road closures as the delay factors, The vehicle control unit is configured to apply different control policies when a lane restriction is detected and when a road closure is detected.

15. An automatic driving device that performs automatic driving at an automation level that allows the driver in the driver's seat, who is the person sitting in the driver's seat, to sleep, comprising: A vehicle control unit (F5) that performs the automatic driving along an approved route, which is a route approved by the driver in the driver's seat; A delay factor detection unit (F21) that detects a predetermined delay factor existing on the approved route based on traffic information or weather information received from an external device; A passenger state acquisition unit (F3) that acquires whether the driver in the driver's seat is sleeping or not based on an input signal from a passenger state sensor (16) that senses the state of the driver in the driver's seat, and is provided with: The delay factor detection unit detects lane restrictions and traffic stops separately as the delay factors; The vehicle control unit When the delay factor is detected, uses map data to search for an alternative route that can suppress the delay time and satisfies a predetermined condition; When the alternative route can be acquired in a situation where the driver in the driver's seat is sleeping, changes the planned travel route to the alternative route without obtaining approval from the driver in the driver's seat; When the alternative route cannot be acquired when the delay factor is detected during the sleep of the driver in the driver's seat, does not perform an automatic change of the planned travel route; An automatic driving device configured to relax the conditions when the traffic stop is detected compared to when the lane restriction is detected.

16. An automatic driving device according to claim 15, The adoption condition, which is the condition, includes that the amount of reduction in the delay time is equal to or greater than a threshold value, The vehicle control unit The automatic driving device according to claim 15, configured to set the threshold value to a smaller value when the traffic stop is detected compared to when the lane restriction is detected.

17. An automatic driving device according to any one of claims 1 to 16, The vehicle control unit is configured to search for a route as the alternative route that can suppress the delay time and for which the time required to continue the automatic driving is equal to or greater than the required time.

18. An automatic driving device according to claim 17, The delay factor detection unit detects a traffic jam section as the delay factor, The vehicle control unit is configured to search for a route as the alternative route that bypasses at least a part of the traffic jam section, for which the time required to continue the automatic driving is equal to or greater than the required time, and for which the delay time can be suppressed.

19. An automatic driving device according to claim 17 or 18, The delay factor detection unit detects, as the delay factor, a speed limit strengthening section which is a section where the maximum speed is temporarily suppressed due to the weather. The vehicle control unit is configured to search for, as the alternative route, a route that bypasses at least a part of the speed limit strengthening section and for which the time during which the automatic driving can be continued is equal to or longer than the required time, as an automatic operation device.

20. An automatic operation device according to any one of claims 1 to 19, wherein the delay factor detection unit detects a plurality of types of events as the delay factor, and the vehicle control unit is configured to perform different controls according to the types of the detected delay factors, as an automatic operation device.

Images