Automatic driving control device and automatic driving control program

Abstract

To provide an automatic drive control device capable of improving convenience of an automatic drive to a user.SOLUTION: An automatic drive ECU 50b functions as an automatic drive control device that enables a vehicle Am to travel by an automatic drive function. The automatic drive ECU 50b grasps a preceding vehicle and a following vehicle which travel in the same lane with the vehicle Am among other vehicles traveling nearby the vehicle Am, and permits autonomous travel control free of circumference supervision duty on the driver to be started when both the preceding vehicle and following vehicle are grasped. In addition, the automatic drive ECU 50b permits the autonomous travel control to be continued even if the following vehicle is not grasped any more after transition to the autonomous travel control.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The disclosure in this specification relates to an automatic driving control device that enables a host vehicle to travel by an automatic driving function, and an automatic driving control program.

Background Art

[0002] The vehicle control device disclosed in Patent Document 1 starts automatic driving when traffic congestion occurs and the length of the congested section is equal to or greater than a predetermined value. In addition, after automatic driving is started, the vehicle control device stops the automatic driving when an automatic driving stop condition is satisfied. For example, when several vehicles in front of the host vehicle are traveling at a distance from each other, etc., it is determined that the automatic driving stop condition is satisfied, and the automatic driving is stopped.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In addition to grasping the situation in front of the host vehicle as in Patent Document 1, it is conceivable to grasp the situation behind the host vehicle and determine whether to start automatic driving. As an example, an automatic driving control device that permits the start of automatic driving when both the vehicle in front and the vehicle behind are grasped can be conceived. However, if the ongoing automatic driving is cancelled due to non-detection of the vehicle behind after the start of automatic driving, it becomes difficult to continue the automatic driving, and there is a risk of impairing the convenience of the user.

[0005] The present disclosure aims to provide an automatic driving control device and an automatic driving control program that can improve the convenience of the user regarding automatic driving.

Means for Solving the Problems

[0006] To achieve the above object, one disclosed aspect is An automatic driving control device that enables the self-vehicle (Am) to travel with an automatic driving function, comprising: an other vehicle grasping unit (74) that grasps a forward vehicle (Af) and a rearward vehicle (Ab) traveling in the same lane (Lns) as the self-vehicle among other vehicles traveling around the self-vehicle; and a control switching unit (78) that permits the start of autonomous driving control for which the driver of the self-vehicle has no obligation to monitor the surroundings when both the forward vehicle and the rearward vehicle are grasped by the other vehicle grasping unit. The control switching unit permits the start of autonomous driving control based on the grasping of both the forward vehicle and the rearward vehicle, then starts the autonomous driving control based on an operation instruction for start by the driver, and even if the grasping of the rearward vehicle is interrupted after permitting the start of the autonomous driving control and before the operation instruction for start is given, starts the autonomous driving control based on the operation instruction for start. an automatic driving control device 。

[0007] Another disclosed aspect is An automatic driving control program that enables the self-vehicle (Am) to travel with an automatic driving function, which includes a process of causing at least one processing unit (51) to execute: grasping (S332, S334) a forward vehicle (Af) and a rearward vehicle (Ab) traveling in the same lane (Lns) as the self-vehicle among other vehicles traveling around the self-vehicle; permitting (S335, S314) the start of autonomous driving control for which the driver of the self-vehicle has no obligation to monitor the surroundings when both the forward vehicle and the rearward vehicle are grasped; starting (S316, S317) the autonomous driving control based on an operation instruction for start by the driver after permitting the start of the autonomous driving control; and starting the autonomous driving control based on the operation instruction for start even if the grasping of the rearward vehicle is interrupted after permitting the start of the autonomous driving control and before the operation instruction for start is given. an automatic driving control program 。

[0008] In these aspects , week the autonomous driving control without the obligation of side monitoring is likely to be continued. Therefore, the convenience of the user regarding the automatic driving can be improved.

[0012] Note that the reference numbers in parentheses in the above and the claims are merely examples of the correspondence with the specific configurations in the embodiments described later, and do not limit the technical scope in any way.

Brief Description of the Drawings

[0013]

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Modes for Carrying Out the Invention

[0014] Hereinafter, a plurality of embodiments will be described with reference to the drawings. In each embodiment, corresponding components may be given the same reference numerals, and redundant descriptions may be omitted. When only a part of the configuration is described in each embodiment, the configurations of other embodiments described previously can be applied to other parts of the said configuration. Also, not only the combinations of configurations explicitly shown in the description of each embodiment, but also the configurations of a plurality of embodiments can be partially combined with each other as long as there is no problem with the combination, even if not explicitly stated.

[0015] (First Embodiment) The functions of the automatic driving control device according to the first embodiment of the present disclosure are realized by the automatic driving ECU (Electronic Control Unit) 50b shown in FIG. 1. The automatic driving ECU 50b is mounted on a vehicle (hereinafter, the host vehicle Am) together with the driving support ECU 50a. The automatic driving ECU 50b constitutes the automatic driving system 50 of the host vehicle Am together with the driving support ECU 50a and the like. With the installation of the automatic driving system 50, the host vehicle Am becomes an automatic driving vehicle equipped with an automatic driving function.

[0016] The driving support ECU 50a is an in-vehicle ECU that realizes a driving support function for assisting the driver's driving operation in the automatic driving system 50. The driving support ECU 50a enables highly advanced driving support or partial automatic driving at about level 2 in the automatic driving levels defined by the Society of Automotive Engineers of the United States. The automatic driving implemented by the driving support ECU 50a is an automatic driving that requires the driver to visually monitor the surroundings of the host vehicle and has a surrounding monitoring obligation.

[0017] The automatic driving ECU 50b is an in-vehicle ECU that realizes an autonomous driving function capable of substituting for the driver's driving operation. The automatic driving ECU 50b can perform autonomous driving at level 3 or higher where the system is the control entity. The automatic driving implemented by the automatic driving ECU 50b is an eyes-off automatic driving that does not require monitoring of the surroundings of the host vehicle, that is, an automatic driving without a surrounding monitoring obligation.

[0018] In the automatic driving system 50, the driving control state of the automatic driving function is switched among a plurality of controls including at least the automatic driving control with a surrounding monitoring obligation by the driving support ECU 50a and the automatic driving control without a surrounding monitoring obligation by the automatic driving ECU 50b. In the following description, the automatic driving control at level 2 or lower by the driving support ECU 50a is described as "driving support control", and the automatic driving control at level 3 or higher by the automatic driving ECU 50b is described as "autonomous driving control". Note that the automatic driving ECU 50b may be capable of performing automatic driving at level 4 or higher.

[0019] During the autonomous driving period in which the host vehicle Am travels under the autonomous driving control by the autonomous driving ECU 50b, specific actions other than the predefined driving (hereinafter referred to as second tasks) may be permitted for the driver. The second tasks are legally permitted for the driver until a request for driving operation implementation, that is, a request for driving takeover, which is carried out by the autonomous driving ECU 50b in cooperation with the HCU (Human Machine Interface Control Unit) 100 described later, occurs. For example, viewing entertainment content such as video content, operating devices such as smartphones, and actions such as eating are assumed as second tasks.

[0020] The driving support ECU 50a and the autonomous driving ECU 50b are communicably connected to the communication bus 99 of the in-vehicle network 1 mounted on the host vehicle Am. As shown in FIGS. 1 to 3, a driver monitor 29, a peripheral monitoring sensor 30, a locator 35, an in-vehicle communicator 39, a driving control ECU 40, an HCU 100, etc. are connected to the communication bus 99. These nodes connected to the communication bus 99 can communicate with each other. Specific nodes among these ECUs etc. may be directly electrically connected to each other and be able to communicate without going through the communication bus 99.

[0021] The driver monitor 29 includes a near-infrared light source and a near-infrared camera, and a control unit for controlling these. The driver monitor 29 is installed, for example, on the upper surface of the steering column part or the upper surface of the instrument panel in a posture where the near-infrared camera is directed at the headrest part of the driver's seat. The near-infrared camera may be integrally configured with the meter display 21 or the center information display (hereinafter referred to as CID) 22 described later and provided on any of the screens.

[0022] The driver monitor 29 captures the head of the driver irradiated with near-infrared light by a near-infrared light source using a near-infrared camera. The captured image by the near-infrared camera is analyzed for image by the control unit. The control unit extracts information such as the position of the driver's eye point and the line-of-sight direction from the captured image. The driver monitor 29 provides the driver status information extracted by the control unit to the HCU 100, the automatic driving ECU 50b, etc.

[0023] The surrounding monitoring sensor 30 is an autonomous sensor that monitors the surrounding environment of the host vehicle Am. The surrounding monitoring sensor 30 can detect moving objects and stationary objects from the detection range around the host vehicle. The surrounding monitoring sensor 30 can at least detect other vehicles traveling around the host vehicle Am, specifically, the vehicle Af ahead, the vehicle Ab behind, and the vehicle As on the side (see FIG. 4), etc. The surrounding monitoring sensor 30 provides the detection information of the objects around the host vehicle to the driving support ECU 50a, the automatic driving ECU 50b, etc.

[0024] The surrounding monitoring sensor 30 includes one or more of, for example, a camera unit 31, a millimeter-wave radar 32, a lidar 33, and a sonar 34. The camera unit 31 may be configured to include a monocular camera or may be configured to include a stereo camera. The camera unit 31 is mounted on the host vehicle Am so as to be able to capture the front range of the host vehicle Am. A camera unit 31 capable of capturing the side range and the rear range of the host vehicle Am may be mounted on the host vehicle Am. The camera unit 31 outputs at least one of the captured data of the surroundings of the host vehicle and the analysis result of the captured data as detection information.

[0025] The millimeter-wave radar 32 irradiates millimeter waves or quasi-millimeter waves around the host vehicle. The millimeter-wave radar 32 outputs detection information generated by a process of receiving reflected waves reflected by moving objects, stationary objects, etc. The lidar 33 irradiates laser light around the host vehicle. The lidar 33 outputs detection information generated by a process of receiving laser light reflected by moving objects, stationary objects, etc. existing in the irradiation range. The sonar 34 emits ultrasonic waves around the host vehicle. The sonar 34 outputs detection information generated by a process of receiving ultrasonic waves reflected by moving objects, stationary objects, etc. existing in the vicinity of the host vehicle.

[0026] The locator 35 has a configuration including a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, etc. The locator 35 combines the positioning signal received by the GNSS receiver, the measurement results of the inertial sensor, and the vehicle speed information output to the communication bus 99, etc., and sequentially measures the host vehicle position, traveling direction, etc. of the host vehicle Am. The locator 35 sequentially outputs the position information and azimuth information of the host vehicle Am based on the positioning result to the communication bus 99 as locator information.

[0027] The locator 35 further has a map database (hereinafter referred to as map DB) 36 that stores map data. The map DB 36 is mainly configured with a large-capacity storage medium that stores a large number of three-dimensional map data and two-dimensional map data. The three-dimensional map data includes information necessary for advanced driver assistance and autonomous driving, such as the three-dimensional shape information of roads and the detailed information of each lane. The locator 35 reads out the map data around the current position from the map DB 36 and provides it together with the locator information to the driving assistance ECU 50a, the autonomous driving ECU 50b, etc.

