Operation control device and operation control program

Abstract

To provide a presentation control device etc., capable of reducing discomfort when a second task is interrupted.SOLUTION: An HCU is used in a vehicle A comprising an automatic driving function and includes a function of a presentation control device for controlling a presentation of information for a driver of the vehicle A. The presentation control device determines an interruption of a second task other than driving permitted to the driver during an automatic travel period in which the vehicle A travels by the automatic driving function. Based on the interruption determination of such a second task, the HCU changes a provision method of content which is provided in association with the second task during the automatic travel period.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The disclosure of this specification is and Operation control program Mu Regarding. [Background technology]

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

[0003] [Patent Document 1] Patent No. 4572238 Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, there has been a possibility that during an autonomous driving period when a vehicle is driven by an autonomous driving function, the driver may be permitted to perform a specific task other than driving, such as a second task. Such a specific task must be interrupted when the vehicle approaches a section where autonomous driving is not permitted. Therefore, content provided in connection with the specific task may be muted or otherwise discontinued, as in Patent Document 1, for example.

[0005] However, it is difficult for a driver who is performing a specific task to recognize that the automated driving function needs to take over. Therefore, it is difficult to get the driver to accept that the content provision has been forcibly stopped by the vehicle's decision. As a result, there is a risk that the driver may feel uncomfortable when the specific task is interrupted, which could reduce convenience.

[0006] The present disclosure provides a driving control device capable of improving driver convenience related to driving changes, and Operation control program Mu's The purpose is to provide. [Means for solving the problem]

[0007] In order to achieve the above object, one disclosed aspect is a driving control device that is used in a vehicle (A) and realizes an automated driving function that can take over at least a part of the driver's driving task, and includes a driving environment recognition unit (61) that recognizes the existence of an expected merging section (CfS) where driving by the automated driving function is restricted due to an expected merging of another vehicle (Ac) from an adjacent lane (ML) into the own vehicle's lane (DL), and a behavior decision unit (62) that decides to execute avoidance driving control to avoid entering the expected merging section when it is determined that the expected merging section exists in the traveling direction while driving by the automated driving function. The behavior decision unit determines whether to implement evasive driving control based on the driver's selection information when the restriction on driving by the autonomous driving function is alleviated by evasive driving control of moving from the own vehicle lane to another driving lane (PL), and notifies the driver, before acquiring the selection information, of the difference between the driving control by the autonomous driving function when continuing to drive in the own vehicle lane and the driving control by the autonomous driving function when changing lanes to another driving lane. It is considered to be an operation control device.

[0008] Another disclosed aspect is a driving control program used in a vehicle (A) that realizes an automated driving function capable of substituting at least a part of a driver's driving task, the program causing at least one processing unit (51) to execute processing including: grasping (S60, S260) the existence of an expected merging section (CfS) where driving by the automated driving function is restricted due to the expectation that another vehicle (Ac) will merge from an adjacent lane (ML) into the own vehicle's lane (DL); and, when it is determined that the expected merging section exists in the traveling direction while driving by the automated driving function, deciding to execute avoidance driving control to avoid entering the expected merging section (S64, S264). In the step of deciding to execute evasive driving control, if the restriction on driving by the automated driving function is alleviated by evasive driving control of moving from the own vehicle lane to another driving lane (PL), it is decided whether to execute evasive driving control based on the driver's selection information, and the difference between the driving control by the automated driving function when continuing to drive in the own vehicle lane and the driving control by the automated driving function when changing lanes to another driving lane is notified to the driver before the selection information is acquired. It is an operation control program.

[0009] According to these aspects, When an expected merging section is identified in the direction of travel, a decision is made to execute avoidance driving control to avoid entering the expected merging section. Therefore, a situation in which driving using the automated driving function is restricted due to entering the expected merging section is avoided. As a result, the driver can continue the second task as long as possible. In addition, if entry into the expected merging section is avoided, the risk of other vehicles merging into the vehicle's lane from adjacent lanes can also be reduced. Therefore, This will improve the convenience for drivers when taking turns driving.

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[0021] Note that the reference numbers in parentheses above and in the claims merely indicate an example of the correspondence with the specific configurations in the embodiments described below, and do not in any way limit the technical scope. [Brief explanation of the drawings]

[0022] [Figure 1] 1 is a diagram illustrating an overall view of an in-vehicle network including an HCU according to an embodiment of the present disclosure. [Figure 2] FIG. 10 is a diagram showing an example of an interface layout around the driver's seat. [Figure 3] 1 is a diagram showing an example of a functional unit constructed in an HCU together with related configurations. [Figure 4] FIG. 10 is a diagram showing state transitions of the vehicle and HMI in a scene where the second task is interrupted. [Figure 5] 7 is a flowchart illustrating, together with FIG. 6, details of an automation level control process performed by an autonomous driving ECU when a merging section present in the traveling direction is identified. [Figure 6] 6 is a flowchart showing details of the automation level control process together with FIG. 5. [Figure 7] 10 is a flowchart showing a main process of a presentation control process that realizes interruption of a second task. [Figure 8] 10 is a flowchart showing a sub-process of presenting a selection screen. [Figure 9] FIG. 10 is a diagram illustrating an example of a selection screen. [Figure 10] 10 is a flowchart showing a sub-process for setting notification timing and notification intensity. [Figure 11] FIG. 10 is a diagram illustrating an example of a notification setting table. [Figure 12] FIG. 10 is a diagram showing an example of the start points of each notification subject to timing control. [Figure 13] 10 is a flowchart showing a sub-process for changing the way content is presented. [Figure 14] FIG. 10 is a diagram illustrating an example of an LC attempt notification. [Figure 15] 10A and 10B are diagrams illustrating an example of a change in the way LC failure possibility notification and content is presented when notification strength is set to weak or normal. [Figure 16] 10A and 10B are diagrams illustrating an example of a change in the way an LC failure possibility notification and content is presented when the notification strength is set to a high level. [Figure 17] FIG. 10 is a diagram illustrating an example of an LC execution notification. [Figure 18] 10 is a flowchart showing a sub-process for selecting how to stop the content. [Figure 19] FIG. 10 is a diagram illustrating an example of an LC failure notification. [Figure 20] FIG. 10 is a diagram illustrating an example of a stop method selection notification. [Figure 21] 10 is a flowchart showing a sub-process of learning how to stop content. [Figure 22] 10 is a flowchart showing a sub-process for performing an RtI notification. [Figure 23] FIG. 10 is a diagram showing an example of an RtI notification when the notification intensity is set to a low level. [Figure 24] FIG. 10 is a diagram showing an example of an RtI notification when notification intensity is set to normal. [Figure 25] FIG. 10 is a diagram showing an example of an RtI notification when the notification intensity is set to a high level. [Figure 26] 10 is a flowchart showing a sub-process for controlling a notification during a merging section. [Figure 27] 10 is a flowchart showing a sub-process for controlling the timing of resuming content. [Figure 28] FIG. 10 is a diagram illustrating an example of a restart proposal notification. [Figure 29] FIG. 10 is a diagram showing an example of the transition of the LC status display when automatic LC fails. [Figure 30] FIG. 10 is a diagram showing an example of the transition of the LC status display when automatic LC is successful. [Figure 31] FIG. 10 is a diagram showing state transitions of the vehicle and the HMI in a scene where the second task is interrupted in the second embodiment. [Figure 32] 34 is a flowchart showing details of the automation level control process together with FIG. 33. [Figure 33] 33 is a flowchart showing details of the automation level control process together with FIG. 32. [Figure 34] FIG. 10 is a diagram showing an example of a display on a meter display when an LC execution notification is given. [Figure 35] FIG. 10 is a diagram showing an example of a display on a meter display notifying completion of automatic LC. [Figure 36] FIG. 13 is a diagram illustrating an example of an interruption prediction scene according to the third embodiment. [Figure 37] 10 is a flowchart showing details of an automation level control process. [Figure 38] FIG. 13 is a diagram illustrating an example of an interruption prediction scene according to the fourth embodiment. [Figure 39] 10 is a flowchart showing details of an automation level control process. [Figure 40] FIG. 13 is a diagram showing an example of a functional unit constructed in an HCU in the fifth embodiment, together with related configurations. [Figure 41] FIG. 10 is a diagram showing state transitions of the vehicle and HMI in a scene where the second task is interrupted. [Figure 42] 10A and 10B are diagrams illustrating a scene in which a recommended lane notification is given to encourage a lane change to an overtaking lane based on a prediction of entering a traffic jam. [Figure 43] 10 is a diagram illustrating a scene in which a recommended lane notification is given to encourage a lane change to a driving lane based on continued driving in an overtaking lane. FIG. [Figure 44] 10A and 10B are diagrams illustrating a scene in which a recommended lane notification is given to encourage a driver to continue driving in the center lane on a multi-lane road. [Figure 45] 1 is a diagram illustrating a scene in which a recommended lane notification is given to encourage a driver to change lanes to the center lane on a multi-lane road. FIG. [Figure 46] 10A and 10B are diagrams illustrating a scene in which a recommended lane notification is given to encourage a driver to change lanes to a lane on a route leading to a branch destination. [Figure 47] FIG. 10 is a diagram illustrating a scene in which a recommended lane notification is given to encourage a vehicle to continue driving in a lane reserved for autonomous vehicles. [Figure 48] 10 is a flowchart showing details of a recommended lane selection process. [Figure 49] 10 is a flowchart showing details of a proposal execution process. [Figure 50] 10 is a flowchart showing details of a restriction notification process. [Figure 51] FIG. 20 is a diagram illustrating a scene in which a recommended lane notification is given to encourage a driver to continue driving in the driving lane in the sixth embodiment. [Figure 52] FIG. 13 is a diagram illustrating a scene in which a recommended lane notification is performed to prompt a driver to change to a driving lane in the seventh embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0023] Hereinafter, multiple embodiments of the present disclosure will be described with reference to the drawings. Note that corresponding components in each embodiment are designated by the same reference numerals, and redundant description may be omitted. When only a portion of a configuration is described in each embodiment, the configuration of another previously described embodiment may be applied to the remaining portions of the configuration. Furthermore, in addition to the combinations of configurations explicitly stated in the description of each embodiment, configurations of multiple embodiments may be partially combined together even if not explicitly stated, provided that there is no particular problem with the combination. Furthermore, combinations of configurations described in multiple embodiments and modified examples that are not explicitly stated are also considered to be disclosed by the following description.

[0024] (First embodiment) The functions of a presentation control device according to an embodiment of the present disclosure are realized by an HCU (Human Machine Interface Control Unit) 100 shown in Fig. 1. The HCU 100 is one of the in-vehicle ECUs (Electronic Control Units). As shown in Figs. 1 to 3, the HCU 100 configures an HMI (Human Machine Interface) system used in vehicle A together with a plurality of display devices, an audio device 24, an operation device 26, etc. The HMI system has an input interface function that accepts operations by an occupant (e.g., a driver) of vehicle A, and an output interface function that presents information to the driver.

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

[0026] The body ECU 27 is an electronic control device that mainly includes a microcontroller. The body ECU 27 has at least the function of controlling the operation of the lighting devices mounted on the vehicle A. The body ECU 27 is electrically connected to a turn signal switch 28. The turn signal switch 28 is a lever-shaped operating unit provided on the steering column. Based on detection of a user operation input to the turn signal switch 28, the body ECU 27 starts flashing of either the left or right turn signal corresponding to the operation direction. In addition, the body ECU 27 provides operation information of the user operation input to the turn signal switch 28 to 100, etc. via a communication bus 99.

[0027] The driver monitor 29 includes a near-infrared light source, a near-infrared camera, and a control unit for controlling them. The driver monitor 29 is installed, for example, on the top surface of the steering column or the top surface of the instrument panel 9, with the near-infrared camera facing the headrest of the driver's seat. The driver monitor 29 uses the near-infrared camera to capture an image of the driver's head illuminated with near-infrared light from the near-infrared light source. The image captured by the near-infrared camera is analyzed by the control unit. The control unit extracts information such as the position and line of sight of the driver from the captured image, and provides the extracted driver status information to the HCU 100, etc. via the communication bus 99.

[0028] The perimeter monitoring sensor 30 is an autonomous sensor that monitors the environment surrounding the vehicle A. The perimeter monitoring sensor 30 can detect predetermined moving objects and stationary objects within a detection range around the vehicle. The perimeter monitoring sensor 30 can detect at least a vehicle ahead, a vehicle behind, and vehicles on the front and rear sides of the vehicle traveling around the vehicle. The perimeter monitoring sensor 30 provides detection information of objects around the vehicle to the driving assistance ECU 50a, the autonomous driving ECU 50b, etc. via the communication bus 99.

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

[0030] Locator 35 includes a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, etc. Locator 35 sequentially determines the position and traveling direction of vehicle A by combining the positioning signal received by the GNSS receiver, the measurement results of the inertial sensor, and vehicle speed information output to communication bus 99. Locator 35 sequentially outputs position information and direction information of vehicle A based on the positioning results to communication bus 99 as locator information.

[0031] The locator 35 further includes a map database 36. The map database 36 is primarily composed of a large-capacity storage medium storing a large amount of 3D map data and 2D map data. The 3D map data is so-called high-precision map data, and includes information necessary for advanced driving assistance and automated driving, such as 3D road shape information and detailed information about each lane. The locator 35 reads map data for the area around the current location from the map database 36 and provides it to the driving assistance ECU 50a, the automated driving ECU 50b, etc., along with locator information. Instead of the locator 35, a user terminal such as a smartphone or a navigation device may provide the position information, direction information, map data, etc. to the driving assistance ECU 50a and the automated driving ECU 50b.

[0032] The V2X (Vehicle to Everything) communication device 39 is a communication unit mounted on vehicle A. The V2X communication device 39 transmits and receives information via wireless communication between on-board communication devices mounted on other vehicles and roadside devices installed on the side of the road. The V2X communication device 39 can receive position information, speed information, and the like of other vehicles traveling around the vehicle via vehicle-to-vehicle communication or road-to-vehicle communication. In addition, the V2X communication device 39 receives information indicating the autonomous driving control status of other vehicles traveling around the vehicle, such as whether or not the autonomous driving function of the other vehicles is operating. The V2X communication device 39 provides the received information about other surrounding vehicles to the autonomous driving ECU 50b, HCU 100, and the like.

[0033] The cruise control ECU 40 is an electronic control device that mainly includes a microcontroller. Based on detection signals from wheel speed sensors provided at the hubs of each wheel, the cruise control ECU 40 generates vehicle speed information indicating the current traveling speed of vehicle A and sequentially outputs the information to the communication bus 99. In addition, the cruise control ECU 40 has at least the functions of a brake control ECU and a drive control ECU. The cruise control ECU 40 continuously controls the braking force generated at each wheel and the output of the on-board power source based on one of an operation command based on the driver's driving operation, a control command from the driving assistance ECU 50a, and a control command from the autonomous driving ECU 50b.

[0034] The driving assistance ECU 50a and the autonomous driving ECU 50b are installed in the vehicle A as on-board ECUs that make up the autonomous driving system 50. The driving assistance ECU 50a and the autonomous driving ECU 50b are used in the vehicle A to realize an autonomous driving function that can take over at least part of the driver's driving task (Dynamic Driving Task, DDT). By installing the autonomous driving system 50 that includes the driving assistance ECU 50a and the autonomous driving ECU 50b, the vehicle A becomes an autonomous vehicle equipped with an autonomous driving function.

[0035] The driving assistance ECU 50a is an in-vehicle ECU that realizes driving assistance functions that assist the driver in driving operations. The driving assistance ECU 50a enables advanced driving assistance or partially automated driving control at approximately Level 2 in the automated driving levels defined by the Society of Automotive Engineers. The driving assistance ECU 50a is a computer that mainly includes a control circuit equipped with a processing unit, RAM, a storage unit, an input / output interface, and a bus connecting these. The driving assistance ECU 50a has multiple functional units that realize advanced driving assistance by executing programs by the processing unit. Specifically, the driving assistance ECU 50a has an adaptive cruise control (ACC) functional unit, a lane tracing assist (LTA) functional unit, and a lane change assist (LCA) functional unit.

[0036] The autonomous driving ECU 50b is an in-vehicle ECU that realizes an autonomous driving function that can take over driving operations from the driver. The autonomous driving ECU 50b enables autonomous driving of level 3 or higher (referred to as Lv3 in the drawings) in which the system is the main controller, only within a limited, pre-set operational design domain (ODD). The operational design domain (ODD) is an area where autonomous driving is possible at autonomous driving level 3. The autonomous driving ECU 50b may also be capable of realizing autonomous driving functions of level 4 or higher.

[0037] Here, we will further explain the details of the autonomous driving levels. The autonomous driving levels in the following explanation are based on the definitions in SAE J3016. The definition of the autonomous driving levels uses the concepts of the driving task (DDT) and operational design domain (ODD) mentioned above, as well as the concept of fallback. Each autonomous driving level specifies the range of driving tasks that the autonomous driving function will take over. As the autonomous driving level increases, the range of driving tasks that the autonomous driving function will take over also widens. Specifically, the driving tasks include the supplementary specifications of continuous vehicle driving control and object and event detection and response (OEDR). For convenience, the above OEDR may be referred to as "periphery monitoring" in the following explanation.

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

[0039] In the autonomous driving functions of autonomous driving levels 2 and 3 realized by the autonomous driving system 50, continuous driving control of the vehicle is performed by the system. Furthermore, in autonomous driving level 2, peripheral monitoring (OEDR) and fallback are the driver's responsibility. In autonomous driving level 2, autonomous driving that requires the driver to hold the steering wheel is called "hands-on driving" (shown as H-on in Figure 4). On the other hand, autonomous driving that does not require the driver to hold the steering wheel is called "hands-off driving" (shown as H-off in Figure 4). In both hands-on driving and hands-off driving, autonomous driving level 2 involves supervised autonomous driving, where the driver is obligated to monitor the surroundings.

[0040] At Level 3 autonomous driving, the system is responsible for monitoring the surroundings, and the driver must provide a fallback plan. At Level 3 autonomous driving, unsupervised autonomous driving is implemented, with the driver not being required to monitor the surroundings. Autonomous driving at Level 3 autonomous driving without the driver being required to monitor the surroundings is called "eyes-off driving."

