Automatic driving control device and automatic driving control program

Abstract

To provide an automatic driving control device which can secure convenience for automatic driving.SOLUTION: An automatic driving ECU 50b is an automatic driving control device capable of performing eyes off automatic driving. The automatic driving ECU 50b recognizes a first traffic jam state and a second traffic jam state. The first traffic jam state is a state in which a vehicle speed of an own vehicle is equal to or less than a prescribed speed, and all of a front vehicle of an own vehicle lane and side vehicles of an adjacent lane exist. The second traffic jam state is a state in which the vehicle speed of the own vehicle is equal to or less than the prescribed speed, the front vehicle exists, on the other hand, the side vehicles do not exist on at least one adjacent lane. The automatic driving ECU 50b permits start of eyes off automatic driving in the case of the first traffic jam state, and does not permit the start of the eyes off automatic driving in the case of the second traffic jam state. The automatic driving ECU 50b starts the eyes off automatic driving in the first traffic jam state, then permits continuity of the eyes off automatic driving even in the case of being transited to the second traffic jam state.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The disclosure in this specification relates to an automatic driving control device and an automatic driving control program that perform automatic driving without the obligation to monitor surroundings. Mu Regarding [Background technology]

[0002] The autonomous driving system disclosed in Patent Document 1 determines the situation around the vehicle based on data acquired by sensors and other devices, and performs autonomous driving that allows the driver to perform tasks such as operating a smartphone or watching television. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2017-107502 Summary of the Invention [Problem to be solved by the invention]

[0004] As disclosed in Patent Document 1, autonomous driving without the driver's obligation to monitor the surroundings is permitted only under certain conditions, such as during traffic jams. Therefore, if the situation around the vehicle changes immediately after autonomous driving begins, the autonomous driving may be terminated immediately. As a result, there is a concern that the convenience of autonomous driving may be impaired.

[0005] The present disclosure provides an automatic driving control device capable of ensuring convenience regarding automatic driving. and Autonomous driving control program Mu's The purpose is to provide. [Means for solving the problem]

[0011] To achieve the above objectives,One disclosed aspect is an automatic driving control device capable of performing eyes-off automatic driving in which the driver is not required to monitor the surroundings, the automatic driving control device comprising: a lane determination unit (161) that determines whether the host vehicle (Ao) is traveling in an overtaking lane (Lp); an other vehicle recognition unit (162) that recognizes the presence of other vehicles around the host vehicle; The vehicle is provided with a congestion recognition unit (163) that recognizes the congestion state around the vehicle, and a permission control unit (177) that sets a first permission condition that permits the start of eyes-off autonomous driving based on the recognition of the congestion state when the vehicle is traveling in an overtaking lane, stricter than a second permission condition that permits the start of eyes-off autonomous driving based on the recognition of the congestion state when the vehicle is traveling in a driving lane (Ld) different from the overtaking lane. The permission control unit determines whether the first permission condition includes only the fact that a rear vehicle is recognized as another vehicle. It is said to be an automatic driving control device.

[0012] Another disclosed aspect is an automatic driving control program capable of performing eyes-off automatic driving in which the driver is not required to monitor the surroundings, and includes at least one processing unit (51) that determines whether the host vehicle (Ao) is traveling in an overtaking lane (Lp) (S 3 31), The presence of other vehicles around the vehicle is recognized, Recognizes the traffic congestion around the vehicle (S 3 32,S 3 34), the first permission condition that allows the start of eyes-off autonomous driving based on the recognition of a congestion state when the vehicle is traveling in an overtaking lane is set stricter than the second permission condition that allows the start of eyes-off autonomous driving based on the recognition of a congestion state when the vehicle is traveling in a driving lane (Ld) different from the overtaking lane. Therefore, only the first permission condition out of the first and second permission conditions includes the requirement that the rear vehicle is recognized as another vehicle. (S 3 33), and is an automatic driving control program that performs processing including the above.

[0013] In these aspects, when traveling in the passing lane, the initiation of eyes-off autonomous driving based on the recognition of a congestion state is suppressed. Generally, congestion tends to clear up more quickly in the passing lane than in the driving lane, so by suppressing the initiation of eyes-off autonomous driving in the passing lane, it is possible to avoid a situation in which eyes-off autonomous driving, once initiated, is terminated too quickly. As a result, continuous eyes-off autonomous driving becomes easier to implement, ensuring the convenience of autonomous driving.

[0014] Another disclosed aspect is an autonomous driving control device capable of eyes-off autonomous driving without the driver having to monitor the surroundings, and includes a lane determination unit (161) that determines whether the host vehicle (Ao) is traveling in an overtaking lane (Lp), a congestion recognition unit (163) that recognizes the congestion state around the host vehicle, and a permission control unit (177) that permits the start of eyes-off autonomous driving based on the recognition of the congestion state and begins preparations to end eyes-off autonomous driving if the vehicle speed of the host vehicle exceeds a predetermined speed (V2) after the start of eyes-off autonomous driving, wherein the congestion recognition unit recognizes that a congestion state has re-occurred when the vehicle speed of the host vehicle exceeds the predetermined speed and then falls below the predetermined speed again, and the permission control unit suspends preparations to end based on the recognition of a congestion state re-occurred when the host vehicle is traveling in a driving lane (Ld) different from the overtaking lane, and continues preparations to end when the host vehicle is traveling in the overtaking lane even if a congestion state is recognized re-occurred.

[0015] Another disclosed aspect is an autonomous driving control program capable of performing eyes-off autonomous driving without the driver having to monitor the surroundings, which causes at least one processing unit (51) to perform processing including determining whether the host vehicle (Ao) is traveling in an overtaking lane (Lp) (S213), recognizing the congestion state around the host vehicle (S220-S225), allowing the start of eyes-off autonomous driving based on the recognition of the congestion state (S236), starting preparations to end eyes-off autonomous driving if the vehicle speed exceeds a predetermined speed (V2) after the start of eyes-off autonomous driving (S280), recognizing that a congestion state has reoccurred if the vehicle speed exceeds the predetermined speed and then falls below the predetermined speed again (S275), suspending preparations to end the program if the host vehicle is traveling in a driving lane (Ld) other than the overtaking lane based on the recognition of a congestion state again (S279), and continuing preparations to end the program if the host vehicle is traveling in the overtaking lane even if a congestion state is recognized again (S276).

[0016] In these aspects, when the vehicle is traveling in the passing lane, preparations to end eyes-off autonomous driving continue even if a congestion state is recognized again. Generally, congestion tends to clear more quickly in passing lanes than in driving lanes, so continuing preparations to end eyes-off autonomous driving even if a congestion state reoccurs can prevent unnecessary changes in the control state. As a result, eyes-off autonomous driving can be smoothly terminated, ensuring the convenience of autonomous driving.

[0017] Another disclosed aspect is an autonomous driving control device that can perform eyes-off autonomous driving without the driver having to monitor the surroundings using information from autonomous sensors (30, 41), and is equipped with a congestion information acquisition unit (174) that acquires congestion information for the road on which the host vehicle (Ao) is scheduled to travel, a congestion recognition unit (163) that uses information from the autonomous sensors to recognize whether there is congestion around the host vehicle, and a permission control unit (177) that permits the start of eyes-off autonomous driving when the congestion recognition unit recognizes a congestion state around the host vehicle, and the permission control unit is an autonomous driving control device that suspends the end of eyes-off autonomous driving if it determines that congestion will continue based on the congestion information even if it recognizes that the congestion state has been resolved after eyes-off autonomous driving has started.

[0018] Another disclosed aspect is an autonomous driving control program that can perform eyes-off autonomous driving without the driver having to monitor their surroundings using information from autonomous sensors (30, 41), and causes at least one processing unit (51) to perform processing including: recognizing whether there is a traffic jam around the vehicle using information from the autonomous sensors (S16 to S19); permitting the start of eyes-off autonomous driving if a traffic jam around the vehicle is recognized (S31, S32); acquiring traffic jam information for the road on which the vehicle (Ao) is scheduled to travel (S42); and postponing the end of eyes-off autonomous driving if it is determined that the traffic jam will continue based on the traffic jam information even after it recognizes that the traffic jam has cleared after starting eyes-off autonomous driving (S45).

[0019] In these aspects, after eyes-off autonomous driving has begun, even if it is recognized that a traffic jam has been resolved based on information from the autonomous sensor, if it is determined that congestion will continue based on congestion information for the road on which the vehicle is scheduled to travel, the termination of eyes-off autonomous driving is postponed. In this way, by suppressing the satisfaction of the conditions for canceling eyes-off autonomous driving, it is possible to avoid a situation in which eyes-off autonomous driving is terminated prematurely once it has begun. Therefore, continuous eyes-off autonomous driving becomes easier to implement, ensuring the convenience of autonomous driving.

[0020] Another disclosed aspect is an autonomous driving control device that can perform eyes-off autonomous driving without the driver having to monitor the surroundings using information from autonomous sensors (30, 41), and is equipped with a congestion information acquisition unit (174) that acquires input information from the driver indicating whether or not the road on which the vehicle (Ao) is scheduled to travel is congested, a congestion recognition unit (163) that recognizes whether or not the area around the vehicle is congested using information from the autonomous sensors, and a permission control unit (177) that permits the start of eyes-off autonomous driving when the congestion recognition unit recognizes a congestion state around the vehicle, and the permission control unit is an autonomous driving control device that suspends the end of eyes-off autonomous driving if, after eyes-off autonomous driving has been started, it is recognized that the congestion has been resolved but input information indicating that the congestion continues has been acquired.

[0021] Another disclosed aspect is an autonomous driving control program that can perform eyes-off autonomous driving, which does not require the driver to monitor the surroundings, using information from autonomous sensors (30, 41), and causes at least one processing unit (51) to perform processing including: recognizing whether there is a traffic jam around the vehicle using information from the autonomous sensors (S16 to S19); permitting the start of eyes-off autonomous driving if the traffic jam around the vehicle is recognized (S21, S22); acquiring driver input information indicating whether the road on which the vehicle (Ao) is planned to travel is congested (S43); and postponing the end of eyes-off autonomous driving if it is recognized that the traffic jam has cleared after the start of eyes-off autonomous driving but input information indicating the congested state is acquired (S45).

[0022] In these aspects, after eyes-off autonomous driving has begun, even if it is recognized that the congestion state has been resolved based on information from the autonomous sensor, if it is determined that the congestion will continue based on input information based on the driver's judgment, the end of eyes-off autonomous driving is postponed. In this way, if the satisfaction of the conditions for canceling eyes-off autonomous driving is suppressed, it is possible to avoid a situation in which eyes-off autonomous driving, once started, is terminated prematurely. Therefore, continuous eyes-off autonomous driving becomes easier to implement, ensuring the convenience of autonomous driving.

[0026] 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]

[0027] [Figure 1] FIG. 1 is a diagram illustrating an overall view of an in-vehicle network including an autonomous driving system according to a first embodiment of the present disclosure. [Figure 2] 10 is a flowchart showing details of a traffic congestion recognition process performed by a traffic congestion recognition unit. [Figure 3] 4 is a diagram showing an example of a first congestion state recognized by a congestion recognition unit. FIG. [Figure 4] FIG. 10 is a diagram showing an example of a second congestion state recognized by a congestion recognition unit. [Figure 5] FIG. 10 is a diagram showing another example of a second congestion state recognized by the congestion recognition unit. [Figure 6] FIG. 10 is a diagram showing an example of a third congestion state recognized by a congestion recognition unit. [Figure 7] 10 is a flowchart showing details of a congestion re-counting process performed by a congestion recognition unit. [Figure 8] 10 is a flowchart showing details of an autonomous driving permission process performed by a permission control unit. [Figure 9] 10 is a flowchart showing details of a congestion relief determination process performed by a permission control unit. [Figure 10]10 is a flowchart showing details of the eyes-off autonomous driving state control process performed by the permission control unit. [Figure 11] 10 is a time chart showing an example of state changes in Level 3 autonomous driving in a traffic jam scene. [Figure 12] 10 is a time chart showing another example of state changes of Level 3 autonomous driving in a traffic jam scene. [Figure 13] FIG. 10 is a diagram showing an example of a fourth congestion state recognized by the congestion recognition unit according to the second embodiment. [Figure 14] FIG. 10 is a diagram showing an example of a fifth congestion state recognized by the congestion recognition unit. [Figure 15] FIG. 10 is a diagram showing an example of a sixth congestion state recognized by the congestion recognition unit. [Figure 16] 10 is a flowchart showing details of a traffic congestion recognition process performed by a traffic congestion recognition unit. [Figure 17] 10 is a flowchart showing details of an autonomous driving permission process performed by a permission control unit. [Figure 18] 10 is a flowchart showing details of the eyes-off autonomous driving state control process performed by the permission control unit. [Figure 19] 10 is a flowchart showing details of an operation change request process performed by the HCU. [Figure 20] 10 is a flowchart showing details of an autonomous driving permission process according to a third embodiment. [Figure 21] 13 is a flowchart showing details of the automatic driving permission process according to Modification 6. DETAILED DESCRIPTION OF THE INVENTION

[0028] Hereinafter, several embodiments will be described with reference to the drawings. Note that corresponding components in each embodiment are given the same reference numerals, and redundant description may be omitted. When only a portion of the configuration is described in each embodiment, the configuration of another embodiment described previously can be applied to the remaining portion of the configuration. Furthermore, in addition to the combinations of configurations explicitly stated in the description of each embodiment, configurations of several embodiments can also be partially combined together even if not explicitly stated, as long as there is no particular problem with the combination.