[0028] The in-vehicle communication device 39 is an off-vehicle communication unit mounted on the host vehicle Am and functions as a V2X (Vehicle to Everything) communication device. The in-vehicle communication device 39 transmits and receives information wirelessly to and from a roadside unit installed beside the road. As an example, the in-vehicle communication device 39 receives traffic jam information around the current position and in the traveling direction of the host vehicle Am from the roadside unit. The traffic jam information is, for example, VICS (registered trademark) information. The in-vehicle communication device 39 provides the received traffic jam information to the automatic driving ECU 50b or the like.

[0029] The driving control ECU 40 is an electronic control device mainly including a microcontroller. The driving control ECU 40 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU. The driving control ECU 40 continuously performs brake force control of each wheel, output control of the in-vehicle power source, and steering angle control based on any one of an operation command based on the driver's driving operation, a control command of the driving support ECU 50a, and a control command of the automatic driving ECU 50b. In addition, the driving control ECU 40 generates vehicle speed information indicating the current traveling speed of the host vehicle Am based on the detection signals of wheel speed sensors provided at the hub portions of each wheel, and sequentially outputs the generated vehicle speed information to the communication bus 99.

[0030] The HCU 100 constitutes an HMI (Human Machine Interface) system 10 together with a plurality of display devices, the audio device 24, the ambient light 25, the operation device 26, and the like. The HMI system 10 has an input interface function for receiving operations by occupants such as the driver of the host vehicle Am and an output interface function for presenting information to the driver.

[0031] The display device presents information to the driver through vision, such as by image display. The display devices include a meter display 21, a CID 22, and a head-up display (hereinafter referred to as HUD) 23, etc. The CID 22 has the function of a touch panel and detects touch operations on the display screen by the driver or the like. The audio device 24 has a plurality of speakers installed in the vehicle interior in an arrangement surrounding the driver's seat, and reproduces alert sounds, voice messages, etc. in the vehicle interior through the speakers. The ambient light 25 is provided on the instrument panel, the steering wheel, the door trim, etc. The ambient light 25 performs information presentation using the driver's peripheral vision through ambient display that changes the emission color.

[0032] The operation device 26 is an input unit that receives user operations by the driver or the like. User operations related to, for example, the activation and stop of the automatic driving function are input to the operation device 26. As an example, a driver input instructing the transition from driving support control to autonomous driving control is input to the operation device 26. The steering switch provided on the spoke portion of the steering wheel, the operation lever provided on the steering column portion, and the voice input device that recognizes the driver's speech content, etc. are included in the operation device 26.

[0033] The HCU 100 functions as a presentation control device and integrally controls the presentation of information related to automatic driving, etc. to the driver. The HCU 100 requests the driver to take over driving based on the request for the execution of driving operations by the automatic driving ECU 50b. In addition, the HCU 100 cooperates with the automatic driving ECU 50b to allow the driver to perform a second task and can reproduce video content, etc. related to the second task in a manner that does not prevent the request for driving takeover.

[0034] HCU100 mainly includes a control circuit equipped with a processing unit 11, a RAM 12, a storage unit 13, an input / output interface 14, and a bus connecting these components. The processing unit 11 is hardware for arithmetic processing combined with the RAM 12. The processing unit 11 includes at least one arithmetic core such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit). The processing unit 11 may further include an FPGA (Field-Programmable Gate Array), an NPU (Neural network Processing Unit), and an IP core with other dedicated functions. The RAM 12 may include a video RAM for video data generation. The processing unit 11 executes various processes for presentation control by accessing the RAM 12. The storage unit 13 includes a non-volatile storage medium. Various programs (such as a presentation control program) executed by the processing unit 11 are stored in the storage unit 13.

[0035] By having the processing unit 11 execute the presentation control program stored in the storage unit 13, the HCU100 has a plurality of functional units for integrally controlling information presentation to the driver. Specifically, functional units such as an information acquisition unit 81, an information cooperation unit 82, a driver behavior grasping unit 86, and a presentation control unit 88 (see FIG. 3) are constructed in the HCU100.

[0036] The information acquisition unit 81 acquires vehicle information indicating the state of the host vehicle Am from the communication bus 99. The vehicle information includes, for example, vehicle speed information provided to the communication bus 99 by the travel control ECU 40. In addition, the information acquisition unit 81 acquires operation information indicating the content of the user operation from the CID 22, the operation device 26, and the like.

[0037] The information sharing unit 82 cooperates with the information sharing unit 61 (described later) of the automatic driving ECU 50b to enable information sharing between the automatic driving system 50 and the HCU 100. The information sharing unit 82 provides the operation information grasped by the information acquisition unit 81, the driver behavior information (described later) grasped by the driver behavior grasping unit 86, etc. to the automatic driving ECU 50b.

[0038] The information sharing unit 82 grasps the operation state of the automatic driving by the automatic driving system 50 by acquiring the control status information indicating the state of the automatic driving function. Based on the control status information, the information sharing unit 82 grasps whether the ongoing driving control is either driving support control or autonomous driving control, in other words, whether the driver has the obligation to monitor the surroundings for the driving control implemented by the automatic driving function.

[0039] The information sharing unit 82 acquires the notification implementation request output by the notification request unit 72 (described later) of the automatic driving ECU 50b. The information sharing unit 82 acquires from the automatic driving ECU 50b the implementation request for the request to request the driver to take over driving, the implementation request for the control transition notification related to the transition from driving support control to autonomous driving control, etc. Based on the implementation request for each notification, the information sharing unit 82 cooperates with the presentation control unit 88 to control the content and implementation timing of each notification.

[0040] Based on the driver status information obtained from the driver monitor 29, the driver behavior recognition unit 86 recognizes the driver's state and behavior. As an example, the driver behavior recognition unit 86 recognizes task information indicating the content of the secondary task being performed by the driver. For example, the task information is information such as operating a smartphone, gazing at the screen of CID22, or operating the touch panel of CID22. The driver behavior recognition unit 86 may further recognize monitoring information indicating whether the driver is monitoring the surroundings of the host vehicle Am and posture information indicating the appropriateness of the driver's driving posture. In addition, the driver behavior recognition unit 86 may further be able to acquire driving operation information indicating operations such as steering operation, accelerator operation, and brake operation by the driver, as well as seat belt attachment / detachment information. The driver behavior recognition unit 86 provides driver behavior information including task information to the presentation control unit 88 and the information cooperation unit 82.

[0041] The presentation control unit 88 integrally controls the provision of information to the driver using each display device, the audio device 24, and the ambient light 25. Based on the control status information and implementation requirements acquired by the information cooperation unit 82 and the driver behavior information recognized by the driver behavior recognition unit 86, the presentation control unit 88 performs content provision and information presentation according to the operation state of the automatic driving. Specifically, when the information cooperation unit 82 recognizes that the autonomous driving control by the automatic driving ECU 50b is being performed, the presentation control unit 88 enables the reproduction of video content and the like. Further, when the release of the autonomous driving control without the obligation to monitor the surroundings is scheduled, the presentation control unit 88 performs a notification requesting the driver to change the driving.

[0042] Next, the details of each of the driving support ECU 50a and the automatic driving ECU 50b will be described in order.

[0043] The driving support ECU 50a is a computer mainly including a control circuit having a processing unit, a RAM, a storage unit, an input / output interface, and a bus connecting these components. The driving support ECU 50a realizes driving support functions such as ACC (Adaptive Cruise Control), LTC (Lane Trace Control), and LCA (Lane Change Assist) by executing a program in the processing unit. As an example, the driving support ECU 50a performs driving support control to make the host vehicle Am travel along the host vehicle lane Lns during traveling by the cooperation of the functions of ACC and LTC.

[0044] The autonomous driving ECU 50b has a higher computing ability than the driving support ECU 50a and can at least perform driving control corresponding to ACC, LTC, and LCA. The autonomous driving ECU 50b is a computer mainly including a control circuit having a processing unit 51, a RAM 52, a storage unit 53, an input / output interface 54, and a bus connecting these components. The processing unit 51 executes various processes for realizing the autonomous driving control method of the present disclosure by accessing the RAM 52. Various programs (such as an autonomous driving control program) executed by the processing unit 51 are stored in the storage unit 53. By executing the program by the processing unit 51, a plurality of functional units for realizing the autonomous driving function, such as an information cooperation unit 61, an environment recognition unit 62, an action determination unit 63, and a control execution unit 64, are constructed in the autonomous driving ECU 50b (see FIG. 2).

[0045] The information cooperation unit 61 provides information to the information cooperation unit 82 of the HCU 100 and acquires information from the information cooperation unit 82. By the cooperation of these information cooperation units 61 and 82, the autonomous driving ECU 50b and the HCU 100 share the information they have acquired respectively. The information cooperation unit 61 generates control status information indicating the operation state of the autonomous driving function and provides the generated control status information to the information cooperation unit 82. The information cooperation unit 61 has an HMI information acquisition unit 71 and a notification request unit 72 as sub-functional units for information cooperation.

[0046] The HMI information acquisition unit 71 acquires operation information, driver behavior information, etc. from the information cooperation unit 82. Based on the operation information, the HMI information acquisition unit 71 grasps user operations input to the CID 22, the operation device 26, etc. As an example, the HMI information acquisition unit 71 grasps a level 3 transition operation that instructs the transition from driving support control to autonomous driving control. In addition, the HMI information acquisition unit 71 grasps the driver's behavior during the driving support period and the autonomous driving period based on the driver behavior information. The HMI information acquisition unit 71 grasps the presence or absence of the driver's implementation of surrounding monitoring (monitoring information), the appropriateness of the driver's driving posture (posture information), the content of the second task performed by the driver (task information), etc.

[0047] The HMI information acquisition unit 71 may have the same function as the driver behavior grasping unit 86 of the HCU 100. Specifically, the HMI information acquisition unit 71 acquires driver status information from the driver monitor 29 and may be able to grasp the details of the driver's behavior in the same manner as the driver behavior grasping unit 86.

[0048] The notification request unit 72 enables notification by the HCU 100 synchronized with the operating state of the autonomous driving function by outputting a notification implementation request to the information cooperation unit 82. As described above, the notification request unit 72 transmits, to the information cooperation unit 82, a request for implementation of a driving handover request, a request for implementation of a control transition notification, etc. as requests for implementation of notifications related to autonomous driving.

[0049] The environment recognition unit 62 combines the locator information and map data acquired from the locator 35 with the detection information acquired from the surrounding monitoring sensor 30 to recognize the driving environment of the host vehicle Am. The environment recognition unit 62 has a vehicle information acquisition unit 73, another vehicle grasping unit 74, a road information grasping unit 75, and a traffic jam grasping unit 76 as sub-function units for driving environment recognition.

[0050] The vehicle information acquisition unit 73 acquires vehicle information indicating the state of the host vehicle Am from the communication bus 99. As an example, the vehicle information acquisition unit 73 acquires vehicle speed information indicating the current driving speed of the host vehicle Am.