[0041] The autonomous driving ECU 50b is a computer that mainly includes a control circuit equipped with a processing unit 51, RAM 52, storage unit 53, input / output interface 54, and buses connecting these. The autonomous driving ECU 50b has higher computing power than the driving assistance ECU 50a and can at least perform driving control equivalent to ACC, LTA, and LCA. The autonomous driving ECU 50b has an environment recognition unit 61, an action determination unit 62, and an operation execution unit 63 as multiple functional units that realize autonomous driving of vehicle A by executing a program (driving control program) by the processing unit 51.

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

[0043] In addition, the environment recognition unit 61 recognizes, based on map data, the existence of areas outside the operation design area (hereinafter referred to as the limited area) where level 3 autonomous driving is not permitted. As an example, the environment recognition unit 61 recognizes, as outside the limited area, an area where high-precision map data (three-dimensional map data) for autonomous driving does not exist. As described above, high-precision map data is map data with higher precision than map data (corresponding to two-dimensional map data) for navigation used for route guidance. As another example, the environment recognition unit 61 recognizes, as outside the limited area, a driving section where the driver needs to monitor the surroundings, such as a merging section CfS described below.

[0044] The behavior determination unit 62 generates a planned driving line along which the vehicle A will travel, based on the recognition result of the driving environment by the environment recognition unit 61. When the environment recognition unit 61 detects the existence of an area outside the limited area, the behavior determination unit 62 generates a planned driving line along which the vehicle A will travel while avoiding the area outside the limited area. For example, the behavior determination unit 62 can automatically change lanes (hereinafter referred to as automatic LC) to a lane that is not outside the limited area as an avoidance action to avoid the area outside the limited area. The operation execution unit 63 executes acceleration / deceleration control, steering control, etc. of the vehicle A in accordance with the planned driving line generated by the behavior determination unit 62, in cooperation with the driving control ECU 40. Automatic LC is a driving control that does not require the driver to monitor the surroundings, and is a specific driving control other than lane keeping control that drives the vehicle A along the lane in which it is currently traveling.

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

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

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

[0048] Based on the control signal and video data acquired from the HCU 100, the HUD 23 projects the light of the image formed in front of the driver onto a projection area PA defined on the windshield WS or the like. The light of the image reflected by the windshield WS into the interior of the vehicle is perceived by the driver sitting in the driver's seat. In this way, the HUD 23 displays a virtual image in the space ahead of the projection area PA. The driver visually recognizes the virtual image within the field of view VA displayed by the HUD 23 superimposed on the foreground of the vehicle A.

[0049] The audio device 24 has multiple speakers installed in the vehicle cabin in an arrangement surrounding the driver. The audio device 24 reproduces notification sounds, voice messages, etc., in the vehicle cabin through the speakers based on control signals and voice data acquired from the HCU 100. The audio device 24 presents information to the driver through his sense of hearing.

[0050] The operation device 26 is an input unit that accepts user operations by the driver, etc. User operations related to, for example, activation and deactivation of an autonomous driving function are input to the operation device 26. The operation device 26 includes a steering switch provided on the spokes of the steering wheel, an operation lever provided on the steering column, and a voice input device that recognizes what the driver is saying.

[0051] The HCU 100 is an electronic control unit in the HMI system that comprehensively controls the displays of the meter display 21, CID 22, and HUD 23. The HCU 100 is a computer that mainly includes a control circuit equipped with a processing unit 11, RAM 12, storage unit 13, input / output interface 14, and buses connecting these.

[0052] The processing unit 11 is hardware for arithmetic processing coupled to the RAM 12. The processing unit 11 includes at least one arithmetic core, such as a central processing unit (CPU) and a graphics processing unit (GPU). The processing unit 11 may further include a field-programmable gate array (FPGA), a neural network processing unit (NPU), and an IP core with other dedicated functions. The RAM 12 may include a video RAM for generating video data. The processing unit 11 accesses the RAM 12 to execute various processes for realizing the presentation control method of the present disclosure. The storage unit 13 includes a non-volatile storage medium. The storage unit 13 stores various programs (such as a presentation control program) executed by the processing unit 11.

[0053] The HCU 100 has a plurality of functional units that execute a presentation control program stored in the storage unit 13 by the processing unit 11 to comprehensively control the presentation of information to the driver using each display device and the audio device 24. Specifically, the HCU 100 has functional units such as an information acquisition unit 71, a content arbitration unit 72, and a presentation output unit 73.

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

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

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

[0057] The above-described autonomous driving ECU 50b and HCU 100 enable the driver to perform actions other than driving. To explain in more detail, during an autonomous driving period in which vehicle A is autonomously driven by the level 3 autonomous driving function of the autonomous driving ECU 50b, the driver may be permitted to perform a predefined specific action other than driving (hereinafter referred to as a second task). In this case, the driver is a person (passenger) who takes over driving control from the autonomous driving system 50 when exiting a limited area or in an emergency. The driver may be legally permitted to perform the second task until a request to perform a driving operation by the autonomous driving system 50, i.e., a takeover request, is issued.

[0058] The second task may be called a secondary activity or other activity. The second task must not prevent the driver from responding to a request from the automated driving system 50 to take over driving operations. As examples, actions such as watching content such as videos (hereinafter referred to as video content CTV, see FIG. 10), operating a smartphone, and eating are considered as second tasks.

[0059] Here, there are two types of driving handover from the automated driving system 50 to the driver: handover, in which the system decides to hand over control to the driver in a planned manner, and override, in which the driver takes control at their own discretion in a highly urgent situation. A driving handover in which the driver suspends the second task being performed and the automated driving system 50 takes over driving operations from the driver corresponds to handover.

[0060] One scenario in which a handover may occur is when a vehicle approaches a merging section CfS while traveling on a freeway or expressway (see Figure 4). The merging section CfS is a connecting section of the driving lane DL of the main roadway that connects to the merging lane ML, and is a section from the merging start point P5 to the merging end point P6. The merging section CfS is set only in the driving lane DL, which is the merged lane connected to the merging lane ML among the multiple lanes of the main roadway, and is not set in the overtaking lane PL. In other words, the overtaking lane PL is within a limited area. If the merging lane ML is a road that connects to the overtaking lane PL of the main roadway, the merging section CfS is set in the overtaking lane PL. The merging section CfS borders on a lane narrowing point where the merging lane ML disappears in the direction of travel, or the end of a climbing lane. However, the merging lane ML may be a lane that does not disappear in the traveling direction, but branches off again from the driving lane DL.

[0061] Motorways and expressways are generally set as restricted areas. 3D map data is also prepared for these motorways and expressways in advance. This allows for Level 3 automated driving. However, merging sections (CfS) are locally outside the restricted area, and since it is expected that other vehicles will merge from the merging lane (ML) into the driving lane (DL), automated driving functions are restricted.

[0062] When vehicle A traveling in the driving lane DL approaches the merging section CfS, the autonomous driving ECU 50b determines the existence of the merging section CfS based on map data, etc. Based on the determination of the merging section CfS existing in the traveling direction (S60), the autonomous driving ECU 50b starts the automation level control process shown in Figures 5 and 6. Details of the automation level control process will be explained below based on Figures 5 and 6, with reference to Figures 3 and 4.

[0063] The autonomous driving ECU 50b starts acquiring driver selection information based on the recognition of the merging section CfS (S61). The driver selection information is operation information based on the driver's selection of whether or not to perform automatic LC from the driving lane DL to the overtaking lane PL. The autonomous driving ECU 50b cooperates with the HCU 100 to inquire of the driver whether or not to perform automatic LC. At this time, the autonomous driving ECU 50b notifies the driver, by means of a screen display on the meter display 21 or the like, of the difference between level 2 autonomous driving control when continuing to drive in the driving lane DL and level 3 autonomous driving control when changing lanes to the overtaking lane PL. As an example, the selection screen SG (see FIG. 9) is displayed by the HCU 100 on the screen of the meter display 21. The autonomous driving ECU 50b acquires the driver selection information recognized by the HCU 100 from the HCU 100.

[0064] The automatic driving ECU 50b determines whether the driver has selected to perform automatic LC based on the driver selection information (S62). If the automatic driving ECU 50b determines that the driver has selected not to perform automatic LC (S62: NO), it transitions to a state of waiting for the driver to change lanes to the passing lane PL (hereinafter, manual LC) (S69). On the other hand, if it determines that the driver has selected to perform automatic LC (S62: YES), the automatic driving ECU 50b waits for vehicle A to arrive at a predetermined point (hereinafter, LC start point P1) just before the merging section CfS (S63: YES), and then decides to perform automatic LC (S64). This starts an attempt to perform automatic LC to the passing lane PL.

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

[0066] On the other hand, if it is determined that vehicle A has passed predetermined confirmation point P3 (S67: YES) without being able to change lanes to the passing lane PL (S65: NO), the automatic driving ECU 50b stops automatic LC (S68). In this case, the automatic driving ECU 50b determines whether the driver's manual LC to the passing lane PL was successful (S69). Even if the automatic LC fails, if the driver's manual LC was successful, the automatic driving ECU 50b continues level 3 automatic driving in the passing lane PL.

[0067] On the other hand, if vehicle A passes a predetermined point before the merging section CfS (hereinafter, TOR point P4) without being able to move into the passing lane PL (S70: YES), the automatic driving ECU 50b cooperates with the HCU 100 to request the driver to take over driving operations. Here, the automatic driving ECU 50b performs automatic LC at a timing that allows enough time to transfer driving from the automatic driving function to the driver before entering the merging section CfS. In other words, it is desirable to complete automatic LC at least the driving change time before arriving at the merging start point P5.

[0068] Here, the TOR point P4 is closer to the merging start point P5 than the LC start point P1. The LC start point P1 and TOR point P4, and the intermediate point P2 and confirmed point P3 set between them, are set with the merging start point P5 as a reference. As will be described later, the position of each of the points P1 to P4 relative to the merging start point P5 may be changed as appropriate by timing control by the autonomous driving ECU 50b and HCU 100 depending on the vehicle state of the host vehicle, the driver state, and the states of other vehicles around the host vehicle.

[0069] As an example, the LC start point P1 is set at a position 1 km before the merge start point P5, or at a position approximately 30 seconds before reaching the merge start point P5. The TOR point P4 is set at a position 500 m before the merge start point P5, or at a position approximately 15 seconds before reaching the merge start point P5. The section from the TOR point P4 to the merge start point P5 is the merge preparation section CpS, which is located before the merge section.

[0070] When the autonomous driving ECU 50b determines that the vehicle has passed the TOR point P4, i.e., has entered the merging preparation section CpS, it determines whether the driving scene is one in which a merging vehicle Ac traveling in the merging lane ML can be detected (S71). For example, if there is no wall or the like between the driving lane DL and the merging lane ML, the autonomous driving ECU 50b determines that the merging vehicle Ac can be detected by the perimeter monitoring sensor 30. Furthermore, even if information about other vehicles traveling in the merging lane ML is successively transmitted to the V2X communication device 39 of the autonomous vehicle via road-to-vehicle communication, the autonomous driving ECU 50b also determines that the merging vehicle Ac can be detected.

[0071] If the autonomous driving ECU 50b can detect the merging vehicle Ac (S71: YES), it continuously determines whether or not the merging vehicle Ac is present while traveling in the merging preparation section CpS (S72).When the autonomous driving ECU 50b detects the presence of the merging vehicle Ac while performing eyes-off driving (S72: YES), it switches from level 3 autonomous driving to level 2 autonomous driving (hands-on driving) (S77).

[0072] If the autonomous driving ECU 50b passes the merging start point P5 without detecting a merging vehicle Ac (S73: YES), it also determines whether or not a merging vehicle Ac is traveling in the merging lane ML in the merging section CfS (S74). The autonomous driving ECU 50b determines the autonomous driving level in the merging section CfS depending on whether or not a merging vehicle Ac is traveling in the merging lane ML that is a parallel vehicle attempting to merge into the driving lane DL. If the autonomous driving ECU 50b has not detected a merging vehicle Ac traveling in the merging lane ML and determines that no merging vehicle Ac is present (S74: NO), the autonomous driving ECU 50b switches from level 3 autonomous driving to level 2 autonomous driving (hands-off driving) (S75). As a result, while traveling in the merging section CfS, the driver is obligated to monitor the surroundings of the vehicle as a driving task. Level 2 autonomous driving may be performed by the autonomous driving ECU 50b or the driving assistance ECU 50a.

[0073] When the autonomous driving ECU 50b detects the presence of a merging vehicle Ac traveling in the merging lane ML (S74: YES), it further determines the autonomous driving control status of the merging vehicle Ac based on information acquired through vehicle-to-vehicle communication or road-to-vehicle communication (S76). If the merging vehicle Ac is traveling using the autonomous driving function (S76: YES), the autonomous driving ECU 50b does not request the driver to hold the steering wheel, and determines to continue hands-off driving (S75).

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

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

[0076] If the driver does not respond to the system's request to take over driving operations, the autonomous driving system 50 works with the HCU 100 to issue a warning to the driver at the merging section CfS. Specifically, a notification requesting a surrounding check (hereinafter referred to as a surrounding monitoring request notification Nt21) and a notification requesting a hands-on operation (hereinafter referred to as a hands-on request notification Nt22) are issued as warnings to the driver. In this case, the autonomous driving system 50 either continues level 2 autonomous driving or transitions to emergency evacuation by activating an MRM (Minimal Risk Maneuver). When transitioning to MRM, a notification informing the driver of the transition to MRM (hereinafter referred to as an MRM transition notification Nt23) is issued.

[0077] In the scene of approaching the merging section CfS described above, the HCU 100 performs presentation control to interrupt the driver's second task and smoothly respond to the driving changeover. The interruption section TXS, in which the second task is interrupted, includes not only the merging section CfS but also a predetermined section before the merging section CfS (see FIG. 4). As an example, the merging preparation section CpS from the TOR point P4 to the merging start point P5 is set as the interruption section TXS together with the merging section CfS. The HCU 100 is configured with multiple functional units that perform the handover process before the interruption section TXS. Specifically, the HCU 100 further includes functional units such as a surrounding state grasping unit 81, a switching control unit 82, an integrated state estimation unit 83, and a provision control unit 84 based on a presentation control program.

[0078] The surrounding state grasping unit 81 grasps the state of other vehicles traveling around vehicle A based on the result information of environmental recognition obtained from the environment recognition unit 61 of the autonomous driving ECU 50b. Specifically, the surrounding state grasping unit 81 grasps the detection results of other vehicles around the host vehicle, such as a preceding vehicle and a vehicle behind the host vehicle, before the autonomous LC is started. In addition, the surrounding state grasping unit 81 grasps the detection results of a merging vehicle Ac traveling in the merging lane ML while the host vehicle is traveling in the merging section CfS.

[0079] The switchover control unit 82 cooperates with the action determination unit 62 of the autonomous driving ECU 50b to control the transfer of control rights related to driving operations between the autonomous driving system 50 and the driver. In a limited area where level 3 autonomous driving is possible, the switchover control unit 82 recognizes the input of a start-up operation by the driver, and starts level 3 autonomous driving by the autonomous driving ECU 50b.

[0080] In addition, when there is a possibility of entering a limited area such as a merging section CfS, the switching control unit 82 receives a switching request from the behavior determination unit 62 and switches from automated driving to manual driving in a planned manner. When the switching control unit 82 receives a switching request from the behavior determination unit 62 during an automated driving period in which the second task is permitted, it determines to suspend the second task permitted by the driver based on the switching request.

[0081] The switching control unit 82 determines the presence of a merging section CfS in the traveling direction based on information acquired from the behavior determination unit 62. The switching control unit 82 acquires information such as the section length of the merging section CfS and the remaining distance to the interruption section TXS from the behavior determination unit 62. Based on this information, the switching control unit 82 directly or indirectly determines the passage of each of the points P1 to P6. The switching control unit 82 cooperates with the behavior determination unit 62 to adjust each position (notification timing) relative to the merging start point P5 and the merging end point P6. Based on the settings of each of the points P1 to P6, the switching control unit 82 determines a schedule for transitions in the autonomous driving level during the autonomous driving period in which vehicle A is traveling using the autonomous driving function. Based on this information, the switching control unit 82 can further determine the current situation and future changes regarding whether the driver is obligated to monitor the surroundings and whether or not he or she is obligated to hold the steering wheel.

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

[0083] For example, viewing content such as movies and audiobooks, watching television, using a smartphone, etc., and other activities (eating, etc.) are assumed as second tasks. The integrated state estimation unit 83 selects the second task being performed by referring to content playback information from the presentation output unit 73 and operation information transmitted from the smartphone, etc. The integrated state estimation unit 83 may be able to estimate the second task being performed by the driver using a determiner (determination logic) generated by machine learning, for example.

[0084] The integrated state estimation unit 83 estimates the direction and degree of the driver's attention based on the driver information acquired from the driver monitor 29. Specifically, the integrated state estimation unit 83 distinguishes whether the driver's attention is directed to driving or to a second task. If the driver does not look ahead even once within a predetermined time (e.g., 60 seconds, which can be changed as appropriate), the integrated state estimation unit 83 determines that the driver's attention is directed to the second task. On the other hand, if the driver looks ahead even once within the predetermined time, the integrated state estimation unit 83 determines that the driver's attention is directed to driving.

[0085] The integrated state estimation unit 83 may be capable of grasping the characteristics of an individual seated in the driver's seat as the driver. Such individual characteristic data is not limited to data acquired in real time by the driver monitor 29, but may be data stored in the storage unit 13 or data provided from a user terminal. The integrated state estimation unit 83 may also be capable of grasping whether the driver is in a state where he or she can take over driving, i.e., the driver's readiness state, in a binary or multi-stage manner.

[0086] The provision control unit 84 controls the method of providing content provided in relation to the second task during the autonomous driving period in which execution of the second task is permitted, in cooperation with the content arbitration unit 72. Specifically, when the switching control unit 82 determines to suspend the second task, the provision control unit 84, together with the surrounding state grasping unit 81, the switching control unit 82, and the integrated state estimation unit 83, starts a presentation control process (see main process in FIG. 7 ) based on this suspension decision (S10).