[0029] (First embodiment) The functions of the automatic driving control device according to the first embodiment of the present disclosure are realized by an automatic driving ECU (Electronic Control Unit) 50b shown in Fig. 1. The automatic driving ECU 50b is mounted on a vehicle (hereinafter, host vehicle Ao, see Fig. 3) together with a driving assistance ECU 50a, and together with the driving assistance ECU 50a, configures an automatic driving system 50. By mounting the automatic driving system 50, the host vehicle Ao becomes an automatic driving vehicle equipped with an automatic driving function.

[0030] The driving assistance ECU 50a is an in-vehicle ECU that realizes a driving assistance function that assists the driver in driving operations in the automated driving system 50. The driving assistance ECU 50a enables advanced driving assistance or partial automated driving control equivalent to level 2 of the automated driving levels defined by the Society of Automotive Engineers. The automated driving performed by the driving assistance ECU 50a is automated driving with a periphery monitoring obligation, which requires the driver to visually monitor the area around the vehicle.

[0031] 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 in the autonomous driving system 50. The autonomous driving ECU 50b enables autonomous driving of level 3 or higher, where the system is the main controller, that is, eyes-off autonomous driving, where the driver does not need to visually monitor the surroundings of the vehicle and is not required to monitor the surroundings. The autonomous driving ECU 50b may also be capable of autonomous driving functions of level 4 or higher.

[0032] In the autonomous driving system 50, the control state of the autonomous driving function is switched among a plurality of control states including at least autonomous driving control by the driving assistance ECU 50a with the obligation to monitor the surroundings, and autonomous driving control by the autonomous driving ECU 50b without the obligation to monitor the surroundings. In the following description, autonomous driving control of level 2 or lower by the driving assistance ECU 50a may be referred to as "driving assistance control," and autonomous driving control of level 3 or higher by the autonomous driving ECU 50b may be referred to as "autonomous driving control."

[0033] During the autonomous driving period (see traffic congestion periods Tm1 to Tm3 in FIG. 11) when the host vehicle Ao is automatically driven by the autonomous driving control of the autonomous driving ECU 50b, the driver may be permitted to perform a specific action other than predefined driving (hereinafter referred to as the second task). The second task is legally permitted to the driver until the autonomous driving system 50 requests the execution of a driving operation, i.e., until a request for a driver handover occurs. For example, actions such as watching entertainment content such as video content, operating a device such as a smartphone, and eating are considered as second tasks.

[0034] The autonomous driving ECU 50b and the driving assistance ECU 50a are communicatively connected to a communication bus 99 of an in-vehicle network mounted on the host vehicle Ao. The autonomous driving ECU 50b and the driving assistance ECU 50a are one of multiple nodes provided in the in-vehicle network. A driver monitor 29, a surroundings monitoring sensor 30, a locator 35, a V2X communication device 39, a cruise control ECU 40, an HCU (Human Machine Interface Control Unit) 100, and the like are connected to the communication bus 99. These nodes connected to the communication bus 99 of the in-vehicle network can communicate with each other. Certain nodes among these devices and ECUs may be electrically connected directly to each other and be able to communicate without going through the communication bus 99.

[0035] 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, with the near-infrared camera facing the headrest of the driver's seat. The near-infrared camera may be integrated with the meter display 21 or the center information display (hereinafter referred to as CID) 22, which will be described later, and may be provided on either screen.

[0036] The driver monitor 29 uses a near-infrared camera to capture an image of the driver's head illuminated with near-infrared light from a near-infrared light source. The image captured by the near-infrared camera is analyzed by a control unit. The control unit extracts information such as the driver's eye point position and line of sight from the captured image. The driver monitor 29 provides the driver status information extracted by the control unit to the HCU 100, the autonomous driving ECU 50b, etc.

[0037] The periphery monitoring sensor 30 is an autonomous sensor that monitors the environment surrounding the host vehicle Ao. The periphery monitoring sensor 30 can detect predetermined moving objects and stationary objects within a detection range around the host vehicle. The periphery monitoring sensor 30 can detect at least a front vehicle Af (see FIG. 3), a rear vehicle, and side vehicles As1 and As2 (see FIG. 3) traveling around the host vehicle Ao. The periphery monitoring sensor 30 provides detection information of objects around the host vehicle to the driving assistance ECU 50a, the autonomous driving ECU 50b, etc.

[0038] The perimeter monitoring sensor 30 includes, for example, one or more of a camera unit 31, a millimeter-wave radar 32, a lidar 33, and a sonar 34. The camera unit 31 may be configured to include a monocular camera or a compound eye camera. The camera unit 31 is mounted on the host vehicle Ao so as to be able to capture an image of the range ahead of the host vehicle Ao. A camera unit 31 capable of capturing images of the lateral and rearward ranges of the host vehicle Ao may also be mounted on the host vehicle Ao. The camera unit 31 outputs at least one of image data captured of the surroundings of the host vehicle and an analysis result of the image data as detection information.

[0039] The millimeter-wave radar 32 emits millimeter waves or quasi-millimeter waves toward the surroundings of the vehicle. The millimeter-wave radar 32 receives waves reflected by moving and stationary objects, etc., and outputs detection information generated by the process. The lidar 33 emits laser light toward the surroundings of the vehicle. The lidar 33 receives laser light reflected by moving and stationary objects, etc., within the irradiation range, and outputs detection information generated by the process. The sonar 34 emits ultrasonic waves toward the surroundings of the vehicle. The sonar 34 receives ultrasonic waves reflected by moving and stationary objects, etc., near the vehicle, and outputs detection information generated by the process.

[0040] The locator 35 includes a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, etc. The locator 35 sequentially determines the position and traveling direction of the host vehicle Ao by combining the positioning signal received by the GNSS receiver, the measurement results of the inertial sensor, and the vehicle speed information output to the communication bus 99. The locator 35 sequentially outputs position information and direction information of the host vehicle Ao based on the positioning results to the communication bus 99 as locator information.

[0041] The locator 35 further includes a high-precision map database (hereinafter referred to as high-precision map DB) 36. The high-precision map DB 36 is primarily composed of a large-capacity storage medium storing a large amount of three-dimensional map data and two-dimensional map data. The three-dimensional map data is so-called HD (High Definition) map data and includes road information necessary for autonomous driving control. The three-dimensional map data includes information necessary for advanced driving assistance and autonomous driving, such as three-dimensional shape information of roads and detailed information about each lane. The locator 35 reads map data about the area around the current location from the high-precision map DB 36 and provides it to the driving assistance ECU 50a, the autonomous driving ECU 50b, etc., along with locator information.

[0042] The V2X (Vehicle to Everything) communication device 39 is an external communication unit mounted on the host vehicle Ao. The V2X communication device 39 transmits and receives information via wireless communication with roadside devices installed on the side of the road. As an example, the V2X communication device 39 receives congestion information around the current position of the host vehicle Ao and in the direction of travel from the roadside devices. The congestion information is VICS (registered trademark) information or the like. The V2X communication device 39 provides the received congestion information to the autonomous driving ECU 50b or the like.

[0043] The cruise control ECU 40 is an electronic control device that mainly includes a microcontroller. The cruise control ECU 40 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU. The cruise control ECU 40 continuously controls the braking force of each wheel, the output of the on-board power source, and the steering angle 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. In addition, the cruise control ECU 40 generates vehicle speed information indicating the current traveling speed of the host vehicle Ao based on detection signals from wheel speed sensors 41 installed in the hub portions of each wheel, and sequentially outputs the generated vehicle speed information to the communication bus 99.

[0044] The HCU 100 configures an HMI (Human Machine Interface) system together with a plurality of display devices, an audio device 24, an ambient light 25, an operation device 26, etc. The HMI system has an input interface function that accepts operations by an occupant such as a driver of the host vehicle Ao, and an output interface function that presents information to the driver.

[0045] The display device presents information to the driver's vision by displaying images or the like. The display devices include a meter display 21, a CID 22, a head-up display (hereinafter referred to as HUD) 23, and the like. The CID 22 has a touch panel function and detects touch operations on the display screen by the driver or the like. The audio device 24 has multiple speakers installed in the vehicle cabin surrounding the driver's seat, and reproduces alert sounds, voice messages, or the like through the speakers in the vehicle cabin. The ambient light 25 is provided on the instrument panel, steering wheel, etc. The ambient light 25 presents information using the driver's peripheral vision by using an ambient display that changes the light emission color.

[0046] 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.

[0047] The HCU 100 functions as a presentation control device that comprehensively controls the presentation of information related to autonomous driving to the driver. The HCU 100 cooperates with the autonomous driving ECU 50b and allows the driver to perform a second task. Based on a request to perform a driving operation from the autonomous driving ECU 50b, the HCU 100 requests the driver to take over driving, and can play video content related to the second task without interfering with the request to take over driving.

[0048] The HCU 100 mainly includes a control circuit including a processing unit 11, a RAM 12, a storage unit 13, an input / output interface 14, and buses connecting these. 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 an IP core with a field-programmable gate array (FPGA), a neural network processing unit (NPU), or 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 presentation control processing. 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.

[0049] The HCU 100 has a plurality of functional units that perform integrated control of information presentation to the driver by executing a presentation control program stored in the storage unit 13 using the processing unit 11. Specifically, the HCU 100 has functional units such as an information acquisition unit 71, an autonomous driving recognition unit 72, a driver recognition unit 73, and a presentation control unit 74.

[0050] The information acquisition unit 71 acquires vehicle information indicating the state of the host vehicle Ao from the communication bus 99. The vehicle information includes, for example, vehicle speed information and control status information (described later) indicating the state of the automatic driving function. The information acquisition unit 71 acquires a request to implement a notification related to the automatic driving function from the automatic driving ECU 50b via the communication bus 99. The information acquisition unit 71 acquires operation information indicating the content of a user operation from the CID 22, the operation device 26, etc. The information acquisition unit 71 acquires driver information indicating the state of the driver. The driver information includes driver status information output by the driver monitor 29, reclining information indicating the reclining state of the driver's seat backrest, and steering grip information indicating the grip state of the steering wheel.

[0051] The autonomous driving grasping unit 72 grasps the implementation status of autonomous driving by the autonomous driving system 50 based on the control status information acquired by the information acquisition unit 71. Specifically, the autonomous driving grasping unit 72 grasps whether or not the autonomous driving function is in an operating state in the autonomous driving system 50. If the autonomous driving function is in an operating state, the autonomous driving grasping unit 72 further grasps information such as whether or not steering operation by the driver is required, whether or not surrounding monitoring by the driver is required, and whether or not the state in which surrounding monitoring is not required is scheduled to end.

[0052] The driver ascertaining unit 73 ascertains the details of the second task performed by the driver based on the driver information acquired by the information acquiring unit 71. For example, the driver ascertaining unit 73 ascertains information such as whether the driver is operating a smartphone, gazing at the screen of CID 22, or operating the touch panel of CID 22.

