Vehicle control device

Abstract

To provide a vehicle control device capable of appropriate speed setting for autonomous driving level 4 or higher in accordance with an awareness state of an occupant while reducing anxiety of the occupant.SOLUTION: A vehicle control device comprises a control section 70 which performs, when executing autonomous driving of a vehicle 10, switching control between a first autonomous driving state with autonomous driving level 2 or lower associated with obligation of manual operation or monitoring of surroundings and a second autonomous driving state with autonomous driving level 4 or higher allowing occupants to sleep without the obligation of the monitoring of surroundings depending on a road on which the vehicle travels. The vehicle control device also has: a detection section 45 which detects a state of the occupant of the vehicle. When determining that a driver, one of the occupants, falls into a sleep state on the basis of a detection result of the detection section in the second autonomous driving state, the control section executes acceleration control which: makes a second vehicle speed in the second autonomous driving state faster than a first vehicle speed in the first autonomous driving state or equal to the first vehicle speed; or makes the second vehicle speed slower than the first vehicle speed and faster than a current second vehicle speed.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle control device. [Background technology]

[0002] A known vehicle control device is, for example, that described in Patent Document 1. In the vehicle control device (driving change control device) of Patent Document 1, when transitioning from an area where automatic driving is possible to an area where manual driving is possible, a changeover section is provided before the driving changeover to reduce the driving load (for example, speed). This reduces the driver's anxiety when switching from automatic driving to manual driving. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2017 / 154396 Summary of the Invention [Problem to be solved by the invention]

[0004] Autonomous driving is expected to be divided into levels 3 to 5, with no obligation to monitor the surrounding area. Furthermore, it is expected that drivers will be allowed to sleep (take naps) at levels 4 and 5.

[0005] At autonomous driving level 4 and above, there is no obligation to monitor the surrounding area, so even during autonomous driving, if the set speed is changed to a relatively high speed, the driver may feel uneasy. On the other hand, if the driver is asleep during autonomous driving, they will not feel uneasy even if the speed setting is changed to a relatively high speed. The same applies to passengers.

[0006] In view of the above problems, an object of the present disclosure is to provide a vehicle control device that reduces anxiety and enables appropriate speed setting in accordance with the alertness state of occupants at autonomous driving level 4 or higher. In addition, another object of the present disclosure is to provide a vehicle control device that enables appropriate speed setting or appropriate inter-vehicle distance setting at autonomous driving level 4 or higher. Another object of the present disclosure is to provide a vehicle control device that enables appropriate speed setting or appropriate inter-vehicle distance setting at autonomous driving level 3 or higher. [Means for solving the problem]

[0007] In order to achieve the above object, the present disclosure employs the following technical means.

[0008] In the first disclosure ,car A vehicle control device including a control unit (70) that, when executing automatic driving of both (10), controls switching between a first automatic driving state of automatic driving level 2 or lower, which involves manual or periphery monitoring obligations, and a second automatic driving state of automatic driving level 4 or higher, which does not involve periphery monitoring obligations and allows sleeping, depending on the road on which the vehicle is traveling, a detection unit (45) for detecting the status of a vehicle occupant; The control unit The speed limit on roads where driving in the first automatic driving state is possible is set as the first vehicle speed, In the second automatic driving state, it is determined from the detection result of the detection unit that the driver of the occupants has fallen asleep. and the second vehicle speed as the set vehicle speed currently set in the vehicle is lower than the first vehicle speed. case, No. 2 speed No. 1 Higher than vehicle speed Add Speed ​​control death , After the acceleration control is executed, if it is determined that at least one of the occupants is in an awake state based on the detection result of the detection unit, No. 2 Vehicle speed 1st vehicle speed slow down to Decrease Perform speed control.

[0009] No. 1 ofAccording to the disclosure, if it is determined that the driver has fallen asleep in the second automatic driving state, acceleration control is executed, so that the vehicle speed can be changed and set to a higher speed within the speed limit without causing anxiety to the driver.

[0025] The reference numerals in parentheses for the above means indicate the corresponding relationship with the specific means described in the embodiments below. [Brief explanation of the drawings]

[0026] [Figure 1] 1 is a diagram showing the overall configuration of a vehicle control device; [Figure 2] FIG. 2 is an explanatory diagram showing the content of automatic driving control in the first embodiment. [Figure 3] 4 is a flowchart (first half) showing the contents of automatic driving control in the first embodiment. [Figure 4] 10 is a flowchart (second half) showing the contents of the automatic driving control in the first embodiment. [Figure 5] FIG. 10 is an explanatory diagram showing the content of automatic driving control in the second embodiment. [Figure 6] 10 is a flowchart (second half) showing the contents of automatic driving control in the second embodiment. [Figure 7] FIG. 10 is an explanatory diagram showing the content of automatic driving control in the third embodiment. [Figure 8] 10 is a flowchart (center) showing the contents of automatic driving control in the third embodiment. [Figure 9] 10 is a flowchart (second half) showing the contents of automatic driving control in the third embodiment. [Figure 10] FIG. 10 is an explanatory diagram showing the content of automatic driving control in the fourth embodiment. [Figure 11] 10 is a flowchart (second half) showing the contents of automatic driving control in the fourth embodiment. [Figure 12] FIG. 11 is an explanatory diagram showing the content of automatic driving control in the fifth embodiment. [Figure 13] 13 is a flowchart (second half) showing the contents of automatic driving control in the fifth embodiment. [Figure 14] FIG. 13 is an explanatory diagram showing the content of automatic driving control in the sixth embodiment. [Figure 15] FIG. 13 is an explanatory diagram showing the content of automatic driving control in the seventh embodiment. [Figure 16] FIG. 13 is an explanatory diagram showing the content of automatic driving control in the eighth embodiment. [Figure 17] FIG. 13 is an explanatory diagram showing the content of automatic driving control in the ninth embodiment. [Figure 18] FIG. 22 is an explanatory diagram showing the content of automatic driving control in the tenth embodiment. [Figure 19] FIG. 22 is an explanatory diagram showing the content of automatic driving control in the eleventh embodiment. [Figure 20] FIG. 23 is an explanatory diagram showing the content of automatic driving control in the twelfth embodiment. [Figure 21] FIG. 22 is an explanatory diagram showing the content of automatic driving control in the thirteenth embodiment. [Figure 22] FIG. 22 is an explanatory diagram showing the content of automatic driving control in the fourteenth embodiment. [Figure 23] FIG. 22 is an explanatory diagram showing the content of automatic driving control in the fifteenth embodiment. [Figure 24] FIG. 22 is an explanatory diagram showing the content of automatic driving control in the sixteenth embodiment. [Figure 25] FIG. 22 is an explanatory diagram showing the content of automatic driving control in the seventeenth embodiment. [Figure 26] FIG. 23 is an explanatory diagram showing the content of automatic driving control in a modified example of the seventeenth embodiment. [Figure 27] FIG. 22 is an explanatory diagram showing the content of automatic driving control in the eighteenth embodiment. [Figure 28] FIG. 23 is an explanatory diagram showing the content of automatic driving control in a modified example of the eighteenth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0027] Hereinafter, several embodiments for carrying out the present disclosure will be described with reference to the drawings. In each embodiment, parts corresponding to matters described in the preceding embodiment will be assigned the same reference numerals, and duplicate descriptions may be omitted. In each embodiment, when only a part of the configuration is described, other previously described embodiments may be applied to the other parts of the configuration. In addition to combinations of parts that are specifically specified as being combinable in each embodiment, it is also possible to partially combine embodiments even if not specified, as long as there is no particular problem with the combination.

[0028] (First embodiment) A vehicle control device 100 according to a first embodiment will be described with reference to Figures 1 to 4. The vehicle control device 100 is a device that executes control related to the autonomous driving of a vehicle 10, and controls switching between a first autonomous driving state of autonomous driving level 2 or lower that involves manual or periphery monitoring obligations, and a second autonomous driving state of autonomous driving level 4 or higher that does not involve periphery monitoring obligations (autonomous driving level 3 or higher) and allows sleep, depending on the road on which the vehicle is traveling. The vehicle control device 100 is formed by connecting a locator 30, a periphery monitoring sensor 40, an in-vehicle camera 45, an in-vehicle communication device 50, an operation device 60, a control unit 70, a vehicle control ECU 80, and the like via a communication bus 90.

[0029] The vehicle control device 100 is also provided with a vehicle notification device 101. The vehicle notification device 101 uses a plurality of display devices (various displays 110-130) described below to notify (display) vehicle driving information such as vehicle speed, engine RPM, transmission shift position, and navigation information from a navigation system (here, locator 30) to the driver (operator) by images or the like. Alternatively, the vehicle notification device 101 notifies the driver of the vehicle driving information by voice using an audio device 140. Furthermore, the vehicle notification device 101 notifies the driver of information related to the autonomous driving when the autonomous driving is performed. The vehicle notification device 101 includes a notification unit 105, an HCU (Human Machine Interface Control Unit) 160, and the like.