[0087] The provision control unit 84 successively issues multiple driver notifications in relation to the automatic LC that the autonomous driving ECU 50b performs as an avoidance action. Specifically, the provision control unit 84 presents a selection screen SG (see FIG. 9), an LC attempt notification Nt11 (see FIG. 14), an LC failure possibility notification Nt12 (see FIGS. 15 and 16), an LC execution notification Nt15 (see FIG. 17), and an LC failure notification Nt13 (see FIG. 19). Furthermore, if the automatic LC as an avoidance action fails, the provision control unit 84 issues a request notification (hereinafter, RtI notification Nt14, see FIGS. 23 to 25) requesting the driver to take over driving.

[0088] The provision control unit 84 allows the driver to select whether or not to perform automatic LC as an avoidance action (S10a). When the driver selects to perform automatic LC, the provision control unit 84 sets the notification start timing and notification intensity for at least some of the above notifications (S11). The provision control unit 84 changes the way content is presented before the driver interrupts the second task, in other words, before the HMI system interrupts the provision of content (S12). In addition, after changing the way content is presented, the provision control unit 84 presents options for selecting how to stop the content (S13). Based on the determination result by the integrated state estimation unit 83, the provision control unit 84 presents options according to the type of second task being performed by the driver.

[0089] Furthermore, the provision control unit 84 grasps the user operation of the driver to select an option, and learns the way in which each driver prefers to stop the content for each type of second task (S14). Then, when the switching control unit 82 grasps that vehicle A has entered the interruption section TXS, the provision control unit 84 sequentially executes an RtI (Request to Intervene) notification (S15) and a merging section in-progress notification (S16). At this time, the provision control unit 84 grasps the interruption timing when the driver finished the second task in cooperation with the integrated state estimation unit 83. Thereafter, when vehicle A leaves the merging section CfS (interruption section TXS), the provision control unit 84 executes control to resume provision of the interrupted content (S17).

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

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

[0092] The selection screen SG is composed of display objects such as an inquiry window Mw1, the vehicle status StA, an LC avoidance window Wdn, and an LC implementation window Wdg. The inquiry window Mw1 is displayed at a position facing the upper edge of the display screen of the meter display 21. The inquiry window Mw1 contains a message inquiring whether the driver wants to implement automatic LC, such as "Do you want to implement automatic lane change?"

[0093] The host vehicle status StA includes a host vehicle icon IcS, a host vehicle lane icon LpS, and an adjacent lane icon LpA, which are substantially the same as the LC status StLC (see FIG. 14, etc.) described below. In addition, the host vehicle status StA further includes an LC avoidance arrow IAd and an LC implementation arrow IAp. The LC avoidance arrow IAd is shaped to indicate the direction of travel and is displayed above the host vehicle icon IcS. The LC implementation arrow IAp is shaped in a curved manner to indicate the travel path of the automatic LC and is displayed above the host vehicle icon IcS.

[0094] The LC avoidance window Wdn is displayed above the LC avoidance arrow IAd. When combined with the LC avoidance arrow IAd, the LC avoidance window Wdn notifies the driver that if automatic LC is not performed and driving continues in the current driving lane DL, the driver will transition from level 3 autonomous driving to level 2 autonomous driving. The LC avoidance window Wdn includes an NG button (NG icon) that cancels the implementation of automatic LC.

[0095] The LC execution window Wdg is displayed above the LC execution arrow IAp. When combined with the LC execution arrow IAp, the LC execution window Wdg notifies the driver that if automatic LC is performed and the vehicle changes lanes to the adjacent passing lane PL, level 3 automated driving will not be canceled and the second task can continue. The LC execution window Wdg is displayed alongside the LC avoidance window Wdn to notify the driver of the difference between driving control by the automated driving function when automatic LC is not performed and driving control by the automated driving function when automatic LC is performed. The LC execution window Wdg includes an OK button (OK icon) to approve automatic LC.

[0096] As described above, the selection screen SG clearly indicates to the driver, by using the windows Wdn and Wdg, that the automatic LC, which moves the vehicle from the driving lane DL to the passing lane PL, will ease the driving restrictions imposed by the automatic driving function (reduction in the automatic driving level). The driver selects one of the two windows Wdn and Wdg by operating the operation device 26 to indicate whether or not to perform the automatic LC.

[0097] In S102, it is determined whether or not the driver has performed a selection operation according to the selection screen SG. If it is determined in S102 that a selection operation has been input, the process proceeds to S104. On the other hand, if it is determined in S102 that a selection operation has not been input, the process proceeds to S103. In S103, it is determined whether or not the time reserved in advance for querying the driver has timed out, based on the elapsed time since the selection screen SG began to be displayed. Based on the determination in S103, the process waits for the driver to input a selection operation until the selection screen SG times out.

[0098] If the driver's selection operation is correct, or if the time for the selection operation times out, the display of the selection screen SG ends in S104, and the process proceeds to S105. In S105, the input result of the selection operation is sent to the behavior determination unit 62 as the driver's selection information. Note that if the selection screen SG times out without the driver inputting a selection operation, the behavior determination unit 62 decides to perform automatic LC.

[0099] In the sub-processing (S11) of setting the notification timing and notification intensity shown in Fig. 10, in S111, the driver state estimated by the integrated state estimation unit 83 is acquired, and the process proceeds to S112. In S111, the direction in which the driver's attention is directed is at least grasped as the driver state. In S112, the state of other vehicles around the host vehicle grasped by the surrounding state grasping unit 81 is acquired, and the process proceeds to S113. In S112, the presence or absence of a preceding vehicle and a vehicle behind the host vehicle is at least grasped as the surrounding state of the host vehicle.

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

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

[0102] The notification timing is set as shown in the example of timing control in Fig. 12. When the notification timing is set to "normal," the LC start point P1 at which the LC attempt notification Nt11 is initiated, and where the automatic LC attempt begins, is set 2 km before the merging start point P5. The waypoint P2 at which the LC failure possibility notification Nt12 is initiated is set 1.5 km before the merging start point P5. The final point P3 at which the LC failure notification Nt13 is initiated is set 1 km before the merging start point P5.

[0103] On the other hand, if the notification timing is set "later" than normal, each of the points P1 to P3 at which each notification starts is set to a position that is about 500 m closer to the merging start point P5 than the reference distance in normal times. Conversely, if the notification timing is set "earlier" than normal, each of the points P1 to P3 at which each notification starts is set to a position that is about 500 m farther from the merging start point P5 than the reference distance in normal times. Note that each of the points P1 to P3 and each adjustment amount can be adjusted as appropriate, for example, depending on the traveling speed of vehicle A. Furthermore, adjustment may be made on a time basis rather than a distance basis.

[0104] In the sub-processing (S12) of changing the way content is presented shown in Fig. 13, in S121 it is determined whether vehicle A has passed LC start point P1. In S121, the process waits for vehicle A to reach start point P1. If it is determined in S121 that vehicle A has passed LC start point P1, the process proceeds to S122. In S122, an LC attempt notification Nt11 is initiated so as to synchronize with the start of an automatic LC attempt by the automated driving system 50, and the process proceeds to S123.

[0105] 14, the LC attempt notification Nt11 and the like present information in cooperation with the meter display 21, CID 22, and HUD 23. In the LC attempt notification Nt11, the meter display 21 displays an LC status StLC indicating the state of automatic LC. The LC status StLC includes an own vehicle icon IcS, an own vehicle lane icon LpS, an adjacent lane icon LpA, an other vehicle icon IcX, a detection icon IdD, and a detection frame IdF.

[0106] The host vehicle icon IcS is an image portion that resembles the host vehicle. The host vehicle icon IcS is displayed approximately in the center of the LC status StLC. The host vehicle lane icon LpS is a linear image portion that is displayed on both the left and right sides of the host vehicle icon IcS. The host vehicle lane icon LpS indicates the host vehicle lane in which the host vehicle is traveling by displaying the host vehicle icon IcS on either side. The host vehicle lane icon LpS that is displayed on the side of the host vehicle icon IcS that is moving in the automatic LC (right side) is drawn as a dashed line in the LC attempt notification Nt11. On the other hand, the host vehicle lane icon LpS that is displayed on the opposite side of the host vehicle icon IcS that is moving in the automatic LC (left side) is drawn as a solid line.

[0107] The adjacent lane icon LpA is a solid line image portion extending along the host vehicle lane icon LpS. The adjacent lane icon LpA, together with one of the host vehicle lane icons LpS (on the right side) drawn as a dashed line, indicates the adjacent lane to which the host vehicle will move during automatic LC. The other vehicle icon IcX is displayed based on the recognition results of the environment recognition unit 61, and indicates the actual presence of other vehicles traveling around the host vehicle. If there is a preceding vehicle in the host vehicle lane, the other vehicle icon IcX is displayed above the host vehicle icon IcS. If there is a vehicle traveling parallel to the host vehicle in the adjacent lane, the other vehicle icon IcX is displayed to the side of the host vehicle icon IcS in an arrangement that reflects its positional relationship with the host vehicle.

[0108] The detection icon IdD is displayed superimposed on a part of the host vehicle icon IcS. The detection icon IdD indicates that other vehicles are being detected for automatic LC. When a vehicle that interferes with automatic LC is detected, the detection frame IdF is displayed in the shape of a rectangular frame surrounding the other vehicle icon IcX corresponding to that other vehicle.

[0109] During the autonomous driving period, video content CTV related to the second task is displayed on CID22. The video content CTV may be a movie, a television broadcast, or the like. When the LC attempt notification Nt11 is executed, an LC message window CTm is displayed on CID22 in addition to the video content CTV.

[0110] The LC message window CTm is displayed on the display screen of the CID 22, outside the display area of the video content CTV. As an example, the LC message window CTm is displayed at a position facing the upper edge of the display screen. The LC message window CTm contains a message indicating the operating status of the automated driving system 50 attempting automated LC, such as "Changing lanes to the passing lane due to merging ahead (searching)."

[0111] In the LC attempt notification Nt11, the HUD 23 displays the surrounding status VIst, route notification window VIg, upper edge message window VIm1, etc., together with the digital speedometer VIsp, etc., within the field of view VA. The surrounding status VIst is displayed approximately in the center of the field of view VA. The surrounding status VIst indicates the status of automatic LC, similar to the LC status StLC of the meter display 21. Specifically, the surrounding status VIst notifies the user that a space for the vehicle to move in automatic LC is being searched for, that there is another vehicle obstructing automatic LC, etc.

[0112] The route notification window VIg is displayed to the side of the surrounding status window VIst and notifies information related to route guidance. For example, a message such as "There is a merging section ahead" is written in the route notification window VIg. The upper edge message window VIm1 is displayed in the center of the upper edge of the field of view VA. Similar to the LC message window CTm of CID 22, the upper edge message window VIm1 writes a message indicating the operating status of the automated driving system 50. For example, a message such as "Searching for lane change destination" is displayed in the upper edge message window VIm1.

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

[0114] The LC failure possibility notification Nt12 shown in Figures 15 and 16 is displayed according to the notification intensity. When the notification intensity is set to "weak" or "normal," the LC failure possibility notification Nt12 shown in Figure 15 is displayed. In this case, the background color of the LC message window CTm and the upper edge message window VIm1 is changed from, for example, green to a color indicating a warning, such as yellow or amber. In addition, the display content of the LC message window CTm and the upper edge message window VIm1 is changed from that of the LC attempt notification Nt11.

[0115] Specifically, the LC message window CTm may contain a message such as "Due to surrounding congestion, lane change may not be possible (searching)." Similarly, the upper edge message window VIm1 may contain a message such as "Searching for lane change (may fail)." Each message in the LC message window CTm and the upper edge message window VIm1 notifies the driver that automatic LC is being attempted but may not be possible.

[0116] Additionally, the LC failure possibility notification Nt12 changes the display of the video content CTV of CID22. If the notification strength is "weak" or "normal," the provision control unit 84 increases the playback speed of the video content CTV. As an example, the video content CTV is played at three times the normal speed. At this time, a message indicating the playback status, such as "Playing at three times the normal speed," is superimposed on the video content CTV.

[0117] According to the above-described change in the provision method, the driver can quickly understand the upcoming content of the video content CTV, which makes it easier for the driver to stop watching the video content CTV early. For example, if a driver watching a soccer game or the like realizes that the content will be boring for a while when played at a specific speed, the driver will voluntarily stop watching the video. Conversely, if the driver realizes that the content will become interesting, the driver will voluntarily stop watching the video, thinking that he or she will watch it later at the correct playback speed.

[0118] On the other hand, when the notification intensity is set to "strong," the LC failure possibility notification Nt12 shown in FIG. 16 is implemented. Even in this case, the LC message window CTm and the upper edge message window VIm1 are changed to display content different from that of the LC attempt notification Nt11, notifying the driver of the possibility of automatic LC failure. Additionally, in CID22, the LC message window CTm is enlarged downward. As a result, the display area of the video content CTV is reduced. The display area of the video content CTV may be reduced while maintaining its aspect ratio, or the upper side may be hidden by the LC message window CTm. This change in the presentation method makes it difficult to view the video content CTV reduced in size at the bottom corner, which encourages the driver to voluntarily stop watching the video.

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

[0120] On the other hand, if it is determined in S123 or S127 that automatic LC is possible, the LC execution notification Nt15 shown in Fig. 17 is started in S128. The LC execution notification Nt15 presents the same information regardless of the notification intensity. In the LC execution notification Nt15, the display contents of the LC message window CTm and the upper border message window VIm1 are changed from those of the LC attempt notification Nt11 and the LC failure possibility notification Nt12.

[0121] Specifically, the LC message window CTm displays a message such as "Changing lanes to the passing lane due to upcoming merging (in progress)." Similarly, the upper edge message window VIm1 displays a message such as "Changing lanes." Each message in the LC message window CTm and the upper edge message window VIm1 notifies the driver that the automatic LC has transitioned to an execution state. Note that the background colors in the LC execution notification Nt15 are the same as those in the LC attempt notification Nt11.

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

[0123] In the sub-processing (S13) shown in Fig. 18 for selecting how to stop content, it is determined in S131 whether or not automatic LC was successful. If it is determined in S131 that automatic LC was successful, the process returns to S14 of the main process. On the other hand, if it is determined in S131 that automatic LC failed, the process proceeds to S132. In S132, an LC failure notification Nt13 is initiated, and the process proceeds to S133.

[0124] In the LC failure notification Nt13 shown in FIG. 19, the display contents of the LC message window CTm and the upper edge message window VIm1 are further changed from those of the LC possibility failure notification Nt12. Specifically, the LC message window CTm displays a message such as "Lane change aborted. Please prepare to take over." Similarly, the upper edge message window VIm1 displays a message such as "Lane change aborted." The messages in the LC message window CTm and the upper edge message window VIm1 notify the driver that the automatic LC attempt ended in failure. Note that the background colors in the LC failure notification Nt13 are the same as those in the LC possibility failure notification Nt12.

[0125] In S133 shown in Fig. 18, the type of second task being performed by the driver is determined, and based on the determination result, the process proceeds to one of S134 to S137. If it is determined in S133 that the driver is watching video content CTV recorded on media, such as a movie or an audiobook, the process proceeds to S134. If it is determined in S133 that the driver is watching a television broadcast, the process proceeds to S135. If it is determined in S133 that the driver is operating a smartphone or the like, the process proceeds to S136. If it is determined in S133 that the driver is performing some other action, the process proceeds to S137.

[0126] In S134 to S137, a stop-method selection notification Nt13a is started, which presents options for how to stop the content. The stop-method selection notification Nt13a is a notification included in the LC failure notification Nt13. As shown in Fig. 20, the stop-method selection notification Nt13a displays selection buttons CTs1 and CTs2 and selection icons VIs1 and VIs2 for selecting how to stop the video content CTV on the CID 22 and HUD 23, respectively.

[0127] The selection buttons CTs1 and CTs2 are displayed on the display screen of the CID22. As an example, the selection buttons CTs1 and CTs2 are displayed superimposed on the video content CTV. Each of the selection buttons CTs1 and CTs2 has a character string written thereon that specifically specifies how to interrupt the content (second task). Each of the selection buttons CTs1 and CTs2 is a touch icon that can be touched by the user. The driver can select how to stop the content (second task) being provided by inputting a touch operation to the selection button CTs1 or CTs2. Note that in the stop method selection notification Nt13a when the notification strength is set to "strong," the LC message window CTm may remain enlarged.

[0128] The selection icons VIs1 and VIs2 are displayed within the field of view VA by the HUD 23. By displaying the selection icons VIs1 and VIs2, the driver can select a method for interrupting the second task while keeping his or her eyes fixed on the road ahead. The selection icons VIs1 and VIs2 present substantially the same options as the selection buttons CTs1 and CTs2. That is, each of the selection icons VIs1 and VIs2 also contains a character string that specifically specifies a method for interrupting the content (second task). The selection icons VIs1 and VIs2 can be selected by a user operation on the operation device 26. A selection frame VIf is displayed on one of the selected selection icons VIs1 and VIs2. One selection icon VIs1 that displays the selection frame VIf is displayed with higher visibility (brightness) than the other selection icon VIs2. The driver can select the selection icon VIs1 that displays the selection frame VIf by inputting a confirmation operation on the operation device 26.

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

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

[0131] Furthermore, in the LC status StLC presented in the stopping method selection notification Nt13a, the display of the detection icon IdD and the detection frame IdF is terminated in response to the cancellation of the automatic LC. In addition, a merging lane icon LpM is further displayed based on the confirmation that the host vehicle has entered the merging section CfS. The merging lane icon LpM is a solid line image portion extending along the host vehicle lane icon LpS. The merging lane icon LpM, together with the host vehicle lane icon LpS, notifies the driver of the existence of the merging lane ML. Note that the merging lane icon LpM may start to be displayed after the vehicle has passed the TOR point P4. In addition, the surrounding status VIst displayed by the HUD 23 is changed from a mode indicating a standby state of the automatic LC to a mode indicating monitoring of the merging lane ML.

[0132] In S138, learning data that has learned the driver's selection is read from the storage unit 13. Then, one of the options presented to the driver is set as the initial setting, and the process returns to S14 of the main process. Specifically, in S138, a selection frame VIf is displayed in one of the multiple selection icons VIs1, VIs2. In addition, in S138, one of the multiple selection buttons CTs1, CTs2 displayed on the display screen of CID 22 is displayed in a state where it is more visible (display brightness) than the others.