[0053] The driver grasping unit 73 determines whether the driver's driving posture is appropriate or not based on the driver information acquired by the information acquiring unit 71. As an example, the driver grasping unit 73 determines that the driver's driving posture is appropriate when it is confirmed that the driver is monitoring the surroundings, the reclining of the driver's seat is equal to or less than a predetermined value, and the steering wheel is being gripped.

[0054] The driver ascertaining unit 73 ascertains the content of a user operation input to the touch panel of the CID 22 or the operation device 26 in response to an inquiry to the driver by the presentation control unit 74. As an example, the driver is inquired as to whether or not the road on which the vehicle Ao is to travel is congested. Based on the user operation, the driver ascertaining unit 73 acquires the driver's determination result indicating whether or not the road on which the vehicle Ao is to travel is congested.

[0055] The driver grasping unit 73 provides the autonomous driving ECU 50b with task information indicating the content of the second task being performed, driver posture information indicating whether the driver's driving posture is appropriate, and input information indicating the driver's judgment results.

[0056] The presentation control unit 74 performs integrated control of the provision of information to the driver using each display device and the audio device 24. The presentation control unit 74 performs the above-mentioned inquiries to the driver, playback of video content, etc., and notification of a request for a change of driver, based on a notification implementation request acquired by the information acquisition unit 71 and in accordance with the implementation status of autonomous driving recognized by the autonomous driving recognition unit 72. The presentation control unit 74 allows playback of video content related to the second task only when the autonomous driving function is in an active state and the vehicle is in an eyes-off autonomous driving state in which the driver does not need to monitor the surroundings. The presentation control unit 74 terminates or restricts playback of video content, etc., when the autonomous driving recognition unit 72 recognizes that the eyes-off autonomous driving is scheduled to end.

[0057] Next, the driving assistance ECU 50a and the autonomous driving ECU 50b that configure the autonomous driving system 50 will be described in detail in order.

[0058] 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 units. 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 ACC (Adaptive Cruise Control) functional unit, an LTC (Lane Trace Control) functional unit, and an LCA (Lane Change Assist) functional unit.

[0059] The autonomous driving ECU 50b has higher computing power than the driving assistance ECU 50a and can perform at least driving control equivalent to ACC, LTC, and LCA. In situations where eyes-off autonomous driving is temporarily suspended, the autonomous driving ECU 50b can perform driving assistance control that requires the driver to monitor the surroundings in place of the driving assistance ECU 50a.

[0060] Similar to the HCU 100, the autonomous driving ECU 50b is a computer that mainly includes a processing unit 51, a RAM 52, a storage unit 53, an input / output interface 54, and a control circuit that includes a bus connecting these units. The processing unit 51 accesses the RAM 52 to execute various processes for implementing the autonomous driving control method of the present disclosure. The storage unit 53 stores various programs (such as an autonomous driving control program) that are executed by the processing unit 51. As the processing unit 51 executes the programs, the autonomous driving ECU 50b is configured with an information linkage block 60, an environment recognition block 61, an action determination block 62, a control execution block 63, and the like as multiple functional units for implementing the autonomous driving function.

[0061] The information linkage block 60 provides information to the HCU 100 and acquires information from the HCU 100. Specifically, the information linkage block 60 generates control status information indicating the operation status of the autonomous driving function and provides the generated control status information to the HCU 100. In addition, the information linkage block 60 outputs a request to the HCU 100 to perform notification, thereby enabling the HCU 100 to issue a notification synchronized with the operation status of the autonomous driving function. Furthermore, the information linkage block 60 acquires driver operation information, posture information, task information, etc. from the HCU 100. Based on the operation information, the information linkage block 60 understands the content of user operations input to the CID 22, the operation device 26, etc. In addition, the information linkage block 60 provides the driver's posture information and task information to the behavior determination block 62.

[0062] The environment recognition block 61 recognizes the driving environment of the host vehicle Ao by combining the locator information and map data acquired from the locator 35 with the detection information acquired from the perimeter monitoring sensor 30. The environment recognition block 61 has a road recognition unit 161, a vehicle recognition unit 162, and a traffic congestion recognition unit 163 as sub-functional units for recognizing the driving environment.

[0063] The road recognition unit 161 recognizes the type of road that the host vehicle Ao is traveling on. The road recognition unit 161 acquires, as information indicating the road type, identification information that identifies an ordinary road, a motorway, an expressway, etc., and shape information that identifies a straight section, a curved section, a merging section, etc. The road recognition unit 161 may further acquire, as information on the road type, information indicating the presence or absence of a median strip, etc.

[0064] The road recognition unit 161 recognizes the number of lanes of the road on which the vehicle is traveling, the position of the host vehicle lane Lo in which the vehicle Ao is traveling, etc. (See FIG. 3, etc.). When the road on which the vehicle is traveling includes multiple lanes, the road recognition unit 161 determines whether the vehicle Ao is traveling in an overtaking lane Lp or a driving lane Ld. The overtaking lane Lp is the lane located at the right end of the multiple lanes under regulations that stipulate vehicles travel on the left side, and is the lane located at the left end of the multiple lanes under regulations that stipulate vehicles travel on the right side. In principle, there is only one overtaking lane Lp, but multiple overtaking lanes Lp may be set depending on the road. The driving lane Ld is the lane of the multiple lanes excluding the overtaking lane Lp. When the road has one lane in each direction, the road recognition unit 161 determines that the vehicle Ao is traveling in the driving lane Ld.

[0065] The other vehicle grasping unit 162 grasps the relative positions, relative speeds, etc. of other vehicles around the host vehicle. The other vehicle grasping unit 162 grasps at least the presence of a forward vehicle Af traveling ahead of the host vehicle Ao in the host vehicle lane Lo, and side vehicles As1 and As2 traveling in adjacent lanes La1 and La2 adjacent to both sides of the host vehicle lane Lo. The side vehicles As1 and As2 are vehicles traveling parallel to the host vehicle Ao and at least a portion of the vehicle body overlaps with the host vehicle Ao in the width direction of the host vehicle lane Lo.

[0066] The traffic congestion recognition unit 163 recognizes whether or not there is a traffic jam around the host vehicle Ao, using the detection information from the periphery monitoring sensor 30 and the vehicle speed information from the wheel speed sensor 41. Specifically, the traffic congestion recognition unit 163 performs a traffic congestion recognition process (see FIG. 2) to determine whether or not there is a traffic jam and to identify the traffic congestion state around the host vehicle. The traffic congestion recognition unit 163 starts the traffic congestion recognition process based on the activation of the autonomous driving ECU 50b, and repeatedly performs the traffic congestion recognition process until the autonomous driving ECU 50b is turned off.

[0067] The congestion recognition unit 163 determines whether the current vehicle speed of the host vehicle Ao is equal to or less than a congestion speed V2 (e.g., 10 km / h, see FIG. 11) based on the vehicle speed information (S11). If the vehicle speed of the host vehicle Ao exceeds the congestion speed V2 (S11: NO), the congestion recognition unit 163 determines that the vehicle is not in a congestion state (is not in a congestion state) (S16). On the other hand, if the vehicle speed of the host vehicle Ao is equal to or less than the congestion speed V2 (S11: YES), the congestion recognition unit 163 determines whether or not there is a preceding vehicle Af (S12). If there is no preceding vehicle Af (S12: NO), the congestion recognition unit 163 determines that there is not a congestion state (S16).

[0068] When the vehicle speed is equal to or less than the traffic congestion speed V2 and a preceding vehicle Af is present, the traffic congestion recognition unit 163 determines whether adjacent lanes La1 and La2 exist on both sides of the host vehicle lane Lo (S13). When an adjacent lane La2 exists on only one side of the host vehicle lane Lo (S13: NO), the traffic congestion recognition unit 163 determines whether a lateral vehicle As2 exists in the adjacent lane La2 on that side (S14). When a lateral vehicle As2 exists (S14: YES), the traffic congestion recognition unit 163 identifies the area around the host vehicle as being in the third traffic congestion state (see FIG. 6) (S19). Even when adjacent lanes La1 and La2 do not exist in the same traveling direction as the host vehicle lane Lo, the traffic congestion recognition unit 163 can determine that the area around the host vehicle is in the third traffic congestion state. On the other hand, when a lateral vehicle As2 does not exist (S14: NO), the traffic congestion recognition unit 163 determines that the area around the host vehicle is in the second traffic congestion state (see FIG. 5) (S18).

[0069] On the other hand, if an adjacent lane La2 exists on both sides of the host vehicle lane Lo (S13: YES), the congestion recognition unit 163 determines whether or not lateral vehicles As1, As2 exist in both of the two adjacent lanes La1, La2 (S15). If lateral vehicles As1, As2 do not exist in at least one of the adjacent lanes La1, La2 (S15: NO), the congestion recognition unit 163 determines that the area around the host vehicle is in the second congestion state (see FIG. 4) (S18). On the other hand, if lateral vehicles As1, As2 exist on both the left and right sides of the host vehicle Ao (S15: YES), the congestion recognition unit 163 determines that the area around the host vehicle is in the first congestion state (see FIG. 3) (S17).

[0070] After determining that the area around the vehicle is in one of the first to third congestion states, the congestion recognition unit 163 recognizes that the congestion state has been resolved based on the detection information or the vehicle speed information. Specifically, the congestion recognition unit 163 recognizes that the congestion state around the vehicle has been resolved when the current vehicle speed of the vehicle Ao exceeds a congestion resolution speed V1 (for example, 60 km / h, see FIG. 11) or when the vehicle speed of the forward vehicle Af indicated by the detection information exceeds the congestion resolution speed V1.

[0071] The above first congestion state, second congestion state, and third congestion state will be further explained in detail with reference to Figures 3 to 6. The first congestion state is a state in which the vehicle speed of the host vehicle Ao is equal to or less than the congestion speed V2, and in which a forward vehicle Af in front of the host vehicle and lateral vehicles As1 and As2 on the host vehicle side are all present, as shown in Figure 3. In the first congestion state, it is substantially impossible to change lanes to adjacent lanes La1 and La2.

[0072] The second congestion state is a state in which the vehicle speed of the host vehicle Ao is equal to or less than the congestion speed V2, and there is a preceding vehicle Af, but there are no side vehicles As1, As2 in at least one adjacent lane La1, La2. As shown in Figure 4, the second congestion state occurs not only when there are no side vehicles As1, As2 in the adjacent lanes La1, La2 on both sides, but also when there are side vehicles As1, As2 in only one of the adjacent lanes La1, La2. Furthermore, as shown in Figure 5, in a situation in which there is an adjacent lane La2 on only one side of the host vehicle's lane Lo, there is no side vehicle As2 in the only adjacent lane La2, and this occurs.

[0073] The third congestion state is a congestion state in a scene where an adjacent lane La2 exists on only one side of the host vehicle's lane Lo. The third congestion state is a congestion state in which the vehicle speed of the host vehicle Ao is equal to or less than the congestion speed V2, and as shown in FIG. 6, a forward vehicle Af in front of the host vehicle and a lateral vehicle As2 in the only adjacent lane La2 both exist. The third congestion state is one of the congestion states included in the first congestion state. In the third congestion state, it is practically impossible to change lanes to the adjacent lane La2.

[0074] The congestion recognition unit 163 shown in Fig. 1 starts a congestion re-counting process (see Fig. 7) after determining that the area around the vehicle is in the first congestion state or the third congestion state. By performing the congestion re-counting process, the congestion recognition unit 163 predicts that the congestion will be resolved and counts the number of times that congestion has reoccurred after the predicted resolution. The congestion recognition unit 163 is provided with a congestion re-counting counter 164 that counts the number of times that congestion has reoccurred.

[0075] The congestion recognition unit 163 resets the value of the congestion re-counting counter 164 in the congestion re-counting process (S21). The congestion recognition unit 163 refers to the result of the determination of congestion resolution by the action determination block 62 (S22), and predicts that the congestion will be resolved if it is not determined that the congestion will be resolved. Specifically, if the vehicle speed of the host vehicle Ao exceeds the congestion speed V2 (S23: YES), the congestion recognition unit 163 predicts that the congestion around the host vehicle will be resolved (S24).