[0051] The other vehicle detection unit 74 detects the relative position and relative speed of dynamic targets around the host vehicle, such as other vehicles traveling around the host vehicle Am. The other vehicle detection unit 74 detects at least the leading vehicle Af and the trailing vehicle Ab traveling in the same lane as the host vehicle Am (hereinafter, the host lane Lns, see FIG. 4), and the lateral vehicle As traveling in an adjacent lane Lna (see FIG. 4) adjacent to the host lane Lns. As an example, the other vehicle detection unit 74 detects a leading other vehicle whose distance from the host vehicle Am is equal to or less than a predetermined distance and whose relative speed with respect to the host vehicle Am is equal to or less than a predetermined speed as the leading vehicle Af. Similarly, the other vehicle detection unit 74 detects a trailing other vehicle whose distance from the host vehicle Am is equal to or less than a predetermined distance and whose relative speed with respect to the host vehicle Am is equal to or less than a predetermined speed as the trailing vehicle Ab. The above-mentioned predetermined distance and predetermined speed for detecting the other vehicles in front of and behind the host vehicle as the leading vehicle Af and the trailing vehicle Ab may be different from each other in the front-rear direction.

[0052] In addition, the other vehicle detection unit 74 detects lane changes of the leading vehicle Af and the trailing vehicle Ab to the adjacent lane Lna, and lane changes of the lateral vehicle As to the host lane Lns. Note that in a road environment where a median strip exists between the host lane Lns and the adjacent lane Lna and the oncoming lane Lno (see FIG. 4), the other vehicle detection unit 74 may not detect other vehicles in the oncoming lane Lno.

[0053] The road information detection unit 75 detects information about the road on which the host vehicle Am is traveling. The road information detection unit 75 detects, for example, the road shape of the road on which the host vehicle Am is traveling. Specifically, the road information detection unit 75 detects the curvature of a curved section of the road on which the host vehicle Am is traveling, and the gradient of the road.

[0054] In addition, the road information detection unit 75 detects whether the road on which the host vehicle Am is traveling or the planned road is within a preset permitted area or a restricted permitted area. Information indicating whether it is a permitted area or a restricted permitted area may be recorded in the map data stored in the map DB 36, or may be included in received information received by the in-vehicle communication device 39.

[0055] The permitted area and the restricted permitted area may correspond to the Operational Design Domain where autonomous driving without the driver's obligation to monitor the surroundings is legally permitted. Specifically, autonomous driving without the obligation to monitor the surroundings includes, as multiple implementation modes, congestion-limited control (hereinafter, level 3 during congestion) implemented only during driving in congestion, and area-limited control (hereinafter, level 3 in area) implemented only within a specific permitted area. On the roads within the permitted area, the implementation of both level 3 during congestion and level 3 in area is permitted, and on the roads within the restricted area, only level 3 during congestion is permitted to be implemented. On roads that are not included in either the permitted area or the restricted permitted area (hereinafter, non-permitted area), driving in autonomous driving without the obligation to monitor the surroundings is prohibited. The permitted area and the restricted permitted area are set, for example, on highways or motorways.

[0056] The congestion detection unit 76 combines the information of other vehicles detected by the other vehicle detection unit 74 and the vehicle speed information detected by the vehicle information acquisition unit 73 to detect the congestion around the host vehicle Am. The congestion detection unit 76 may use the congestion information received by the in-vehicle communicator 39 to detect the congestion around the host vehicle. The congestion detection unit 76 performs a congestion determination process (see FIG. 7) for determining whether the area around the host vehicle is in a congested state, and a congestion resolution determination process (see FIG. 8) for determining whether the congestion around the host vehicle has been resolved. The congestion detection unit 76 may further perform a resolution prediction determination for predicting the resolution of the congestion.

[0057] The driving determination unit 63 cooperates with the HCU 100 to control the transfer of driving between the autonomous driving system 50 and the driver. When the autonomous driving system 50 has the control right of the driving operation, the driving determination unit 63 generates a planned driving line for driving the host vehicle Am based on the recognition result of the driving environment by the environment recognition unit 62, and outputs the generated planned driving line to the control execution unit 64. The driving determination unit 63 includes a control switching unit 78 as a sub-function unit for controlling the operating state of the autonomous driving function.

[0058] The control switching unit 78 switches between driving support control that requires the driver to monitor the surroundings and autonomous driving control that does not require the driver to monitor the surroundings, in cooperation with the driving support ECU 50a, by performing driving control switching processing (see FIG. 5) described later. In addition, when the control switching unit 78 drives the host vehicle Am by autonomous driving control, it switches the driving control state among a plurality of states including area level 3 and traffic jam level 3. For example, when the input of the level 3 transition operation by the driver is grasped by the HMI information acquisition unit 71, the control switching unit 78 switches the driving control state from driving support control to autonomous driving control based on the establishment of the start condition of autonomous driving control (described later). Further, after the transition to autonomous driving control, when the release condition of this autonomous driving control (described later) is satisfied, the control switching unit 78 switches the driving control state from autonomous driving control to driving support control.

[0059] When the automatic driving ECU 50b has the control right of the driving operation, the control execution unit 64 executes acceleration / deceleration control and steering control of the host vehicle Am in accordance with the planned travel line generated by the action determination unit 63 in cooperation with the driving control ECU 40. Specifically, the control execution unit 64 generates a control command based on the planned travel line, and sequentially outputs the generated control command to the driving control ECU 40.

[0060] Next, details of the driving support control and the switching of traffic jam level 3 performed by the control switching unit 78 will be described.

[0061] In the control switching unit 78, the condition (release condition) for switching from traffic jam level 3 to driving support control is relaxed compared to the condition (start condition) for switching from driving support control to traffic jam level 3 in relation to the following vehicle Ab. As a result, after the transition to traffic jam level 3, it becomes difficult for the transition to driving support control to occur. Specifically, the control switching unit 78 permits the start of autonomous driving control that does not require the driver to monitor the surroundings when both the preceding vehicle Af and the following vehicle Ab are grasped by the other vehicle grasping unit 74. That is, in the control switching unit 78, the grasping of both the preceding vehicle Af and the following vehicle Ab by the other vehicle grasping unit 74 is included in the start condition of the autonomous driving control at traffic jam level 3.

[0062] On the other hand, even when the detection of the following vehicle Ab is interrupted after the transition to the autonomous driving control, the control switching unit 78 can permit the continuation of the autonomous driving control if the detection of the preceding vehicle Af continues. That is, the control switching unit 78 does not establish the release condition of the autonomous driving control only by the interruption of the detection of the following vehicle Ab by the other vehicle detection unit 74. Hereinafter, even when the following vehicle Ab becomes undetected, a plurality of scenes in which the control switching unit 78 suspends the release of the level 3 autonomous driving control during congestion will be described in order.

[0063] <Scene 1: Continuation of Level 3 during Congestion When Not Driving at Low Speed> When the control switching unit 78 determines whether to permit the continuation of the level 3 autonomous driving control during congestion after the interruption of the detection of the following vehicle Ab, the determination is changed according to the current traveling speed of the own vehicle Am acquired by the vehicle information acquisition unit 73. When the traveling speed of the own vehicle Am exceeds a predetermined speed threshold (for example, about 50 km / h), the control switching unit 78 relaxes the release condition based on the interruption of the detection of the following vehicle Ab more than when the traveling speed is less than the speed threshold.

[0064] As described above, in "Scene 1" when the traveling speed of the own vehicle Am exceeds the speed threshold (is equal to or higher than the speed threshold), the control switching unit 78 determines to continue the level 3 during congestion even when the following vehicle Ab becomes undetected. On the other hand, when the traveling speed of the own vehicle Am is less than the speed threshold, the control switching unit 78 determines to end the level 3 during congestion based on the fact that the following vehicle Ab has become undetected when other conditions are satisfied.

[0065] Here, when the own vehicle Am is traveling in the permitted area, the control switching unit 78 can switch the control state from the level 3 during congestion to the area level 3. Therefore, when the traveling speed of the own vehicle Am exceeds the speed threshold and the following vehicle Ab becomes undetected, the control switching unit 78 may maintain the autonomous driving control without the surrounding monitoring obligation by shifting to the area level 3.

[0066] <Scene 2: Continuation of Level 3 during Congestion after Restart> After the transition to the congestion level 3, the control switching unit 78 determines whether the host vehicle Am has stopped and restarted. When the host vehicle Am has restarted, the control switching unit 78 relaxes the release condition based on the interruption of the detection of the following vehicle Ab more than when the host vehicle Am has not restarted. As described above, in the "Scene 2" where the host vehicle Am has stopped and then restarted, the control switching unit 78 determines to continue the congestion level 3 even when the following vehicle Ab becomes undetected. On the other hand, when the host vehicle Am has not stopped or restarted, the control switching unit 78 determines to end the congestion level 3 based on the fact that the following vehicle Ab has become undetected when other conditions are satisfied.

[0067] In the above "Scene 2", the host vehicle Am and the following vehicle Ab repeatedly stop and start due to congestion. Therefore, the restart of the following vehicle Ab may be significantly delayed with respect to the host vehicle Am. In such a case, the distance between the host vehicle Am and the following vehicle Ab (hereinafter, the following vehicle distance Db) may become open, and an unintended release of the congestion level 3 may occur. Regarding such a problem, the above-described process of ignoring the undetected state of the following vehicle Ab after restart is effective in avoiding the release of the congestion level 3 due to the delayed start of the following vehicle Ab.

[0068] <Scene 3: Continuing Congestion Level 3 Based on Detection of Lane Change> After the transition to the congestion level 3, the other vehicle detection unit 74 detects a lane change of the following vehicle Ab to the adjacent lane Lna. Then, in the "Scene 3" where the detection of the following vehicle Ab is interrupted due to the lane change to the adjacent lane Lna, the control switching unit 78 determines to continue the congestion level 3. As described above, even if the following vehicle Ab becomes temporarily undetected (non-existent) due to the lane change of the following vehicle Ab, the running at the congestion level 3 is continued.

[0069] Here, when the unrecognized state of the rear vehicle Ab continues for a predetermined time (for example, about 5 to 10 seconds), the control switching unit 78 determines the end of the congestion level 3. As a result, if the rear vehicle Ab that replaces the other vehicle that has moved to the adjacent lane Lna does not appear, the control switching unit 78 shifts the driving control state from the congestion level 3 to the driving support control.

[0070] <Scene 4: Continuation of Congestion Level 3 Based on Grasp of Road Shape> The road information acquisition unit 75 grasps the road shape of the road on which the host vehicle Am travels after shifting to the congestion level 3. Then, the control switching unit 78 changes the determination as to whether to permit the continuation of the congestion level 3 when the detection of the rear vehicle Ab is interrupted according to the road shape grasped by the road information acquisition unit 75, specifically, the curve curvature and the road gradient.

[0071] Specifically, when the curvature of the curve section of the road during travel increases, even in a case where the rear vehicle Ab actually exists, the surrounding monitoring sensor 30 is likely to lose the rear vehicle Ab. Similarly, when the gradient or the change in gradient of the road during travel increases, even in a case where the rear vehicle Ab actually exists, the surrounding monitoring sensor 30 is likely to lose the rear vehicle Ab. Therefore, the curve curvature and the road gradient at which the probability of occurrence of non-detection by the surrounding monitoring sensor 30 increases can be preset according to the performance of the rear detection of the surrounding monitoring sensor 30.

[0072] When the curve curvature of the road during driving exceeds a preset curvature threshold, the control switching unit 78 determines to continue the congestion level 3 even if the rear vehicle Ab becomes undetected. Similarly, when the gradient of the road during driving exceeds a preset gradient threshold, the control switching unit 78 determines to continue the congestion level 3 even if the rear vehicle Ab becomes undetected. As described above, in "Scene 4" where the rear vehicle Ab is temporarily undetected due to the road shape, it is possible to continue the autonomous driving control at congestion level 3. However, if the state where the rear vehicle Ab is not recognized continues even after the curve curvature or the road gradient becomes less than each threshold value, the control switching unit 78 terminates the autonomous driving control at congestion level 3. Incidentally, the curvature threshold value and the gradient threshold value may be set as independent threshold values or as a composite threshold value.