[0133] The LC attempt notification Nt11, LC failure possibility notification Nt12, LC failure notification Nt13, and stop method selection notification Nt13a described so far can function as a monitoring advance notification that notifies of a change in the presence or absence of the periphery monitoring obligation, or as a second task termination advance notification. As an example, in the first embodiment, the LC failure notification Nt13 and the stop method selection notification Nt13a are monitoring advance notifications that notify of a change in the presence or absence of the scheduled periphery monitoring obligation, i.e., a change from a state where there is no periphery monitoring obligation to a state where there is one. On the other hand, the LC failure possibility notification Nt12, which is issued at a different timing than the LC failure notification Nt13 and the stop method selection notification Nt13a but before these notifications, is used as a second task termination advance notification.

[0134] In the first embodiment, when the video content CTV is being viewed as a second task, the LC failure possibility notification Nt12, which serves as a notice of termination, interrupts the display of the video content CTV while continuing audio output. Interrupting the display in this case includes displaying the video content CTV at double speed, hiding most of the video content CTV with another image, and the like.

[0135] In the sub-processing (S14) of learning how to stop content shown in FIG. 21, in S141, the type of second task being performed by the driver is determined, as in S133 (see FIG. 18), and the process proceeds to one of S142 to S145. In S142 to S145, it is determined whether the driver selected the same stopping method as when the second task was interrupted the previous time. If it is determined in S142 to S145 that the driver selected the same stopping method as when the second task was interrupted the previous time, the process proceeds to S146 to S149. In S146 to S149, the current and previous selections are set as the initial display of each second task, and the process returns to S15 of the main process. The initial display setting in S146 to S149 is referred to in S138 (see FIG. 18) from the next time onwards. On the other hand, if it is determined in S142 to S145 that the driver selected a different selection from the previous time, S146 to S149 are skipped and the process returns to S15 of the main process.

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

[0137] In S152, the notification intensity set in S113 (see FIG. 9) is obtained, and the process proceeds to S153. In S153, the method of stopping the content selected by the driver is obtained, and the process proceeds to S154. In S154, while suspending the provision of the content using the method of stopping selected in S153, an RtI notification Nt14 corresponding to the notification intensity obtained in S153 is started, and the process returns to S16 of the main process.

[0138] 23 to 25 show specific examples of the RtI notification Nt14. In the RtI notification Nt14, the display contents of the LC message window CTm and the upper edge message window VIm1 are changed from those of the LC failure notification Nt13. In addition, the background colors of the LC message window CTm and the upper edge message window VIm1 are changed to red, etc. Specifically, the LC message window CTm and the upper edge message window VIm1 each display a message such as "Please take over driving."

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

[0140] The RtI notification Nt14 is performed in accordance with the notification strength. Specifically, in the RtI notification Nt14 when the notification strength is set to "weak," the provision of the video content CTV is interrupted by the stopping method selected by the driver, as shown in Fig. 23. Furthermore, when the notification strength is "weak," audio notification using an alarm sound is not performed.

[0141] In the RtI notification Nt14 shown in FIG. 24 when the notification intensity is set to "normal," the provision of the video content CTV is interrupted by the stopping method selected by the driver. Furthermore, in the RtI notification Nt14 when the notification intensity is "normal," a relatively soft-toned alert sound is played by the audio device 24. Additionally, the HUD 23 further displays a lower edge message window VIm2. The lower edge message window VIm2 displays a message urging the driver to be vigilant around the vehicle, such as "Please be careful of your surroundings."

[0142] In the RtI notification Nt14 shown in FIG. 25 when the notification intensity is set to "strong," the LC message window CTm is even larger than the LC failure possibility notification Nt12 and the LC failure notification Nt13. The video content CTV is hidden by the LC message window CTm. Furthermore, in the RtI notification Nt14 when the notification intensity is "strong," a strong alarm sound (warning sound) is played by the audio device 24. Note that the HUD 23 displays a message such as "Be careful of your surroundings" in the lower message window VIm2, just as when the notification intensity is "normal."

[0143] When the notification intensity is "normal" or "strong," other vehicles are present around the vehicle. Therefore, the LC status StLC of the meter display 21 and the surrounding status VIst of the HUD 23 notify the driver of other vehicles traveling around the vehicle, and together with the lower message window VIm2, urge the driver to be vigilant around the vehicle.

[0144] In the sub-processing (S16) of performing a merge section in-progress notification shown in Figure 26, it is determined in S161 whether vehicle A has passed the merge start point P5. In S161, the process waits for vehicle A to arrive at the merge start point P5. If it is determined in S161 that vehicle A has passed the merging start point P5, the process proceeds to S162.

[0145] In S162, it is determined whether the driver has checked ahead. If it is determined in S162 that the driver has checked ahead, the process proceeds to S164. On the other hand, if it is determined in S162 that the driver has not checked ahead, the process proceeds to S163. In S163, a periphery monitoring request notification Nt21 is sent to the driver, and the process proceeds to S164. The periphery monitoring request notification Nt21 notifies that there has been a change in the presence or absence of the periphery monitoring obligation, more specifically, that there has been a change from a state in which there is no periphery monitoring obligation to a state in which there is a periphery monitoring obligation.

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

[0147] In S166, a transition determination to MRM is performed. Specifically, in S166, it is determined whether a predetermined time (for example, about 15 seconds) has elapsed since the periphery monitoring request notification Nt21 in S163 or the hands-on request notification Nt22 in S165. If neither the periphery monitoring request nor the hands-on request has been notified, or if the driver has appropriately responded to the periphery monitoring request or the hands-on request, the process returns from S166 to S17 of the main process.

[0148] On the other hand, if a predetermined time has passed since the periphery monitoring request notification Nt21 in S163 without the driver checking what is ahead, the process proceeds from S166 to S167. Similarly, if a predetermined time has passed since the hands-on request notification Nt22 in S165 without the driver gripping the steering wheel, the process proceeds from S166 to S167. In S167, the MRM transition notification Nt23 is started to synchronize with the transition to MRM by the autonomous driving system 50, and the process returns to S17 of the main processing.

[0149] The autonomous driving level temporarily changes to level 2 in the merging section CfS, but changes back to level 3 after passing through the merging section CfS. Therefore, transitioning to MRM simply because the driver does not satisfy the conditions for avoiding transition to MRM due to a temporary change in the autonomous driving level may actually be bothersome to the driver. Therefore, in S166, if the driver does not grip the steering wheel for a period of time shorter than 15 seconds (for example, 5 seconds) and then transition to level 3 autonomous driving is made, only a predetermined attention notification is given to the driver, and transition to MRM is not made. In this case, the attention notification is a notification instructing the driver to operate correctly from the next time onwards.

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

[0151] In S172, it is determined whether the road on which the vehicle is traveling is congested. The determination of whether the road is congested is made, for example, based on vehicle speed information and the results of detection of other vehicles by the environment recognition unit 61. If it is determined in S172 that the road is congested, the process proceeds to S174. As a result, when the vehicle is traveling through a congested section, the timing control for resuming content provision is stopped.

[0152] On the other hand, if it is determined in S172 that there is no traffic jam, the process proceeds to S173. In S173, the point at which the driver finished the second task, i.e., the interruption timing, is determined. In S174 to S176, the restart point at which provision of video content CTV or the like is permitted to resume, i.e., the permission timing, is changed depending on the interruption timing.

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

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

[0155] In S177, the restart point for level 3 autonomous driving is displayed as the vehicle passes the merging end point P6. In addition, in S177, the reason for the delay in restarting the second task is further notified, and the process proceeds to S178. In S178, a restart suggestion notification Nt31 is issued to suggest restarting the second task at the restart point set in S174 to S176, and the series of presentation control processes is terminated.

[0156] 28, the display of the LC message window CTm and the upper edge message window VIm1 is terminated. In addition, the restart suggestion notification Nt31 displays a resume button CTr and a resume icon VIr, which instruct the user to resume providing the content, on the CID 22 and the HUD 23, respectively. The resume button CTr is displayed on the display screen of the CID 22, superimposed on the video content CTV, etc., whose provision has been suspended. The resume button CTr has written thereon a message such as "Resume." The resume icon VIr is displayed in the center of the lower edge of the field of view VA of the HUD 23. The resume icon VIr has written thereon a message such as "Do you want to resume?" The driver resumes playback of the video content CTV, etc., whose provision has been suspended, by touching the resume button CTr or operating the operation device 26 to select the resume icon VIr.

[0157] The details of the display transition of the LC status StLC displayed in the above-described second task interruption process will be further summarized and explained with reference to FIG. 4 and based on FIG. 29 and FIG. 30.

[0158] Figure 29 shows the display transition when automatic LC fails. In the host vehicle lane display MH1 before vehicle A reaches the LC start point P1, the LC status StLC displays the host vehicle icon IcS and the host vehicle lane icon LpS (only). If automatic LC is not activated, the adjacent lane icon LpA will not be displayed even if an adjacent lane exists.

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

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

[0161] Furthermore, when the environment recognition unit 61 detects a merging vehicle Ac, the merging lane additional display MH3 changes to a merging vehicle display MH4. In the merging vehicle display MH4, the other vehicle icon IcX is displayed between the merging lane icon LpM and the host vehicle lane icon LpS. The display position of the other vehicle icon IcX changes depending on the relative position of the merging vehicle Ac. Then, when vehicle A passes the merging end point P6, the LC status StLC returns to the host vehicle lane display MH1, which displays only the host vehicle icon IcS and the host vehicle lane icon LpS.

[0162] Figure 30 shows the display transition when automatic LC is successful. In this case, before vehicle A reaches LC start point P1, the LC status StLC is set to the host vehicle lane display MH1, which displays (only) the host vehicle icon IcS and the host vehicle lane icon LpS. Then, with the start of automatic LC, the LC status StLC transitions to the LC side lane additional display MH2. As a result, the adjacent lane icon LpA is also displayed.

[0163] When the automatic LC transitions from the standby state to the execution state, the LC status StLC is changed to the LC execution display MH5. In the LC execution display MH5, as vehicle A moves laterally, the host vehicle lane icon LpS and the adjacent lane icon LpA move in the opposite direction to the movement of vehicle A relative to the host vehicle icon IcS. At this time, the display position of the host vehicle icon IcS is maintained approximately in the center of the LC status StLC. As the host vehicle lane icon LpS and the adjacent lane icon LpA move, the host vehicle icon IcS moves between the host vehicle lane icon LpS and the adjacent lane icon LpA. Then, when the automatic LC is completed, the display of one of the host vehicle lane icons LpS farthest from the host vehicle icon IcS is terminated. Furthermore, the other host vehicle lane icon LpS, which continues to be displayed, is changed from a dashed line to a solid line. As a result, the LC status StLC returns to the host vehicle lane display MH1.

[0164] In the first embodiment described above, when a decision is made to suspend the second task during the autonomous driving period, the method of providing content related to the second task is changed. Therefore, the driver can recognize the current situation in which a shift from the autonomous driving function to driving control is required from the change in the method of providing content. As a result, the driver is more likely to understand that the second task was suspended at the system's discretion. Therefore, the driver's discomfort when the second task is suspended can be reduced, and the driver's convenience regarding the shift from driving control can be improved.

[0165] Additionally, in the first embodiment, when a decision is made to suspend the second task during an automated driving period, options are presented for selecting a method for suspending content provided in connection with the second task. Therefore, the driver can recognize the current situation in which a shift from automated driving to driving control is required through the process of selecting a suspension method based on the options. This makes it easier for the driver to understand that the system has decided to suspend the second task. Therefore, it is possible to reduce the driver's discomfort when the second task is suspended, and ultimately to improve the driver's convenience regarding the shift from automated driving to driving control.

[0166] In the first embodiment, the method of providing the video content CTV is changed before the stop method selection notification Nt13a presenting the options is executed. As described above, if the process of changing the presentation method of the video content CTV and the process of presenting the options are executed sequentially, the driver can easily shift his / her attention from the second task to driving. As a result, the possibility that the interruption of the second task is perceived as unpleasant can be further reduced.

[0167] Furthermore, in the first embodiment, the stop method selection notification Nt13a presents options according to the type of second task being performed by the driver. As described above, the driver can select his / her preferred interruption method from the interruption method options appropriately set according to the second task being performed. In this way, reducing the sense of incongruity of the options makes it easier for the driver to accept interrupting the second task.

[0168] Additionally, in the first embodiment, the driver is notified of the state of the automatic LC that avoids the interruption of the second task. Therefore, the driver can select a method of interrupting the content after knowing that the automatic driving system 50 is not simply requesting the driver to take over driving, but is unavoidably requesting a change of driving because the automatic LC as an avoidance action failed. As a result, the driver's discomfort with the interruption of the second task is further reduced.

[0169] Furthermore, based on the status notification of the automatic LC via the LC status StLC and the LC message window CTm, the driver is informed that a change in the method of providing content has been requested due to an unavoidable failure of the automatic LC. In this way, by obtaining additional information from the automatic driving system 50, the driver's discomfort regarding the interruption of the second task is more likely to be reduced.

[0170] In the first embodiment, the selection screen SG, which allows the driver to select whether or not to perform automatic LC as an avoidance action, is presented to the driver by the provision control unit 84. In this way, if the driver selects whether or not to perform automatic LC, the driving that the driver desires is realized. As a result, it is possible to increase the driver's sense of satisfaction.

[0171] Furthermore, in the first embodiment, the driver is notified on the selection screen SG that whether or not to perform the automatic LC will affect whether or not to continue the second task. Therefore, the driver can easily understand how the content of the driving control by the automatic driving function, i.e., the automatic driving level, changes depending on whether or not to perform the automatic LC. In this way, if information that can serve as a guide is provided when the driver makes a selection, the driver can smoothly determine whether or not to perform the automatic LC. As a result, improved convenience is realized.

[0172] In the first embodiment, the intensity of the RtI notification Nt14 is changed depending on the driver's state. This prevents the driver from overlooking the notification and allows the RtI notification Nt14 to be implemented in a manner that is less likely to be perceived as an annoyance by the driver. This can further reduce the driver's discomfort. Furthermore, in the first embodiment, the method of providing the video content CTV is changed depending on the driver's state. As a result of the above, it is possible to appropriately switch the driver's attention from the secondary task to the driving act.

[0173] Additionally, in the first embodiment, the strength of the RtI notification Nt14 is changed depending on the status of other vehicles traveling around the vehicle. Therefore, when many other vehicles are present, a strong notification can promptly direct the driver's attention to driving. As a result, the driver can easily cope with a high driving load after interrupting the second task. As a result, the driver's impatience and discomfort are likely to be reduced.

[0174] In the first embodiment, the timing of the LC attempt notification Nt11, the LC failure possibility notification Nt12, and the LC failure notification Nt13, in other words, the LC start point P1 to the final point P3, are changed depending on the state of other vehicles traveling around the vehicle. This also allows the driver to interrupt the second task and transition to the subsequent driving action with ample time to spare. As a result, the driver's impatience and discomfort are further reduced.

[0175] In the first embodiment, the timing at which the driver interrupts the second task is grasped. The timing at which the content provision is permitted to resume is changed depending on the timing at which the driver interrupts the second task. Therefore, the second task interruption time can be maintained approximately constant. As a result, the driver is more likely to be motivated to interrupt the second task of his or her own volition.

[0176] Furthermore, in the first embodiment, the method of interrupting the second task selected by the driver is learned. Then, the notification of the selected method of interrupting the second task is initially displayed based on the learned method. As a result, the inconvenience of the selection operation performed when interrupting the second task can be reduced.

[0177] Furthermore, in the first embodiment, the driver is notified of the operating state of the automatic LC that is attempting to avoid entering the merging section CfS by the LC status StLC or the like displayed on the meter display 21. In this LC status StLC, the number of lanes is increased or decreased by switching between displaying and hiding the adjacent lane icon LpA and the merging lane icon LpM. As a result, information that the driver needs to understand is presented at the necessary timing. As described above, when passing through the merging section CfS, the driver can easily make an appropriate decision regarding a driving change by referring to the information provided by the LC status StLC.

[0178] Additionally, according to the first embodiment, in addition to the periphery monitoring request notification Nt21 that notifies that the presence or absence of the periphery monitoring obligation has changed, an LC failure notification Nt13 that notifies of a change in the presence or absence of the scheduled periphery monitoring obligation is also issued. Therefore, even if the driver is performing a second task during an automated driving period in which there is no periphery monitoring obligation, the driver can be made aware early on that the automated driving function has requested a driver-to-drive transition. This makes it possible to improve the driver's convenience regarding the driver-to-drive transition.

[0179] Furthermore, in the first embodiment, when a transition from eyes-off driving to hands-off driving is planned, which will result in a change from a state in which there is no obligation to monitor the surroundings to a state in which there is an obligation to monitor the surroundings, the LC failure possibility notification Nt12 is issued at a different timing from the LC failure notification Nt13. The LC failure possibility notification Nt12 can function to notify the driver of the end (interruption) of the second task. By not simultaneously presenting the LC failure possibility notification Nt12 and the LC failure notification Nt13, it is possible to reduce driver confusion. Therefore, improved convenience is achieved.

[0180] Furthermore, in the first embodiment, the LC failure possibility notification Nt12, which notifies the driver of the end of the second task, is issued before the LC failure notification Nt13, which notifies the driver of a change in the presence or absence of the periphery monitoring obligation. As described above, if the LC failure possibility notification Nt12 functions as a notice of the end of the second task, the driver can be prompted to end the second task early. As a result, the time available before resuming periphery monitoring is extended, which allows for a smooth driver handover.

[0181] Additionally, in the first embodiment, when the driver is watching the video content CTV as a second task, the LC failure possibility notification Nt12 suspends the display while continuing the audio output. This notification allows the driver's attention to smoothly shift from the video content CTV to monitoring the surroundings. As a result, the driver is less likely to feel uncomfortable about the driver handover.

[0182] In the above embodiment, the second task corresponds to a "specific action," and the automatic LC corresponds to an "avoidance action" and a "specific driving control." The LC failure possibility notification Nt12 corresponds to a "termination advance notice," the LC failure notification Nt13 and the stopping method selection notification Nt13a correspond to a "monitoring advance notice," the RtI notification Nt14 corresponds to a "request notice," and the periphery monitoring request notification Nt21 corresponds to a "periphery monitoring notice." Furthermore, the switching control unit 82 corresponds to an "interruption determination unit" and a "monitoring obligation grasping unit," the integrated state estimation unit 83 corresponds to a "driver state grasping unit," the video content CTV corresponds to "content," and the HCU 100 corresponds to a "presentation control device."