[0076] After predicting the end of the traffic jam, the traffic congestion recognition unit 163 determines whether the vehicle speed of the host vehicle Ao is equal to or less than the traffic jam speed V2 (S25). If the vehicle speed of the host vehicle Ao has decreased to equal to or less than the traffic jam speed V2 (S25: YES), the traffic congestion recognition unit 163 cancels the prediction that the traffic jam will be resolved, determines that traffic congestion has reoccurred, and increments (+1) the traffic congestion reoccurrence counter 164 (S26). As a result, the number of times traffic congestion has reoccurred is recorded in the traffic congestion reoccurrence counter 164.

[0077] The behavior determination block 62 cooperates with the HCU 100 to control the autonomous driving system 50 and the driving switch between the driver. When the autonomous driving system 50 has control of the driving operation, the behavior determination block 62 generates a driving plan for driving the host vehicle Ao based on the recognition result of the driving environment by the environment recognition block 61. In addition, the behavior determination block 62 has a posture recognition unit 171, a task recognition unit 172, a time measurement unit 173, a traffic congestion information acquisition unit 174, and a permission control unit 177 as sub-functional units for controlling the operating state of the autonomous driving function.

[0078] The posture grasping unit 171 and the task grasping unit 172 cooperate with the driver grasping unit 73 to grasp the state of the driver. The posture grasping unit 171 acquires driver posture information output by the driver grasping unit 73 and grasps whether the driver's driving posture is appropriate. The task grasping unit 172 acquires task information output by the driver grasping unit 73 and grasps the content of the second task performed by the driver during eyes-off autonomous driving. The task grasping unit 172 determines whether the content of the second task being performed is suitable for a driver handover. For example, a second task that requires the driver's hands to be occupied, such as operating a smartphone, is determined to be suitable for a driver handover that is not suitable for a driver handover. On the other hand, a second task that does not require the driver's hands to be occupied, such as watching video content displayed on CID 22, is determined to be suitable for a driver handover that is suitable for a driver handover.

[0079] The posture grasping unit 171 may acquire driver status information, reclining information, steering grip information, etc., and grasp the driving posture of the driver without relying on information acquired from the driver grasping unit 73. Similarly, the task grasping unit 172 may acquire driver status information from the driver monitor 29, and thereby grasp the content of the second task without relying on information acquired from the driver grasping unit 73.

[0080] The time measurement unit 173 measures the elapsed time since the eyes-off autonomous driving started. When the driver understanding unit 73 detects the start of the eyes-off autonomous driving (see time t1 in FIG. 11), it resets the timer value and starts measuring the elapsed time. The time measurement unit 173 continues measuring the elapsed time until the eyes-off autonomous driving ends (see time t7 in FIG. 11).

[0081] The traffic congestion information acquisition unit 174 acquires traffic congestion information received by the V2X communication device 39. Based on the acquired traffic congestion information, the traffic congestion information acquisition unit 174 determines whether or not there is a traffic jam on the road on which the host vehicle Ao is scheduled to travel. The traffic congestion information acquisition unit 174 acquires input information output by the driver ascertaining unit 73. Based on the acquired input information, the traffic congestion information acquisition unit 174 determines a driver determination result indicating whether or not there is a traffic jam on the road on which the host vehicle Ao is scheduled to travel.

[0082] The permission control unit 177 controls the start and end of eyes-off autonomous driving at Level 3 in congestion, which is implemented only when driving in congestion. The permission control unit 177 may also be able to control the start and end of eyes-off autonomous driving with an implementation pattern different from Level 3 in congestion, for example, area Level 3 autonomous driving, which is implemented only in specific autonomous driving permitted areas. Note that eyes-off autonomous driving in this embodiment corresponds to Level 3 autonomous driving control in congestion.

[0083] The permission control unit 177 performs the autonomous driving permission process (see FIG. 8) to determine whether to permit the start of Level 3 autonomous driving in congestion. The permission control unit 177 repeatedly performs the autonomous driving permission process while eyes-off autonomous driving is in a standby state.

[0084] The permission control unit 177 refers to the result of the congestion recognition process performed by the congestion recognition unit 163 and determines whether the area around the vehicle is in the first congestion state (see FIG. 3) or the third congestion state (see FIG. 6) (S31). If the area around the vehicle is in the first congestion state or the third congestion state (S31: YES), the permission control unit 177 permits the start of automated driving at congestion level 3 (S32). In this case, the driver's input of a start-up operation to the operation device 26 or the like is used as a trigger to start the eyes-off automated driving. On the other hand, if the area around the vehicle is in the second congestion state (see FIGS. 4 and 5) or a non-congestion state (S31: NO), the permission control unit 177 does not permit the start of automated driving at congestion level 3 (S33).

[0085] After starting Level 3 automated driving in congestion, the permission control unit 177 repeatedly executes a congestion resolution determination process (see FIG. 9) and a state control process (see FIG. 10). The congestion resolution determination process is a process in which the permission control unit 177 determines whether or not the congestion around the vehicle has been resolved.

[0086] In the congestion resolution determination process, the permission control unit 177 refers to the result of the recognition of congestion resolution by the congestion recognition unit 163 (S41). If the current vehicle speed of the host vehicle Ao or the forward vehicle Af is equal to or less than the congestion resolution speed V1 and resolution of the congestion state is not recognized (S41: NO), the permission control unit 177 continues the congestion resolution determination process. On the other hand, if the vehicle speed of the host vehicle Ao exceeds the congestion resolution speed V1 and resolution of the congestion state is recognized (S41: YES), the permission control unit 177 determines whether or not congestion information has been acquired by the congestion information acquisition unit 174 (S42). If congestion information has been acquired (S42: YES), the permission control unit 177 considers that congestion in the traveling direction is continuing and suspends the determination of congestion resolution by the congestion recognition unit 163 (S45). As a result, the end of Level 3 automated driving during congestion is also suspended.

[0087] On the other hand, if the congestion information acquisition unit 174 has not acquired any congestion information (S42: NO), the permission control unit 177 determines whether or not input information has been acquired by the congestion information acquisition unit 174 (S43). If input information of the driver who has determined that the congestion continues has been acquired (S43: YES), the permission control unit 177 suspends the determination by the congestion recognition unit 163 that the congestion has been resolved (S45). In this case as well, the end of Level 3 automated driving during congestion is suspended. On the other hand, if the congestion information acquisition unit 174 has not acquired any input information (S43: NO), the permission control unit 177 definitively determines that the congestion state has been resolved (S44).

[0088] In the state control process (see FIG. 10), the permission control unit 177 refers to the result of the congestion resolution determination process (S71). If a definite determination is made that the congestion has been resolved (S71: YES), the permission control unit 177 ends Level 3 automated driving in congestion (S72). In this case, the permission control unit 177 transitions control from eyes-off automated driving to automated driving with the driving assistance ECU 50a being obligated to monitor the surroundings.

[0089] On the other hand, if there is no definite determination that the traffic congestion will be resolved (S71: NO), the permission control unit 177 refers to the result of the traffic congestion resolution prediction (see S24 in FIG. 7) by the traffic congestion recognition unit 163 (S73). If there is a prediction that the traffic congestion will be resolved (S73: YES), the permission control unit 177 does not permit the continuation of Level 3 automated driving in traffic congestion and prepares to end the automated driving (S83). In this way, after the start of eyes-off automated driving permitted based on the recognition of the traffic congestion state, if the vehicle speed of the host vehicle Ao exceeds the traffic congestion speed V2 and a prediction that the traffic congestion will be resolved is made, the permission control unit 177 begins preparations to end the eyes-off automated driving. On the other hand, if there is no prediction that the traffic congestion will be resolved (S73: NO), the permission control unit 177 determines whether the traffic congestion state around the host vehicle is the first traffic congestion state or the third traffic congestion state (S74).

[0090] If the area around the vehicle is in the first congestion state or the third congestion state (S74: YES), the permission control unit 177 permits continuation of Level 3 automated driving in congestion (S82). On the other hand, if the area around the vehicle is in the second congestion state (S74: NO), the permission control unit 177 permits continuation of Level 3 automated driving in congestion if all of the multiple predetermined conditions (S75, S77 to S81) are satisfied.

[0091] The permission control unit 177 determines whether this is the first traffic jam since eyes-off autonomous driving was started or whether this is a re-traffic jam after exceeding the traffic jam speed V2 (S75). If the permission control unit 177 determines that this is not a re-traffic jam (S75: NO), it permits continuation of traffic jam level 3 autonomous driving. On the other hand, if the permission control unit 177 determines that this is a re-traffic jam (S75: YES), the permission control unit 177 sets a predetermined number of times as a determination threshold depending on the position of the host vehicle lane Lo (S76). The permission control unit 177 changes the predetermined number of times depending on the position of the host vehicle lane Lo. If an adjacent lane La2 exists on only one side of the host vehicle lane Lo or if adjacent lanes La1 and La2 do not exist, the permission control unit 177 sets the predetermined number of times to be smaller than if adjacent lanes La1 and La2 exist on both sides of the host vehicle lane Lo. For example, if adjacent lanes La1 and La2 do not exist on both sides of the host vehicle lane Lo, the predetermined number of times is set to one, and if adjacent lanes La1 and La2 exist on both sides of the host vehicle lane Lo, the predetermined time is set to several times.

[0092] The permission control unit 177 compares the predetermined number of times corresponding to the position of the host vehicle's lane Lo with the value of the congestion re-occurrence counter 164 (S77). If the count of congestion re-occurrences is equal to or less than the predetermined number (S77: NO), the permission control unit 177 does not permit continuation of eyes-off autonomous driving in the second congestion state during the congestion re-occurrence (S83). In other words, if the count of congestion re-occurrences is equal to or less than the predetermined number, continuation of eyes-off autonomous driving during the congestion re-occurrence is permitted only in the first congestion state. On the other hand, if the count of congestion re-occurrences exceeds the predetermined number (S77: YES) and the other conditions (S78 to S81) are satisfied, the permission control unit 177 permits continuation of eyes-off autonomous driving in the second congestion state during the congestion re-occurrence (S82).

[0093] The permission control unit 177 determines whether to permit continuation of eyes-off autonomous driving in the second congestion state based on the driver's driving posture (S78). If the driver's driving posture ascertained by the posture ascertaining unit 171 is not appropriate (S78: NO), the permission control unit 177 does not permit continuation of eyes-off autonomous driving in the second congestion state and performs preparations to end Level 3 congestion (S83). For example, if the driver's seat back is tilted backward beyond a predetermined angle, if the driver is in a posture that makes it difficult to monitor the surroundings, or if it is difficult to grip the steering wheel, the permission control unit 177 does not permit continuation of eyes-off autonomous driving. On the other hand, if the driver's driving posture is appropriate (S78: YES), and other conditions (S79 to S81) are met, the permission control unit 177 permits continuation of Level 3 congestion autonomous driving (S82). For example, when the driver's seat is reclined below a predetermined value, when the driver is in a position that allows him or her to monitor the surroundings, or when the steering wheel can be gripped, the permission control unit 177 can permit continuation of eyes-off automated driving.

[0094] The permission control unit 177 determines whether to permit continuation of eyes-off autonomous driving in the second congestion state based on the road type (S79). If the type of road currently being traveled, as recognized by the road recognition unit 161, does not meet the continuation permission conditions (S79: NO), the permission control unit 177 does not permit continuation of eyes-off autonomous driving in the second congestion state and performs preparations to end congestion level 3 (S83). For example, if the road currently being traveled is a curved section or a merging section, the permission control unit 177 does not permit continuation of eyes-off autonomous driving. On the other hand, if the type of road currently being traveled meets the continuation permission conditions (S79: YES), and other conditions (S78, S80, and S81) are met, the permission control unit 177 permits continuation of congestion level 3 autonomous driving (S82). For example, if the road currently being traveled is a straight section, the permission control unit 177 can permit continuation of eyes-off autonomous driving.