[0073] <Scene 5: Continuation of Congestion Level 3 Based on Estimation of Congestion Continuation> The congestion detection unit 76 detects the congestion around the host vehicle Am even after the transition to congestion level 3. When the congestion around the host vehicle Am is detected by the congestion detection unit 76, the control switching unit 78 permits the continuation of the autonomous driving control even if the detection of the rear vehicle Ab is interrupted. In this case, the congestion detection unit 76 determines the continuation of the congestion on the condition that a lateral vehicle As running parallel to the adjacent lane Lna is detected or congestion information is received by the in-vehicle communication device 39 even if the detection of the rear vehicle Ab is interrupted. As described above, even in "Scene 5" where the continuation of the congestion is estimated, the temporary undetected state due to the start delay or lane change of the rear vehicle Ab is not reflected in the cancellation of the congestion level 3. As a result, it becomes easier to continue the congestion level 3 until the congestion around the host vehicle is resolved. Incidentally, when the state where the rear vehicle Ab is not recognized continues for a predetermined time (for example, about 5 to 10 seconds), the autonomous driving control at congestion level 3 is terminated.

[0074] Next, the details of the driving control switching process that switches between the driving support control and the congestion level 3 while suspending the termination of the congestion level 3 under specific conditions will be described below with reference to FIGS. 1 to 4 while referring to FIGS. 5 to 8 together with the details of each of the congestion determination process and the congestion resolution determination process.

[0075] The driving control switching process shown in FIGS. 5 and 6 is started mainly by the control switching unit 78 based on the recognition of the level 3 transition operation by the HMI information acquisition unit 71. Similarly, the traffic jam determination process shown in FIG. 7 is started mainly by the traffic jam recognition unit 76 based on the recognition of the level 3 transition operation, and is repeated until the transition to level 3 during traffic jam is implemented. On the other hand, the traffic jam elimination determination process shown in FIG. 8 is started mainly by the traffic jam recognition unit 76 based on the transition to level 3 during traffic jam, and is repeated until the transition to the driving support control is implemented.

[0076] In S11 of the driving control switching process shown in FIGS. 5 and 6, it is determined whether the road on which the host vehicle Am is traveling is within the permitted area or the restricted permitted area. If it is determined in S11 that the vehicle is traveling in the non-permitted area, the process proceeds to S15, and the hands-off driving that is the driving support control at level 2 is continued. On the other hand, if it is determined in S11 that the vehicle is traveling in the permitted area or the restricted permitted area, the process proceeds to S12.

[0077] In S12, based on the traffic jam determination process (see FIG. 7), it is determined whether the traffic jam determination is established. If it is determined in S12 that the traffic jam determination is not established, the process proceeds to S15, and the driving support control at level 2 is continued. On the other hand, if it is determined in S12 that the traffic jam determination is established, the process proceeds to S13.

[0078] In S13, it is determined whether the driver is in a normal driving posture. If it is determined in S13 that the driver's posture is outside the range of the normal driving posture, the transition to level 3 during traffic jam is prohibited. In this case, the process proceeds to S15, and the driving support control at level 2 is continued or the driving support control is terminated. On the other hand, if it is determined in S13 that the driver is in a normal driving posture, the process proceeds to S14, and the transition to level 3 during traffic jam is implemented.

[0079] At S16 after transitioning to congestion level 3, it is grasped whether there is a planned exit from the permitted area or the restricted permitted area. If it is determined at S16 that there is a planned exit from the permitted area or the like, the process proceeds to S20, and a transition to hands-on driving which is the driving support control of level 2 is carried out. On the other hand, if it is determined at S16 that there is no planned exit from the permitted area or the like, the process proceeds to S17.

[0080] At S17, based on the congestion resolution determination process (see FIG. 8), it is determined whether the congestion resolution determination is established. If it is determined at S17 that the congestion resolution determination is established, the process proceeds to S20, and a transition to hands-on driving which is the driving support control of level 2 is carried out. On the other hand, if it is determined at S17 that the congestion resolution determination is not established, the process proceeds to S18.

[0081] At S18, similar to S13, it is determined whether the driver is in a normal driving posture. If it is determined at S18 that the driver is taking a posture not permitted at congestion level 3, the process proceeds to S20, and a transition to hands-on driving which is the driving support control of level 2 is carried out. For example, when the driver has reclined the backrest of the driver's seat significantly backward or has removed the seat belt, etc., the release of congestion level 3 is carried out. On the other hand, if it is determined at S18 that the driver's posture is within the allowable range at congestion level 3, the process proceeds to S19.

[0082] At S19, it is determined whether there is an override operation by the driver. If it is determined at S19 that there is an override operation by the driver, the process proceeds to S20, the congestion level 3 is terminated, and a switch to manual driving is carried out. On the other hand, if it is determined at S19 that there is no override operation, the process returns to S16. By repeating the above S16 to S19, the congestion level 3 is continued.

[0083] In S31 of the traffic jam determination process shown in FIG. 7, it is determined whether the traveling speed of the current host vehicle Am is equal to or lower than the traffic jam speed (for example, about 10 km / h). If it is determined in S31 that the traveling speed of the host vehicle Am exceeds the traffic jam speed, the process proceeds to S35 to perform a non-traffic jam determination. In this case, since the traffic jam determination is not established, the start condition for level 3 during traffic jams is also not established. On the other hand, if it is determined in S31 that the traveling speed of the host vehicle Am is equal to or lower than the traffic jam speed, the process proceeds to S32.

[0084] In S32, it is determined whether the leading vehicle Af traveling in the host vehicle lane Lns is recognized. If it is determined in S32 that the leading vehicle Af is not recognized, the process proceeds to S35 to perform a non-traffic jam determination. As described above, the start condition for level 3 during traffic jams is not established. On the other hand, if it is determined in S32 that the leading vehicle Af is recognized, the process proceeds to S33.

[0085] In S33, it is determined whether the trailing vehicle Ab traveling in the host vehicle lane Lns is recognized. If it is determined in S33 that the trailing vehicle Ab is not recognized, the process proceeds to S35 to perform a non-traffic jam determination. Even in this case, the start condition for level 3 during traffic jams is not established. On the other hand, if it is determined in S33 that the trailing vehicle Ab is recognized, the process proceeds to S34 to perform a traffic jam determination. Based on the traffic jam determination in S34, the start condition for the autonomous driving control at level 3 during traffic jams is established.

[0086] In S41 of the traffic jam release determination process shown in FIG. 8, it is determined whether the traveling speed of the current host vehicle Am exceeds the traffic jam release speed (for example, about 60 km / h). If it is determined in S41 that the traveling speed of the host vehicle Am exceeds the traffic jam release speed, the process proceeds to S42 to perform a traffic jam release determination. In this case, the release condition for level 3 during traffic jams is established. On the other hand, if it is determined in S41 that the traveling speed of the host vehicle Am is equal to or lower than the traffic jam release speed, the process proceeds to S43.

[0087] In S43, it is determined whether the preceding vehicle Af traveling in the host vehicle lane Lns is recognized. If it is determined in S43 that the preceding vehicle Af is not recognized, the process proceeds to S42 to perform a traffic jam resolution determination. As described above, the end condition for level 3 during traffic jams is satisfied. On the other hand, if it is determined in S43 that the preceding vehicle Af is recognized, the process proceeds to S44.

[0088] In S44, a determination is made as to whether the above-described "Scene 1" is applicable. Specifically, in S44, it is determined whether the traveling speed of the host vehicle Am is equal to or higher than a predetermined speed threshold. If it is determined in S44 that the traveling speed of the host vehicle Am is equal to or higher than the speed threshold, the process proceeds to S51 to perform a traffic jam continuation determination. In this case, since the traffic jam resolution determination is not satisfied, the release condition for level 3 during traffic jams is also not satisfied. As described above, in "Scene 1", even if the following vehicle Ab is not detected, level 3 during traffic jams continues. On the other hand, if it is determined in S44 that the traveling speed of the host vehicle Am is less than the predetermined speed threshold, the process proceeds to S45.

[0089] In S45, a determination is made as to whether the above-described "Scene 2" is applicable. Specifically, in S45, it is determined whether the host vehicle Am has stopped and restarted during the traffic jam. If it is determined in S45 that the host vehicle Am has restarted, the process proceeds to S51 to perform a traffic jam continuation determination. Even in this case, since the traffic jam resolution determination is not satisfied, the release condition for level 3 during traffic jams is not satisfied. As described above, in "Scene 2", even if the following vehicle Ab is not detected, level 3 during traffic jams continues. On the other hand, if it is determined in S45 that the host vehicle Am has not restarted, the process proceeds to S46.

[0090] In S46, it is determined whether it corresponds to the above-mentioned "Scene 4". Specifically, in S46, it is determined whether the vehicle is traveling in a curve section exceeding the curvature threshold or a gradient section exceeding the gradient threshold. If it is determined in S46 that the vehicle is traveling on a road exceeding the curvature threshold or the gradient threshold, the process proceeds to S51 to perform a traffic jam continuation determination. Even in this case, the release condition for traffic jam level 3 is not satisfied. As described above, in "Scene 4", even if the rear vehicle Ab becomes undetected, traffic jam level 3 continues. On the other hand, if it is determined in S46 that neither the curvature threshold nor the gradient threshold is exceeded, the process proceeds to S47.

[0091] In S47, it is determined whether the rear vehicle Ab traveling in the host vehicle lane Lns is recognized. If it is determined in S47 that the rear vehicle Ab is recognized, the process proceeds to S51 to perform a traffic jam continuation determination. On the other hand, if it is determined in S47 that the rear vehicle Ab is not recognized, the process proceeds to S48.

[0092] In S48, it is determined whether it corresponds to the above-mentioned "Scene 3". Specifically, in S48, it is determined whether the lane change of the rear vehicle Ab is recognized. If it is determined in S48 that there was a lane change of the rear vehicle Ab immediately before, it is determined that it corresponds to "Scene 3", and the process proceeds to S50. On the other hand, if it is determined in S48 that there was no lane change of the rear vehicle Ab immediately before, the process proceeds to S49.

[0093] In S49, it is determined whether it corresponds to the above-mentioned "Scene 5". Specifically, in S49, the traffic jam situation around the host vehicle Am is confirmed. If it is determined in S49 that there is no traffic jam around the host vehicle, the process proceeds to S42 to perform a traffic jam elimination determination. On the other hand, if it is determined in S49 that there is a traffic jam around the host vehicle, it is determined that it corresponds to "Scene 5", and the process proceeds to S50.

[0094] In S50, it is determined whether or not the elapsed time after losing the following vehicle Ab exceeds a predetermined time. If it is determined in S50 that the elapsed time after the loss of the following vehicle Ab exceeds the predetermined time, the process proceeds to S42 to perform a traffic jam resolution determination. As described above, the release condition for level 3 during traffic jams is satisfied, and the transition to the hands-on driving support control is implemented (see S20). On the other hand, if it is determined in S50 that the elapsed time after the loss of the following vehicle Ab is equal to or less than the predetermined time, the process proceeds to S51 to perform a traffic jam continuation determination. Based on the traffic jam continuation determination in S51, the autonomous driving control at level 3 during traffic jams can be continuously implemented.