[0183] Second Embodiment 31 to 35 is a modified example of the first embodiment. In the second embodiment, the selection screen SG (see FIG. 4) for inquiring whether or not to perform automatic LC is not displayed. In addition, the merging preparation section CpS located on the near side of the merging section CfS is extended toward the LC start point P1.

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

[0185] On the other hand, if it is not possible to detect the merging vehicle Ac (S262: NO), or if the presence of the merging vehicle Ac is recognized (S263: YES), the automatic driving ECU 50b decides to execute automatic LC. As in the first embodiment, the automatic driving ECU 50b continues attempting automatic LC until the vehicle A passes the confirmed point P3, and if the vehicle A passes the confirmed point P3 without being able to execute automatic LC (S267: YES), the automatic driving ECU 50b cancels automatic LC (S268). On the other hand, if it becomes possible to start automatic LC before the vehicle A passes the confirmed point P3 (S265: YES), the automatic driving ECU 50b executes automatic LC (S266). Note that the processing of S267 to S272 is substantially the same as that of the first embodiment.

[0186] Based on the fact that the automatic driving ECU 50b is planning to execute automatic LC, the HCU 100 issues an LC execution notification Nt15. If automatic LC is started smoothly, the LC execution notification Nt15 is initiated before the timing of the LC failure possibility notification Nt12, which would be issued if automatic LC could not be started. The screen display of the meter display 21 in the LC execution notification Nt15 includes the driver status STD, the schedule window Wsc, and the message window Mw2 (see FIG. 34). Note that the screen display of the meter display 21, including the driver status STD and the message window Mw2, may also be implemented as the LC attempt notification Nt11.

[0187] The driver status STD is displayed in the center of the screen of the meter display 21 and indicates the driving task required of the driver. When vehicle A is traveling in level 3 autonomous driving, the driver status STD is displayed as a driver icon ICd sitting in a chair icon ICi. The driver icon ICd is displayed as a human-shaped object reclining backward. The driver status STD functions as continuation possibility information In1 and notifies the driver that second driving can be continued even if automatic LC is executed.

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

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

[0190] The HCU 100 notifies the driver that the automatic LC has been completed by changing the LC execution notification Nt15. Specifically, when the automatic LC has been completed, the HCU 100 hides the message window Mw2 including the host vehicle control information In2 (see FIG. 35). Meanwhile, the HCU 100 indicates to the driver that the second task can continue by continuing to display the driver status STD that notifies the continuation possibility information In1.

[0191] For example, the autonomous driving ECU 50b further determines the length of the merging section CfS when it determines the existence of the merging section CfS (S260). The autonomous driving ECU 50b determines in advance, depending on the length of the merging section CfS, whether to continue eyes-off driving at autonomous driving level 3 in the merging section CfS or to transition to hands-off driving at autonomous driving level 2. When vehicle A enters the merging section CfS (S273: YES), and if the length of the merging section CfS exceeds the continuation threshold (S274: YES), the autonomous driving ECU 50b continues eyes-off driving (S275). On the other hand, if the length of the merging section CfS is less than the continuation threshold (S274: NO), the autonomous driving ECU 50b transitions from eyes-off driving to hands-off driving (S276). In the second embodiment, eyes-off driving is continued even when the section length is substantially equal to the continuation threshold value. The continuation threshold value may be a predetermined value or may be changed depending on the number of lanes, the width of each lane, the speed limit, etc. of the road indicated by the map data.

[0192] The autonomous driving ECU 50b changes the autonomous driving level depending on whether or not a merging vehicle Ac is present during travel through the merging section CfS. Additionally, if the autonomous driving ECU 50b determines the presence of a merging vehicle Ac, it further determines the autonomous driving control status of the merging vehicle Ac and changes the autonomous driving level depending on the autonomous driving control status. Specifically, while eyes-off driving is being performed (S275), if the autonomous driving ECU 50b determines that a merging vehicle Ac is not present (S277: NO), it decides to continue eyes-off driving. Furthermore, while eyes-off driving is being performed (S275), if the autonomous driving ECU 50b determines that the merging vehicle Ac is its own vehicle (S278: YES), it decides to transition to hands-off driving, in which the driver is not required to perform steering operations (S280). Note that if the merging vehicle Ac is its own vehicle, it may decide to continue eyes-off driving. Furthermore, if the autonomous driving ECU 50b cannot determine that the merging vehicle Ac is an autonomously driven vehicle (S278: NO), it decides to transition to hands-on driving, which requires the driver to hold the steering wheel (S279).

[0193] On the other hand, when hands-off driving is being performed (S276), if the automatic driving ECU 50b determines that there is no merging vehicle Ac (S277: NO), it decides to continue hands-off driving. Furthermore, when hands-off driving is being performed (S276), if the automatic driving ECU 50b determines that the merging vehicle Ac is the driver's own vehicle (S278: YES), it also decides to continue hands-off driving (S280). Furthermore, when the automatic driving ECU 50b cannot determine that the merging vehicle Ac is an automatically driven vehicle (S278: NO), it decides to transition to hands-on driving (S279).

[0194] When vehicle A leaves the merging section CfS (S281: YES), the autonomous driving ECU 50b resumes eyes-off driving at autonomous driving level 3. In this way, when vehicle A transitions from a state with a periphery monitoring obligation to a state without a periphery monitoring obligation, the HCU 100 displays a message window Mw2 on the meter display 21 before leaving the merging section CfS. The message window Mw2 displays a first message stating, "The merging section will soon end," and a second message stating, "After the merging section ends, the second task will be available." In this case, the first message also becomes the host vehicle control information In2. When vehicle A passes through the merging end point P6, the HCU 100 hides the message window Mw2 and continues to display the driver status STD to notify the driver that the second task is permitted.

[0195] The second embodiment described so far also has the same effects as the first embodiment, and can improve the convenience for drivers involved in taking over driving.

[0196] Additionally, in the second embodiment, when the automatic LC is scheduled to be executed by the automatic driving ECU 50b, continuation possibility information In1 indicating that the second task can be continued and host vehicle control information In2 relating to at least one of the driving environment and control state of vehicle A are displayed. These pieces of information In1 and In2 are then displayed on the display screen of the meter display 21 as an LC execution notification Nt15 prior to the timing of the LC failure possibility notification Nt12, which notifies the completion of the second task.

[0197] When automatic LC is performed, the driver tends to consider the possibility that monitoring of the surroundings is required even in a situation where the driver is not obligated to do so. Therefore, if the continuation possibility information In1 indicates that the second task can be continued, the driver can continue the second task with peace of mind even in a situation where automatic LC is being performed.

[0198] Furthermore, if the vehicle control information In2 is also notified in addition to the continuity information In1, the driver can easily understand the driving environment and control status related to the automatic LC. As a result, it is possible to increase the driver's sense of security when driving control such as the automatic LC is performed.

[0199] In the second embodiment, when the automatic LC is completed, or when the vehicle exits the merging section CfS and transitions from a state with a periphery monitoring obligation to a state without a periphery monitoring obligation, the host vehicle control information In2 is hidden, while the second task continuation possibility information In1 continues to be displayed. Thus, when the host vehicle control information In2 is hidden, the types of information presented by the screen display are reduced. As a result, the continuation possibility information In1 is emphasized on the screen display, making it easier for the driver to understand that the second task can be continued.

[0200] (Third embodiment) The third embodiment shown in Figures 36 and 37 is another modified example of the first embodiment. The autonomous driving ECU 50b of the third embodiment switches the autonomous driving level not only when it identifies a merging section CfS in the direction of travel based on the end point of a climbing lane and a lane narrowing point in the map data, but also when another vehicle cuts in from an adjacent lane. Below, in the third embodiment, details of possible cut-in situations that are subject to autonomous driving level control are described. Note that the automation level control process (see Figure 37) described in the third embodiment is continuously performed during the period when the vehicle is traveling using level 3 autonomous driving.

[0201] In the driving scene shown in Figure 36, vehicle A is automatically traveling in a driving lane DL located in the center of a road that includes three lanes in each direction, without the driver having to monitor the surroundings. One lane adjacent to the driving lane DL is a merging lane ML, and the lane located on the opposite side of the driving lane DL from the merging lane ML is an overtaking lane PL. Unlike the first embodiment, the merging lane ML is a lane that does not disappear in the traveling direction, and is, for example, a branch lane that branches off from the driving lane DL in the traveling direction.

[0202] The environment recognition unit 61 performs a process of identifying the merging section CfS in the traveling direction based on map data, as well as a process of identifying the status of other vehicles traveling around vehicle A. Specifically, the environment recognition unit 61 identifies another vehicle that cuts in from the merging lane ML to the driving lane DL as a merging vehicle Ac. In addition to other vehicles that have started to change lanes from the merging lane ML to the driving lane DL, the environment recognition unit 61 also identifies other vehicles that are expected to merge into the driving lane DL as merging vehicles Ac.

[0203] The environment recognition unit 61 recognizes a preceding vehicle Af traveling in the traveling direction of the vehicle A and other cutting-in vehicles As traveling in the overtaking lane PL. The environment recognition unit 61 recognizes, as other cutting-in vehicles As, other vehicles that are expected to cut in to the driving lane DL, in addition to other vehicles that have started to change lanes from the overtaking lane PL to the driving lane DL.

[0204] When the environment recognition unit 61 recognizes the existence of a merging section CfS or detects a merging vehicle Ac attempting to cut in ahead of the vehicle A, the environment recognition unit 61 determines that the scene is a cut-in predicted scene (S301). When the environment recognition unit 61 determines that the current traveling environment of the vehicle is a cut-in expected scene (S301: YES), the environment recognition unit 61 recognizes the existence of the preceding vehicle Af and the cutting-in other vehicle As (S302 and S303).

[0205] When the environment recognition unit 61 recognizes the presence of a preceding vehicle Af (S302: YES), the behavior determination unit 62 sets an interruption section TXS ahead of the host vehicle and lowers the autonomous driving level from level 3 autonomous driving to level 2 hands-off driving (S304). Similarly, when the environment recognition unit 61 recognizes the presence of another cutting-in vehicle As (S303: YES), the behavior determination unit 62 lowers the autonomous driving level from level 3 autonomous driving to level 2 hands-off driving (S304).

[0206] If neither the preceding vehicle Af nor the cutting-in other vehicle As is recognized (S303: NO), the behavior determination unit 62 continues level 3 automated driving (S305). The behavior determination unit 62 continues to recognize the preceding vehicle Af and the cutting-in other vehicle As until the environment recognition unit 61 determines that the cutting-in predicted scene has ended. Then, when the environment recognition unit 61 determines that the cutting-in predicted scene has ended (S306: YES), the behavior determination unit 62 ends the series of automation level control processes.

[0207] In the third embodiment described so far, when the cut-in of a merging vehicle Ac is detected, the autonomous driving level is determined depending on the presence or absence of other vehicles other than the merging vehicle Ac. Therefore, even if the merging vehicle Ac is encountered while traveling using the autonomous driving function, autonomous driving at an appropriate autonomous driving level can be continued. As a result, there are fewer opportunities for the autonomous driving function to transfer the driving task to the driver, which makes it possible to improve the convenience of the driver regarding driving handovers.

[0208] Additionally, in the third embodiment, the presence or absence of a preceding vehicle Af or a cutting-in vehicle As is detected, and the autonomous driving level of the host vehicle is determined based on the presence of these. Such control of the automation level makes it possible to determine an autonomous driving level that appropriately reflects the presence of a preceding vehicle Af or a cutting-in vehicle As, which have an influence on the driving state of the host vehicle. Therefore, the driver's driving burden is reduced while the risk to other vehicles is suppressed.

[0209] Furthermore, in the third embodiment, when a preceding vehicle Af is present, the merging vehicle Ac is likely to move between the host vehicle and the preceding vehicle Af. In such a scenario, the merging vehicle Ac that has changed lanes into the driving lane DL tends to decelerate ahead of the host vehicle. Therefore, by controlling to lower the autonomous driving level when a preceding vehicle Af is present, the driver can smoothly respond even if the merging vehicle Ac that has cut in front of the host vehicle decelerates.

[0210] Furthermore, in the third embodiment, when there is no cutting-in vehicle As in the overtaking lane PL, it is possible to change lanes of the own vehicle into the overtaking lane PL to avoid a merging vehicle Ac that has cut in to the driving lane DL. Therefore, by controlling to continue level 3 automated driving when there is no cutting-in vehicle As, it is possible to reduce the driving burden on the driver while suppressing the risk to other vehicles.

[0211] Additionally, in the third embodiment, by processing to identify other vehicles that are expected to merge from the merging lane ML into the driving lane DL as merging vehicles Ac, other vehicles that pose a risk to the vehicle can be identified early on. As a result, it is possible to ensure that the driver has more time to respond when the autonomous driving level is lowered.

[0212] (Fourth embodiment) The fourth embodiment shown in Figures 38 and 39 is another modified example of the first embodiment. The automation level control process of the fourth embodiment controls the autonomous driving level of the host vehicle in the driving scene shown in Figure 38. In this driving scene, vehicle A is driving in the passing lane PL using level 3 autonomous driving, and since it continues to drive within the lane, it does not enter the merging section CfS defined in the driving lane DL.

[0213] When the environment recognition unit 61 recognizes a merging section CfS that exists in the traveling direction, the autonomous driving ECU 50b starts the automation level control process shown in Fig. 39. The autonomous driving ECU 50b determines whether an interruption section TXS, which includes the merging section CfS, has entered the detection range of a periphery monitoring sensor 30, such as a camera unit 31 (S401). When the interruption section TXS has entered the detection range of the periphery monitoring sensor 30, the environment recognition unit 61 determines whether or not there is another vehicle (hereinafter, a parallel running vehicle Ao) traveling in the interruption section TXS (S402). When the environment recognition unit 61 recognizes the presence of the parallel running vehicle Ao (S402: YES), the behavior determination unit 62 lowers the autonomous driving level from level 3 autonomous driving to level 2 hands-off driving (S403). On the other hand, if the presence of the parallel traveling vehicle Ao traveling in the interruption section TXS is not detected (S402: NO), the behavior determination unit 62 continues the level 3 automated driving (S404).

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

[0215] According to the fourth embodiment described above, when traveling in the passing lane PL, the presence of a parallel traveling vehicle Ao traveling in the merging section CfS defined in the driving lane DL is detected, and the autonomous driving level of the host vehicle is determined depending on the presence or absence of the parallel traveling vehicle Ao in the merging section CfS. Therefore, even if the movement of a merging vehicle Ac from the merging lane ML to the driving lane DL (merging section CfS) causes the parallel traveling vehicle Ao to move from the merging section CfS to the passing lane PL, the host vehicle can continue autonomous driving at a level that allows it to appropriately respond to the parallel traveling vehicle Ao. As a result, there are fewer opportunities for the autonomous driving function to transfer the driving task to the driver, which improves the convenience of the driver in relation to driving handovers.

[0216] Additionally, in the fourth embodiment, when a parallel vehicle Ao is present in the merging section CfS, the autonomous driving level of the vehicle is shifted to hands-off driving, which requires the driver to monitor the surrounding area. Therefore, even if the parallel vehicle Ao suddenly moves into the overtaking lane PL, the autonomous driving level is controlled to be lowered in advance, allowing the driver to respond smoothly.

[0217] Fifth Embodiment 40 and 41 is yet another modified example of the first embodiment. The autonomous driving ECU 50b of the fifth embodiment performs autonomous driving at autonomous driving level 3 in accordance with the laws and regulations of the country or region in which the vehicle A is used.

[0218] The autonomous driving ECU 50b does not change lanes during unsupervised autonomous driving, based on regulations prohibiting automatic LC at autonomous driving level 3. When the autonomous driving ECU 50b attempts to change lanes while continuing eyes-off driving at autonomous driving level 3, the behavior determination unit 62 lowers the automation level before starting the lane change. This causes vehicle A to transition from eyes-off driving to supervised autonomous driving, such as hands-off driving or hands-on driving.

[0219] The HCU 100 provides information corresponding to the switching of the automation level described above. In response to the autonomous driving ECU 50b not performing automatic LC, the provision control unit 84 of the HCU 100 changes the way video content CTV and the like provided in connection with the second task is presented before the vehicle reaches the LC start point P1. After changing the way the content is presented, the provision control unit 84 presents an option for selecting how to stop the content, and temporarily terminates the provision of the content at the LC start point P1. If vehicle A continues traveling in the driving lane DL without changing lanes, the provision of content related to the second task is suspended until the vehicle passes the merging end point P6.

[0220] Before reaching the LC start point P1, the provision control unit 84 suggests to the driver that they change lanes from the driving lane DL to the passing lane PL in parallel with the process of changing the way content is presented. When the driver inputs an operation that triggers the start of a lane change in response to the suggestion from the system, a lane change is started by the autonomous driving ECU 50b during hands-off driving or hands-on driving.

[0221] When vehicle A passes LC start point P1, the provision control unit 84 issues a periphery monitoring prompt notification in parallel with the LC attempt notification. The periphery monitoring prompt notification prompts the driver to monitor the surroundings of vehicle A, particularly the overtaking lane PL, which is the direction of movement. The periphery monitoring prompt notification is issued by at least one of the meter display 21, CID 22, and HUD 23. The periphery monitoring prompt notification is issued, for example, by a non-superimposed display on the HUD 23. When a lane change at autonomous driving level 2 or a manual lane change is successful in the section from LC start point P1 to TOR point P4, the autonomous driving ECU 50b resumes autonomous driving without monitoring at autonomous driving level 3 in the overtaking lane PL. The provision control unit 84 resumes the provision of the suspended content in conjunction with the resumption of autonomous driving without monitoring at autonomous driving level 3.

[0222] In the fifth embodiment, the autonomous driving ECU 50b has various settings that restrict autonomous driving at autonomous driving level 3, in addition to settings that prohibit automatic LC. Specifically, as in the above embodiments, the autonomous driving ECU 50b disables unmonitored autonomous driving in the interruption section TXS, which includes the merging section CfS. While enabling unmonitored autonomous driving in the passing lane PL, the autonomous driving ECU 50b does not permit continuous driving in the passing lane PL for a predetermined distance (e.g., 2 km) or more. However, if the host vehicle is traveling in a traffic jam, the autonomous driving ECU 50b permits continued unmonitored autonomous driving in the passing lane PL. Note that the autonomous driving ECU 50b does not permit unmonitored autonomous driving in the merging section CfS, even when the host vehicle is traveling in a traffic jam.