[0095] The permission control unit 177 determines whether to permit continuation of eyes-off autonomous driving in the second congestion state based on the content of the second task (S80). If the content of the second task currently being performed as determined by the task determination unit 172 does not conform to the continuation permission conditions (S80: NO), the permission control unit 177 does not permit continuation of eyes-off autonomous driving in the second congestion state and performs preparations to end congestion level 3 (S83). For example, if the driver's hands are occupied by operating a smartphone, the permission control unit 177 does not permit continuation of eyes-off autonomous driving. On the other hand, if the content of the currently being performed second task conforms to the continuation permission conditions (S80: YES), and other conditions (S78, S79, and S81) are met, the permission control unit 177 permits continuation of congestion level 3 autonomous driving (S82). For example, if the driver's hands are not occupied by operating the CID 22, the permission control unit 177 can permit continuation of eyes-off autonomous driving.

[0096] The permission control unit 177 determines whether to permit continuation of eyes-off autonomous driving in the second congestion state based on the elapsed time since the start of autonomous driving (S81). If the elapsed time measured by the time measurement unit 173 exceeds a predetermined time (for example, approximately one minute) (S81: NO), the permission control unit 177 does not permit continuation of eyes-off autonomous driving in the second congestion state and prepares to end congestion level 3 (S83). On the other hand, if the elapsed time is within the predetermined time (S81: YES) and other conditions (S78 to S80) are met, the permission control unit 177 permits continuation of congestion level 3 autonomous driving (S82).

[0097] When the autonomous driving system 50 has control of the driving operation, the control execution block 63 cooperates with the cruise control ECU 40 to execute acceleration / deceleration control, steering control, and the like of the host vehicle Ao in accordance with the driving plan generated by the action determination block 62. Specifically, the control execution block 63 generates control commands based on the driving plan and outputs the generated control commands to the cruise control ECU 40 one after another.

[0098] Next, a number of traffic jam scenarios in which Level 3 automated driving in traffic jams is performed by the automated driving ECU 50b described above will be described based on FIGS. 11 and 12 and with reference to FIG.

[0099] In the traffic jam scene shown in Figure 11, the vehicle speed of the host vehicle Ao repeatedly rises and falls above traffic jam speed V2. If the autonomous driving ECU 50b recognizes that the area around the host vehicle is in the first or third traffic jam state at time t1 when the vehicle speed falls below traffic jam speed V2, the autonomous driving ECU 50b starts autonomous driving at traffic jam level 3. The autonomous driving ECU 50b continues autonomous driving at traffic jam level 3 during a first congestion period Tm1 from time t1 to time t2 when the vehicle speed exceeds traffic jam speed V2. During the first congestion period Tm1, even if the area around the host vehicle transitions to the second traffic jam state, continuation of autonomous driving at traffic jam level 3 is permitted if conditions such as driving posture, road type, and content of the second task are met.

[0100] At time t2, the autonomous driving ECU 50b disables Level 3 autonomous driving in congestion based on the prediction that the congestion will be resolved, and begins preparations to end autonomous driving. Even after time t2, when preparations to end autonomous driving begin, the autonomous driving ECU 50b continues automatic control of driving operations and accelerates the host vehicle Ao by having it follow the preceding vehicle Af. In the congestion scene in Figure 11, because the congestion around the host vehicle has not been resolved, the vehicle speed decreases without exceeding the congestion resolution speed V1.

[0101] At time t3, when the vehicle speed falls below congestion speed V2, the autonomous driving ECU 50b cancels the prediction that the congestion will be resolved and determines that congestion has reoccurred. The second congestion period Tm2, from time t3 to time t4, when the vehicle speed again exceeds congestion speed V2, is the first reoccurring congestion period. During the second congestion period Tm2, the autonomous driving ECU 50b permits Level 3 autonomous driving in congestion only if the area around the host vehicle is in the first congestion state or the third congestion state. On the other hand, if the area around the host vehicle is in the second congestion state, Level 3 autonomous driving in congestion is not permitted during the second congestion period Tm2.

[0102] At time t4, the autonomous driving ECU 50b again predicts that the congestion will be resolved. If autonomous driving at Level 3 in congestion was permitted during the second congestion period Tm2, the autonomous driving ECU 50b again disallows autonomous driving at Level 3 in congestion and begins preparations to end autonomous driving.

[0103] At time t5, when the vehicle speed again becomes equal to or less than the congestion speed V2, the autonomous driving ECU 50b cancels the prediction that the congestion will be resolved and determines that a second congestion has occurred. During the third congestion period Tm3, from time t5 to time t6 when the vehicle speed again exceeds the congestion speed V2, autonomous driving at congestion level 3 is permitted even if the area around the host vehicle is in the second congestion state.

[0104] At time t6, the autonomous driving ECU 50b again predicts that the congestion will be resolved, again disallows Level 3 autonomous driving in congestion, and begins preparations to end autonomous driving. Furthermore, at time t7, when the vehicle speed exceeds the congestion resolution speed V1, the autonomous driving system 50 switches from eyes-off autonomous driving to Level 2 autonomous driving, which requires monitoring of the surrounding area.

[0105] In response to the above-described autonomous driving control by the autonomous driving ECU 50b, when the HCU 100 determines at time t1 that Level 3 autonomous driving in congestion is permitted, it permits the driver to perform the second task. The HCU 100 provides, for example, video content related to the second task during the first congestion period Tm1. When the HCU 100 determines at time t2 that Level 3 autonomous driving in congestion has switched to a non-permitted state, it restricts playback of the video content and issues a warning urging the driver to monitor the surrounding area.

[0106] If Level 3 automated driving during congestion is resumed during the second congestion period Tm2 and the third congestion period Tm3, the HCU 100 again permits the execution of the second task. As a result, the restriction on the provision of video content that was applied at time t2 or time t4 is lifted. On the other hand, if Level 3 automated driving during congestion is not resumed during the second congestion period Tm2, the HCU 100 does not permit the execution of the second task. In this case, the restriction on viewing of video content is maintained. If the HCU 100 again disallows the execution of the second task at time t4 and time t6, it resumes issuing a notification urging the driver to monitor the surrounding area. Furthermore, at time t7 when Level 3 automated driving during congestion is released, the HCU 100 completely terminates the provision of video content and switches the display to content suitable for Level 2 automated driving (driving assistance).

[0107] 12, the end of Level 3 automated driving in congestion is put on hold even after the vehicle speed reaches congestion resolution speed V1. As in the congestion scenario described above, the autonomous driving ECU 50b starts Level 3 automated driving in congestion at time t1 when the vehicle speed becomes equal to or less than congestion speed V2, and continues Level 3 automated driving in congestion for a first congestion period Tm1 until time t2 when the vehicle speed exceeds congestion speed V2. At time t2, the autonomous driving ECU 50b predicts that the congestion will be resolved and begins preparations to end autonomous driving.

[0108] When Level 3 automated driving in traffic congestion is not permitted at time t2, the HCU 100 starts issuing a notification urging the driver to monitor the surrounding area. In addition, the HCU 100 issues a notification urging the driver to input whether the planned traffic congestion continues. When the HCU 100 acquires a driver input indicating that the traffic congestion continues, it outputs the input information of the user operation by the driver to the automated driving ECU 50b.

[0109] If the autonomous driving ECU 50b has acquired either congestion information indicating a continuation of the congestion or input information from the driver, it will postpone the end of Level 3 autonomous driving in congestion at time t8, even if the vehicle speed reaches congestion resolution speed V1. In other words, even if the autonomous driving ECU 50b recognizes that the congestion around the vehicle has been resolved from sensor information such as wheel speed sensor 41 or periphery monitoring sensor 30, it will trust the congestion information received from outside the vehicle or the driver's judgment and will not cancel Level 3 autonomous driving in congestion. At time t9, when the vehicle passes the congestion end point indicated by the congestion information or input information indicating that the congestion has been resolved is acquired, the autonomous driving ECU 50b will end Level 3 autonomous driving in congestion and switch to Level 2 autonomous driving, which requires periphery monitoring.

[0110] If the end of Level 3 automated driving in heavy traffic is postponed at time t8, the HCU 100 issues a notification indicating that Level 3 automated driving in heavy traffic will continue before time t8. At this time, the notification may be further implemented in an emphasized manner to encourage surrounding monitoring. When Level 3 automated driving in heavy traffic is canceled at time t9, the HCU 100 switches the display to content suitable for Level 2 automated driving.

[0111] In the first embodiment described so far, once eyes-off autonomous driving has been initiated, the eyes-off autonomous driving permission state continues even if the first congestion state transitions to the second congestion state. In this way, if the continuation conditions for eyes-off autonomous driving are relaxed compared to the start conditions, it is possible to avoid a situation in which eyes-off autonomous driving, once initiated, is terminated prematurely. As a result, continuous eyes-off autonomous driving becomes easier to implement, ensuring the convenience of autonomous driving.

[0112] Additionally, in the first embodiment, the elapsed time since the start of eyes-off autonomous driving is measured. If the elapsed time is within a predetermined time, the permission control unit 177 can permit continuation of eyes-off autonomous driving in the second congestion state. Therefore, if the side vehicles As1 and As2 temporarily disappear, eyes-off autonomous driving can be continued without being canceled. On the other hand, if the elapsed time exceeds the predetermined time, continuation of eyes-off autonomous driving in the second congestion state is no longer permitted. Therefore, if the state in which the side vehicles As1 and As2 remain absent continues after the start of eyes-off autonomous driving, the permission control unit 177 can cancel eyes-off autonomous driving. Note that the time measurement unit 173 may measure the elapsed time after the transition from the first congestion state to the second congestion state, instead of the elapsed time since the start of eyes-off autonomous driving.

[0113] In the first embodiment, the driver's driving posture is grasped, and the permission control unit 177 determines whether to permit continuation of eyes-off automated driving in the second congestion state based on the driver's driving posture. In this way, if the driver's driving posture is good, it is possible to accommodate other vehicles cutting in from the adjacent lanes La1 and La2. Therefore, even in the second congestion state, where cutting in is likely to occur, continuation of eyes-off automated driving, which does not require monitoring of the surroundings, may be permitted.

[0114] On the other hand, if the driver's driving posture is not suitable for driving operations, there is a possibility that the vehicle will not be able to respond to other vehicles cutting in from adjacent lanes La1 and La2. Therefore, the permission control unit 177 permits continuation of eyes-off autonomous driving only in the first congestion state and the third congestion state, where cutting in is unlikely to occur. As a result, eyes-off autonomous driving can be continued appropriately according to the driver's driving posture, improving convenience for the driver.

[0115] Furthermore, in the first embodiment, the type of road on which the host vehicle Ao is traveling is identified, and the permission control unit 177 determines whether to permit continuation of eyes-off automated driving in the second congestion state based on the road type. For example, if the road type is a straight section or other section where it is easy to detect cut-ins from other vehicles, an increase in risk can be avoided even if continuation of eyes-off automated driving in the second congestion state is permitted. On the other hand, if the road type is a curved section or a merged section where it is difficult to detect cut-ins, permitting continuation of eyes-off automated driving in the second congestion state increases the risk to other vehicles. As described above, by determining whether to continue based on the road type, the convenience of automated driving can be improved while reducing risk.

[0116] Additionally, in the first embodiment, the content of the second task performed by the driver is identified, and the permission control unit 177 determines whether to permit continuation of eyes-off automated driving in the second congestion state based on the content of the second task. For example, if the second task does not block the driver's hands, it is possible to accommodate other vehicles cutting in from adjacent lanes La1 and La2. Therefore, continuation of eyes-off automated driving may be permitted even in the second congestion state. On the other hand, if the second task does not block the driver's hands, it becomes difficult to accommodate other vehicles cutting in. Therefore, it is preferable to permit continuation of eyes-off automated driving only in the first congestion state or the third congestion state. As described above, by determining whether to continue based on the content of the second task, it is possible to reduce risks and improve the convenience of automated driving.

[0117] In the first embodiment, the number of times that traffic congestion reoccurs after a traffic congestion resolution prediction is made is counted by the traffic congestion reoccurrence counter 164. If the number of times that traffic congestion reoccurs is equal to or less than a predetermined number, continuation of eyes-off automated driving in the second traffic congestion state is not permitted during the traffic congestion reoccurrence. When traffic congestion begins to reoccur, there is a high possibility that the traffic congestion will be resolved immediately. Therefore, if continuation of automated driving in the second traffic congestion state is not permitted when the number of times that traffic congestion reoccurs is equal to or less than the predetermined number, the driver can smoothly respond to the resolution of the traffic congestion.