[0030] The vehicle notification device 101 is connected to the locator 30, the periphery monitoring sensor 40, the in-vehicle camera 45, the in-vehicle communication device 50, the control unit 70, and the vehicle control ECU 80 via a communication bus 90 etc. The vehicle notification device 101 is also connected to the operation device 60.

[0031] First, the configuration of the vehicle control device 100 will be described.

[0032] Locator 30 forms a navigation system and generates vehicle position information (position information) etc. by composite positioning that combines multiple pieces of acquired information. Locator 30 includes a GNSS (Global Navigation Satellite System) receiver 31, an inertial sensor 32, a high-precision map database (hereinafter referred to as "map DB") 33, a locator ECU 34, etc.

[0033] The GNSS receiver 31 receives positioning signals from a plurality of positioning satellites.

[0034] The inertial sensor 32 is a sensor that detects the inertial force acting on the vehicle 10. The inertial sensor 32 includes, for example, a gyro sensor and an acceleration sensor.

[0035] The map DB 33 is a non-volatile memory that stores map data such as link data, node data, road shapes, and structures. The map data may be a three-dimensional map consisting of point clouds of characteristic points of road shapes and structures. The three-dimensional map may be generated based on captured images using REM (Road Experience Management). The map data may also include traffic regulation information, road construction information, weather information, traffic signal information, and the like. The map data stored in the map DB 33 is updated periodically or as needed based on the latest information received by the in-vehicle communication device 50, which will be described later.

[0036] The locator ECU 34 mainly includes a microcomputer equipped with a processor, a memory, an input / output interface, a bus connecting these, etc. The locator ECU 34 sequentially determines the position of the vehicle 10 (hereinafter referred to as the host vehicle position) by combining the positioning signal received by the GNSS receiver 31, the measurement results of the inertial sensor 32, and the map data in the map DB 33.

[0037] The vehicle position may be expressed by, for example, latitude and longitude coordinates. Note that the vehicle position may be determined using a travel distance calculated from signals sequentially output from an on-board sensor 81 (such as a vehicle speed sensor) mounted on the vehicle 10. If a three-dimensional map consisting of a point cloud of characteristic points of road shapes and structures is used as map data, the locator ECU 34 may determine the vehicle position using this three-dimensional map and the detection results from the perimeter monitoring sensor 40, without using the GNSS receiver 31.

[0038] The perimeter monitoring sensor 40 is an autonomous sensor that monitors (detects) the environment surrounding the vehicle 10. From a detection range around the vehicle 10, the perimeter monitoring sensor 40 can detect, for example, moving objects such as pedestrians, cyclists, non-human animals, and other vehicles (vehicles ahead and following), as well as fallen objects on the road, guardrails, curbs, road signs, road markings such as road types (general roads, expressways, autobahns, etc.), lanes, lane widths, lane markings, and median strips, as well as stationary objects such as roadside structures, scenic spots, tunnels, and weather information. The perimeter monitoring sensor 40 may detect scenic spots using the map DB 33 of the locator 30.

[0039] The periphery monitoring sensor 40 detects objects around the vehicle 10 and provides the detection information to the control unit 70 via the communication bus 90. The periphery monitoring sensor 40 has, for example, a camera 41 and a millimeter-wave radar 42 as a detection configuration for object detection.

[0040] The camera 41 has a front camera and a rear camera. The front camera outputs, as detection information, at least one of image data of a range ahead of the vehicle 10 (forward area) and an analysis result of the image data. Similarly, the rear camera outputs, as detection information, at least one of image data of a range behind the vehicle 10 (rear area) and an analysis result of the image data.

[0041] A plurality of millimeter-wave radars 42 are arranged at intervals on the front and rear bumpers of the vehicle 10, for example. The millimeter-wave radars 42 emit millimeter waves or quasi-millimeter waves toward a forward range, a forward-side range, a rear range, a rear-side range, etc. of the vehicle 10. The millimeter-wave radar 42 generates detection information by receiving reflected waves reflected by moving objects, stationary objects, etc. Note that the perimeter monitoring sensor 40 may also include other detection configurations, such as LiDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging) that detects a point cloud of feature points on the ground, or sonar that receives reflected ultrasonic waves.

[0042] The in-vehicle camera 45 is a detector that detects the status of the occupants (driver and passengers). The status of the occupants includes the occupant's state of wakefulness or sleep, the occupant's line of sight, the occupant's seating position, the occupant's posture (behavior), etc.

[0043] The in-vehicle camera 45 is, for example, a CCD camera, a CMOS camera, or an infrared camera, and is installed in the front ceiling of the vehicle 10. The in-vehicle camera 45 captures images of the faces, upper bodies, etc. of occupants, and provides the captured image data to the control unit 70 (second automatic driving ECU 70B) via the communication bus 90.

[0044] The in-vehicle communication device 50 is a communication module mounted on the vehicle 10. The in-vehicle communication device 50 has at least a function of V2N (Vehicle to Cellular Network) communication in accordance with communication standards such as LTE (Long Term Evolution) and 5G, and transmits and receives radio waves to and from base stations around the vehicle 10. The in-vehicle communication device 50 may further have functions such as vehicle-to-roadside infrastructure (V2I) communication and vehicle-to-vehicle (V2V) communication. The in-vehicle communication device 50 enables collaboration between the cloud and in-vehicle systems (Cloud to Car) through V2N communication. By installing the in-vehicle communication device 50, the vehicle 10 becomes a connected car that can connect to the Internet.

[0045] The in-vehicle communication device 50 acquires road traffic information such as congestion on roads and traffic regulations from FM multiplex broadcasts and beacons installed on roads, for example, by using VICS (Vehicle information and communication System, registered trademark).

[0046] The in-vehicle communication device 50 communicates with a plurality of vehicles ahead and a following vehicle via a predetermined center base station or between vehicles, for example, by using a DCM (Data Communication Module) or vehicle-to-vehicle communication. The in-vehicle communication device 50 obtains information such as the speed and position of other vehicles traveling ahead and behind the vehicle 10, as well as the status of autonomous driving.

[0047] The in-vehicle communication device 50 provides information about other vehicles (surrounding information) based on VICS or DCM to the control unit 70, the HCU 160, and the like.

[0048] The operation device 60 is an input unit that accepts user operations by the driver or the like. User operations related to, for example, starting and stopping each level of the autonomous driving function are input to the operation device 60. The operation device 60 includes, for example, a steering switch provided on the spokes of the steering wheel, an operation lever provided on the steering column, a voice input device that recognizes what the driver is saying, and an icon (switch) for touch operation on the center information display 130. The input signal input by the operation device 60 is output to the control unit 70 via the HCU 160. Note that the input items of the operation device 60 include whether or not a second task, which will be described later, is requested.

[0049] The control unit 70 has a first automatic driving ECU 70A and a second automatic driving ECU 70B. The first automatic driving ECU 70A and the second automatic driving ECU 70B are mainly configured to include a computer equipped with memories 70A1, 70B1, processors 70A2, 70B2, input / output interfaces, and buses connecting these. The first automatic driving ECU 70A and the second automatic driving ECU 70B are ECUs capable of executing automatic driving control that controls part or substantially all of the driving of the vehicle 10.

[0050] The first autonomous driving ECU 70A has a partial autonomous driving function (first autonomous driving state) that partially takes over the driver's driving operations. As an example, in the autonomous driving levels defined by the Society of Automotive Engineers, the first autonomous driving ECU 70A enables partial autonomous driving control (driving assistance) of level 2 or below, which involves manual or peripheral monitoring duties.

[0051] The first automatic driving ECU 70A configures a plurality of functional units that realize the above-described driving assistance by having the processor 70A2 execute a plurality of commands in accordance with a driving assistance program stored in the memory 70A1.

[0052] The first automatic driving ECU 70A recognizes the driving environment around the vehicle 10 based on detection information acquired from the perimeter monitoring sensor 40. As an example, the first automatic driving ECU 70A generates, as analyzed detection information, information (lane information) indicating the relative positions and shapes of the left and right dividing lines or road edges of the lane in which the vehicle 10 is currently traveling (hereinafter referred to as the current lane). In addition, the first automatic driving ECU 70A generates, as analyzed detection information, information (front vehicle information) indicating the presence or absence of a forward vehicle (another vehicle) ahead of the vehicle 10 in the current lane, and, if there is a forward vehicle, its position and speed.

[0053] The first automatic driving ECU 70A executes adaptive cruise control (ACC) control, which enables the vehicle 10 to travel at a constant speed at a target speed or to follow the preceding vehicle, based on information about the preceding vehicle. The first automatic driving ECU 70A executes lane tracing assist (LTA) control, which keeps the vehicle 10 traveling within its lane, based on lane information. Specifically, the first automatic driving ECU 70A generates control commands for acceleration / deceleration or steering angle and sequentially provides them to the vehicle control ECU 80, which will be described later. The ACC control is an example of longitudinal control, and the LTA control is an example of lateral control.