[0095] In the first embodiment described so far, the autonomous driving control permitted by grasping both the preceding vehicle Af and the following vehicle Ab allows continuation even when the grasping of the following vehicle Ab is interrupted. Thus, if the release condition of the autonomous driving control is more relaxed than the start condition of the autonomous driving control, it becomes easier to continue the autonomous driving control without the obligation of peripheral monitoring. Therefore, the convenience for the user regarding the automatic driving can be improved.

[0096] In addition, in the first embodiment, the grasping of both the preceding vehicle Af and the following vehicle Ab by the other vehicle grasping unit 74 is included in the start condition of the autonomous driving control. On the other hand, based only on the interruption of the grasping of the following vehicle Ab by the other vehicle grasping unit 74, the control switching unit 78 does not satisfy the release condition of the autonomous driving control. As described above, after the transition to level 3 during traffic jams, the risk of collision with the following vehicle Ab becomes lower than before the transition. Therefore, even if the requirements for the following vehicle Ab are reduced, it is difficult to cause the driver's anxiety. In addition, due to the relaxation of the release condition of the autonomous driving control, it becomes easier to continue the autonomous driving control, so the convenience of the automatic driving can be surely improved.

[0097] Also, in the first embodiment, the traveling speed of the host vehicle Am is acquired by the vehicle information acquisition unit 73. Then, after the transition to the autonomous driving control, when the detection of the following vehicle Ab is interrupted, the control switching unit 78 changes the determination as to whether to permit the continuation of the autonomous driving control according to the traveling speed acquired by the vehicle information acquisition unit 73. According to the above, in consideration of the risk of collision that increases or decreases according to the traveling speed, the continuation and cancellation of the autonomous driving control are determined, so that it is possible to improve convenience without impairing the user's sense of security.

[0098] Furthermore, when the traveling speed exceeds a predetermined value, the control switching unit 78 of the first embodiment relaxes the conditions for canceling the autonomous driving control based on the interruption of the detection of the following vehicle Ab compared to the case where the traveling speed is less than the predetermined value. Specifically, when the traveling speed exceeds a predetermined value (equal to or higher than the predetermined value), the control switching unit 78 determines to continue the autonomous driving control even if the detection of the following vehicle Ab by the other vehicle detection unit 74 is interrupted.

[0099] As described above, as the traveling speeds of the host vehicle Am and the following vehicle Ab increase, the following inter-vehicle distance Db from the host vehicle Am to the following vehicle Ab widens, so that it becomes easier for the following vehicle Ab to be undetected by the surrounding monitoring sensor 30. As a result, it also becomes easier for the detection of the following vehicle Ab by the other vehicle detection unit 74 to be interrupted. Considering such a situation, when the traveling speed of the host vehicle Am exceeds a predetermined value, it is determined to continue the autonomous driving control even if the detection of the following vehicle Ab is interrupted. As a result, even if the rear detection ability of the surrounding monitoring sensor 30 is lower than the front detection ability, the autonomous driving control can be appropriately continued, ensuring the convenience of the user.

[0100] In addition, the control switching unit 78 of the first embodiment grasps whether or not the host vehicle Am has stopped and restarted after the transition to the autonomous driving control. Then, when the host vehicle Am has restarted, the control switching unit 78 relaxes the conditions for canceling the autonomous driving control based on the interruption of the detection of the following vehicle Ab compared to the case where the host vehicle Am has not restarted. Specifically, after the host vehicle Am has restarted, if the following vehicle Ab becomes undetected, the control switching unit 78 continues the autonomous driving control.

[0101] According to the above, when driving at a low speed during traffic congestion, it becomes difficult for the cancellation of the autonomous driving control due to the interruption of the recognition of the following vehicle Ab to occur. Therefore, even in a traffic congestion scene where stopping and restarting are repeated, the driving control state of the surrounding monitoring obligation can be continued. As a result, the convenience for the user regarding the automatic driving can be further improved.

[0102] Also, the other vehicle recognition unit 74 of the first embodiment recognizes the lane change of the following vehicle Ab to the adjacent lane Lna. And when the recognition of the following vehicle Ab is interrupted due to the lane change to the adjacent lane Lna, the control switching unit 78 determines to continue the autonomous driving control. According to the above, the cancellation of the autonomous driving control due to the temporary non-detection of the following vehicle Ab accompanying the lane change becomes difficult to occur. As a result, the convenience of the automatic driving can be further improved.

[0103] Furthermore, in the first embodiment, the road shape of the road on which the host vehicle Am travels is recognized by the road information recognition unit 75. And when the recognition of the following vehicle Ab is interrupted after the transition to the autonomous driving control, the control switching unit 78 changes the determination of whether to permit the continuation of the autonomous driving control according to the road shape recognized by the road information recognition unit 75. According to the above, even in a scene where the following vehicle Ab is temporarily not detected due to, for example, a curve shape or a road gradient, etc., the autonomous driving control without the surrounding monitoring obligation can be continued. As a result, the convenience for the user regarding the automatic driving can be further improved.

[0104] In addition, in the first embodiment, the traffic congestion around the host vehicle Am is recognized by the traffic congestion recognition unit 76. And when the state around the host vehicle Am is recognized by the traffic congestion recognition unit 76, the control switching unit 78 permits the continuation of the autonomous driving control even if the recognition of the following vehicle Ab is interrupted. According to the above, during the period when the traffic congestion around the host vehicle continues, the cancellation of the autonomous driving control due to the temporary non-detection of the following vehicle Ab becomes difficult to occur. As a result, since the state without the surrounding monitoring obligation is likely to continue until getting out of the traffic congestion, the convenience for the user regarding the automatic driving can be further improved.

[0105] Also, in the first embodiment, when the interruption of the detection of the following vehicle Ab continues for a predetermined time or longer, the control switching unit 78 determines to cancel the autonomous driving control. According to the above, while avoiding canceling the autonomous driving control due to factors such as the performance of the surrounding monitoring sensor 30, the behavior of the following vehicle Ab, and the driving environment, etc., in a scene where the following vehicle Ab is surely absent, the autonomous driving control is stably canceled. According to the above, it becomes possible to highly achieve both the reduction of the collision risk of the following vehicle Ab and the improvement of the user's convenience.

[0106] In addition, in the above first embodiment, the automatic driving ECU 50b corresponds to the "automatic driving control device", the road information acquisition unit 75 corresponds to the "road shape acquisition unit", the host vehicle lane Lns corresponds to the "lane", and the adjacent lane Lna corresponds to the "other lane".

[0107] (Second Embodiment) The second embodiment of the present disclosure is a modification of the first embodiment. As shown in FIGS. 1 to 4, also in the second embodiment, similar to the first embodiment, both the preceding vehicle Af and the following vehicle Ab traveling in the host vehicle lane Lns are detected by the other vehicle detection unit 74. The control switching unit 78 determines the start and cancellation of the level 3 autonomous driving control during traffic congestion based on the driving control switching process (see FIGS. 5 and 6) according to the presence or absence of detection of the preceding vehicle Af and the following vehicle Ab by the other vehicle detection unit 74.

[0108] The traffic congestion resolution determination process (see FIG. 9) of the second embodiment is different from the traffic congestion resolution determination process (see FIG. 8) of the first embodiment. The traffic congestion detection unit 76 determines the resolution of the traffic congestion when the traveling speed of the host vehicle Am exceeds the traffic congestion resolution speed (S241: NO) (S242). In addition, the traffic congestion detection unit 76 also determines the resolution of the traffic congestion when the preceding vehicle Af is no longer detected (S243: NO) and when the following vehicle Ab is no longer detected (S244: NO) (S242). According to the above, the cancellation condition for the level 3 during traffic congestion is satisfied, and the transition from the level 3 during traffic congestion to the driving support control is carried out (see S20 in FIG. 6).

[0109] On the other hand, when the travel speed of the host vehicle Am is less than or equal to the traffic jam resolution speed (S241: YES) and both the preceding vehicle Af and the following vehicle Ab are recognized (S243 and S244: YES), the traffic jam determination unit 76 determines the continuation of the traffic jam (S245). In this case, since the cancellation condition for Level 3 during traffic jams is not satisfied, the autonomous driving control without the peripheral monitoring obligation continues.

[0110] Furthermore, in the second embodiment, the recognition condition for recognizing another vehicle behind the host vehicle as the following vehicle Ab is changed according to the execution of the autonomous driving control. The other vehicle recognition unit 74 performs a condition change such that the following vehicle Ab is more easily recognized after the start of Level 3 during traffic jams based on the recognition criterion change process (see FIG. 10). Specifically, the other vehicle recognition unit 74 determines whether Level 3 during traffic jams is being executed (S251). When Level 3 during traffic jams is not being executed (S251: NO), the other vehicle recognition unit 74 sets the criterion for recognizing the following vehicle Ab to the normal state (S252). On the other hand, when Level 3 during traffic jams is being executed (S251: YES), the other vehicle recognition unit 74 sets the criterion for recognizing the following vehicle Ab to a relaxed state compared to the normal state (S253).

[0111] By relaxing the recognition condition (recognition criterion), the other vehicle recognition unit 74 expands, for example, the rear inter-vehicle distance Db (see FIG. 4) to the other vehicle recognized as the following vehicle Ab, and recognizes an other vehicle behind the host vehicle Am that is farther away from the host vehicle Am than in the normal state as the following vehicle Ab. Specifically, the other vehicle recognition unit 74 recognizes, in the relaxed state, as the following vehicle Ab an other vehicle that appears small or unclear in the captured image of the camera unit 31 that captures the rear and that is not recognized as the following vehicle Ab in the normal state. Similarly, the other vehicle recognition unit 74 recognizes, in the relaxed state, as the following vehicle Ab a moving object detected by the millimeter-wave radar 32 whose detection range is the rear and that is not recognized as the following vehicle Ab in the normal state.

[0112] In the second embodiment described so far, the grasping condition of other vehicles grasped as the following vehicle Ab at the start of traffic jam level 3 is relaxed. Therefore, it becomes difficult to cancel the autonomous driving control at traffic jam level 3 due to the fact that the following vehicle Ab is no longer grasped. According to the above, since the autonomous driving control without the obligation of peripheral monitoring is likely to continue, the convenience for the user regarding the automatic driving can be improved.

[0113] (Third Embodiment) The third embodiment of the present disclosure is another modification of the first embodiment. In the automatic driving system 50 of the third embodiment shown in FIGS. 1 to 3, two level 3 transition operations are required for the transition from the driving support control to the autonomous driving control.

[0114] The first level 3 transition operation (hereinafter, level 3 activation operation) corresponds to an activation operation for instructing the transition from the driving support control to the autonomous driving control. The automatic driving ECU 50b starts the driving control switching process (see FIGS. 11 and 6) based on the grasping of the level 3 activation operation by the HMI information acquisition unit 71. The level 3 activation operation is substantially the same as the level 3 transition operation of the first embodiment.

[0115] The second level 3 transition operation (hereinafter, level 3 start operation) corresponds to a trigger operation for instructing the start of the autonomous driving control. In the first embodiment, the input of the level 3 start operation is omitted. The automatic driving ECU 50b starts traveling by the autonomous driving control (traffic jam level 3) based on the grasping of the level 3 start operation by the HMI information acquisition unit 71.