[0118] On the other hand, if the number of times traffic jams occur again is below a predetermined number, continuation of eyes-off automated driving in the second traffic jam state is permitted during the traffic jam re-occurrence. If traffic jams occur again repeatedly, the likelihood of the traffic jam being resolved quickly decreases. Therefore, if automated driving is permitted to continue even in the second traffic jam state, it is possible to improve the convenience of automated driving while reducing risks.

[0119] Furthermore, in the first embodiment, when adjacent lane La2 exists on only one side of the host vehicle lane Lo, the predetermined number of times is set to be smaller than when adjacent lanes La1 and La2 exist on both sides of the host vehicle lane Lo. In this way, when adjacent lane La2 exists on only one side, the possibility of cutting in is lower. Therefore, by adjusting the predetermined number of times according to the number of adjacent lanes La1 and La2, it is possible to improve the convenience of automated driving while suppressing risks.

[0120] Additionally, in the first embodiment, after eyes-off autonomous driving has begun, even if it is recognized that the congestion around the vehicle has cleared, if it is determined that the congestion will continue based on congestion information for the road on which the vehicle is planned to travel, the end of eyes-off autonomous driving is postponed. By suppressing the satisfaction of the conditions for canceling eyes-off autonomous driving in this way, it is possible to avoid a situation in which eyes-off autonomous driving is terminated prematurely once it has begun. Therefore, continuous eyes-off autonomous driving becomes easier to implement, ensuring the convenience of autonomous driving.

[0121] Furthermore, in the first embodiment, after eyes-off autonomous driving has begun, even if it is recognized that the congestion around the vehicle has cleared, if it is determined that the congestion will continue based on input information determined by the driver's judgment, the end of eyes-off autonomous driving is postponed. By suppressing the satisfaction of the conditions for canceling eyes-off autonomous driving in this way, it is possible to avoid a situation in which eyes-off autonomous driving is terminated prematurely once it has started. Therefore, continuous eyes-off autonomous driving becomes easier to implement, ensuring the convenience of autonomous driving.

[0122] In the above embodiment, the traffic congestion speed V2 corresponds to the "predetermined speed", the surrounding monitoring sensor 30 and the wheel speed sensor 41 correspond to the "autonomous sensor", the road recognition unit 161 corresponds to the "road type recognition unit", and the autonomous driving ECU 50b corresponds to the "autonomous driving control device".

[0123] Second Embodiment A second embodiment of the present disclosure shown in Figures 13 to 19 is a modified example of the first embodiment. In the second embodiment, the contents of the automatic driving control by the automatic driving ECU 50b and the information presentation control by the HCU 100 are changed depending on whether the host vehicle lane Lo is an overtaking lane Lp. Details of the automatic driving control and the information presentation control of the second embodiment will be described below based on Figures 13 to 19 and with reference to Figures 1 and 3 to 6.

[0124] The congestion recognition unit 163 recognizes fourth to sixth congestion states as congestion states around the host vehicle Ao in addition to the first to third congestion states of the first embodiment. The fourth to sixth congestion states are congestion states when the host vehicle Ao is traveling in the passing lane Lp. On the other hand, the first to third congestion states of the second embodiment mainly indicate cases when the host vehicle lane Lo becomes the driving lane Ld.

[0125] The fourth congestion state (see FIG. 13), like the third congestion state (see FIG. 6), is one of the congestion states included in the first congestion state (see FIG. 3). The congestion recognition unit 163 recognizes that the area around the host vehicle is in the fourth congestion state when it recognizes that the host vehicle Ao is traveling in the overtaking lane Lp, the vehicle speed of the host vehicle Ao is equal to or less than the congestion speed V2, and the first congestion state is present, in which both the front vehicle Af and the lateral vehicle As1 are present. In the fourth congestion state, like the first congestion state, it is substantially impossible to change lanes between the adjacent lane La1 and the host vehicle's lane Lo.

[0126] The fifth congestion state (see FIG. 14) is one of the congestion states included in the second congestion state (see FIGS. 4 and 5). The congestion recognition unit 163 recognizes that the area around the host vehicle is in the fifth congestion state when the host vehicle Ao is traveling in the overtaking lane Lp, the vehicle speed of the host vehicle Ao is equal to or less than the congestion speed V2, there is a preceding vehicle Af, but there is no lateral vehicle As1, and the congestion recognition unit 163 recognizes that the area around the host vehicle is in the fifth congestion state. In the fifth congestion state, as in the second congestion state, lane changes are possible between the adjacent lane La1 and the host vehicle's lane Lo.

[0127] The sixth congestion state (see FIG. 15) is one of the congestion states included in the second congestion state and the fifth congestion state. The congestion recognition unit 163 recognizes that the area around the vehicle is in the sixth congestion state when the scene corresponds to the fifth congestion state and the vehicle can transition to the first congestion state by changing lanes from the passing lane Lp to the adjacent lane La1 (driving lane Ld). When the congestion recognition unit 163 recognizes that the vehicle is in the sixth congestion state, a lane change suggestion notification (see FIG. 17 S233) is issued to prompt the driver to change lanes to the adjacent lane La1.

[0128] The congestion recognition unit 163 identifies the above-mentioned first to sixth congestion states through congestion recognition processing (see FIG. 16). Details of the congestion recognition processing of the second embodiment will be described below. Note that the processing of S211, S222, and S216 to S222 in the second embodiment is substantially the same as the processing of S11 to S19 in the first embodiment.

[0129] If the vehicle speed of the host vehicle Ao is equal to or less than the traffic congestion speed V2 (S211: YES) and there is a preceding vehicle Af (S212: YES), the traffic congestion recognition unit 163 refers to the lane determination result by the road recognition unit 161 and determines whether the host vehicle Ao is traveling in the overtaking lane Lp (S213). If the host vehicle Ao is traveling in the driving lane Ld (S213: NO), the traffic congestion recognition unit 163 performs processing to identify the current traffic congestion state around the host vehicle from the first to third traffic congestion states (S216 to S218, S220 to S222).

[0130] On the other hand, if the host vehicle Ao is traveling in the passing lane Lp (S213: YES), the congestion recognition unit 163 refers to the other vehicle recognition result by the other vehicle recognition unit 162 and determines whether or not the lateral vehicle As1 is present in the adjacent lane La1 (S214). If the lateral vehicle As1 is present in the adjacent lane La1 (S214: YES), the congestion recognition unit 163 identifies the area around the host vehicle as being in the fourth congestion state (see FIG. 13) (S223).

[0131] On the other hand, if there is no lateral vehicle As1 in the adjacent lane La1 (S214: NO), the congestion recognition unit 163 determines whether or not a lane change to the adjacent lane La1 is recommended (S215). If a space surrounded by other vehicles in front and on both sides exists in the adjacent lane La1, the congestion recognition unit 163 determines that a lane change is recommended (S215: YES). In this case, the congestion recognition unit 163 identifies the area around the host vehicle as being in the sixth congestion state (see FIG. 15) (S225). On the other hand, if there is no space surrounded by other vehicles in front and on both sides exists in the adjacent lane La1, the congestion recognition unit 163 determines that a lane change is not recommended (S215: NO). In this case, the congestion recognition unit 163 identifies the area around the host vehicle as being in the fifth congestion state (see FIG. 14) (S224).

[0132] Next, the details of the autonomous driving permission process and the state control process of the second embodiment, which are performed by the permission control unit 177, will be described.

[0133] In the autonomous driving permission process (see FIG. 17 ), the permission control unit 177 refers to the lane determination result by the road recognition unit 161 and determines whether the vehicle Ao is traveling in the overtaking lane Lp (S231). If the vehicle Ao is traveling in the driving lane Ld (S231: NO), the permission control unit 177 refers to the result of the congestion recognition process performed by the congestion recognition unit 163 and determines the current congestion state around the vehicle (S235). If the area around the vehicle is in the first congestion state or the third congestion state (S235: YES), the permission control unit 177 permits the start of autonomous driving at congestion level 3 (S236). On the other hand, if the area around the vehicle is in the second congestion state or a non-congestion state (S235: NO), the permission control unit 177 does not permit the start of autonomous driving at congestion level 3 (S237).

[0134] On the other hand, if the host vehicle Ao is traveling in the passing lane Lp (S231: YES), the permission control unit 177 refers to the result of the congestion recognition process and determines whether the area around the host vehicle is in the sixth congestion state (S232). If the area around the host vehicle is in the sixth congestion state (S232: YES), the permission control unit 177 cooperates with the information linking block 60 and outputs a request to the HCU 100 to perform lane change suggestion notification (S233).

[0135] The HCU 100 executes a lane change suggestion notification by the presentation control unit 74 based on the acquisition of an implementation request by the information acquisition unit 71. The lane change suggestion notification prompts the driver to change lanes to the driving lane Ld. The presentation control unit 74 displays, as the lane change suggestion notification, on the meter display 21 or the like, an image evocative of changing lanes to the driving lane Ld (adjacent lane La1) and an image including a text message such as "By changing lanes, you will be able to use the automated driving function." If the driver recognizes the lane change suggestion notification and changes lanes of the host vehicle Ao to the driving lane Ld, and the area around the host vehicle enters a first congestion state, the permission control unit 177 permits the start of automated driving at congestion level 3 (S236).

[0136] If the area around the host vehicle is not in the sixth congestion state (S232: NO), or if a predetermined time has passed while the area remains in the sixth congestion state, the permission control unit 177 further determines whether the area around the host vehicle is in the fourth congestion state (S234). If the area around the host vehicle is in the fourth congestion state (S234: YES), the permission control unit 177 permits the start of autonomous driving at congestion level 3 (S236). On the other hand, if the area around the host vehicle is in the fifth congestion state or a non-congestion state (S234: NO), the permission control unit 177 does not permit the start of autonomous driving at congestion level 3 (S237). Note that if the area around the host vehicle remains in the sixth congestion state for a predetermined time, the permission control unit 177 also does not permit the start of autonomous driving at congestion level 3.

[0137] In the state control process (see FIG. 18), the permission control unit 177 refers to the result of the congestion resolution determination made in the congestion resolution determination process (see FIG. 9) and determines whether or not the congestion resolution has been definitively determined (S271). If the congestion resolution has been definitively determined (S271: YES), the permission control unit 177 determines to end the level 3 autonomous driving control in congestion (S272).

[0138] On the other hand, if there is no definite determination that the congestion will be resolved (S271: NO), the permission control unit 177 refers to the result of the congestion resolution prediction (see S24 in FIG. 7) by the congestion recognition unit 163, and determines whether or not the congestion will be resolved (S273). If the congestion resolution is predicted (S273: YES), the permission control unit 177 does not permit the continuation of Level 3 autonomous driving control in congestion, and prepares to end the autonomous driving (S280).

[0139] On the other hand, if there is no prediction that the congestion will be resolved (S273: NO), the permission control unit 177 determines whether the congestion state around the host vehicle is the first congestion state or the third congestion state (S274). If the congestion state around the host vehicle is the first congestion state or the third congestion state (S274: YES), the permission control unit 177 permits the continuation of the Level 3 autonomous driving control during congestion (S279). On the other hand, if the congestion state around the host vehicle is neither the first nor the third congestion state (S274: NO), the permission control unit 177 permits the continuation of the Level 3 autonomous driving control during congestion if all of the multiple predetermined conditions (S275, S276, S278) are satisfied.

[0140] The permission control unit 177 determines whether the vehicle speed of the host vehicle Ao has exceeded the congestion speed V2 and then fallen back to the congestion speed V2 or below (S275). If the permission control unit 177 determines that the vehicle is not in a congestion state again but is in the initial congestion state (S275: NO), it permits continuation of the congestion level 3 autonomous driving control. On the other hand, if the permission control unit 177 determines that the vehicle is in a congestion state again, it determines whether the host vehicle Ao is traveling in the passing lane Lp (S276). If the host vehicle Ao is traveling in the passing lane Lp (S276: YES), the permission control unit 177 performs preparations to end congestion level 3 (S280).