[0054] The first automatic driving ECU 70A performs both ACC control and LTA control to achieve automatic driving of Level 2 or lower. Note that the first automatic driving ECU 70A may also be able to achieve automatic driving of Level 1 by performing either ACC control or LTA control.

[0055] Meanwhile, the second automatic driving ECU 70B has an automatic driving function (second automatic driving state) that can take over driving operations from the driver. The second automatic driving ECU 70B enables automatic driving control (automatic driving) of level 3 or higher at the above automatic driving levels. That is, the second automatic driving ECU 70B enables automatic driving in which the driver is permitted to suspend peripheral monitoring (no peripheral monitoring obligation). In other words, the second automatic driving ECU 70B enables automatic driving in which a second task is permitted.

[0056] A second task is a specific, predetermined action other than driving that the driver is permitted to perform. Examples of second tasks include operating a smartphone at autonomous driving level 3 or higher, watching a movie on the center information display 130, reading, or talking with other passengers, as well as sleeping (taking a nap) at autonomous driving level 4 or higher. In other words, at autonomous driving level 4 or higher, the second autonomous driving ECU 70B enables (allows) the driver to sleep (take a nap) even while the vehicle is traveling.

[0057] The second automatic driving ECU 70B configures a plurality of functional units that realize the above-described automatic driving by having a processor 70B2 execute a plurality of commands in accordance with an automatic driving program stored in a memory 70B1.

[0058] The second automatic driving ECU 70B recognizes the driving environment around the vehicle 10 based on the vehicle's own position and map data acquired from the locator ECU 34, the detection information (surrounding environment) acquired from the perimeter monitoring sensor 40, and the communication information acquired from the on-board communication device 50. For example, the second automatic driving ECU 70B recognizes the current lane position of the vehicle 10, the shape of the current lane, the relative positions and relative speeds of moving bodies (other vehicles) around the vehicle 10, the traffic congestion situation, etc.

[0059] In addition, the second automatic driving ECU 70B distinguishes between manual driving areas (MD areas) and automatic driving areas (AD areas) in the area in which the vehicle 10 is traveling, and distinguishes between non-ST sections and ST sections in the AD areas, and sequentially provides the recognition results to the HCU 160 described below.

[0060] The MD area is an area where automated driving is prohibited. In other words, the MD area is an area where the driver is required to perform all of the longitudinal control, lateral control, and periphery monitoring of the vehicle 10. For example, the MD area is an area where the driving route is an ordinary road.

[0061] An AD area is an area where autonomous driving is permitted. In other words, an AD area is an area where the vehicle 10 can take over one or more of longitudinal (front-rear) control, lateral (width) control, and periphery monitoring. For example, an AD area is an area where the driving road is a highway or a motorway.

[0062] AD areas are divided into non-ST sections where automated driving at level 2 or below is possible, and ST sections where automated driving at level 3 or above is possible. In this embodiment, it is assumed that non-ST sections where automated driving at level 1 is permitted and non-ST sections where automated driving at level 2 is permitted are equivalent.

[0063] An ST section is, for example, a travel section where congestion occurs (a congested section). An ST section is, for example, a travel section for which a high-precision map has been prepared. The HCU 160, which will be described later, determines that the section is an ST section when the travel speed of the vehicle 10 continues to be within a range below a threshold speed for a predetermined period of time. Alternatively, the HCU 160 may determine whether the section is an ST section using the vehicle's own vehicle position and congestion information obtained from the in-vehicle communication device 50 via a VICS or the like. Furthermore, the HCU 160 may determine whether the section is an ST section based on, in addition to the travel speed of the vehicle 10 (a congested travel section condition), conditions such as the road being two or more lanes, the presence of other vehicles around the vehicle 10 (in the same lane and adjacent lanes), the road being divided into two or more lanes, and the availability of high-precision map data.

[0064] In addition, the second automatic driving ECU 70B may also designate as ST sections sections where specific conditions other than congestion are met regarding the surrounding environment of the vehicle 10 (such as constant speed driving without congestion on a highway, following driving, LTA (lane keeping driving)), etc.

[0065] The second automatic driving ECU 70B detects whether the occupants (driver and passengers) are awake or asleep from image data captured by the in-vehicle camera 45. From facial images of each occupant, the second automatic driving ECU 70B determines that the occupant is asleep if, for example, the eyelids are closed continuously for a predetermined period of time or more. The second automatic driving ECU 70B also determines the line of sight, seating position, and posture (whether or not the second task is being performed) of each occupant from image data captured by the in-vehicle camera 45. The second automatic driving ECU 70B then determines the status of the occupants as described above and performs control in the second automatic driving state at automatic driving level 4 or higher (described in detail below).

[0066] The autonomous driving system including the first autonomous driving ECU 70A and second autonomous driving ECU 70B enables autonomous driving of at least level 2 or lower and level 3 or higher in the vehicle 10. Level 4 is fully autonomous driving under specific conditions (for example, limited areas), and level 5 is fully autonomous driving in which autonomous driving is always performed.

[0067] The vehicle control ECU 80 is an electronic control device that performs acceleration / deceleration control and steering control of the vehicle 10. Examples of the vehicle control ECU 80 include a power unit control ECU and a brake ECU that perform acceleration / deceleration control, and a steering ECU that performs steering control. The vehicle control ECU 80 acquires detection signals output from various sensors mounted on the vehicle 10, such as a vehicle speed sensor and a steering angle sensor, and outputs control signals to various driving control devices, such as an electronically controlled throttle, brake actuator, and EPS (Electric Power Steering) motor. The vehicle control ECU 80 acquires control instructions for the vehicle 10 from the first automatic driving ECU 70A or the second automatic driving ECU 70B, and controls each driving control device to achieve automatic driving in accordance with the control instructions.

[0068] The vehicle control ECU 80 is also connected to an on-board sensor 81 that detects driving operation information of the driving members by the driver. The on-board sensor 81 includes, for example, a pedal sensor that detects the amount of depression of the accelerator pedal, and a steering sensor that detects the amount of steering. In addition, the on-board sensor 81 also includes a vehicle speed sensor that detects the traveling speed of the vehicle 10, a rotation sensor that detects the operating rotation speed of the traveling drive unit (engine, traveling motor, etc.), and a shift sensor that detects the shift position of the transmission. The vehicle control ECU 80 sequentially provides the detected driving operation information, vehicle operation information, etc. to the HCU 160.

[0069] Next, a description will be given of the configuration of the vehicular notification device 101. The vehicular notification device 101 includes a notification unit 105, an HCU (Human Machine Interface Control Unit) 160, and the like.

[0070] The notification unit 105 notifies the occupants (mainly the driver) of information related to autonomous driving, and has multiple display devices and an audio device 140. The multiple display devices include a head-up display (hereinafter referred to as HUD) 110, a meter display 120, and a center information display (hereinafter referred to as CID) 130. The multiple display devices may further include displays EML (left display) and EMR (right display) of an electronic mirror system. The HUD 110, the meter display 120, and the CID 130 are display units that present image content, such as still images or videos, to the driver as visual information. For example, images of the road (driving lane), the vehicle 10, other vehicles, etc. are used as the image content. The other vehicles include vehicles traveling beside and in front of the vehicle 10, and following vehicles traveling behind the vehicle 10.

[0071] Based on the control signal and video data acquired from the HCU 160, the HUD 110 projects the light of the image formed in front of the driver onto a projection area defined on the front windshield or the like of the vehicle 10. The light of the image reflected by the front windshield toward the interior of the vehicle is perceived by the driver sitting in the driver's seat. In this way, the HUD 110 displays a virtual image in the space ahead of the projection area. The driver visually recognizes the virtual image within the field of view displayed by the HUD 110 as being superimposed on the view in front of the vehicle 10.

[0072] Meter display 120 and CID 130 are mainly configured with, for example, a liquid crystal display or an OLED (Organic Light Emitting Diode) display. Meter display 120 and CID 130 display various images on their display screens based on control signals and video data acquired from HCU 160. Meter display 120 is, for example, a main display unit installed in front of the driver's seat. CID 130 is a sub-display unit provided in a central region in the vehicle width direction in front of the driver. For example, CID 130 is installed above a center cluster on an instrument panel. CID 130 has a touch panel function and detects, for example, touch operations and swipe operations on the display screen by the driver or the like.

[0073] In this embodiment, an example will be described in which a meter display 120 (main display unit) is used as the display unit (means for notifying the driver).

[0074] Audio device 140 has multiple speakers installed in the vehicle cabin. Audio device 140 presents auditory information to the driver, such as an alert sound or a voice message, based on a control signal and voice data acquired from HCU 160. In other words, audio device 140 is an information presentation device that can present information in a form different from visual information.