[0116] As described above, when the control switching unit 78 detects the input of the level 3 start operation by the driver, and then the start condition for the autonomous driving control is satisfied, and further the input of the level 3 start operation is detected, the control switching unit 78 switches the driving control state from the driving assistance control to the level 3 during traffic congestion. Also in the third embodiment, the start condition for the level 3 during traffic congestion is stricter than the release condition, similar to the first embodiment, and includes the detection of both the preceding vehicle Af (see FIG. 4) and the following vehicle Ab (see FIG. 4). However, after the start condition is satisfied and the start of the level 3 during traffic congestion is permitted, even if the following vehicle Ab becomes undetected before the driver inputs the level 3 start operation, the control switching unit 78 executes the transition to the level 3 during traffic congestion by the level 3 start operation.

[0117] Hereinafter, the details of the driving control switching process and the traffic congestion determination process of the third embodiment performed by the control switching unit 78 will be described with reference to FIGS. 11 and 12, referring also to FIGS. 6 and 1 to 4. Note that the contents of S311 to S313, S317, and S318 in the driving control switching process are substantially the same as the contents of S11 to S15 (see FIG. 5) of the first embodiment. Also, the contents of S331, S332, and S334 to S336 in the traffic congestion determination operation are substantially the same as the contents of S31 to S35 (see FIG. 5) of the first embodiment.

[0118] In S311 to S313 of the driving control switching process shown in FIG. 11, when it is determined that the start condition for the level 3 during traffic congestion is satisfied, the control switching unit 78 permits the transition to the level 3 during traffic congestion in S314. Further, the control switching unit 78 sets a flag indicating that the transition to the level 3 during traffic congestion is permitted (hereinafter, the transition permission flag) to the on state in S315. When the transition permission flag is set to the on state, the establishment condition for the traffic congestion determination is changed in the traffic congestion determination process shown in FIG. 12.

[0119] Specifically, in S333 of the traffic jam determination process, it is determined whether the transition permission flag is in the on state. If the transition permission flag is in the off state, then in S334, it is determined whether the following vehicle Ab is recognized. As described above, when the transition permission flag is in the off state, the traffic jam determination is performed in S335 only when both the preceding vehicle Af and the following vehicle Ab are detected. On the other hand, when the transition permission flag is in the on state, the determination of the following vehicle Ab in S334 is skipped. Therefore, even if the following vehicle Ab becomes undetected after the transition permission flag becomes on, the traffic jam determination in S335 continues.

[0120] In S316 of the driving control switching process shown in FIG. 11, the control switching unit 78 determines whether a level 3 start operation by the driver has been grasped by the HMI information acquisition unit 71. If it is determined in S316 that there has been a level 3 start operation, then the control switching unit 78 causes the control to shift to level 3 during traffic jams in S317. On the other hand, if it is determined in S316 that there is no level 3 start operation, the start conditions are re-determined by S311 to S313. At this time, since the traffic jam determination continues even if the following vehicle Ab becomes undetected due to the switching of the transition permission flag to the off state (S312: YES), the control switching unit 78 continues to determine the presence or absence of a level 3 start operation in S316 based on the continued establishment of the start conditions. Thus, even if the grasping of the following vehicle Ab is interrupted before a level 3 start operation is performed, the control switching unit 78 causes level 3 during traffic jams to start in S317 if a level 3 start operation by the driver is grasped.

[0121] Even in the third embodiment described so far, the same effects as in the first embodiment are achieved, and the convenience for the user regarding automatic driving can be improved. Specifically, in the third embodiment, after the start conditions for level 3 during traffic jams are once established, the non-detection of the following vehicle Ab is ignored during the input waiting period for the level 3 start operation. Therefore, the probability that a level 3 start operation is received and level 3 during traffic jams can be started is increased. Thus, even in an automatic driving system 50 that requires multiple user operations to start level 3 during traffic jams, the convenience for the user can be ensured.

[0122] In the third embodiment described above, the level 3 start operation corresponds to the "start instruction operation". In addition, the third embodiment discloses the following technical features 1 and 2. <Technical Feature 1> An automatic driving control device that enables the own vehicle (Am) to travel by an automatic driving function, Among other vehicles traveling around the own vehicle, an other vehicle grasping unit (74) that grasps a preceding vehicle (Af) and a following vehicle (Ab) traveling in the same lane (Lns) as the own vehicle, A control switching unit (78) that permits the start of autonomous driving control for which the driver of the own vehicle has no obligation to monitor the surroundings when both the preceding vehicle and the following vehicle are grasped by the other vehicle grasping unit, The control switching unit, After permitting the start of the autonomous driving control based on the grasping of both the preceding vehicle and the following vehicle, starts the autonomous driving control based on a start instruction operation by the driver, An automatic driving control device that starts the autonomous driving control based on the start instruction operation even when the grasping of the following vehicle is interrupted after the start of the autonomous driving control is permitted until the start instruction operation is performed. <Technical Feature 2> An automatic driving control program that enables the own vehicle (Am) to travel by an automatic driving function, Among other vehicles traveling around the own vehicle, grasps a preceding vehicle (Af) and a following vehicle (Ab) traveling in the same lane (Lns) as the own vehicle (S332, S334), When both the preceding vehicle and the following vehicle are grasped, permits the start of autonomous driving control for which the driver of the own vehicle has no obligation to monitor the surroundings (S335, S314), After permitting the start of the autonomous driving control, starts the autonomous driving control based on a start instruction operation by the driver (S316, S317), After permitting the start of the autonomous driving control, starts the autonomous driving control based on the start instruction operation even when the grasping of the following vehicle is interrupted until the start instruction operation is performed. An automatic driving control program that causes at least one processing unit (51) to execute a process including this.

[0123] (Fourth Embodiment) The fourth embodiment of the present disclosure is yet another modification of the first embodiment. Also in the driving control switching process of the fourth embodiment shown in FIG. 13, when both the preceding vehicle Af and the following vehicle Ab are detected (S412: YES), similar to the first embodiment, the start of autonomous driving control (level 3 during traffic jams) is permitted. However, in the fourth embodiment, when the following vehicle Ab is approaching the host vehicle Am excessively, in other words, when there is a suspicion of tailgating by the following vehicle Ab, the start of level 3 during traffic jams is not permitted. Hereinafter, the details of the driving control switching process of the fourth embodiment will be described with reference to FIGS. 1 to 4 based on FIG. 13. Note that the contents of S411 to S413, S415, and S416 in the driving control switching process are substantially the same as the contents of S11 to S15 (see FIG. 5) of the first embodiment.

[0124] The other vehicle grasping unit 74 determines the proximity state of the following vehicle Ab with respect to the host vehicle Am based on the following inter-vehicle distance Db (see FIG. 4) from the host vehicle Am to the following vehicle Ab (S414). The other vehicle grasping unit 74 is set with a proximity threshold value (for example, about several meters during a traffic jam) and a predetermined time (for example, about 5 seconds) for estimating tailgating. The proximity threshold value and the predetermined time may be fixed values set in advance, or may be adjusted according to the traveling speed of the host vehicle Am. In addition, the proximity threshold value and the predetermined time may be adjustable in advance based on a user operation. The other vehicle grasping unit 74 determines that the following vehicle Ab is in a proximity state when the state where the following inter-vehicle distance Db is less than the proximity threshold value continues for more than the predetermined time.

[0125] When the other vehicle detection unit 74 determines that the following vehicle Ab is in a proximity state (S414: YES), it determines whether the inter-vehicle control is functioning in the following vehicle Ab (S415). For example, the other vehicle detection unit 74 continuously refers to the detection information of the following vehicle Ab, and grasps the acceleration and deceleration state of the following vehicle Ab based on the transition of the following inter-vehicle distance Db. When it can be estimated from the acceleration and deceleration state of the following vehicle Ab that the driving support control (ACC) or the autonomous driving control is continuously operating, the other vehicle detection unit 74 determines that the inter-vehicle control is functioning.

[0126] When the other vehicle detection unit 74 determines that the following vehicle Ab is not in a proximity state (S414: NO), the control switching unit 78 performs a transition to the traffic jam level 3 (S416). In addition, even when it is determined that the following vehicle Ab is in a proximity state (S414: YES), when it is determined that the inter-vehicle control is functioning in the following vehicle Ab (S415: YES), a transition to the traffic jam level 3 is performed (S416). On the other hand, when it is determined that the following vehicle Ab is in a proximity state with respect to the host vehicle Am (S414: YES) and the inter-vehicle control is not functioning in the following vehicle Ab (S415: NO), the control switching unit 78 does not permit the start of the traffic jam level 3. In this case, the control switching unit 78 continues the running by the driving support control of level 2 (S417).

[0127] Also in the fourth embodiment described so far, the same effects as those of the first embodiment are achieved, and the convenience for the user regarding the autonomous driving can be improved. Specifically, in the fourth embodiment, when the following vehicle Ab approaches the host vehicle Am excessively, the start of the traffic jam level 3 is not permitted. Therefore, the situation where the autonomous driving control is started in a state where there is a suspicion of tailgating in the following vehicle Ab is avoided. According to the above, the interruption of the autonomous driving control due to the behavior of the following vehicle Ab is avoided, so that the convenience for the user can be ensured.

[0128] In addition, in the fourth embodiment, when the state where the rear inter-vehicle distance Db is less than the proximity threshold continues for a period exceeding a predetermined time, it is determined that the following vehicle Ab is in a proximity state. Therefore, for example, in a scene where the following vehicle Ab temporarily approaches the host vehicle Am due to the deceleration of the host vehicle Am immediately after entering a traffic jam section, it becomes difficult to determine that the following vehicle Ab is in a proximity state. According to the above, since misjudgment of weaving driving can be avoided, even in an automatic driving system 50 in which control that does not permit the start of level 3 during traffic jams in the case of weaving driving is implemented, the convenience of the user is less likely to be impaired.

[0129] Also, in the fourth embodiment, it is estimated whether vehicle-to-vehicle control such as ACC is functioning in the following vehicle Ab. And even when the following vehicle Ab is in a proximity state with respect to the host vehicle Am, if vehicle-to-vehicle control is functioning in the following vehicle Ab, the start of level 3 during traffic jams is permitted. According to the above, a situation where the start of level 3 during traffic jams is restricted due to the approach of the following vehicle Ab can be avoided when it is not in a weaving driving state and there is substantially no risk of collision of the following vehicle Ab due to the implementation of vehicle-to-vehicle control. Therefore, even in an automatic driving system 50 in which control that does not permit the start of level 3 during traffic jams in the case of weaving driving is implemented, the convenience of the user is less likely to be impaired.