[0141] If the host vehicle Ao is traveling in the driving lane Ld (S276: NO), the permission control unit 177 sets a predetermined number of times as a judgment threshold according to the position of the host vehicle lane Lo (S277), as in the first embodiment (see S76 in FIG. 10). The permission control unit 177 compares the predetermined number of times corresponding to the position of the host vehicle lane Lo with the value of the congestion re-counter 164 (S278). If the count of re-congestion exceeds the predetermined number of times (S278: YES), the permission control unit 177 permits the continuation of congestion level 3 (S279). On the other hand, if the count of re-congestion is equal to or less than the predetermined number of times (S278: NO), the permission control unit 177 does not permit the continuation of congestion level 3 and prepares to end congestion level 3 (S280).

[0142] According to the above processing, the preparation for terminating congestion level 3, which was initiated based on the prediction that congestion will be resolved (S273: YES), can be interrupted when a re-congestion state is recognized (S275: YES) when the host vehicle Ao is traveling in the driving lane Ld. On the other hand, when the host vehicle Ao is traveling in the passing lane Lp, the preparation for terminating congestion level 3, which was initiated based on the prediction that congestion will be resolved, continues even if a re-congestion state is recognized (S276: YES, S280).

[0143] Next, details of the operation change request process (see FIG. 19) performed by the HCU 100 of the second embodiment will be described.

[0144] The autonomous driving grasping unit 72 grasps the planned end date of eyes-off autonomous driving (i.e., Level 3 in congestion), which is implemented only when the host vehicle Ao is traveling in congestion, based on control status information provided from the autonomous driving ECU 50b to the information acquiring unit 71 (S101). As an example, if the state control processing determines that Level 3 in congestion will be ended (see S272 in FIG. 18), the autonomous driving ECU 50b provides control status information notifying the information acquiring unit 71 of the planned end date of Level 3 in congestion. When eyes-off autonomous driving is ended, the autonomous driving system 50 transitions the autonomous driving control state to Level 2 driving assistance control or manual driving.

[0145] When the autonomous driving recognition unit 72 recognizes the planned end date of congestion level 3 (S101: YES), it determines the position of the host vehicle lane Lo. The autonomous driving recognition unit 72 determines whether the host vehicle Ao is traveling in the overtaking lane Lp based on, for example, control status information including the lane determination result by the road recognition unit 161 (S102).

[0146] When the host vehicle Ao is traveling on a road including multiple lanes, the presentation control unit 74 changes the driving change schedule depending on the position of the host vehicle lane Lo. When the host vehicle Ao is traveling in the passing lane Lp (S102: YES), the presentation control unit 74 sets a driving change schedule for the passing lane Lp (S103). On the other hand, when the host vehicle Ao is traveling in the driving lane Ld (S102: NO), the presentation control unit 74 sets a driving change schedule for the driving lane Ld (S104).

[0147] When the host vehicle Ao is traveling in the passing lane Lp under Level 3 autonomous driving control during congestion, the presentation control unit 74 advances the timing of initiating a changeover request notification compared to when the host vehicle Ao is traveling in the driving lane Ld. Specifically, the presentation control unit 74 acquires a planned end point for Level 3 autonomous driving control during congestion (hereinafter referred to as the planned end point), and sets a point a predetermined distance (hereinafter referred to as the driving change distance) before the planned end point as the start point of the changeover request notification. The presentation control unit 74 sets a longer driving change distance in the driving change schedule for the passing lane Lp than in the driving change schedule for the driving lane Ld. As an example, when traveling in the passing lane Lp, the presentation control unit 74 sets a point approximately 1.2 to 1.5 km from the planned end point as the start point of the changeover request notification. On the other hand, when traveling in the driving lane Ld, the presentation control unit 74 sets a point approximately 1 km from the planned end point as the start point of the changeover request notification.

[0148] Here, the process of adjusting the timing of initiating the changeover request notification may be implemented in cooperation with the autonomous driving ECU 50b. As an example, when the host vehicle Ao is traveling in the overtaking lane Lp, the congestion recognition unit 163 sets the congestion resolution speed V1 lower than when the host vehicle Ao is traveling in the driving lane Ld. That is, the congestion recognition unit 163 relaxes the conditions for determining that congestion has been resolved (such as the congestion resolution speed V1) when the host vehicle Ao is traveling in the overtaking lane Lp. If the criteria for determining that congestion has been resolved (S271 in FIG. 18) are relaxed by this adjustment process, the planned end point of congestion level 3 is set closer to the host vehicle (closer to the host vehicle) when the host vehicle Ao is traveling in the overtaking lane Lp than when the host vehicle Ao is traveling in the driving lane Ld. As a result, the presentation control unit 74 can advance the timing of initiating the changeover request notification.

[0149] The presentation control unit 74 determines whether the timing for starting the notification has arrived based on the set driving change schedule (S105). When the notification start timing arrives (S105: YES), the presentation control unit 74 starts a change request notification to request the driver to take over driving. The change request notification is a notification that notifies the driver that the congestion level 3 is scheduled to end and that the driver needs to take over driving control. The change request notification is started before the congestion level 3 ends and continues for a predetermined time. The presentation control unit 74 displays an image including a text message such as "Automated driving will be canceled. Please hold the steering wheel" on at least one of the meter display 21 and the HUD 23 as the change request notification. The presentation control unit 74 may change the light color of the ambient light 25 as the change request notification.

[0150] In the second embodiment described so far, as in the first embodiment, the continuation conditions for eyes-off autonomous driving are more lenient than the start conditions. As a result, continuous eyes-off autonomous driving becomes easier to implement, ensuring the convenience of autonomous driving.

[0151] Additionally, in the second embodiment, when the host vehicle Ao is traveling in the passing lane Lp, the initiation of eyes-off autonomous driving based on the recognition of a congestion state is suppressed. Generally, congestion tends to clear up more quickly in the passing lane Lp than in the driving lane Ld, so by suppressing the initiation of eyes-off autonomous driving in the passing lane Lp, it is possible to avoid a situation in which eyes-off autonomous driving, once started, is terminated too quickly. As a result, continuous eyes-off autonomous driving becomes easier to implement, ensuring the convenience of autonomous driving.

[0152] Furthermore, the congestion recognition unit 163 of the second embodiment recognizes a congestion state in which the host vehicle Ao is traveling in the passing lane Lp, the vehicle speed of the host vehicle Ao is equal to or less than the congestion speed V2, and both the front vehicle Af and the side vehicle As1 are present as a fourth congestion state. Furthermore, the congestion recognition unit 163 recognizes a congestion state in which the host vehicle Ao is traveling in the passing lane Lp, the vehicle speed of the host vehicle Ao is equal to or less than the congestion speed V2, and the front vehicle Af is present but the side vehicle As1 is not present as a fifth congestion state. The permission control unit 177 then permits the start of eyes-off autonomous driving when the area around the host vehicle is in the fourth congestion state, but does not permit the start of eyes-off autonomous driving when the area around the host vehicle is in the fifth congestion state.

[0153] In general, it is estimated that the fourth congestion state (first congestion state), in which a vehicle As1 is present in the adjacent lane La1, is more difficult to resolve than the fifth congestion state (second congestion state), in which a vehicle As1 is not present in the adjacent lane La1. Therefore, even if eyes-off autonomous driving is permitted in the fourth congestion state, it is less likely that eyes-off autonomous driving will be terminated prematurely once it has started. As a result, the number of situations in which eyes-off autonomous driving can be used will increase, and continuous eyes-off autonomous driving will become possible, further improving the convenience of autonomous driving.

[0154] Furthermore, in the second embodiment, when a lane change from the passing lane Lp to the driving lane Ld allows the start of eyes-off autonomous driving based on the recognition of a traffic jam, a lane change suggestion notification is issued to prompt the driver to change lanes to the driving lane Ld. By issuing such a notification, even if the start of eyes-off autonomous driving in the passing lane Lp is restricted, the driver can more easily use the eyes-off autonomous driving function. Therefore, the convenience of autonomous driving can be further improved.

[0155] Additionally, in the second embodiment, when the host vehicle Ao is traveling in the passing lane Lp, preparations to end eyes-off autonomous driving continue even if it is recognized that congestion has resumed. As described above, congestion is more likely to clear up in the passing lane Lp than in the driving lane Ld, so continuing preparations to end eyes-off autonomous driving even if congestion resumes can prevent unnecessary changes in the control state. As a result, eyes-off autonomous driving can be smoothly terminated, ensuring the convenience of autonomous driving.

[0156] In the second embodiment, when traveling in the passing lane Lp, the timing of the start of the changeover request notification is made earlier than when traveling in the driving lane Ld. As described above, congestion is likely to clear earlier in the passing lane Lp than in the driving lane Ld. Therefore, by making the timing of the start of the changeover request notification in the passing lane Lp earlier, the process of switching from eyes-off automated driving to the driver can be smoothly implemented. Therefore, the convenience of automated driving can be ensured.

[0157] Furthermore, in the second embodiment, the driving change distance from the planned end point of eyes-off autonomous driving to the start point of the changeover request notification is set longer when the vehicle is traveling in the passing lane Lp than when the vehicle is traveling in the driving lane Ld. As a result, it is possible to reliably accelerate the start timing of the changeover request notification, making it easier to achieve a smooth driving changeover.

[0158] Additionally, in the second embodiment, when the host vehicle Ao is traveling in the passing lane Lp, the conditions for resolving congestion are relaxed compared to when the host vehicle Ao is traveling in the driving lane Ld. This control also ensures that the timing for initiating the handover request notification can be advanced. Therefore, a smoother driver handover becomes easier to achieve.

[0159] In the second embodiment, the information linking block 60 corresponds to the "notification implementation unit", the autonomous driving recognition unit 72 corresponds to the "control recognition unit", the presentation control unit 74 corresponds to the "notification control unit", and the road recognition unit 161 corresponds to the "lane determination unit" in addition to the above-mentioned "road type recognition unit". Furthermore, the HCU 100 corresponds to the "presentation control device".

[0160] (Third embodiment) The third embodiment of the present disclosure is a modified example of the second embodiment. In the third embodiment, the details of the autonomous driving permission process (see FIG. 20) performed by the autonomous driving ECU 50b are different from those of the second embodiment. In the third embodiment, the conditions for permitting the start of congestion level 3 when traveling in the passing lane Lp (hereinafter referred to as the first permission conditions) are set stricter than the conditions for permitting the start of congestion level 3 when traveling in the driving lane Ld (hereinafter referred to as the second permission conditions). Details of the autonomous driving permission process of the third embodiment will be described below based on FIG. 20 and with reference to FIGS. 1, 3 to 6, and 13 to 15.

[0161] When the host vehicle Ao is traveling in the driving lane Ld (S331: NO) and the area around the host vehicle is in the first congestion state or the third congestion state (S334: YES), the permission control unit 177 permits the start of congestion level 3 (S335). That is, the second permission condition is that the vehicle speed of the host vehicle Ao is equal to or less than the congestion speed V2, and that the front vehicle Af and the lateral vehicles As1 and As2 are all present.

[0162] On the other hand, when the host vehicle Ao is traveling in the passing lane Lp (S331: YES) and the area around the host vehicle is in the fourth congestion state (S332: YES), the permission control unit 177 refers to the other vehicle detection result by the other vehicle detection unit 162. Based on the other vehicle detection result, the permission control unit 177 further determines whether there is a rear vehicle (S333). A rear vehicle is another vehicle that is traveling in the host vehicle lane Lo, is located behind the host vehicle Ao, and is traveling so as to follow the host vehicle Ao. If a rear vehicle is detected (S333: YES), the permission control unit 177 permits the start of congestion level 3 (S335). On the other hand, if a rear vehicle is not detected (S333: NO), the permission control unit 177 does not permit the start of congestion level 3 (S336). As described above, the first permission condition is that the vehicle speed of the host vehicle Ao is equal to or less than the traffic congestion speed V2, and that the leading vehicle Af, the lateral vehicle As1, and the trailing vehicle all exist.