[0075] The HCU 160 controls notifications by the meter display 120 and audio device 140 based on information acquired by the locator 30, perimeter monitoring sensor 40, in-vehicle camera 45, in-vehicle communication device 50, first automatic driving ECU 70A, second automatic driving ECU 70B, and vehicle control ECU 80 (described in detail later). The HCU 160 mainly includes a computer equipped with a memory 161, a processor 162, an input / output interface, and a bus connecting these.

[0076] The memory 161 is at least one type of non-transitory tangible storage medium, such as a semiconductor memory, a magnetic medium, or an optical medium, that non-temporarily stores or stores computer-readable programs, data, etc. The memory 161 stores various programs executed by the processor 162, such as a presentation control program described below.

[0077] The processor 162 is hardware for performing arithmetic processing and includes at least one type of core selected from a central processing unit (CPU), a graphics processing unit (GPU), and a reduced instruction set computer (RISC)-CPU.

[0078] The processor 162 executes a plurality of instructions included in the presentation control program stored in the memory 161. In this way, the HCU 160 configures a plurality of functional units for controlling presentation to the driver. In this way, the presentation control program stored in the memory 161 causes the processor 162 to execute a plurality of instructions, thereby configuring a plurality of functional units in the HCU 160.

[0079] The HCU 160 acquires the recognition results of the driving environment from the first automatic driving ECU 70A or the second automatic driving ECU 70B. The HCU 160 grasps the surrounding conditions of the vehicle 10 based on the acquired recognition results. Specifically, the HCU 160 grasps the approach to an AD area, the entry into an AD area, the approach to an ST section (congested section, expressway section, etc.), the entry into an ST section, etc. The HCU 160 may grasp the surrounding conditions based on information acquired directly from the locator ECU 34, the surrounding monitoring sensor 40, etc., instead of the recognition results acquired from the first automatic driving ECU 70A or the second automatic driving ECU 70B.

[0080] When the vehicle 10 is traveling in an MD area, the HCU 160 determines that automated driving cannot be permitted. On the other hand, when the vehicle 10 is traveling in an AD area, the HCU 160 determines that automated driving of level 2 or higher can be permitted. Furthermore, when the vehicle 10 is traveling in a non-ST section of an AD area, the HCU 160 determines that automated driving of level 2 or lower can be permitted, and when the vehicle is traveling in an ST section, the HCU 160 determines that automated driving of level 3 or higher can be permitted.

[0081] The HCU 160 determines the level of autonomous driving to actually be performed based on the surrounding environment of the vehicle 10, the state of the occupants (driver, passengers), the currently permitted autonomous driving level, input information to the operation device 60, etc. In other words, the HCU 160 controls the presentation of content related to autonomous driving when an instruction to start the currently permitted autonomous driving level is acquired as input information. Specifically, the HCU 160 selects content to be presented on each display device (various displays 110, 120, 130) based on various information.

[0082] The HCU 160 generates control signals and video data to be provided to each display device, and control signals and audio data to be provided to the audio device 140. The HCU 160 outputs the generated control signals and data to each display device and audio device 140, thereby notifying each display device and audio device 140 of information.

[0083] The configuration of the vehicle control device 100 including the vehicle notification device 101 is as described above, and the operation and effects of this embodiment will be described below with reference to Figures 2 to 4. Note that the configuration of the vehicle control device 100 in the second and subsequent embodiments is basically the same as that of this embodiment (first embodiment, Figure 1).

[0084] In this embodiment, as shown in FIG. 2 , the road is, for example, a highway, and an example is taken of a case where a vehicle transitions from a road (first road) compatible with autonomous driving level 2 or lower (hereinafter referred to as autonomous driving level 2) to a road (second road) compatible with autonomous driving level 3 or higher (here, autonomous driving level 4), and then back to a road (first road) compatible with autonomous driving level 2. Here, the speed limit (first speed limit) on roads compatible with autonomous driving level 2 is, for example, 100 km / h, and the speed limit (second speed limit) on roads compatible with autonomous driving level 4 is, for example, 120 km / h. The vehicle speed on roads compatible with autonomous driving level 2 corresponds to the first vehicle speed in the present disclosure, and the vehicle speed on roads compatible with autonomous driving level 4 corresponds to the second vehicle speed in the present disclosure.

[0085] Hereinafter, the contents of the control relating to the automatic driving performed by the control unit 70 and the contents of the control relating to the notification performed by the HCU 160 will be described with reference to the flowcharts shown in FIGS.

[0086] Vehicle 10 is controlled to drive at autonomous driving level 2, for example, at a vehicle speed of 100 km / h, on a road corresponding to autonomous driving level 2, shown on the left side of Fig. 2. In step S100 (1 in Fig. 2), control unit 70 determines, based on various information from locator 30, periphery monitoring sensor 40, on-board communication device 50, etc., whether or not the vehicle is scheduled to travel on a road on which autonomous driving level 4 is possible, where there is no obligation to monitor the periphery and the driver is allowed to sleep. If control unit 70 makes a positive determination in step S100, it proceeds to step S102, and if it makes a negative determination, it terminates this control.

[0087] In step S102 (1 in FIG. 2), the control unit 70 instructs the HCU 160 to issue a warning notice. The HCU 160 issues a warning notice to the driver regarding the transition to autonomous driving level 4, for example, using the meter display 120 or the audio device 140. The notice is given in the form of an image (text) or sound, and the notice content can be, for example, "The vehicle will transition to autonomous driving level 4 from here on."

[0088] Furthermore, in step S102, the HCU 160 notifies the driver by image and sound that the vehicle speed will be changed from 100 km / h to 80 km / h in accordance with autonomous driving level 4. The content of the notification may be, for example, "From here on, the vehicle speed will be changed from 100 km / h to 80 km / h."

[0089] Next, in step S104 (2 in FIG. 2), the control unit 70 determines whether or not the vehicle is traveling on a road where autonomous driving level 4, which does not require monitoring of the surrounding area, is possible. If the control unit 70 determines yes in step S104, the process proceeds to step S106, and if it determines no, the process returns to step S102.

[0090] In step S106 (2 in FIG. 2), the control unit 70 determines whether or not there has been a trigger by the driver to start level 4 autonomous driving, that is, whether or not there has been an input regarding the start of level 4 autonomous driving using the operation device 60. If the control unit 70 determines negative in step S106, it repeats step S106, and if it determines positive, it proceeds to step S108.

[0091] In step S108 (2 in FIG. 2), the control unit 70 determines whether or not the driver has responded (inputted an instruction) to perform a second task (such as operating a smartphone or watching a movie). If the control unit 70 determines yes in step S108, the process proceeds to step S110, and if the control unit 70 determines no (continues the obligation to monitor the surroundings), the process proceeds to step S112.

[0092] In step S110 (3 in FIG. 2), the control unit 70 performs deceleration control (changing from 100 km / h to 80 km / h) and instructs the HCU 160 to notify the driver of the deceleration control. The deceleration control notification may include, for example, "Deceleration will begin" or "The driving speed will be changed from 100 km / h to 80 km / h."

[0093] On the other hand, in step S112 (3 in FIG. 2), the control unit 70 maintains the vehicle speed (100 km / h) as it is (two-dot chain line in FIG. 2) because the driver does not request the second task. After step S112, the control unit 70 skips step S114 and proceeds to step S116.

[0094] Next, in step S114 (4 in FIG. 2), the control unit 70 determines whether deceleration has been completed (whether the vehicle speed has reached the deceleration setting value of 80 km / h), and if the determination is affirmative, proceeds to step S116, and if the determination is negative, repeats step S114.

[0095] In step S116 (4 in FIG. 2), the control unit 70 instructs the HCU 160 to notify the driver that autonomous driving level 4, which does not require monitoring the surroundings, is now possible. The notification content can be, for example, "Autonomous driving level 4 has been reached. From here, second tasks are possible. Sleep is possible."

[0096] Next, in step S118 (5 in Figure 2), the control unit 70 determines whether the driver has fallen asleep from the image data of the occupants taken by the in-vehicle camera 45 at autonomous driving level 4, and if the determination is positive, proceeds to step S120, and if the determination is negative, repeats step S118.

[0097] In step S120 (5 in Figure 2), the control unit 70 determines whether the second vehicle speed at autonomous driving level 4 is lower than the first vehicle speed at autonomous driving level 2, and if the determination is positive, proceeds to step S122, and if the determination is negative, repeats step S120.

[0098] That is, if the determinations in both step S118 and step S120 are affirmative, the control unit 70 executes acceleration control in step S122 (5 in FIG. 2).

[0099] The acceleration control involves setting the second vehicle speed at autonomous driving level 4 to (1) higher than the first vehicle speed at autonomous driving level 2 (120 km / h), or (2) equal to the first vehicle speed (100 km / h), or (3) lower than the first vehicle speed and higher than the current second vehicle speed (approximately 90 km / h).