[0130] Furthermore, the fourth embodiment described so far discloses the following technical features 3 and 4. <Technical Feature 3> An automatic driving control device that enables the host vehicle (Am) to travel by an automatic driving function, Among other vehicles traveling around the host vehicle, an other vehicle grasping unit (74) that grasps a preceding vehicle (Af) and a following vehicle (Ab) traveling in the same lane (Lns) as the host vehicle, A control switching unit (78) that permits the start of autonomous driving control for which the driver of the host vehicle has no obligation to monitor the surroundings when both the preceding vehicle and the following vehicle are grasped by the other vehicle grasping unit, and The other vehicle grasping unit determines the proximity state of the following vehicle with respect to the host vehicle based on the rear inter-vehicle distance (Db) from the host vehicle to the following vehicle. The control switching unit is an automatic driving control device that, when the following vehicle is in the proximity state with respect to the host vehicle, does not permit the start of the autonomous driving control even if both the preceding vehicle and the following vehicle are recognized. <Technical Feature 4> An automatic driving control program that enables the host vehicle (Am) to travel by an automatic driving function, Among other vehicles traveling around the host vehicle, the preceding vehicle (Af) and the following vehicle (Ab) traveling in the same lane (Lns) as the host vehicle are recognized (S32, S33), When both the preceding vehicle and the following vehicle are recognized, permission is given to start autonomous driving control without the obligation of the driver of the host vehicle to monitor the surroundings (S34, S416), Based on the rear inter-vehicle distance (Db) from the host vehicle to the following vehicle, the proximity state of the following vehicle with respect to the host vehicle is determined (S414), When the following vehicle is in the proximity state with respect to the host vehicle, even if both the preceding vehicle and the following vehicle are recognized, the start of the autonomous driving control is not permitted (S417), An automatic driving control program that causes at least one processing unit (51) to execute a process including this.

[0131] (Fifth Embodiment) The fifth embodiment of the present disclosure is still another modification of the first embodiment. In the driving control switching process of the fifth embodiment shown in FIGS. 14 and 15, in addition to the start of level 3 during congestion, the start of area level 3 is permitted. Hereinafter, the details of the driving control switching process of the fifth embodiment will be described with reference to FIGS. 14 and 15, referring also to FIGS. 6 and 1 to 4.

[0132] In S511 of the driving control switching process, based on the posture information grasped by the HMI information acquisition unit 71, it is determined whether the driver is in a normal driving posture. If it is determined in S511 that the driver's posture is outside the range of the normal driving posture, the control switching unit 78 prohibits the transition to autonomous driving control and determines to continue the driving support control in S516. On the other hand, if it is determined in S511 that the driver is in a normal driving posture, in S512, the area to which the road on which the host vehicle Am is traveling belongs is discriminated by the road information grasping unit 75.

[0133] If it is discriminated in S512 that the host vehicle Am is traveling in a non-permissible area, the control switching unit 78 prohibits driving in autonomous driving control and determines to continue the driving support control in S516. On the contrary, if it is discriminated that the host vehicle Am is traveling in a restricted permission area, the control switching unit 78 determines in S513 whether or not a traffic jam determination (see FIG. 7 S34) by the traffic jam grasping unit 76 is established. If the traffic jam determination is not established, the control switching unit 78 determines to continue the driving support control in S516. On the other hand, if the traffic jam determination is established, that is, when both the preceding vehicle Af and the following vehicle Ab are grasped by the other vehicle grasping unit 74, the control switching unit 78 performs a transition to level 3 during traffic jams in S515.

[0134] Here, even if the following vehicle Ab becomes undetected after the transition to level 3 during traffic jams (FIG. 8 S47: NO), if a predetermined condition is satisfied, a traffic jam continuation determination is performed (FIG. 8 S51). Therefore, even when the grasping of the following vehicle Ab is interrupted, the control switching unit 78 can permit the continuation of level 3 during traffic jams based on the traffic jam continuation determination (FIG. 6 S17: NO). Also, when the undetected time of the following vehicle Ab is within a predetermined time (for example, about several seconds to ten-odd seconds), the other vehicle grasping unit 74 may avoid determining that the grasping of the following vehicle Ab is interrupted. That is, the other vehicle grasping unit 74 may determine that the grasping of the following vehicle Ab is interrupted when the undetected state of the following vehicle Ab continues beyond the predetermined time.

[0135] Furthermore, in S512, when it is determined that the host vehicle Am is traveling in the permitted area, the control switching unit 78 determines, in S514, by the other vehicle detection unit 74, whether or not both the leading vehicle Af and the trailing vehicle Ab have been detected. When traveling in the permitted area, the predetermined distance to the other vehicles recognized as the leading vehicle Af and the trailing vehicle Ab is set longer than the predetermined distance to the other vehicles recognized as the leading vehicle Af and the trailing vehicle Ab in the traffic jam determination process (see FIG. 7). In S514, when at least one of the leading vehicle Af and the trailing vehicle Ab has not been detected, the control switching unit 78 determines, in S516, to continue the driving support control. On the other hand, when both the leading vehicle Af and the trailing vehicle Ab have been detected, the control switching unit 78 performs, in S517, the transition to area level 3. Note that the detection determination of the leading vehicle Af and the trailing vehicle Ab in S514 may be omitted. In this case, the control switching unit 78 performs the transition to area level 3 based on the determination that the vehicle is traveling in the permitted area.

[0136] In S521 after the transition to area level 3, the control switching unit 78 determines whether there is a planned departure from the permitted area. When there is a planned departure from the permitted area, the control switching unit 78 determines, in S525, to end (release) area level 3. On the other hand, when there is no planned departure from the permitted area, the control switching unit 78 determines, in S522, whether or not the other vehicle detection unit 74 continues to detect the trailing vehicle Ab. When the detection of the trailing vehicle Ab is interrupted, the control switching unit 78 determines, in S525, to end area level 3. In this case, the control switching unit 78 performs the transition to the hands-on driving support control or manual driving. On the contrary, when the detection of the trailing vehicle Ab continues, the control switching unit 78 permits the continuation of area level 3 until an abnormal posture of the driver or an override operation is detected in S523 and S524.

[0137] Note that in S522 as well, when the undetected time of the trailing vehicle Ab is within the predetermined time, the other vehicle detection unit 74 avoids determining that the detection of the trailing vehicle Ab is interrupted. That is, the other vehicle detection unit 74 determines that the detection of the trailing vehicle Ab is interrupted when the undetected time of the trailing vehicle Ab continues to exceed the predetermined time.

[0138] Even in the fifth embodiment described so far, similar to the first embodiment, the release conditions for congestion level 3 are relaxed, and even when the detection of the following vehicle Ab is interrupted, the continuation of congestion level 3 is permitted. Therefore, even if congestion level 3 and area level 3 are implementable forms of autonomous driving control, they exhibit the same effects as the first embodiment, and the convenience for the user regarding automatic driving can be improved.

[0139] In addition, in the above fifth embodiment, the permitted area where area level 3 is permitted corresponds to a "specific area". Additionally, the fifth embodiment discloses the following technical features 5 and 6. <Technical Feature 5> An automatic driving control device that enables the self-vehicle (Am) to travel by an automatic driving function, an other vehicle detection unit (74) that detects a preceding vehicle (Af) and a following vehicle (Ab) traveling in the same lane (Lns) as the self-vehicle among other vehicles traveling around the self-vehicle; a control switching unit (78) that permits the start of autonomous driving control without the obligation for the driver of the self-vehicle to monitor the surroundings when both the preceding vehicle and the following vehicle are detected by the other vehicle detection unit, wherein the autonomous driving control includes congestion-limited control implemented only during travel in congestion and area-limited control implemented only during travel within a specific area, and the control switching unit permits the continuation of the congestion-limited control when the detection of the following vehicle is interrupted after the transition to the congestion-limited control, and determines the cancellation of the area-limited control when the detection of the following vehicle is interrupted after the transition to the area-limited control. An automatic driving control device. <Technical Feature 6> An automatic driving control program that enables the self-vehicle (Am) to travel by an automatic driving function, wherein among other vehicles traveling around the self-vehicle, a preceding vehicle (Af) and a following vehicle (Ab) traveling in the same lane (Lns) as the self-vehicle are detected (S32, S34), When both the preceding vehicle and the following vehicle are recognized, permission is given to start autonomous driving control in which the driver of the host vehicle has no obligation to monitor the surroundings (S515, S517). The autonomous driving control includes traffic jam limited control that is implemented only during traffic jams and area limited control that is implemented only within a specific area. When recognition of the following vehicle is interrupted after the transition to the traffic jam limited control, continuation of the traffic jam limited control is permitted (S47, S51). When recognition of the following vehicle is interrupted after the transition to the area limited control, cancellation of the area limited control is determined (S522, S525). An automatic driving control program that causes at least one processing unit (51) to execute a process including this.

[0140] (Sixth Embodiment) The sixth embodiment of the present disclosure is a modification of the fifth embodiment. Also in the sixth embodiment, the autonomous driving control implemented by the autonomous driving ECU 50b includes traffic jam level 3 and area level 3. When recognition of the following vehicle Ab is interrupted after the transition to traffic jam level 3, the control switching unit 78 determines cancellation of traffic jam level 3. On the other hand, even when recognition of the following vehicle Ab is interrupted after the transition to area level 3, the control switching unit 78 permits continuation of area level 3.

[0141] Specifically, in the traffic jam resolution determination process (see Fig. 8) of the sixth embodiment, the process of S47 for determining the presence or absence of grasping of the following vehicle Ab is omitted, while in S43, the presence or absence of grasping of both the preceding vehicle Af and the following vehicle Ab is determined. If it is determined in S43 that the grasping of at least one of the preceding vehicle Af and the following vehicle Ab has been interrupted, then in S42, the traffic jam grasping unit 76 performs a traffic jam resolution determination. As a result, when the grasping of the following vehicle Ab is interrupted after the transition to the traffic jam level 3, the control switching unit 78 determines the end (resolution) of the traffic jam level 3 in S20 based on the traffic jam resolution determination in S17 of the driving control switching process (see Fig. 6). In this case, the control switching unit 78 performs a transition to hands-on driving support control or manual driving. Still, in the sixth embodiment as well, the other vehicle grasping unit 74 does not determine that the grasping of the following vehicle Ab has been interrupted just because the following vehicle Ab becomes undetected, and may determine that the grasping of the following vehicle Ab has been interrupted when the undetected time of the following vehicle Ab continues to exceed a predetermined time.

[0142] Also, in the driving control switching process (see Figs. 14 and 15) of the sixth embodiment, the process of S514 for grasping the preceding vehicle Af and the following vehicle Ab and the process of S522 for determining the continuation of grasping of the following vehicle Ab are omitted. As a result, after the transition to the area level 3, the control switching unit 78 can permit the continuation of the area level 3 regardless of the presence or absence of grasping of the following vehicle Ab.

[0143] In the sixth embodiment described so far, the release condition of the area level 3 is relaxed with respect to the release condition of the traffic jam level 3, and even when the grasping of the following vehicle Ab is interrupted, the continuation of the area level 3 is permitted. As a result, the sixth embodiment also has the same effects as the first and fifth embodiments, etc., and the convenience for the user regarding autonomous driving can be improved.