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

[0224] When the autonomous driving ECU 50b is causing vehicle A to autonomously drive at autonomous driving level 3, the recommended lane selection unit 181 selects a recommended driving lane RL from among multiple lanes included in the road on which the vehicle is traveling. The recommended driving lane RL is the lane among the multiple lanes on which autonomous driving without monitoring by the autonomous driving ECU 50b is estimated to continue for the longest time or distance. The recommended lane selection unit 181 grasps the restriction rules for autonomous driving at level 3 set in the autonomous driving ECU 50b. The recommended lane selection unit 181 cooperates with the surrounding condition grasping unit 81 to grasp the driving environment around the vehicle and in the direction of travel. The recommended lane selection unit 181 combines the various grasped information to select the recommended driving lane RL.

[0225] When autonomous driving ECU 50b is performing unmonitored autonomous driving at autonomous driving level 3, the notification control unit 84 suggests to the driver that they travel in the recommended driving lane RL selected by the recommended lane selection unit 181. The recommended lane notification that notifies the driver of the recommended driving lane RL is performed by at least one of the meter display 21, CID 22, and HUD 23, for example, by a non-superimposed display on the HUD 23. Below, a number of driving scenes in which the recommended lane notification is performed by cooperation between the recommended lane selection unit 181 and the notification control unit 84 will be described based on FIGS. 42 to 47 and with reference to FIG. 40.

[0226] In the driving scene shown in FIG. 42, it is predicted that the vehicle will enter a traffic jam during autonomous driving at autonomous driving level 3. The recommended lane selection unit 181 predicts the occurrence of a traffic jam in the traveling direction based on the traveling environment grasped in cooperation with the surrounding state grasping unit 81. As one example, the recommended lane selection unit 181 acquires traffic jam information in the traveling direction via external vehicle communication. As another example, the recommended lane selection unit 181 determines whether the vehicle is predicted to enter a traffic jam and whether the vehicle is currently traveling in a traffic jam based on vehicle speed information, map data, the planned traveling route, and recognition information about the vehicle's surroundings. When it predicts entry into a traffic jam area CA, the recommended lane selection unit 181 sets the overtaking lane PL as the recommended traveling lane RL before the vehicle reaches the traffic jam area CA.

[0227] The recommendation control unit 84 suggests to the driver that they travel in the overtaking lane PL based on the recommended lane selection unit 181 selecting the overtaking lane PL as the recommended driving lane RL. When the overtaking lane PL is selected as the recommended driving lane RL while traveling in the driving lane DL, the recommendation control unit 84 suggests to the driver that they change lanes to the overtaking lane PL in automated driving with monitoring at automated driving level 2 before the host vehicle enters the congestion area CA. By changing lanes in this way, the vehicle avoids traveling in the interruption section TXS, which includes the merging section CfS, located in the driving lane DL. Furthermore, in the congestion area CA, continued traveling in the overtaking lane PL at automated driving level 3 is permitted. As a result, automated driving without monitoring at automated driving level 3 resumed in the overtaking lane PL can be continued for a long time or a long distance.

[0228] On the other hand, if the overtaking lane PL in which the vehicle is traveling is selected as the recommended driving lane RL, the recommendation control unit 84 suggests to the driver that the vehicle continue traveling in the overtaking lane PL before the vehicle enters the congestion area CA. Even in this case, traveling in the merging section CfS, which is outside the limited area, is avoided, so unmonitored autonomous driving at autonomous driving level 3 can continue for a long time or long distance in the overtaking lane PL.

[0229] In the driving scene shown in Figure 43, no traffic congestion has occurred. To avoid traveling in the merging section CfS, the autonomous driving ECU 50b performs a lane change from the driving lane DL to the passing lane PL at autonomous driving level 2, and then starts autonomous driving at autonomous driving level 3 in the passing lane PL. In this case, the recommended lane selection unit 181 sets the driving lane DL to the recommended driving lane RL. Therefore, the provision control unit 84 prompts the vehicle to change to the driving lane DL after autonomous driving at autonomous driving level 3 has continued for a predetermined distance. In this case, the lane change from the passing lane PL to the driving lane DL is performed in a state where autonomous driving level has been lowered to 2. The autonomous driving ECU 50b resumes autonomous driving without monitoring at autonomous driving level 3 in the driving lane DL.

[0230] In the driving scenes shown in Figures 44 and 45, vehicle A is driving on a multi-lane road. On a multi-lane road with three or more lanes in each direction, the recommended lane selection unit 181 selects the center lane CL, excluding the lanes on both the left and right ends, as the recommended driving lane RL. As an example, the recommended lane selection unit 181 determines the number of lanes on the road on which the vehicle is traveling based on three-dimensional map data and determines whether the road is a multi-lane road. When vehicle A is driving in the center lane CL under unmonitored autonomous driving at autonomous driving level 3 (see Figure 44), the provision control unit 84 suggests to the driver that they continue driving in the center lane CL based on the fact that the center lane CL has been set as the recommended driving lane RL.

[0231] On the other hand, when vehicle A is traveling in the leftmost driving lane DL in unmonitored automatic driving, the notification control unit 84 issues a recommended lane notification to encourage the vehicle to change lanes to the center lane CL based on the fact that the center lane CL has been set as the recommended driving lane RL (see FIG. 45). As a result, although unmonitored automatic driving is temporarily interrupted to change lanes, traveling through the interruption section TXS, which includes the merging section CfS, is avoided, and therefore unmonitored automatic driving can be continued in the center lane CL, which is the destination. Also, even when vehicle A is traveling in the rightmost passing lane PL in unmonitored automatic driving, the notification control unit 84 issues a recommended lane notification to encourage the vehicle to change lanes to the center lane CL. As a result, a lane change suggestion that would restrict continued traveling in the passing lane PL is avoided.

[0232] Here, the recommended lane selection unit 181 determines whether or not it is permissible to travel in the center lane CL based on the speed limit specified for the multi-lane road. As an example, the autonomous driving ECU 50b is set with an upper limit speed at which unmonitored autonomous driving of autonomous driving level 3 can be performed. The recommended lane selection unit 181 determines the maximum speed set for the multi-lane road on which the vehicle is traveling, for example, based on map data or the results of sign recognition. If the maximum speed is higher than a predetermined threshold speed, the recommended lane selection unit 181 does not set the center lane CL as the recommended driving lane RL. As a result, the recommended lane notification recommending travel in the center lane CL is also canceled on multi-lane roads where the maximum speed is higher than the predetermined threshold speed. Such a threshold speed is set based on the upper limit speed at which unmonitored autonomous driving can be performed. For example, the threshold speed is set to the same speed as the upper limit speed, or to a speed lower or higher than the upper limit speed.

[0233] In the driving scene shown in Figure 46, a branch BP exists in the traveling direction of vehicle A. The recommended lane selection unit 181 changes the lane to be selected as the recommended driving lane RL depending on the distance or time to the branch BP. The recommended lane selection unit 181 determines whether or not a branch BP exists in the traveling direction of vehicle A based on three-dimensional map data. The recommended lane selection unit 181 determines that a branch BP exists in the traveling direction, for example, when the remaining distance to the branch BP becomes a predetermined distance (for example, about 3 km).

[0234] When the recommended lane selection unit 181 determines that a branch BP exists, it selects a branch destination Lnr that matches the planned route of the vehicle from among multiple branch destinations, based on the planned driving route set in a navigation device or the like. The recommended lane selection unit 181 sets the lane leading to the branch destination Lnr (hereinafter referred to as the on-route lane OL) as the recommended driving lane RL. If the vehicle is not traveling in the on-route lane OL, the notification control unit 84 issues a recommended lane notification that prompts the vehicle to change lanes to the on-route lane OL. As a result, although the unmonitored automatic driving is temporarily interrupted to change lanes, it becomes possible to pass the branch BP while continuing the unmonitored automatic driving.

[0235] In the driving scene shown in Figure 47, vehicle A is driving on a road that includes a lane reserved for autonomous vehicles (hereinafter referred to as the dedicated lane AL). The dedicated lane AL is a lane on which only autonomous vehicles with autonomous driving level 3 or higher are permitted to drive. Manually driven vehicles MDC with autonomous driving level 2 or lower are not permitted to drive on the dedicated lane AL. As an example, the dedicated lane AL is set as the outermost lane of multiple lanes. Note that instead of the dedicated lane AL, an autonomous vehicle priority lane (hereinafter referred to as the priority lane) that gives priority to autonomous vehicles may be set.

[0236] The recommended lane selection unit 181 selects the dedicated lane AL or the priority lane as the recommended driving lane RL on a road that includes a dedicated lane AL or a priority lane. The recommended lane selection unit 181 identifies the existence of the dedicated lane AL and the priority lane, for example, based on map data. When vehicle A is traveling in the dedicated lane AL or the priority lane during unmonitored autonomous driving at autonomous driving level 3, the provision control unit 84 suggests to the driver that they continue traveling in the dedicated lane AL or the priority lane they are currently traveling in. On the other hand, when vehicle A is automatically traveling in a lane other than the dedicated lane AL, the provision control unit 84 issues a recommended lane notification that prompts the driver to change lanes to the dedicated lane AL, etc. As a result, unmonitored autonomous driving at autonomous driving level 3 can be continued for a long time or long distance in the dedicated lane AL or the priority lane.

[0237] Next, details of the recommended lane selection process (see Figure 48), proposal execution process (see Figure 49), and restriction notification process (see Figure 50) performed by HCU100 to realize the recommended lane notification described above will be explained with reference to Figures 40 to 47.

[0238] The recommended lane selection process shown in FIG. 48 is started when level 3 autonomous driving is activated in the autonomous driving ECU 50b, and is repeatedly performed by the recommended lane selection unit 181 until level 3 autonomous driving is terminated.

[0239] In S501 of the recommended lane selection process, it is determined based on the three-dimensional map data whether or not a branch BP exists within a predetermined distance in the traveling direction of vehicle A (see FIG. 46). If it is determined that there is no branch BP within the predetermined distance, the process proceeds to S503. On the other hand, if it is determined in S501 that there is a branch BP within the predetermined distance, the process proceeds to S502. In S502, a branch destination Lnr that matches the planned route of the vehicle at the branch BP is selected. Then, the route lane OL that leads to the branch destination Lnr is set as the recommended driving lane RL.

[0240] In S503, the presence or absence of a dedicated lane AL or a priority lane is determined based on the three-dimensional map data or two-dimensional map data (see FIG. 47). If it is determined in S503 that neither a dedicated lane AL nor a priority lane exists, the process proceeds to S505. On the other hand, if it is determined in S503 that a dedicated lane AL or a priority lane exists, the process proceeds to S504. In S504, the dedicated lane AL or the priority lane is set as the recommended driving lane RL.

[0241] In S505, it is determined whether or not there is a prediction of entering a traffic jam based on information obtained in cooperation with the surrounding state determination unit 81 (see FIG. 42). If it is determined in S505 that there is no prediction of entering a traffic jam, the process proceeds to S507. On the other hand, if it is determined in S505 that there is a prediction of entering a traffic jam, the process proceeds to S506. In S506, the overtaking lane PL is set as the recommended driving lane RL.

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

[0243] On the other hand, if it is determined in S507 that the road on which the vehicle is traveling is a multi-lane road, the process proceeds to S508. In S508, it is determined whether the maximum speed on the road on which the vehicle is traveling is equal to or greater than a predetermined speed. If it is determined in S508 that the maximum speed is equal to or greater than the predetermined speed, the driving lane DL is set as the recommended driving lane RL in S510. On the other hand, if it is determined in S508 that the maximum speed is less than the predetermined speed, the process proceeds to S509. In S509, the center lane CL is set as the recommended driving lane RL.

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

[0245] In S521 of the proposal execution processing, the provision control unit 84 acquires the position information of the vehicle's lane grasped by the surrounding state grasping unit 81, and proceeds to S522. In S522, the recommended driving lane RL selected in the recommended lane selection processing (see FIG. 48) is grasped, and proceeds to S523. In S523, the vehicle's lane is compared with the recommended driving lane RL. If it is determined in S523 that the recommended driving lane RL matches the vehicle's lane, the process proceeds to S524. In S524, a recommended lane notification is issued that suggests continuing to drive in the current vehicle's lane. On the other hand, if it is determined in S523 that the recommended driving lane RL differs from the vehicle's lane, the process proceeds to S525. In S525, a recommended lane notification is issued that encourages the vehicle to change lanes toward the recommended driving lane RL.

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

[0247] At S543, the provision control unit 84 performs a recommended lane notification that suggests a lane change to the driving lane DL, and then proceeds to S544. At S544, it is determined whether or not there has been an input from the driver instructing a lane change to the driving lane DL. If it is determined at S544 that there has been an input instructing a lane change, the process proceeds to S545. At S545, the driver's input information is output to the autonomous driving ECU 50b, and then the process proceeds to S547. Based on the signal output at S545, the autonomous driving ECU 50b performs a lane change in an autonomous driving level 2 state (see FIG. 43).

[0248] On the other hand, if there is no driver input instructing a lane change, S544 and S546 are repeated to wait for the driver's input. Then, when a predetermined time has elapsed since the start of presentation of the recommended lane notification and a timeout occurs, the provision control unit 84 shifts the process from S546 to S547. In S547, the provision control unit 84 ends the recommended lane notification.

[0249] In the fifth embodiment described above, the driver is suggested to travel in the recommended driving lane RL, which is estimated to be a lane where Level 3 automated driving without the obligation to monitor the surroundings will continue for a long time or a long distance. By following such suggestions, the driver can reduce the frequency of driver handovers. Therefore, it is possible to improve the driver's convenience regarding driver handovers.

[0250] Additionally, in the autonomous driving ECU 50b of the fifth embodiment, unmonitored autonomous driving is disabled in the merging section CfS, but is enabled in the passing lane PL. Based on this autonomous driving level control, if the host vehicle is predicted to enter a traffic jam, the passing lane PL is selected as the recommended driving lane RL. When the provision control unit 84 predicts that vehicle A will enter a traffic jam while traveling in the driving lane DL leading to the merging section CfS, it proposes changing lanes to the passing lane PL while maintaining a periphery monitoring obligation. This recommended lane notification avoids traveling through the interruption section TXS, which includes the merging section CfS. Then, vehicle A moves to the passing lane PL in the congestion area CA, where continued unmonitored autonomous driving is permitted. As a result, unmonitored autonomous driving at level 3 autonomous driving resumed in the passing lane PL can be continued for a long time or long distance.

[0251] In the fifth embodiment, on a multi-lane road with three or more lanes, the center lane CL is selected as the recommended driving lane RL. The notification control unit 84 then suggests to the driver that they drive in the center lane CL. As a result, although unmonitored autonomous driving is temporarily interrupted due to a lane change, driving in the merging section CfS can be avoided. As a result, the autonomous driving ECU 50b can continue unmonitored autonomous driving in the center lane CL.

[0252] Furthermore, in the fifth embodiment, if the maximum speed set for a multi-lane road is higher than a predetermined threshold speed, the recommendation to drive in the center lane CL is discontinued. This makes it less likely that vehicle A, which is driving automatically in the center lane CL, will obstruct the driving of other vehicles due to the low upper speed limit for autonomous driving at autonomous driving level 3.

[0253] Additionally, in the fifth embodiment, when a branch BP is present in the traveling direction of vehicle A, the lane selected as the recommended driving lane RL is changed based on the distance or time to the branch BP, based on the planned driving route set for vehicle A. As a result, the on-route lane OL connecting to the branch destination Lnr that matches the planned route is set as the recommended driving lane RL, and the notification control unit 84 can start a recommended lane notification encouraging the vehicle to change lanes to the on-route lane OL based on approach to the branch BP. As a result, smooth movement to the on-route lane OL is possible. Vehicle A can then pass the branch BP while continuing unmonitored automatic driving.

[0254] Furthermore, in the fifth embodiment, when a dedicated lane AL or a priority lane for autonomous vehicles exists, the dedicated lane AL or the priority lane is selected as the recommended driving lane RL. Then, the provision control unit 84 suggests to the driver that they drive in the dedicated lane AL or the priority lane. According to such a recommended lane notification, vehicle A moves to a lane optimized for unsupervised autonomous driving at autonomous driving level 3. As a result, unsupervised autonomous driving can be continued for a long time or a long distance. In the fifth embodiment, the provision control unit 84 corresponds to the "lane suggestion unit."

[0255] (Sixth embodiment) 40 and 51 is a modified example of the fifth embodiment. As with the fifth embodiment, the autonomous driving ECU 50b of the sixth embodiment performs autonomous driving at autonomous driving level 3 that complies with national or local laws and regulations. The autonomous driving ECU 50b is set with an area-limited level 3 that permits level 3 autonomous driving within an autonomous driving possible area (operation design area), and a congestion level 3 that permits level 3 autonomous driving when driving in congestion.

[0256] In the autonomous driving ECU 50b, the environment recognition unit 61 determines whether the host vehicle is traveling in a predetermined autonomous driving enabled area based on locator information, map data, etc. In addition, the environment recognition unit 61 recognizes the traveling environment around the host vehicle based on vehicle speed information, detection information from the perimeter monitoring sensor 30, etc., and determines whether the host vehicle is traveling in a traffic jam.

[0257] When the environment recognition unit 61 determines that the vehicle is traveling in an area where autonomous driving is possible, the behavior determination unit 62 enables unmonitored autonomous driving at autonomous driving level 3. In addition, when the environment recognition unit 61 determines that the vehicle is traveling in a traffic jam, the behavior determination unit 62 enables unmonitored autonomous driving at autonomous driving level 3.

[0258] Unlike the fifth embodiment, the behavior determination unit 62 permits unmonitored automatic driving in the merging section CfS within the automatic driving enabled area. On the other hand, the behavior determination unit 62 sets the overtaking lane PL outside the limited area and does not allow unmonitored automatic driving in the overtaking lane PL even within the automatic driving enabled area. On the other hand, the behavior determination unit 62 permits unmonitored automatic driving in the overtaking lane PL if the host vehicle is traveling in a traffic jam.