[0100] Then, in step S124 (6 in FIG. 2), the control unit 70 determines whether a change from autonomous driving level 4, which does not require the driver to monitor the surroundings and allows the driver to sleep, to autonomous driving level 2, which requires the driver to monitor the surroundings, is predicted. If the control unit 70 determines yes, it proceeds to step S126, and if the control unit 70 determines no, it repeats step S124.

[0101] In step S126 (6 in FIG. 2), the control unit 70 instructs the HCU 160 to notify the driver. The HCU 160 notifies the driver to monitor the surroundings and also notifies the driver to take over driving. The notification to notify the driver to monitor the surroundings may be, for example, "We are transitioning to autonomous driving level 2. Peripheral monitoring will be required." The notification to take over driving may be, "Please prepare for autonomous driving level 2."

[0102] Next, in step S130 (7 in FIG. 2), the control unit 70 determines whether the vehicle is traveling on a road with an autonomous driving level 2 requirement for periphery monitoring. If the control unit 70 determines yes, it proceeds to step S132, and if it determines no, it repeats step S126 and step S130.

[0103] Then, in step S132 (7 in FIG. 2), the control unit 70 maintains the vehicle speed set by the acceleration control executed in step S122 so that it is equal to or less than the speed limit on roads with autonomous driving level 2. For example, if the vehicle speed is set to 120 km / h by the acceleration control, it is set to 100 km / h. Also, if the vehicle speed is set to 100 km / h by the acceleration control, it is maintained at 100 km / h. Also, if the vehicle speed is set to 90 km / h by the acceleration control, it is maintained at 90 km / h.

[0104] As described above, in this embodiment, if it is determined that the driver has fallen asleep in the second automatic driving state, and if the vehicle is traveling at a speed lower than the first vehicle speed, acceleration control is executed, making it possible to change and set the vehicle speed to a higher speed within the speed limit without causing anxiety to the driver.

[0105] (Second embodiment) The second embodiment is shown in Figures 5 and 6. In the second embodiment, as shown in Figure 5, in contrast to the first embodiment, the control unit 70 executes a first deceleration control.

[0106] The flowchart of the second embodiment shown in Fig. 6 is obtained by adding step S128 to the flowchart (Figs. 3 and 4) described in the first embodiment and changing step S132 to step S134. Steps S100 to S116 are the same as Fig. 3, and are omitted for the purpose of explaining the second embodiment, and only Fig. 6 is shown.

[0107] After steps S100 to S120, the control unit 70 performs acceleration control in step S122 (5 in Figure 5), and then determines in step S124 (6 in Figure 5) whether a change is expected from autonomous driving level 4, which does not require surrounding monitoring and allows the driver to sleep, to autonomous driving level 2, which requires surrounding monitoring.

[0108] If an affirmative determination is made in step S124, the control unit 70 instructs the HCU 160 to notify the driver in step S126 (6 in FIG. 5). The HCU 160 notifies the driver to urge him or her to monitor the surroundings, and also notifies the driver to take over driving.

[0109] Then, in step S128 (6 in FIG. 5), the control unit 70 executes first deceleration control. The first deceleration control is a control that changes the vehicle speed (e.g., 80 km / h) to a lower vehicle speed (e.g., 100 km / h) before the second automatic driving state is started when transitioning to the first automatic driving state after executing acceleration control.

[0110] Then, when the control unit 70 determines in step S130 that the vehicle is traveling on a road with autonomous driving level 2, in step S134 (7 in FIG. 5), the control unit 70 maintains the decelerated vehicle speed through first deceleration control.

[0111] As a result, by executing the first deceleration control (reducing the second vehicle speed), the driver can safely take over driving when transitioning from autonomous driving level 4 to autonomous driving level 2, thereby reducing the driver's anxiety.

[0112] (Modifications of the first and second embodiments) In contrast to the first and second embodiments, if the control unit 70 determines from the detection results of the in-vehicle camera 45 (detection unit) that there are passengers other than the driver as occupants, and if it determines that at least one of the passengers is awake, it is preferable to prohibit the execution of acceleration control.

[0113] In this case, the vehicle speed (e.g., 80 km / h) decelerated toward autonomous driving level 4, as compared to Figures 2 and 5, is maintained and continued to the next autonomous driving level 2.

[0114] As a result, even if the driver is asleep, if there is an awake passenger, acceleration control is prohibited, so that the awake passenger will not feel uneasy about acceleration.

[0115] (Third embodiment) The third embodiment is shown in Figures 7 to 9. In the third embodiment, as shown in Figure 7, in contrast to the first embodiment, the control unit 70 executes second deceleration control instead of the first deceleration control.

[0116] The flowchart of the third embodiment shown in Figures 8 and 9 is obtained by adding steps S123a to S123e to the flowchart (Figures 3 and 4) described in the first embodiment and changing step S132 to step S136. Steps S100 to S116 are the same as those in Figure 3, and are omitted for the purpose of explaining the third embodiment, and are shown in Figures 8 and 9.

[0117] After performing acceleration control in step S122 (5 in Figure 7), the control unit 70 determines in step S123a (5a in Figure 7) from the image data of the occupants taken by the in-vehicle camera 45 whether at least one of the occupants is awake.

[0118] If the control unit 70 makes a positive determination in step S123a, it further executes second deceleration control in step S123e (5a in FIG. 7). The second deceleration control is a control for decelerating the vehicle speed to a predetermined vehicle speed (for example, 100 km / h) if the occupant is awake after the acceleration control as described above.

[0119] Then, after steps S124, S126, and S130, in step S136 (7 in FIG. 7), the control unit 70 maintains the vehicle speed in autonomous driving level 2 at the predetermined vehicle speed set in the second deceleration control.

[0120] As a result, by executing the second deceleration control (reducing the second vehicle speed), the awake passenger can relax and enjoy the surrounding scenery.

[0121] (Fourth embodiment) The fourth embodiment is shown in Figures 10 and 11. In the fourth embodiment, as shown in Figure 10, in contrast to the third embodiment, when the control unit 70 determines that the driver and at least one fellow passenger among the occupants are in an awake state after executing the acceleration control, the notification unit 105 notifies the driver to select whether or not to execute second deceleration control for decelerating the vehicle speed after the acceleration control to a predetermined vehicle speed.

[0122] The flowchart of the fourth embodiment shown in Fig. 11 is the same as the flowchart (Figs. 8 and 9) described in the third embodiment, except that steps S123a to S123e are replaced by steps S123b to S123d. Steps S100 to S122 are the same as Fig. 8, and are omitted for the purpose of explaining the fourth embodiment, and are shown in Fig. 11.

[0123] After performing acceleration control in step S122 (5 in Figure 10), the control unit 70 determines in step S123b (5a in Figure 10) from the image data of the occupants taken by the in-vehicle camera 45 whether the driver and at least one passenger are awake or not.

[0124] If the control unit 70 makes a positive judgment in step S123b, it instructs the HCU 160 in step S123c (5a in Figure 10) to cause the notification unit 105 to notify the driver so that he or she can choose whether or not to perform the second deceleration control.

[0125] Then, when the control unit 70 determines in step S123d that the driver has selected to perform the second deceleration control using the operation device 60, the control unit 70 executes the second deceleration control in step S123e.

[0126] Then, after steps S124, S126, and S130, in step S136 (7 in FIG. 10), the control unit 70 maintains the vehicle speed in autonomous driving level 2 at the predetermined vehicle speed set in the second deceleration control.

[0127] As a result, if the driver and at least one passenger are awake after the acceleration control, the driver is prompted to select the implementation of the second deceleration control, and the second deceleration control is implemented, so that the driver can be considerate of the passengers, and the awake passengers can relax and enjoy the surrounding scenery.

[0128] (Fifth embodiment) A fifth embodiment is shown in Figures 12 and 13. In the fifth embodiment, as shown in Figure 12, when the control unit 70 determines that the occupant is awake in the second automatic driving state based on the detection results of the in-vehicle camera 45, the control unit 70 changes the vehicle speed in the second automatic driving state depending on the surrounding environment or the status of the occupant's second task.

[0129] The flowchart of the fifth embodiment shown in Fig. 13 is the same as the flowchart (Figs. 3 and 4) described in the first embodiment, except that steps S118 to S122 are changed to steps S119a to S119b, and step S132 is changed to step S138. Steps S100 to S116 are the same as Fig. 3, and are omitted for the purpose of explaining the fifth embodiment, and are shown in Fig. 13.

[0130] After steps S100 to S116 (in the second automatic driving state), in step S119a (5a in FIG. 12), the control unit 70 determines whether the occupant is awake or not from the image data of the occupant captured by the in-vehicle camera 45.