[0163] In the third embodiment described so far, the first permission condition for when the host vehicle Ao travels in the passing lane Lp is set stricter than the second permission condition for when the host vehicle Ao travels in the driving lane Ld. As a result, the start of eyes-off autonomous driving in the passing lane Lp is suppressed. As described above, congestion is more likely to clear up in the passing lane Lp than in the driving lane Ld. Therefore, by suppressing the start of eyes-off autonomous driving in the passing lane Lp, it is possible to avoid a situation in which eyes-off autonomous driving, once started, is terminated prematurely. As described above, the third embodiment also achieves the same effects as the second embodiment, making it easier to implement continuous eyes-off autonomous driving, thereby ensuring the convenience of autonomous driving.

[0164] Additionally, the permission control unit 177 of the third embodiment includes, in only the first permission condition among the first and second permission conditions, the requirement that a rear vehicle be recognized by the other vehicle recognition unit 162. Thus, it is estimated that when a rear vehicle is present, it is more difficult to resolve a traffic jam than when no rear vehicle is present. Therefore, if eyes-off autonomous driving is permitted with the presence of a rear vehicle as an additional condition, it becomes less likely that eyes-off autonomous driving, once initiated, will be terminated prematurely. As a result, continuous eyes-off autonomous driving becomes possible, further improving the convenience of autonomous driving.

[0165] (Other embodiments) Although several embodiments of the present disclosure have been described above, the present disclosure should not be construed as being limited to the above-described embodiments, and can be applied to various embodiments and combinations within the scope that does not deviate from the gist of the present disclosure.

[0166] In the first embodiment, continuation of autonomous driving in the second congestion state was permitted when all conditions, such as the elapsed time of eyes-off autonomous driving, the driver's driving posture, the road type, and the content of the second task, were met. In contrast, in Modification 1 of the first embodiment, at least some of the above conditions are omitted. As an example, in Modification 1, in the second congestion state, continuation of autonomous driving is permitted, just like in the first congestion state and the third congestion state, even if the other conditions above are not met.

[0167] In the second modification of the first embodiment, the adjustment of the predetermined number of times according to the number of adjacent lanes La1, La2 is omitted. Also, in the third modification of the first embodiment, the counting of the number of times congestion occurs again by the congestion re-counter 164 is omitted.

[0168] In the fourth modification of the first embodiment, the process of suspending the cancellation of eyes-off autonomous driving based on traffic congestion information is omitted. Furthermore, in the fifth modification of the first embodiment, the process of suspending the cancellation of eyes-off autonomous driving based on the driver's determination that traffic congestion will continue is omitted.

[0169] In the autonomous driving permission process of Modification 6 of the second embodiment (see FIG. 21), the determination of whether or not the vehicle is in the fourth congestion state is omitted. If the vehicle Ao is traveling in the passing lane Lp (S431: YES), the permission control unit 177 does not permit the start of eyes-off autonomous driving (S434). Note that in Modification 6 as well, if the vehicle Ao is traveling in the driving lane Ld (S431: NO), the permission control unit 177 permits the start of congestion level 3 (S433) if the area around the vehicle is in the first congestion state or the third congestion state (S432: YES).

[0170] The functions of the driving assistance ECU 50a and the autonomous driving ECU 50b in the above embodiment may be provided by a single autonomous driving ECU. In addition, the autonomous driving ECU may also have the functions of an HCU. In this manner, in a configuration in which the functions of an HCU are implemented in the autonomous driving ECU, the integrated ECU (computer) corresponds to the "autonomous driving control device" and the "information presentation device." Furthermore, the presentation control unit 74 corresponds to the "notification implementation unit."

[0171] In the above embodiments, the functions provided by the autonomous driving ECU and HCU can be provided by software and hardware that executes the software, software alone, hardware alone, or a combination of these. Furthermore, when such functions are provided by electronic circuits as hardware, the functions can also be provided by digital circuits including multiple logic circuits or analog circuits.

[0172] Each processing unit in the above-described embodiments may be individually mounted on a printed circuit board, or may be mounted on an ASIC (Application Specific Integrated Circuit), FPGA, or the like. The form of the storage medium storing the program or the like that can implement the presentation control method may also be changed as appropriate. For example, the storage medium is not limited to being mounted 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, a hard disk drive, or the like, from which the program is copied to the HCU.

[0173] Vehicles equipped with an HMI system are not limited to general private passenger cars, but may also be rental cars, manned taxis, ride-sharing vehicles, freight vehicles, buses, etc. Furthermore, an HMI system including an HCU may be installed in a driverless vehicle used for mobility services.

[0174] The vehicle equipped with the HMI system may be a right-hand drive vehicle or a left-hand drive vehicle. Furthermore, the traffic environment in which the vehicle travels may be a left-hand drive environment or a right-hand drive environment. The display of each content for driving assistance according to the present disclosure is optimized as appropriate according to the road traffic laws of each country and region, as well as the position of the vehicle's steering wheel.

[0175] 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. [Explanation of symbols]

[0176] 11, 51 Processing unit, 30 Periphery monitoring sensor (autonomous sensor), 41 Wheel speed sensor (autonomous sensor), 50b Autonomous driving ECU (autonomous driving control device), 60 Information cooperation block (alert implementation unit), 72 Autonomous driving recognition unit (control recognition unit), 74 Presentation control unit (alert control unit), 161 Road recognition unit (road type recognition unit, lane determination unit), 162 Other vehicle recognition unit, 163 Traffic congestion recognition unit, 164 Re-traffic congestion counter, 171 Posture recognition unit, 172 Task recognition unit, 173 Time measurement unit, 174 Traffic congestion information acquisition unit, 177 Permission control unit, Af Front vehicle, Ao Host vehicle (vehicle), As1, As2 Side vehicle, Lo Host vehicle lane, La1, La2 Adjacent lane, Lp Overtaking lane, Ld Travel lane, V2 Traffic congestion speed (predetermined speed)

Claims

1. An automatic driving control device capable of performing eyes-off automatic driving without the driver having to monitor the surroundings, a lane determination unit (161) that determines whether the host vehicle (Ao) is traveling in an overtaking lane (Lp); an other vehicle recognition unit (162) that recognizes the presence of other vehicles around the host vehicle; a congestion recognition unit (163) that recognizes a congestion state around the vehicle; a permission control unit (177) that sets a first permission condition that permits the start of the eyes-off autonomous driving based on the recognition of the congestion state when the host vehicle is traveling in the overtaking lane, stricter than a second permission condition that permits the start of the eyes-off autonomous driving based on the recognition of the congestion state when the host vehicle is traveling in a driving lane (Ld) different from the overtaking lane; The permission control unit is an automatic driving control device in which only the first permission condition out of the first permission condition and the second permission condition includes the fact that a rear vehicle as the other vehicle is recognized.

2. An automated driving control program capable of performing eyes-off automated driving without the driver having to monitor the surroundings, At least one processing section (51) It is determined whether the host vehicle (Ao) is traveling in the passing lane (Lp) (S331). The presence of other vehicles around the subject vehicle is grasped, Recognizing the traffic congestion around the vehicle (S332, S334); In order to set a first permission condition that permits the start of the eyes-off autonomous driving based on the recognition of the congestion state when the host vehicle is traveling in the overtaking lane stricter than a second permission condition that permits the start of the eyes-off autonomous driving based on the recognition of the congestion state when the host vehicle is traveling in a driving lane (Ld) different from the overtaking lane, the first permission condition of the first and second permission conditions includes only the fact that a rear vehicle as the other vehicle is recognized (S333). An automatic driving control program that performs processing including the above.

3. An automatic driving control device capable of performing eyes-off automatic driving without the driver having to monitor the surroundings, a lane determination unit (161) that determines whether the host vehicle (Ao) is traveling in an overtaking lane (Lp); a congestion recognition unit (163) that recognizes a congestion state around the vehicle; a permission control unit (177) that permits the start of the eyes-off autonomous driving based on the recognition of the congestion state, and starts preparations to end the eyes-off autonomous driving when the vehicle speed exceeds a predetermined speed (V2) after the start of the eyes-off autonomous driving, The congestion recognition unit recognizes that a congestion state has occurred again when the vehicle speed of the host vehicle exceeds the predetermined speed and then becomes equal to or lower than the predetermined speed again, The permission control unit When the host vehicle is traveling in a driving lane (Ld) different from the passing lane, the preparation for termination is suspended based on the recognition of the re-congestion state, An automatic driving control device that continues the preparation for ending the traffic jam even if the congestion state is recognized again when the vehicle is traveling in the passing lane.

4. An automated driving control program capable of performing eyes-off automated driving without the driver having to monitor the surroundings, At least one processing section (51) It is determined whether the vehicle (Ao) is traveling in the passing lane (Lp) (S213). Recognizing the traffic congestion around the vehicle (S220 to S225); Based on the recognition of the traffic jam state, the start of the eyes-off automatic driving is permitted (S236). When the vehicle speed exceeds a predetermined speed (V2) after the start of the eyes-off autonomous driving, preparations for ending the eyes-off autonomous driving are started (S280). When the vehicle speed of the vehicle exceeds the predetermined speed and then falls below the predetermined speed again, it is recognized that a traffic jam has occurred again (S275). When the vehicle is traveling in a driving lane (Ld) different from the passing lane, the preparation for termination is suspended based on the recognition of the re-congestion state (S279), When the vehicle is traveling in the passing lane, the preparation for ending is continued even if the congestion state is recognized again (S276). An automatic driving control program that performs processing including the above.

5. An automatic driving control device capable of performing eyes-off automatic driving in which a driver is not required to monitor the surroundings using information from an autonomous sensor (30, 41), a traffic congestion information acquisition unit (174) that acquires traffic congestion information of a road along which the vehicle (Ao) is scheduled to travel; a congestion recognition unit (163) that recognizes whether or not there is a congestion around the vehicle using information from the autonomous sensor; a permission control unit (177) that permits the start of the eyes-off autonomous driving when the congestion recognition unit recognizes a congestion state around the vehicle, The permission control unit is an automatic driving control device that suspends the termination of the eyes-off automatic driving if, after the eyes-off automatic driving has started, it recognizes that the congestion state has been resolved but determines that the congestion will continue based on the congestion information.

6. An autonomous driving control program capable of performing eyes-off autonomous driving without a driver's obligation to monitor the surroundings using information from an autonomous sensor (30, 41), At least one processing section (51) Using the information from the autonomous sensor, the vehicle recognizes whether or not there is a traffic jam around the vehicle (S16 to S19). When a traffic jam state around the vehicle is recognized, the start of the eyes-off automatic driving is permitted (S31, S32). The vehicle (Ao) acquires congestion information for the road on which the vehicle (Ao) is scheduled to travel (S42), After starting the eyes-off automatic driving, if it is determined that the congestion will continue based on the congestion information even if it is recognized that the congestion has been resolved, the end of the eyes-off automatic driving is postponed (S45). An automatic driving control program that performs processing including the above.

7. An automatic driving control device capable of performing eyes-off automatic driving in which a driver is not required to monitor the surroundings using information from an autonomous sensor (30, 41), a congestion information acquisition unit (174) that acquires input information from the driver indicating whether or not a road on which the vehicle (Ao) is scheduled to travel is congested; a congestion recognition unit (163) that recognizes whether or not there is a congestion around the vehicle using information from the autonomous sensor; a permission control unit (177) that permits the start of the eyes-off autonomous driving when the congestion recognition unit recognizes a congestion state around the vehicle, The permission control unit is an automatic driving control device that suspends the termination of the eyes-off automatic driving if, after the eyes-off automatic driving has started, it is recognized that the congestion has been resolved, but the input information indicating that the congestion continues is acquired.

8. An autonomous driving control program capable of performing eyes-off autonomous driving without a driver's obligation to monitor the surroundings using information from an autonomous sensor (30, 41), At least one processing section (51) Using the information from the autonomous sensor, the vehicle recognizes whether or not there is a traffic jam around the vehicle (S16 to S19). When a traffic jam state around the vehicle is recognized, the start of the eyes-off automatic driving is permitted (S21, S22). Acquire input information from the driver indicating whether or not the road on which the vehicle (Ao) is scheduled to travel is congested (S43); After the eyes-off autonomous driving is started, if the input information indicating that the traffic jam continues is acquired even if the traffic jam is recognized to have been resolved, the end of the eyes-off autonomous driving is postponed (S45). An automatic driving control program that performs processing including the above.

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