[0259] According to the control for switching the autonomous driving level of the sixth embodiment described above, even if a merging section CfS exists in the driving lane DL, as in the driving scene shown in Figure 51, the autonomous driving ECU 50b continues driving in the driving lane DL selected as the recommended driving lane RL. This control eliminates the need to suggest a lane change to avoid the merging section CfS. As a result, the frequency of driver changes can be reduced, improving driver convenience related to driver changes.

[0260] Additionally, in the sixth embodiment, when vehicle A is traveling in an area where autonomous driving is possible, unmonitored autonomous driving in the passing lane PL is not possible. However, when vehicle A is traveling in a traffic jam, unmonitored autonomous driving in the passing lane PL is permitted. Therefore, when vehicle A is traveling in a traffic jam, autonomous driving can continue without the obligation to monitor the surroundings in the passing lane PL as well as in the driving lane DL, including the merging section CfS. Therefore, by reducing the frequency of driver changes, it is possible to improve the convenience of drivers related to driver changes.

[0261] Seventh Embodiment The seventh embodiment shown in Figures 40 and 52 is a modified example of the sixth embodiment. In the HCU 100 of the seventh embodiment, a recommended lane notification is performed based on the selection of the recommended driving lane RL even during a period when vehicle A is performing monitored autonomous driving. In addition, the behavior determination unit 62 of the autonomous driving ECU 50b does not permit unmonitored autonomous driving in the passing lane PL even during congestion. On the other hand, as in the sixth embodiment, the behavior determination unit 62 permits unmonitored autonomous driving in the merging section CfS within the autonomous driving enabled area regardless of whether or not there is congestion.

[0262] In response to this control of the autonomous driving level setting, the recommended lane selection unit 181 selects the driving lane DL leading to the merging section CfS as the recommended driving lane RL when it is predicted that the host vehicle will enter the congestion area CA. As a result, as in the driving scene shown in FIG. 52, when vehicle A (host vehicle) is traveling in the overtaking lane PL with a periphery monitoring obligation and it is predicted that the host vehicle will enter the congestion area CA, the provision control unit 84 suggests changing lanes to the driving lane DL with a periphery monitoring obligation. If the driver instructs a lane change to the driving lane DL based on this recommended lane notification, unmonitored autonomous driving at autonomous driving level 3 resumed in the driving lane DL can be continued for a long time or a long distance. Therefore, the seventh embodiment can also achieve the same effects as the above embodiments. In the seventh embodiment, the environment recognition unit 61 corresponds to the "driving environment determination unit."

[0263] (Other embodiments) Although one embodiment of the present disclosure has been described above, the present disclosure should not be construed as being limited to the above embodiment, and can be applied to various embodiments and combinations within the scope that does not deviate from the gist of the present disclosure.

[0264] In the above embodiment, both the process of changing the content provision method and the process of presenting an option to select a content interruption method were implemented. In contrast, in Modification 1 of the above embodiment, the process of changing the content provision method is implemented, but the process of presenting an option to select a content interruption method is omitted. Also, in Modification 2 of the above embodiment, the process of presenting an option to select a content interruption method is implemented, but the process of changing the content provision method is omitted.

[0265] In the stop method selection notification Nt13a in the third modification of the above embodiment, substantially the same options are presented regardless of the type of second task performed by the driver. Also, in the fourth modification of the above embodiment, the automatic LC status notification by the LC status StLC and the peripheral status VIst, etc. is omitted.

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

[0267] In a sixth modification of the above embodiment, not only the strength of the RtI notification Nt14 but also the request timing (see TOR point P4 in FIG. 4 ) is changed depending on the state of the driver and the state of other vehicles around the vehicle. In a seventh modification of the above embodiment, the request timing of the RtI notification Nt14 is changed depending on the state of the driver and the state of other vehicles around the vehicle. In the seventh modification, the notification strength of the RtI notification Nt14 is kept constant.

[0268] In the eighth modification of the above embodiment, timing control of the restart point (permission timing) at which the restart of the second task is permitted is omitted. In the ninth modification of the above embodiment, timing control for adjusting the restart point is performed even when vehicle A is traveling through a congested section.

[0269] In the above embodiment, the LC failure notification Nt13 and the stop method selection notification Nt13a correspond to advance monitoring notifications, and notify the user of a change in the presence or absence of a scheduled perimeter monitoring obligation. In contrast, in Modification 10 of the above embodiment, the second task completion advance notification is omitted, and at least one of the LC attempt notification Nt11 and the LC failure possibility notification Nt12 functions as a advance monitoring notification that notifies the user of a change in the presence or absence of a scheduled perimeter monitoring obligation. Furthermore, in Modification 11 of the above embodiment, the LC attempt notification Nt11 corresponds to an advance monitoring notification for a second task. As in Modifications 10 and 11, it is sufficient that at least one of the LC attempt notification Nt11, the LC failure possibility notification Nt12, the LC failure notification Nt13, and the stop method selection notification Nt13a functions as an advance monitoring notification. Additionally, it is sufficient that at least one of the notifications sent before the monitoring advance notification functions as an advance termination notification. Furthermore, at least one of the LC attempt notification Nt11, the LC failure possibility notification Nt12, the LC failure notification Nt13, and the termination method selection notification Nt13a may have both the functions of a monitoring advance notification and a termination advance notification.

[0270] In a twelfth modification of the above embodiment, when a change from a state with a perimeter monitoring obligation to a state without a perimeter monitoring obligation is scheduled, a monitoring advance notice is issued to notify the driver of such a change. In addition, the perimeter monitoring notice of the twelfth modification notifies the driver that a change from a state with a perimeter monitoring obligation to a state without a perimeter monitoring obligation has occurred.

[0271] In the above embodiment, the continuation of the second task was permitted during the execution period of the automatic LC to avoid the merging section CfS. This is because the risks around the vehicle are fully understood when determining whether to execute the automatic LC. On the other hand, the reason why the second task is interrupted when another vehicle cuts in is because it is difficult to predict the behavior of the other vehicle and the risks cannot be fully understood.

[0272] In a thirteenth modification of the fifth embodiment, continuous driving in a climbing lane is restricted in addition to the overtaking lane PL. In the thirteenth modification, the provision control unit 84 performs the restriction notification process by grasping the continued driving distance in the climbing lane, and when it determines that the grasped continued driving distance exceeds a predetermined distance, performs a recommended lane notification that suggests changing lanes to the driving lane DL.

[0273] Furthermore, in Modification 14 of the fifth embodiment, unmonitored autonomous driving at speeds of 60 km / h or more is prohibited. If the maximum speed of the driving lane DL is, for example, 60 km / h or more, the recommended lane selection unit 181 selects a climbing lane as the recommended driving lane RL. The notification control unit 84 issues a recommended lane notification to encourage the driver to change lanes to the climbing lane selected as the recommended driving lane RL.

[0274] The autonomous driving system 50 of the above embodiment is provided with two in-vehicle ECUs, the driving assistance ECU 50a and the autonomous driving ECU 50b. However, the autonomous driving system 50 may be configured with a single in-vehicle ECU that has the functions of both the driving assistance ECU 50a and the autonomous driving ECU 50b.

[0275] The display device that displays the content related to the second task is not limited to the CID 22. For example, the meter display 21 and the HUD 23 may be used to provide the content. The display device that displays the content may be selectable by the driver. Furthermore, the shape, luminous color, display position, etc. of each image displayed on each display device may be changed as appropriate. In addition, the language type of the message displayed on each display device may be changed as appropriate based on user settings such as the driver's settings and settings such as the country and region in which the vehicle A is used. Similarly, the language type of the voice message played by the audio device 24 may also be changed as appropriate.

[0276] The second task permitted to the driver may be changed as appropriate in accordance with the laws and regulations, such as the Road Traffic Act, of the country and region in which vehicle A is used. Furthermore, the avoidance action to avoid interruption of the second task is not limited to automatic LC, and may be changed as appropriate depending on the driving situation.

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

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

[0279] The form of the storage medium storing the program or the like that can realize the above-described display control method may also be changed as appropriate. For example, the storage medium is not limited to a configuration provided on a circuit board, but may be provided in the form of a memory card or the like, inserted into a slot, and electrically connected to the control circuit of the HCU. Furthermore, the storage medium may be an optical disk or a hard disk drive, etc., from which the program is copied to the HCU.

[0280] The controller and methods described herein may be implemented by a special-purpose computer comprising a processor programmed to perform one or more functions embodied in a computer program. Alternatively, the apparatus and methods described herein may be implemented by special-purpose hardware logic circuitry. Alternatively, the apparatus and methods described herein may be implemented by one or more special-purpose computers comprising a processor executing a computer program in combination with one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by a computer on a computer-readable non-transitory storage medium.

[0281] The technical features disclosed in the embodiments and modifications described above will be summarized below.

[0282] In each of the above embodiments, the environment recognition unit 61 corresponds to the "other vehicle situation grasping unit," the "driving environment grasping unit," and the "driving environment judgment unit," the behavior judgment unit 62 corresponds to the "automation level determination unit" and the "behavior determination unit," and the autonomous driving ECU 50b corresponds to the "driving control device." Furthermore, the merging vehicle Ac corresponds to the "other vehicle," the "cutting in vehicle," and the "merging vehicle," and the parallel traveling vehicle Ao corresponds to the "other vehicle (traveling in the expected merging section)." Furthermore, the merging section CfS corresponds to the "expected merging section," the traveling lane DL corresponds to the "own vehicle's lane" and the "merged lane," the overtaking lane PL corresponds to the "other traveling lane" and the "opposite adjacent lane," and the merging lane ML corresponds to the "adjacent lane" and the "merging lane."

[0283] [Technical Features 1-1] A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task, an other vehicle status grasping unit (61) for grasping the presence or absence of another vehicle (Ac) traveling in an adjacent lane (ML) in an expected merging section (CfS) where the other vehicle (Ac) is expected to merge from the adjacent lane (ML) into the own vehicle lane (DL); an automation level determination unit (62) that determines an automated driving level that defines the range of the driving task that the automated driving function will take over in the expected merging section, depending on whether or not the other vehicle is traveling in the adjacent lane; An operation control device comprising: [Technical Features 1-2] The driving control device described in [Technical Feature 1-1], wherein when the automation level determination unit determines that there are no other vehicles merging while performing eyes-off driving, in which the driver is not required to monitor the surroundings, which is one of the driving tasks, the automation level determination unit determines whether to continue the eyes-off driving (S277: NO) or to transition to hands-off driving, in which the driver is not required to perform steering operations, which is another of the driving tasks (S74: NO, S75). [Technical Features 1-3] the other vehicle situation grasping unit further grasps an autonomous driving control situation of the other vehicle when the other vehicle is present in the adjacent lane, The driving control device described in [Technical Feature 1-1], wherein the automation level determination unit determines the autonomous driving level according to the autonomous driving control status of the other vehicle. [Technical Features 1-4] A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task, an other vehicle status grasping unit (61) that grasps the control status of automatic driving of another vehicle (Ac) traveling in an adjacent lane (ML) in an expected merging section (CfS) where the other vehicle (Ac) is expected to merge from the adjacent lane (ML) into the own vehicle lane (DL); an automation level determination unit (62) that determines an autonomous driving level that defines the range of the driving task that the autonomous driving function will take over in the expected merging section in accordance with the autonomous driving control status of the other vehicle; An operation control device comprising: [Technical Features 1-5] The driving control device described in [Technical Feature 1-3] or [Technical Feature 1-4], wherein when the automation level determination unit determines that the other vehicle merging is the subject vehicle while the driver is performing eyes-off driving, in which the driver is not required to monitor the surroundings, which is one of the driving tasks, the unit determines whether to continue the eyes-off driving or transition to hands-off driving, in which the driver is not required to perform steering operations, which is another of the driving tasks. [Technical Features 1-6] The other vehicle status ascertaining unit further ascertains the section length of the expected merging section, The driving control device described in [Technical Feature 1-2] or [Technical Feature 1-5], wherein the automation level determination unit determines whether to continue the eyes-off driving or transition to the hands-off driving depending on the length of the expected merging section. [Technical Features 1-7] The automation level determination unit If the section length of the expected merging section exceeds a continuation threshold, the eyes-off driving is continued; The driving control device according to [Technical Feature 1-6], wherein the driving control device transitions to the hands-off driving mode when the section length of the expected merging section is less than the continuation threshold. [Technical Features 1-8] The other vehicle situation grasping unit grasps whether or not the other vehicle is traveling in the adjacent lane even in a merging preparation section (CpS) located before the merging expected section, The driving control device described in any one of [Technical Feature 1-1] to [Technical Feature 1-7], wherein the automation level determination unit determines not to perform avoidance driving control to avoid entering the expected merging section when it is determined that the other vehicle is not present in the merging preparation section under conditions in which the presence of the other vehicle traveling in the adjacent lane in the merging preparation section can be recognized. [Technical Features 1-9] The other vehicle situation grasping unit grasps whether or not the other vehicle is traveling in the adjacent lane even in a merging preparation section (CpS) located before the merging expected section, The driving control device described in any one of [Technical Feature 1-1] to [Technical Feature 1-1], wherein the automation level determination unit determines to implement avoidance driving control to avoid entering the expected merging section even when it is determined that the other vehicle is present in the merging preparation section under circumstances where the presence of the other vehicle traveling in the adjacent lane in the merging preparation section can be grasped. [Technical Features 1-10] A driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task, At least one processing section (51) In a merging expected section (CfS) where another vehicle (Ac) is expected to merge from an adjacent lane (ML) into the own vehicle lane (DL), the presence or absence of the other vehicle traveling in the adjacent lane is determined (S74, S277). In the expected merging section, an autonomous driving level that defines the range of the driving task that the autonomous driving function will take over is determined depending on whether or not the other vehicle is traveling in the adjacent lane (S77, S279, S280). An operation control program that executes processing including the above. [Technical Feature 1-11] A driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task, At least one processing section (51) In a merging expected section (CfS) where another vehicle (Ac) is expected to merge from an adjacent lane (ML) into the own vehicle lane (DL), the control status of the automated driving of the other vehicle traveling in the adjacent lane is grasped (S76, S278), In the expected merging section, an autonomous driving level that defines the range of the driving task that the autonomous driving function will take over is determined according to the autonomous driving control status of the other vehicle (S77, S279, S280). An operation control program that executes processing including the above.

[0284] According to the above [Technical Features 1-1, 4, 10, and 11], the autonomous driving level is determined in a merging section where another vehicle is expected to merge from an adjacent lane into the vehicle's lane, depending on the presence or absence of other vehicles and the autonomous driving status of those other vehicles. Therefore, even if the vehicle encounters a merging section while driving using the autonomous driving function, it can continue autonomous driving at an appropriate autonomous driving level. As a result, there are fewer opportunities for the autonomous driving function to transfer the driving task to the driver, which can improve the convenience for the driver when taking over driving.

[0285] According to the above [Technical Feature 1-2], when there are no other vehicles in the adjacent lanes, the driver does not need to steer even in the expected merging section. Therefore, the driver's burden associated with taking over the vehicle and traveling in the expected merging section can be reduced.

[0286] According to the above [Technical Features 1-3], when there is another vehicle in an adjacent lane, the autonomous driving level is determined depending on whether or not the other vehicle is an autonomous vehicle. Therefore, even if another vehicle in an adjacent lane is detected while driving using the autonomous driving function, autonomous driving can be continued at an appropriate autonomous driving level. As a result, it is possible to reduce the opportunities for the driving task to be handed over to the driver, thereby increasing driver convenience.

[0287] According to the above [Technical Features 1-5], if the other vehicle in the adjacent lane is an autonomous vehicle, at least the driver does not need to steer even if the other vehicle is present in the adjacent lane. In this way, by understanding the autonomous driving control status of the other vehicle in addition to the presence or absence of the other vehicle, it is possible to appropriately determine the autonomous driving level of the host vehicle in relation to the other vehicle. As a result, it is possible to appropriately achieve both a reduction in the risk to the host vehicle from other vehicles and a reduction in the driving burden on the driver.

[0288] If the expected merging section is long enough, other vehicles will be able to merge with ample time to spare. Therefore, in the above [Technical Features 1-6], the automated driving level is determined according to the length of the expected merging section. This makes it possible to appropriately reduce the risk to the vehicle from other vehicles and reduce the driver's workload.

[0289] In the above [Technical Features 1-7], switching between eyes-off driving and hands-off driving is performed depending on whether the section length of the expected merging section exceeds the continuation threshold. As a result, it is possible to appropriately switch the autonomous driving level in the expected merging section, reducing the driver's burden while also reducing the risk to other vehicles.

[0290] According to the above [Technical Features 1-8], if it is determined that there are no other vehicles in the adjacent lanes in the merging preparation section, it is determined that no avoidance driving control will be implemented to avoid entering the expected merging section. In this way, if the absence of other vehicles can be determined in advance, the risk of other vehicles merging does not increase even if the vehicle travels through the expected merging section while maintaining a high level of autonomous driving. As a result, it is possible to reduce the period during which avoidance driving control is implemented, which can improve convenience for the driver.

[0291] On the other hand, according to the above [Technical Features 1-9], even if it is determined that there are no other vehicles in the adjacent lane in the merging preparation section, avoidance driving control is implemented to avoid entering the expected merging section. If another vehicle in the adjacent lane is detected in the expected merging section, it becomes difficult to continue hands-off driving or eyes-off driving. Therefore, even if the presence of another vehicle is not known in the merging preparation section, a control method that implements avoidance driving control can continue high-level automated driving with high reliability. As a result, a highly convenient automated driving system that can maintain a low driving load is provided.