[0131] If the control unit 70 makes a positive judgment in step S119a, in step S119b (5a in Figure 12), it changes (accelerates and decelerates) the vehicle speed in the second automatic driving state depending on the surrounding environment obtained by the surrounding monitoring sensor 40 or the status of the occupant's second task implementation permitted in the second automatic driving state obtained by the in-vehicle camera 45.

[0132] When changing the vehicle speed, the control unit 70 may, for example, decelerate the vehicle in a scenic location as the surrounding environment and accelerate the vehicle in a location other than the scenic location. A location other than the scenic location is a location that is not suitable for viewing the surrounding scenery while driving, such as inside a tunnel or an area with a series of soundproof walls along the road. Alternatively, when changing the vehicle speed, the control unit 70 may decelerate the vehicle when the occupant completes the second task. Note that while FIG. 12 shows an immediate acceleration after deceleration, this is merely a schematic representation, and it is of course possible that the decelerated vehicle speed may be maintained for a predetermined period of time.

[0133] Then, after steps S124 and S126, if control unit 70 determines in step S130 that the vehicle is traveling on a road with autonomous driving level 2, control unit 70 continues traveling at the reduced vehicle speed in step S138.

[0134] This allows the vehicle speed in the second automatic driving state to be changed depending on the occupant's level of alertness, the surrounding environment while driving, or the occupant's status in performing their second task, allowing the occupant to enjoy the surrounding scenery at their leisure without anxiety.

[0135] In other words, in scenic areas, slowing down makes it easier to see the surrounding scenery, and in areas other than scenic areas, there is no need to look at the scenery and you can just accelerate through the area. Also, once the crew member's second task is completed, slowing down allows the crew member to leisurely look at the surrounding scenery.

[0136] (Sixth embodiment) The sixth embodiment is shown in Fig. 14. In the sixth embodiment, as shown in Fig. 14, the control unit 70 makes the acceleration / deceleration range of the set vehicle speed in the second autonomous driving state of autonomous driving level 4 wider than the acceleration / deceleration range of the set vehicle speed in the third autonomous driving state of autonomous driving level 3.

[0137] The acceleration / deceleration range is the range (difference) between the lower limit vehicle speed and the upper limit vehicle speed of the set vehicle speed at autonomous driving levels 3 and 4. For example, if the acceleration / deceleration range at autonomous driving level 3 is set to a lower limit vehicle speed of 80 km / h and an upper limit vehicle speed of 100 km / h (a difference of 20 km / h), then the acceleration / deceleration range at autonomous driving level 4 is set to a lower limit vehicle speed of 70 km / h and an upper limit vehicle speed of 120 km / h (a difference of 50 km / h). The lower limit vehicle speed at autonomous driving level 4 is lower than the lower limit vehicle speed at autonomous driving level 3, and the upper limit vehicle speed at autonomous driving level 4 is higher than the upper limit vehicle speed at autonomous driving level 3.

[0138] As a result, at autonomous driving level 4, the acceleration / deceleration range of the set vehicle speed is wider than at autonomous driving level 3, allowing the degree of acceleration and deceleration to be set larger and the set speed to be changed flexibly, enabling smoother driving.

[0139] Seventh embodiment The seventh embodiment is shown in Fig. 15. In the seventh embodiment, as shown in Fig. 15, the control unit 70 adjusts the acceleration / deceleration width at autonomous driving level 4 (second autonomous driving state) depending on whether the occupant is awake or asleep based on the detection result of the in-vehicle camera 45 (detection unit).

[0140] Specifically, when the occupant is asleep, the control unit 70 narrows the acceleration / deceleration range at autonomous driving level 4. Note that the acceleration / deceleration range after the change at autonomous driving level 4 is wider than the acceleration / deceleration range at autonomous driving level 3.

[0141] As a result, at autonomous driving level 4, when the occupants are asleep, the degree of acceleration and deceleration is reduced, thereby suppressing the shaking of the vehicle 10 and preventing the occupants from being disturbed while they sleep.

[0142] (Eighth embodiment) An eighth embodiment is shown in Fig. 16. At autonomous driving level 4 (second autonomous driving state), the occupant is permitted to perform the second task. In the eighth embodiment, as shown in Fig. 16, the control unit 70 adjusts the acceleration / deceleration range at autonomous driving level 4 according to the occupant's implementation status of the second task obtained by the in-vehicle camera 45 (detection unit).

[0143] Specifically, when the occupant is performing the second task, the control unit 70 narrows the acceleration / deceleration range at autonomous driving level 4. Note that the acceleration / deceleration range after the change at autonomous driving level 4 is wider than the acceleration / deceleration range at autonomous driving level 3.

[0144] As a result, at autonomous driving level 4, when the occupant is performing a second task, the degree of acceleration and deceleration is reduced, thereby suppressing shaking of the vehicle 10 and preventing interference with the occupant's second task.

[0145] (Ninth embodiment) The ninth embodiment is shown in Fig. 17. In the ninth embodiment, as shown in Fig. 17, when the vehicle is traveling on a curved road at autonomous driving level 4 (second autonomous driving state), the control unit 70 adjusts the acceleration / deceleration width depending on whether the occupant is awake or asleep.

[0146] Specifically, when the vehicle is traveling on a curve at autonomous driving level 4 and the occupant is asleep, the control unit 70 narrows the acceleration / deceleration range. Note that the acceleration / deceleration range after the change at autonomous driving level 4 is wider than the acceleration / deceleration range at autonomous driving level 3.

[0147] As a result, when traveling on a curved road at autonomous driving level 4 and the occupants are asleep, the degree of lateral acceleration due to centrifugal force is reduced, thereby suppressing the shaking of the vehicle 10 and preventing the occupants from being disturbed while they sleep.

[0148] (Tenth embodiment) A tenth embodiment is shown in Fig. 18. In the tenth embodiment, as shown in Fig. 18, even if the set vehicle speed is the same at autonomous driving level 4 (second autonomous driving state) and autonomous driving level 3 (third autonomous driving state), the control unit 70 sets the inter-vehicle distance between the host vehicle and another vehicle to be different between autonomous driving level 4 and autonomous driving level 3. The inter-vehicle distance includes both the inter-vehicle distance between the host vehicle and a preceding vehicle and the inter-vehicle distance between the host vehicle and a following vehicle.

[0149] Specifically, the control unit 70 sets the inter-vehicle distance at autonomous driving level 4 to be wider than the inter-vehicle distance at autonomous driving level 3. The control unit 70 temporarily decelerates the vehicle to increase the inter-vehicle distance from the leading vehicle, and temporarily increases the vehicle speed to increase the inter-vehicle distance from the following vehicle.

[0150] This makes it possible to flexibly change the distance between vehicles at level 4 autonomous driving compared to level 3 autonomous driving, enabling smoother driving.

[0151] (Eleventh embodiment) An eleventh embodiment is shown in Fig. 19. In the eleventh embodiment, as shown in Fig. 19, the control unit 70 sets different inter-vehicle distances at autonomous driving level 4 (second autonomous driving state) depending on whether the occupant is awake or asleep based on the detection results of the in-vehicle camera 45 (detection unit).

[0152] Specifically, when the occupant is asleep, the control unit 70 sets the inter-vehicle distance to be shorter than when the occupant is awake.

[0153] This reduces the distance between vehicles, which reduces the air resistance caused by the vehicle ahead, improving fuel efficiency. At this time, the occupants are asleep, so they do not notice (are unaware of) the reduced distance between vehicles.

[0154] (Twelfth embodiment) A twelfth embodiment is shown in Fig. 20. In the twelfth embodiment, as shown in Fig. 20, when urging an occupant from a sleeping state to an awake state, the control unit 70 sets the inter-vehicle distance to be wider at an earlier stage than urging the occupant to the awake state.

[0155] Examples of situations in which the occupant may be urged to wake up from a sleep state include when the locator 30 is providing destination guidance and the vehicle approaches the destination, when an emergency occurs, or when a driver change is required to switch to autonomous driving level 2 or lower. In these cases, in response to an instruction from the control unit 70, the HCU 160 urges the occupant to wake up by, for example, using a voice from the audio device 140.

[0156] Before urging the occupant to be alert as described above, the control unit 70 sets the following distance to be wider than before.

[0157] As a result, when the occupant wakes up, the distance between the vehicles has been increased, and the occupant does not feel uneasy.

[0158] (Thirteenth embodiment) A thirteenth embodiment is shown in Fig. 21. In the thirteenth embodiment, as shown in Fig. 21, when encouraging an occupant to transition from a wakefulness state to a sleep state, the control unit 70 sets the inter-vehicle distance to a narrower position after the occupant has been encouraged to transition to a sleep state. Note that the control unit 70 sets the inter-vehicle distance to a narrower position after confirming the sleep state of the occupant using the in-vehicle camera 45.