[0144] Furthermore, the sixth embodiment discloses the following technical features 7 and 8. <Technical Feature 7> An automatic driving control device that enables the self-vehicle (Am) to travel by an automatic driving function, Among other vehicles traveling around the host vehicle, an other-vehicle grasping unit (74) that grasps a preceding vehicle (Af) and a following vehicle (Ab) traveling in the same lane (Lns) as the host vehicle; A control switching unit (78) that permits the start of autonomous driving control for which the driver of the host vehicle has no obligation to monitor the surroundings when both the preceding vehicle and the following vehicle are grasped by the other-vehicle grasping unit; The autonomous driving control includes congestion-limited control that is implemented only during travel in congestion, and area-limited control that is implemented only during travel within a specific area; The control switching unit When grasping of the following vehicle is interrupted after shifting to the congestion-limited control, determines cancellation of the congestion-limited control; An automatic driving control device that permits continuation of the area-limited control when grasping of the following vehicle is interrupted after shifting to the area-limited control. <Technical Feature 8> An automatic driving control program that enables the host vehicle (Am) to travel by an automatic driving function, Among other vehicles traveling around the host vehicle, grasps a preceding vehicle (Af) and a following vehicle (Ab) traveling in the same lane (Lns) as the host vehicle (S32, S34); When both the preceding vehicle and the following vehicle are grasped, permits the start of autonomous driving control for which the driver of the host vehicle has no obligation to monitor the surroundings (S515, S517); The autonomous driving control includes congestion-limited control that is implemented only during travel in congestion, and area-limited control that is implemented only during travel within a specific area; When grasping of the following vehicle is interrupted after shifting to the congestion-limited control, determines cancellation of the congestion-limited control (S17, S20); When grasping of the following vehicle is interrupted after shifting to the area-limited control, permits continuation of the area-limited control; An automatic driving control program that causes at least one processing unit (51) to execute processing including this.

[0145] (Other Embodiments) As described above, a plurality of embodiments of the present disclosure have been explained. However, the present disclosure should not be construed as being limited to the above-described embodiments, and can be applied to various embodiments and combinations without departing from the gist of the present disclosure.

[0146] Also in the second embodiment described above, in each scene corresponding to "Scene 1" to "Scene 5" of the first embodiment, a process of relaxing the grasping condition of the following vehicle Ab may be performed. For example, in Modification 1 of the second embodiment described above, the other vehicle grasping unit 74 relaxes the grasping condition of the following vehicle Ab when the traveling speed of the host vehicle Am exceeds a predetermined speed threshold after shifting to the congestion level 3. Further, in Modification 2 of the second embodiment described above, the other vehicle grasping unit 74 relaxes the grasping condition of the following vehicle Ab when the host vehicle Am has stopped and then restarted after shifting to the congestion level 3.

[0147] Furthermore, in Modification 3 of the second embodiment described above, the other vehicle grasping unit 74 relaxes the grasping condition of the following vehicle Ab when it has grasped the lane change of the following vehicle Ab to the adjacent lane Lna after shifting to the congestion level 3. In addition, in Modification 4 of the second embodiment described above, the other vehicle grasping unit 74 relaxes the grasping condition of the following vehicle Ab when the curve curvature or gradient of the road during travel exceeds each preset threshold after shifting to the congestion level 3. Also, in Modification 5 of the second embodiment described above, the other vehicle grasping unit 74 relaxes the grasping condition of the following vehicle Ab when it is estimated that the congestion around the host vehicle continues after shifting to the congestion level 3.

[0148] In the first embodiment described above, a congestion resolution determination process was constructed so that a determination of continued congestion is made in a plurality of scenes assumed in advance. On the other hand, the congestion resolution determination process may be simplified compared to the first embodiment. Also, among the start conditions and end conditions of the congestion level 3 and the area level 3, conditions other than those related to the grasping of the preceding vehicle Af and the following vehicle Ab may be changed as appropriate.

[0149] For example, in Modification 6 of the above-described first embodiment, the presence or absence of the following vehicle Ab is not reflected in the determination of traffic jam resolution. Also, in Modification 7 of the above embodiment, the limitation of a predetermined time is omitted, and even if the non-detection of the following vehicle Ab continues beyond the predetermined time, the traffic jam resolution determination is not performed.

[0150] Furthermore, in Modifications 8 and 9 of the above-described first embodiment, only one scene determination is performed respectively. Specifically, the control switching unit 78 of Modification 8, after the start of Level 3 during traffic jam, if the traveling speed of the host vehicle Am exceeds a predetermined speed threshold, even if the following vehicle Ab cannot be grasped, the continuation process of Level 3 during traffic jam is performed. On the other hand, when the traveling speed of the host vehicle Am is lower than the predetermined speed threshold, when the following vehicle Ab cannot be grasped, the control switching unit 78 performs the interruption process of Level 3 during traffic jam.

[0151] Also, the control switching unit 78 of Modification 9, after the start of Level 3 during traffic jam, if the host vehicle Am starts moving again after stopping, even if the following vehicle Ab becomes undetected, determines to continue Level 3 during traffic jam. On the other hand, when the host vehicle Am is traveling without stopping after the start of Level 3 during traffic jam, the control switching unit 78 determines to cancel Level 3 during traffic jam based on the fact that the following vehicle Ab has become undetected.

[0152] In Modification 10 of the above-described fourth embodiment, when there is a risk of yawing driving in the following vehicle Ab, in addition to the control to avoid the start of Level 3 during traffic jam, the control to determine the cancellation of Level 3 during traffic jam is performed. According to the above, the driver can move away from the following vehicle Ab with a risk of yawing driving by his / her judgment. Also, information on whether or not the inter-vehicle control is functioning in the following vehicle Ab may be acquired by vehicle-to-vehicle communication or the like. Furthermore, the determination of whether or not the inter-vehicle control is functioning may be omitted.

[0153] In Modification 11 of the above embodiment, the functions of the driving support ECU 50a and the automatic driving ECU 50b are provided by one automatic driving ECU. That is, the function of the driving support ECU 50a is implemented in the automatic driving ECU 50b of Modification 11.

[0154] Also, in Modification 12 of the above embodiment, each function of the driving support ECU 50a, the automatic driving ECU 50b, and the HCU 100 is provided by one integrated ECU. In such a Modification 11, the integrated ECU corresponds to the "automatic driving control device". Further, the functions of the automatic driving control device according to the present disclosure may be realized by the cooperation of the automatic driving ECU 50b and the HCU 100. In such a form, a system including the automatic driving ECU 50b and the HCU 100 corresponds to the "automatic driving control device".

[0155] In the above embodiment, each function provided by the automatic driving ECU and the HCU can also be provided by software and the hardware that executes it, software only, hardware only, or a combined combination thereof. Further, when such a function is provided by an electronic circuit as hardware, each function can also be provided by a digital circuit including a number of logic circuits or an analog circuit.

[0156] Each processing unit of the above-described embodiment may be configured to be individually mounted on a printed circuit board, or may be configured to be mounted on an ASIC (Application Specific Integrated Circuit), an FPGA, or the like. Also, the form of a storage medium (persistent tangible computer-readable medium, non-transitory tangible storage medium) that stores various programs and the like may be appropriately changed. Further, the storage medium is not limited to a configuration provided on a circuit board, and may be provided in the form of a memory card or the like, inserted into a slot portion, and electrically connected to a control circuit such as an automatic driving ECU or an HCU. Also, the storage medium may be an optical disk and a hard disk drive or the like that serve as a copy source of the program to the automatic driving ECU or the HCU.

[0157] The vehicle equipped with the above-described automatic driving system and HMI system is not limited to a general passenger car for private use, and may be a vehicle for rental cars, a vehicle for manned taxis, a vehicle for ride-sharing, a freight vehicle, a bus, or the like. Further, the vehicle equipped with the automatic driving system and HMI system may be a right-hand drive vehicle or a left-hand drive vehicle. Furthermore, the traffic environment in which the vehicle travels may be a traffic environment based on left-hand traffic or a traffic environment based on right-hand traffic. The automatic driving control and information presentation according to the present disclosure may be appropriately optimized according to the road traffic laws of each country and region, and further according to the steering wheel position of the vehicle, etc.

[0158] The control unit and its method described in the present disclosure may be realized by a dedicated computer configured with a processor programmed to execute one or more functions embodied by a computer program. Alternatively, the device and its method described in the present disclosure may be realized by a dedicated hardware logic circuit. Or, the device and its method described in the present disclosure may be realized by one or more dedicated computers configured by a combination of a processor that executes a computer program and one or more hardware logic circuits. Further, the computer program may be stored in a computer-readable non-transitory tangible recording medium as instructions to be executed by a computer. [Technical Feature 1-1] An automatic driving control device that enables the self-vehicle (Am) to travel by an automatic driving function, an other vehicle grasping unit (74) that grasps a forward vehicle (Af) and a rear vehicle (Ab) traveling in the same lane (Lns) as the self-vehicle among other vehicles traveling around the self-vehicle; a control switching unit (78) that permits the start of autonomous driving control in which the driver of the self-vehicle has no obligation to monitor the surroundings when both the forward vehicle and the rear vehicle are grasped by the other vehicle grasping unit; The control switching unit is an automatic driving control device that permits the continuation of the autonomous driving control even when the grasping of the rear vehicle is interrupted after the transition to the autonomous driving control. [Technical Features 1-16] An automatic driving control program that enables the self-vehicle (Am) to travel by an automatic driving function, Among other vehicles traveling around the self-vehicle, the front vehicle (Af) and the rear vehicle (Ab) traveling in the same lane (Lns) as the self-vehicle are identified (S32, S33, S332, S334), When both the front vehicle and the rear vehicle are identified, permission is given to start autonomous driving control in which the driver of the self-vehicle has no obligation to monitor the surroundings (S34, S14, S335, S314, S416, S515, S517), Even if the identification of the rear vehicle is interrupted after the transition to the autonomous driving control, permission is given to continue the autonomous driving control (S47, S51), An automatic driving control program that causes at least one processing unit (51) to execute a process including this.

Explanation of Signs

[0159] Am Self-vehicle, Af Front vehicle, Ab Rear vehicle, Db Rear inter-vehicle distance, Lns Own lane (lane), Lna Adjacent lane (other lane), 50b Automatic driving ECU (automatic driving control device), 51 Processing unit, 73 Vehicle information acquisition unit, 74 Other vehicle identification unit, 75 Road information acquisition unit (road shape acquisition unit), 76 Traffic jam acquisition unit, 78 Control switching unit

Claims

1. An automatic driving control device that enables the self-vehicle (Am) to travel by an automatic driving function, among other vehicles traveling around the self-vehicle, an other vehicle grasping unit (74) that grasps a preceding vehicle (Af) and a following vehicle (Ab) traveling in the same lane (Lns) as the self-vehicle, a control switching unit (78) that permits the start of autonomous driving control for which the driver of the self-vehicle has no obligation to monitor the surroundings when both the preceding vehicle and the following vehicle are grasped by the other vehicle grasping unit, and is provided with, the control switching unit, after permitting the start of the autonomous driving control based on the grasping of both the preceding vehicle and the following vehicle, starts the autonomous driving control based on an operation instruction for start by the driver, an automatic driving control device that starts the autonomous driving control based on the operation instruction for start even when the grasping of the following vehicle is interrupted after permitting the start of the autonomous driving control until the operation instruction for start is performed.

2. An automatic driving control program that enables the self-vehicle (Am) to travel by an automatic driving function, among other vehicles traveling around the self-vehicle, grasps a preceding vehicle (Af) and a following vehicle (Ab) traveling in the same lane (Lns) as the self-vehicle (S332, S334), permits the start of autonomous driving control for which the driver of the self-vehicle has no obligation to monitor the surroundings when both the preceding vehicle and the following vehicle are grasped (S335, S314), after permitting the start of the autonomous driving control, starts the autonomous driving control based on an operation instruction for start by the driver (S316, S317), after permitting the start of the autonomous driving control, even when the grasping of the following vehicle is interrupted until the operation instruction for start is performed, starts the autonomous driving control based on the operation instruction for start, An automatic driving control program that causes at least one processing unit (51) to execute a process including this.

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