[0292] [Technical Features 2-1] A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task, A driving environment recognition unit (61) that recognizes the existence of a merging expected section (CfS) in which traveling by the automated driving function is restricted due to the expectation that another vehicle (Ac) will merge from an adjacent lane (ML) into the own vehicle lane (DL); an action decision unit (62) that decides to execute avoidance driving control to avoid entering the expected merging section when it is determined that the expected merging section exists in the traveling direction while the vehicle is traveling using the automatic driving function; An operation control device comprising: [Technical Features 2-2] When the action decision unit identifies the expected merging section that exists in the traveling direction, the action decision unit performs the evasive driving control at a timing that allows enough time for the automatic driving function to transfer driving to the driver before the vehicle enters the expected merging section. [Technical Features 2-3] The driving control device described in [Technical Feature 2-1] or [Technical Feature 2-2], wherein the behavior decision unit determines whether to implement the evasive driving control based on the driver's selection information when the evasive driving control of moving from the vehicle's lane to another driving lane (PL) relaxes the driving restrictions imposed by the autonomous driving function. [Technical Features 2-4] The driving control device described in [Technical Feature 2-3], wherein the behavior decision unit notifies the driver of the difference between driving control by the autonomous driving function when the vehicle continues driving in the own lane and driving control by the autonomous driving function when the vehicle changes lanes to the other driving lane, before acquiring the selection information. [Technical Features 2-5] A driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task, At least one processing section (51) The existence of a merging section (CfS) where the autonomous driving function is restricted due to the anticipated merging of another vehicle (Ac) from an adjacent lane (ML) into the own vehicle's lane (DL) is identified (S60, S260), When it is determined that the expected merging section exists in the traveling direction while the vehicle is traveling using the automatic driving function, it is determined to execute avoidance driving control to avoid entering the expected merging section (S64, S264). An operation control program that executes processing including the above. [Technical Features 2-6] A presentation control device used in a vehicle (A) having an automatic driving function and controlling the presentation of information to a driver of the vehicle, a surrounding state grasping unit that grasps, as a merging scene, a scene in which a traveling lane in which the vehicle is traveling merges with an adjacent lane, or a scene in which a merging vehicle traveling in a merging lane that merges into the traveling lane is detected; a provision control unit that, when the occurrence of the merging scene is recognized during automated driving in which the driver is not obligated to monitor the surroundings, issues a notification to prompt the driver to transition from automated driving in which the driver is not obligated to monitor the surroundings to automated driving in which the driver is obligated to monitor the surroundings; A presentation control device comprising: [Technical Features 2-7] A presentation control program used in a vehicle (A) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, A scene in which the lane in which the vehicle is traveling merges with an adjacent lane, or a scene in which a merging vehicle traveling in a merging lane merging into the traveling lane is detected is recognized as a merging scene; When the occurrence of the merging scene is recognized during the automated driving in which the driver is not obligated to monitor the surroundings, a notification is issued to prompt the driver to switch from the automated driving in which the driver is not obligated to monitor the surroundings to the automated driving in which the driver is obligated to monitor the surroundings. a presentation control program that causes at least one processing unit (11) to execute a process including the steps of:

[0293] According to the above [Technical Features 2-1, 2-5], when an expected merging section is detected in the direction of travel, a decision is made to execute avoidance driving control to avoid entering the expected merging section. Therefore, a situation in which driving using the automated driving function is restricted due to entering the expected merging section is avoided. As a result, the driver can continue the second task as long as possible. In addition, if entry into the expected merging section is avoided, the risk of other vehicles merging into the vehicle's lane from adjacent lanes can be reduced. Therefore, it is possible to improve convenience for the driver.

[0294] According to the above [Technical Feature 2-2], even if avoidance driving control to avoid entering the expected merging section cannot be implemented, the necessary driving change time is secured for the driver to take over. As a result, even if an unexpected driving change occurs, the driving change can be implemented smoothly, so driver convenience is less likely to be impaired. Note that the driving change time is set to, for example, the time (15 seconds) from the TOR point P4 to the merging start point P5 in the above embodiment.

[0295] According to the above [Technical Feature 2-3], whether or not to implement avoidance driving control to move to another driving lane is determined based on the driver's selection information. As a result, automated driving can continue in the manner desired by the driver.

[0296] According to the above [Technical Feature 2-4], the driver is notified of how the content of driving control by the autonomous driving function (autonomous driving level) will change depending on whether or not the driver selects to perform evasive driving control. In this way, if information that can serve as an indicator for the driver's selection is provided, it becomes easier for the driver to select whether or not to perform evasive driving control.

[0297] [Technical Features 3-1] A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task, an other vehicle status recognition unit (61) that recognizes the status of other vehicles traveling around the vehicle and recognizes the other vehicle that cuts into the vehicle's lane (DL) from an adjacent lane (ML) as an cutting-in vehicle (Ac); an automation level determination unit (62) that, when the cut-in of the cutting-in vehicle is detected, determines an automation level that defines the range of the driving task that the autonomous driving function will take over, depending on whether or not there are other vehicles other than the cutting-in vehicle; An operation control device comprising: [Technical Features 3-2] The driving control device described in [Technical Feature 3-1], wherein the automation level determination unit determines the autonomous driving level depending on whether or not there is at least one of a preceding vehicle (Af) traveling in the direction of travel of the vehicle, and another cutting-in vehicle (As) traveling in an opposite adjacent lane located on the opposite side of the adjacent lane in which the cutting-in vehicle is traveling, across the own vehicle lane. [Technical Features 3-3] The automation level determination unit When the driver is not obligated to monitor the surroundings and the automatic driving function is performing automatic driving, if the cutting-in of the cutting-in vehicle is detected, On the condition that the preceding vehicle does not exist, the automatic driving function continues automatic driving without the obligation to monitor the surroundings, The driving control device according to [Technical Feature 3-2], which transitions the autonomous driving level to autonomous driving with a surrounding monitoring obligation, on the condition that the preceding vehicle is present. [Technical Features 3-4] The automation level determination unit When the driver is not obligated to monitor the surroundings and the automatic driving function is performing automatic driving, if the interruption of the cutting-in vehicle is detected, On the condition that there are no other vehicles cutting in, the automatic driving function continues automatic driving without the obligation to monitor the surroundings, A driving control device according to [Technical Feature 3-2] or [Technical Feature 3-3], which transitions the autonomous driving level to autonomous driving with a surrounding monitoring obligation, on the condition that the other vehicle that has cut in is present. [Technical Features 3-5] The driving control device described in any one of [Technical Feature 3-1] to [Technical Feature 3-4], wherein the other vehicle situation grasping unit grasps, as the cutting-in vehicle, not only the other vehicle that has started to change lanes from the adjacent lane to the own vehicle lane, but also the other vehicle that is expected to merge into the own vehicle lane. [Technical Features 3-6] A driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task, At least one processing section (51) The situation of other vehicles traveling around the vehicle is grasped, The other vehicle that cuts into the own vehicle lane (DL) from the adjacent lane (ML) is further recognized as an cutting-in vehicle (Ac) (S301), When the cut-in of the cutting-in vehicle is detected, an autonomous driving level that specifies the range of the driving task that the autonomous driving function will take over is determined depending on whether or not there are other vehicles other than the cutting-in vehicle (S302 to S305). An operation control program that executes processing including the above.

[0298] According to the above [Technical Features 3-1, 6], when a vehicle is detected cutting into the vehicle's lane from an adjacent lane, the autonomous driving level is determined depending on whether there are other vehicles other than the cutting vehicle. Therefore, even if the vehicle encounters a cutting vehicle while driving autonomously, it can continue driving at an appropriate autonomous driving level. As a result, there are fewer opportunities for the autonomous driving function to transfer the driving task to the driver, which can improve the driver's convenience when taking over driving.

[0299] According to the above [Technical Feature 3-2], the presence or absence of other vehicles, excluding the cutting-in vehicle, such as a preceding vehicle or a cutting-in vehicle, is detected, and the autonomous driving level of the vehicle is determined based on their presence. This control of the automation level makes it possible to determine the autonomous driving level that appropriately reflects the presence of other vehicles that have an influence on the driving state of the vehicle. Therefore, the driver's driving burden is reduced while minimizing the risk to other vehicles.

[0300] As described in [Technical Feature 3-3] above, when there is a preceding vehicle, the cutting-in vehicle is likely to move between the host vehicle and the preceding vehicle. In such a scenario, the cutting-in vehicle that has changed lanes into the host vehicle's lane tends to decelerate in front of the host vehicle. Therefore, by controlling the system to lower the autonomous driving level when there is a preceding vehicle, the driver can smoothly respond even if the cutting-in vehicle that has cut in front of the host vehicle decelerates.

[0301] As described in [Technical Feature 3-4] above, when there is no other vehicle cutting in on the adjacent lane on the opposite side, it is possible to change lanes of the vehicle to the adjacent lane on the opposite side to avoid the cutting in vehicle that has cut in on the vehicle's lane. Therefore, by controlling the system to continue automated driving without the obligation to monitor the surroundings when there is no other vehicle cutting in, it is possible to reduce the driver's burden while suppressing the risk to other vehicles.

[0302] As described in [Technical Feature 3-5] above, by processing to recognize other vehicles that are expected to merge into the own vehicle's lane as cutting-in vehicles, other vehicles that pose a risk to the own vehicle can be recognized early on. As a result, it becomes possible to secure more time for the driver to respond when transitioning to a lower autonomous driving level.

[0303] [Technical Features 4-1] A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task, a driving environment recognition unit (61) that recognizes the existence of a merging expected section (CfS) that is defined in a merging lane (ML) and a merging lane (DL) connected to the merging lane, and in which a merging vehicle (Ac) is expected to change lanes from the merging lane to the merging lane; an automation level determination unit (62) that determines an automated driving level that specifies the range of the driving task that the automated driving function will take over, depending on whether or not there is another vehicle (Ao) traveling in the expected merging section, when the vehicle is traveling in an opposite adjacent lane (PL) adjacent to the merging lane on the other side of the merging lane; An operation control device comprising: [Technical Features 4-2] The automation level determination unit If the existence of the expected merging section is recognized during a period in which the automated driving function is performing automated driving in which the driver is not obligated to monitor the surroundings, On the condition that the other vehicle is not present in the expected merging section, the automatic driving function is allowed to continue automatic driving without the obligation to monitor the surroundings, The driving control device according to [Technical Feature 4-1], which shifts the autonomous driving level to autonomous driving with a periphery monitoring obligation, on the condition that the other vehicle is present in the expected merging section. [Technical Features 4-3] A driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task, At least one processing section (51) The existence of a merging expected section (CfS) defined in a merging lane (ML) and a merging lane (DL) connected thereto is detected (S401), where a merging vehicle (Ac) is expected to change lanes from the merging lane to the merging lane. When the vehicle is traveling in an adjacent opposite lane (PL) adjacent to the merging lane on the opposite side of the merging lane across the merging lane, an autonomous driving level that specifies the range of the driving task that the autonomous driving function will take over is determined depending on whether or not there is another vehicle (Ao) traveling in the expected merging section (402 to S404). An operation control program that executes processing including the above.

[0304] According to the above [Technical Features 4-1, 4-3], when traveling in the adjacent lane on the opposite side, the presence of other vehicles traveling in the expected merging section specified in the merging lane is detected, and the autonomous driving level is determined depending on the presence or absence of other vehicles in the expected merging section. Therefore, even if a merging vehicle moves from the merging lane to the merging lane, causing another vehicle to move from the merging lane to the adjacent lane on the opposite side, the vehicle can continue to drive autonomously at a level that allows it to appropriately respond to the other vehicle. As a result, there are fewer opportunities for the autonomous driving function to transfer the driving task to the driver, which improves the driver's convenience when taking over driving.

[0305] According to the above [Technical Feature 4-2], if there is another vehicle in the expected merging section, the autonomous driving level of the vehicle will be shifted to an autonomous driving with the obligation to monitor the surrounding area. Therefore, even if the other vehicle suddenly moves into the adjacent lane on the opposite side, the autonomous driving level will be lowered in advance, allowing the driver to respond smoothly.

[0306] [Technical Features 5-1] A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task, a driving environment determination unit (61) that determines whether the vehicle is traveling in a predetermined automatic driving area and whether the vehicle is traveling in a traffic jam; an automation level determination unit (62) that enables the vehicle to perform unsupervised automated driving without the driver having to monitor the surroundings when the vehicle is traveling in the automated driving enabled area or in a traffic jam, The automation level determination unit Allow the unsupervised automatic driving in the merging section (CfS), A driving control device that disables the unsupervised automatic driving in the passing lane (PL) when the vehicle is driving in the automatic driving possible area, and allows the unsupervised automatic driving in the passing lane when the vehicle is driving in a traffic jam.

[0307] [Technical Features 5-2] A driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task, At least one processing section (51) Determine whether the vehicle is traveling in a predetermined autonomous driving area and whether the vehicle is traveling in a traffic jam; When the vehicle is traveling in the autonomous driving area or in a traffic jam, the vehicle is allowed to perform unsupervised autonomous driving without the driver having to monitor the surroundings; In the merging section (CfS), the automatic driving without monitoring is permitted. When the vehicle is traveling in the autonomous driving area, the unsupervised autonomous driving in the passing lane (PL) is not permitted, A driving control program that allows the unmonitored automatic driving in an overtaking lane when the vehicle is traveling in a traffic jam.

[0308] In the above [Technical Features 5-1, 5-2], when a vehicle is driving in an area where autonomous driving is possible, unmonitored autonomous driving in the passing lane is not possible. However, if the vehicle is driving in a traffic jam, unmonitored autonomous driving in the passing lane is permitted. Therefore, when the vehicle is in a traffic jam, autonomous driving can continue without the obligation to monitor the surrounding area in the passing lane as well as the merging lane. Therefore, by reducing the frequency of driver handovers, it is possible to increase the convenience for drivers regarding driver handovers. [Technical feature 1] A presentation control device used in a vehicle (A) having an automatic driving function and controlling the presentation of information to a driver of the vehicle, an interruption determination unit (82) that determines interruption of a specific act other than driving permitted by the driver during an automatic driving period in which the vehicle is driven by the automatic driving function; a provision control unit (84) that changes a provision method of content (CTV) provided in connection with the specific action during the autonomous driving period based on a decision to suspend the specific action; A presentation control device comprising: [Technical feature 12] A presentation control program used in a vehicle (A) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, At least one processing section (11) During an automatic driving period in which the vehicle is driven by the automatic driving function, a decision is made to suspend specific actions other than driving permitted by the driver (S10); A method of providing content (CTV) provided in relation to the specific activity during the autonomous driving period is changed based on the decision to suspend the specific activity (S12). A presentation control program that executes a process including the above. [Technical feature 14] A presentation control device used in a vehicle (A) having an automatic driving function and controlling the presentation of information to a driver of the vehicle, a monitoring obligation ascertaining unit (82) that ascertains whether or not the driver has an obligation to monitor the surroundings during an automatic driving period in which the vehicle is driven by the automatic driving function; a provision control unit (84) that, when a change in the presence or absence of the perimeter monitoring obligation is scheduled, issues a monitoring advance notice (Nt11 to Nt13, Nt13a) that notifies the scheduled change in the presence or absence of the perimeter monitoring obligation, and a perimeter monitoring notice (Nt21) that notifies that the presence or absence of the perimeter monitoring obligation has changed; A presentation control device comprising: [Technical feature 20] A presentation control program used in a vehicle (A) having an automatic driving function, which controls the presentation of information to a driver of the vehicle, At least one processing section (11) During an automatic driving period in which the vehicle is driven by the automatic driving function, whether or not the driver has a duty to monitor the surroundings is determined (S11); When a change in the presence or absence of the perimeter monitoring obligation is scheduled, a monitoring advance notice (Nt11 to Nt13, Nt13a) is issued to notify the scheduled change in the presence or absence of the perimeter monitoring obligation (S122, S125, S132). A perimeter monitoring notification (Nt21) is further performed to notify that the presence or absence of the perimeter monitoring obligation has changed (S163). A presentation control program that executes a process including the above. [Explanation of symbols]

[0309] Vehicle A, CfS merging section, AL exclusive lane, DL driving lane, PL passing lane, CL center lane, RL recommended driving lane, BP branch, CTV video content (content), In1 continuity information, In2 vehicle control information, Nt11 LC attempt notification (termination advance notification, monitoring advance notification), Nt12 LC failure possibility notification (termination advance notification, monitoring advance notification), Nt13 LC failure notification (monitoring advance notification), Nt13a stopping method selection notification (monitoring advance notification), Nt14 RtI notification (request notification), Nt21 surrounding monitoring request notification (surrounding monitoring notification), SG selection screen, 11 processing unit, 50b autonomous driving ECU (driving control device), 61 environment recognition unit (driving environment judgment unit), 62 action judgment unit (automation level determination unit), 81 surrounding state understanding unit, 181 recommended lane selection unit, 82 Switching control unit (interruption decision unit, monitoring duty understanding unit), 83 integrated state estimation unit (driver state understanding unit), 84 presentation control unit (lane proposal unit), 100 HCU (presentation control unit)

Claims

1. A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task, A driving environment recognition unit (61) that recognizes the presence of a merging expected section (CfS) in which traveling by the automatic driving function is restricted due to the expectation that another vehicle (Ac) will merge from an adjacent lane (ML) into the own vehicle lane (DL), and a behavior decision unit (62) that decides to execute avoidance driving control to avoid entering the expected merging section when it is determined that the expected merging section exists in the traveling direction while the vehicle is traveling by the automatic driving function, The behavior determination unit When the avoidance driving control for moving from the own vehicle lane to another driving lane (PL) alleviates the restriction on driving by the autonomous driving function, determining whether or not to perform the avoidance driving control based on selection information of the driver; A driving control device that notifies the driver of the difference between driving control by the automatic driving function when the vehicle continues driving in the own lane and driving control by the automatic driving function when the vehicle changes lanes to another driving lane before acquiring the selection information.

2. 2. The driving control device according to claim 1, wherein, when the expected merging section existing in the direction of travel is identified, the action decision unit performs the avoidance driving control at a timing that allows for the necessary driving changeover time from the automatic driving function to the driver to be secured before entering the expected merging section.

3. A driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task, The presence of a merging expected section (CfS) where traveling by the automated driving function is restricted due to the expected merging of another vehicle (Ac) from the adjacent lane (ML) into the own vehicle lane (DL) is grasped (S60, S260), When it is determined that the expected merging section exists in the traveling direction while the vehicle is traveling using the automatic driving function, it is determined to execute avoidance driving control to avoid entering the expected merging section (S64, S264). causing at least one processing unit (51) to perform a process including In the step of determining whether to execute avoidance travel control, When the avoidance driving control for moving from the own vehicle lane to another driving lane (PL) alleviates the restriction on driving by the autonomous driving function, determining whether or not to perform the avoidance driving control based on selection information of the driver; A driving control program that notifies the driver of the difference between driving control by the automatic driving function when the vehicle continues to drive in the own lane and driving control by the automatic driving function when the vehicle changes lanes to another driving lane, before the selection information is acquired.

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