[0159] This reduces the distance between vehicles, which reduces the air resistance caused by the vehicle ahead, improving fuel efficiency. At this time, the occupants are asleep, so they do not notice (are unaware of) the reduced distance between vehicles.

[0160] (Fourteenth embodiment) The fourteenth embodiment is shown in Fig. 22. In the fourteenth embodiment, as shown in Fig. 22, when traveling on a general road at autonomous driving level 4 (second autonomous driving state), if there are multiple consecutive branch points on the route guided by locator 30 (car navigation device), control unit 70 limits the upper limit of the set vehicle speed at autonomous driving level 4 to a lower predetermined vehicle speed.

[0161] Specifically, multiple consecutive branch points are, for example, intersections where one turns right or left, and when there are multiple consecutive intersections where one turns right or left, the control unit 70 limits the set vehicle speed after turning at the first intersection to a predetermined vehicle speed.

[0162] For example, if there are two consecutive (close) intersections on the guidance route where the direction of travel needs to be changed, locator 30 outputs them together as one piece of information. In this embodiment, this information is used as a trigger to limit the set vehicle speed after turning at the first intersection to a predetermined vehicle speed.

[0163] This allows the vehicle to accelerate slowly after turning at the first intersection, so that the riding comfort of the passengers is not impaired at the next intersection.

[0164] (Fifteenth embodiment) A fifteenth embodiment is shown in Fig. 23. In the fifteenth embodiment, as shown in Fig. 23, after transitioning from autonomous driving level 2 or lower (low autonomous driving state) to autonomous driving level 3 or higher (high autonomous driving state, which are autonomous driving levels 3 and 4), the control unit 70 increases the vehicle speed so that it becomes equal to the second maximum speed set for roads on which the vehicle will travel at autonomous driving level 3 or higher. Furthermore, before transitioning from autonomous driving level 3 or higher to autonomous driving level 2 or lower, the control unit 70 reduces the vehicle speed so that it becomes equal to or lower than the first maximum speed set for roads on which the vehicle will travel at autonomous driving level 2 or lower.

[0165] Here, the speed limit (first maximum speed) on roads (areas) corresponding to autonomous driving level 2 or lower is, for example, 100 km / h, and the speed limit (second maximum speed) on roads (capable areas) corresponding to autonomous driving level 3 or higher is, for example, 120 km / h. At autonomous driving level 2 or lower, the vehicle 10 travels at, for example, 100 km / h.

[0166] When the control unit 70 approaches an area where autonomous driving level 3 or higher is possible, the control unit 70 issues a warning regarding a transition to autonomous driving level 3 or higher. Furthermore, when the control unit 70 enters an area where autonomous driving level 3 or higher is possible, the control unit 70 confirms permission input (a start trigger for level 3 or higher) from the driver using the operation device 60 regarding the start of autonomous driving level 3 or higher. In response, the control unit 70 starts accelerating, for example, from a vehicle speed of 100 km / h to 120 km / h, and when the vehicle speed reaches 120 km / h, maintains this vehicle speed.

[0167] Furthermore, when approaching an area of ​​autonomous driving level 2 or lower, the control unit 70 reduces the vehicle speed from 120 km / h to 100 km / h or lower (deceleration) before transitioning to autonomous driving level 2 or lower. The control unit 70 then issues a notification for a driver handover at autonomous driving level 2 or lower, and hands over driving to the driver. The vehicle 10 travels through the area of ​​autonomous driving level 2 or lower at the decelerated vehicle speed (100 km / h).

[0168] For example, if the vehicle is traveling at a constant speed of 100 km / h at autonomous driving level 2 or lower, it is conceivable that the vehicle will continue traveling at 100 km / h at autonomous driving level 3 or higher. However, in this embodiment, the vehicle speed is increased to match the speed limit of the road corresponding to autonomous driving level 3 or higher, making it possible to travel at a faster speed.

[0169] In addition, when transitioning from autonomous driving level 3 or above back to autonomous driving level 2 or below, the vehicle speed will be reduced in advance to the road's speed limit corresponding to autonomous driving level 2 or below, allowing for a smooth transition.

[0170] (16th embodiment) The sixteenth embodiment is shown in Fig. 24. In the sixteenth embodiment, as shown in Fig. 24, in contrast to the fifteenth embodiment, when the autonomous driving level shifts from level 2 or lower (low autonomous driving state) to level 3 or higher (high autonomous driving state, which are autonomous driving levels 3 and 4), the control unit 70 temporarily continues driving at the vehicle speed for autonomous driving level 2 or lower. If the continued vehicle speed is lower than the maximum speed set for roads on which autonomous driving level 3 or higher is used, the control unit 70 notifies the driver of this maximum speed via the notification unit 105, and if the driver gives permission to accelerate, increases the vehicle speed to reach the maximum speed.

[0171] Here, as in the above-mentioned 15th embodiment, the speed limit on roads (areas) corresponding to autonomous driving level 2 or lower is, for example, 100 km / h, and the speed limit (maximum speed) on roads (possible areas) corresponding to autonomous driving level 3 or higher is, for example, 120 km / h.

[0172] In addition, as in the above-mentioned 15th embodiment, the control unit 70 reduces the vehicle speed so that it is below the speed limit set for the road on which the vehicle is traveling at autonomous driving level 2 or below before transitioning from autonomous driving level 3 or above to autonomous driving level 2 or below.

[0173] In this embodiment, the driver is notified of the maximum speed (120 km / h) in areas where autonomous driving level 3 or higher is possible, and the vehicle accelerates if the driver gives permission to accelerate. This means that the speed change (acceleration) is carried out with the driver's knowledge, which means the driver does not feel anxious and the vehicle can travel at a faster speed.

[0174] (17th embodiment) The seventeenth embodiment is shown in Fig. 25. In the seventeenth embodiment, as shown in Fig. 25, in an area (highly automated area) where automated driving level 3 or higher (highly automated driving state) is possible, when automated driving level 2 or lower (low automated driving state) is used, if an exceedable lane exists in which the speed limit can be exceeded, the control unit 70 attempts to change lanes to the exceedable lane.

[0175] Here, the speed limit on roads (areas) compatible with autonomous driving level 2 or lower is, for example, 100 km / h. Furthermore, on roads (possible areas) compatible with autonomous driving level 3 or higher, the two driving lanes on the left side of the direction of travel of the vehicle 10 and the passing lane on the right side are set. The speed limit on the driving lanes is, for example, 100 km / h, and the speed limit on the passing lane is, for example, 120 km / h. At autonomous driving level 2 or lower, the vehicle 10 travels at, for example, 100 km / h.

[0176] When the vehicle 10 enters a driving lane with a speed limit of 100 km / h from an area where autonomous driving level 2 or lower is available and an area where autonomous driving level 3 or higher is available, the control unit 70 changes lanes to an overtaking lane with a speed limit of 120 km / h. Note that depending on the driving conditions of other vehicles in the overtaking lane, the vehicle 10 may not be able to change lanes.

[0177] If a lane change is possible, the control unit 70 starts accelerating the vehicle speed from 100 km / h to 120 km / h, and when the vehicle speed reaches 120 km / h, maintains this vehicle speed.

[0178] As in the fifteenth embodiment, when approaching an area of ​​autonomous driving level 2 or lower, the control unit 70 reduces the vehicle speed from 120 km / h to 100 km / h or lower (deceleration) before transitioning to autonomous driving level 2 or lower. Then, the control unit 70 issues a notification for a driver handover at autonomous driving level 2 or lower, and hands over driving to the driver. The vehicle 10 travels through the area of ​​autonomous driving level 2 or lower at the decelerated vehicle speed (100 km / h).

[0179] In this embodiment, in an area where autonomous driving level 3 or higher is possible, when autonomous driving level 2 or lower is used, if there is an overtaking lane (exceedable lane) where the speed limit can be exceeded, an attempt is made to change lanes to the overtaking lane. As a result, if a lane change is possible, the vehicle speed can be increased, enabling driving at a faster speed.

[0180] (Modification of the 17th embodiment) A modified example of the seventeenth embodiment is shown in Fig. 26. In the modified example of the seventeenth embodiment, as shown in Fig. 26, in addition to the seventeenth embodiment, the control unit 70 notifies the driver by the notification unit 105 that entry into the passing lane is possible, and performs the lane change when the driver has given permission (trigger) to change lanes. The control unit 70 determines the driving conditions of other vehicles in the passing lane, that is, whether there is available space in the passing lane for changing lanes, and if there is space, notifies the driver and performs the lane change after obtaining permission to change lanes.

[0181] This allows you to change lanes to the overtaking lane more reliably and travel at a faster speed.

[0182] (18th embodiment) An 18th embodiment is shown in Fig. 27. In the 18th embodiment, as shown in Fig. 27, when a speed restriction is implemented due to the driving environment in an area (highly automated area) where automated driving level 3 or higher (highly automated driving state) is possible, the control unit 70 notifies the driver of the restricted speed by the notification unit 105, and decelerates to the restricted speed if the driver gives permission to decelerate.

[0183] Speed ​​restrictions are imposed on vehicles depending on the driving environment, such as weather (rain, wind, fog, snow, frozen roads, etc.), earthquakes, and even construction and traffic accidents. Figure 27 shows an example in which the original speed limit of 120 km / h is restricted to a regulated speed of 50 km / h in an area where autonomous driving level 3 or higher is possible.

[0184] At this time, the control unit 70 sets the speed change rate during deceleration when decelerating to the regulated speed of 50 km / h to be smaller (the gradient of change is gentler) than the speed change rate during acceleration when acceleration is assumed, for example, as in the above 15th to 17th embodiments.

[0185] When approaching an area of ​​autonomous driving level 2 or lower, the control unit 70 issues a notification for a driver handover at autonomous driving level 2 or lower and hands over driving to the driver. Then, when the autonomous driving level shifts to 2 or lower, the vehicle speed is increased up to the speed limit for the area of ​​autonomous driving level 2 or lower.

[0186] If the vehicle is slowed down to the regulated speed without being notified of the regulated speed as described above and without the driver's permission to slow down, the speed difference with a following vehicle that is not autonomously driving (a following vehicle that is unaware of the 50 km / h speed limit) will increase (the vehicle will come too close), increasing the risk of danger.

[0187] However, in this embodiment, if there is a speed limit due to weather or the like, the limit speed is notified to the driver by the notification unit 105, and if the driver gives permission to decelerate, the vehicle will decelerate to reach the limit speed, thereby preventing sudden approach to a following vehicle due to deceleration.

[0188] Furthermore, the speed change rate during deceleration is set to be smaller than the speed change rate during acceleration when acceleration is assumed, which further prevents the vehicle from approaching the following vehicle suddenly and reduces the acceleration experienced by the driver during deceleration.

[0189] (Modification of the 18th embodiment) A modified example of the 18th embodiment is shown in Fig. 28. In the modified example of the 18th embodiment, as shown in Fig. 28, in addition to the 18th embodiment, if deceleration permission is not given even after a predetermined time has elapsed after the notification unit 105 has notified the driver of the speed limit, the control unit 70 forcibly decelerates to the speed limit without deceleration permission.

[0190] As a result, even if the driver overlooks the regulated speed and does not issue a deceleration permission, the speed change to the regulated speed is enforced, so safe driving while adhering to the regulated speed is possible.

[0191] (Other embodiments) In the above embodiments, the notification unit 105 is the meter display 120 and the audio device 140, but the present invention is not limited to this, and another HUD 110 or the CID 130 may be used as the notification unit 105. When the CID 130 is used as the notification unit 105, the display related to autonomous driving and the operation (touch operation) for switching to autonomous driving can be realized by the CID 130.

[0192] Alternatively, CID 130 may be formed from a plurality of CIDs, and meter display 120 and notification unit 105 may be configured as a pillar-to-pillar type in which the plurality of CIDs are arranged in a horizontal row on the instrument panel.

[0193] The disclosure in this specification and drawings, etc. is not limited to the exemplified embodiments. The disclosure encompasses the exemplified embodiments and modifications thereto by those skilled in the art. For example, the disclosure is not limited to the combinations of parts and / or elements shown in the embodiments. The disclosure can be implemented in various combinations. The disclosure can have additional parts that can be added to the embodiments. The disclosure encompasses the omission of parts and / or elements from the embodiments. The disclosure encompasses the substitution or combination of parts and / or elements between one embodiment and another embodiment. The disclosed technical scope is not limited to the description of the embodiments. Some disclosed technical scopes are defined by the claims, and should be interpreted as including all modifications within the meaning and scope equivalent to the claims.

[0194] The control unit 70, HCU 160 and the techniques described in this disclosure may be implemented by a special purpose computer provided by configuring a processor and memory programmed to perform one or more functions embodied in a computer program.

[0195] Alternatively, the controller 70, HCU 160 and the techniques described in this disclosure may be implemented by a special purpose computer provided by configuring a processor with one or more dedicated hardware logic circuits.

[0196] Alternatively, the control unit 70, HCU 160, and the techniques described herein may be implemented by one or more special-purpose computers configured by a combination of a processor and memory programmed to perform one or more functions, and a processor configured by one or more hardware logic circuits.

[0197] The computer program may also be stored on a computer-readable non-transitory tangible recording medium as instructions to be executed by a computer.

[0198] Here, the flowcharts or processes of the flowcharts described in this embodiment are composed of multiple sections (also referred to as steps), and each section is expressed as, for example, S100. Furthermore, each section can be divided into multiple subsections, while multiple sections can also be combined into one section. Furthermore, each section composed in this way can be referred to as a device, module, or means.

[0199] (Addendum) This specification discloses the following technical ideas 1 to 28 and their combinations.

[0200] (Technical thought 1) A vehicle control device including a control unit (70) that, when executing automatic driving of a vehicle (10), controls switching between a first automatic driving state of automatic driving level 2 or lower, which involves manual or peripheral monitoring obligations, and a second automatic driving state of automatic driving level 4 or higher, which does not involve peripheral monitoring obligations and allows sleep, depending on the road on which the vehicle is traveling, a detection unit (45) for detecting the status of a vehicle occupant; When the control unit determines that the driver of the occupants has fallen asleep based on the detection result of the detection unit in the second automatic driving state, the control unit sets the second vehicle speed in the second automatic driving state as follows: Set the vehicle speed higher than the first vehicle speed in the first automatic driving state. Or, make it equal to the first vehicle speed, Alternatively, the vehicle control device executes acceleration control to make the vehicle speed lower than the first vehicle speed and higher than the current second vehicle speed.

[0201] (Technical thought 2) A vehicle control device according to Technical Idea 1, wherein the control unit executes acceleration control when, in the second automatic driving state, the driver is asleep and the vehicle is traveling at a speed lower than the first vehicle speed.

[0202] (Technical Thought 3) A vehicle control device described in Technical Idea 1 or Technical Idea 2, in which the control unit performs a first deceleration control to change the vehicle speed to a lower speed than the first vehicle speed before starting the second automatic driving state when transitioning to the first automatic driving state after performing acceleration control.

[0203] (Technical Thought 4) A vehicle control device described in any one of Technical Ideas 1 to 3, wherein the control unit prohibits the execution of acceleration control when it determines from the detection result of the detection unit that there are passengers among the occupants and when it determines that at least one of the passengers is awake.

[0204] (Technical Thought 5) A vehicle control device described in any one of Technical Ideas 1 to 3, in which, after executing acceleration control, the control unit executes second deceleration control to decelerate the vehicle speed after acceleration control to a predetermined vehicle speed if it determines from the detection result of the detection unit that at least one of the occupants is in an awake state.

[0205] (Technical Thought 6) A notification unit (105) that notifies information related to automatic driving is provided, A vehicle control device described in any one of Technical Ideas 1 to 3, wherein after performing acceleration control, if the control unit determines from the detection result of the detection unit that the driver and at least one passenger among the occupants are in an awake state, the notification unit notifies the driver to choose whether or not to perform second deceleration control to decelerate the vehicle speed after acceleration control to a predetermined vehicle speed.

[0206] (Technical Thought 7) A vehicle control device including a control unit (70) that, when executing automatic driving of a vehicle (10), controls switching between a first automatic driving state of automatic driving level 2 or lower, which involves manual or peripheral monitoring obligations, and a second automatic driving state of automatic driving level 4 or higher, which does not involve peripheral monitoring obligations and allows sleep, depending on the road on which the vehicle is traveling, a detection unit (45) for detecting the status of a vehicle occupant; an autonomous sensor (40) for detecting the vehicle's surrounding environment; When the control unit determines that the occupant is awake in the second autonomous driving state based on the detection results of the detection unit, the control unit is a vehicle control device that changes the vehicle speed in the second autonomous driving state depending on the surrounding environment obtained by the autonomous sensor or the status of the occupant's implementation of the second task permitted in the second autonomous driving state obtained by the detection unit.

[0207] (Technical Thought 8) The control unit is a vehicle control device according to Technical Idea 7, in which, when changing the vehicle speed, the control unit decelerates in scenic areas and accelerates in areas other than scenic areas as the surrounding environment.

[0208] (Technical Thought 9) The vehicle control device according to Technical Idea 7, wherein the control unit changes the vehicle speed by decelerating the vehicle after the occupant has completed the second task.

[0209] (Technical Thought 10) A vehicle control device including a control unit (70) that, when performing autonomous driving of a vehicle (10), controls switching between a first autonomous driving state of autonomous driving level 2 or lower, which involves manual or periphery monitoring obligations, a second autonomous driving state of autonomous driving level 4 or higher, which does not involve periphery monitoring obligations and allows sleep, and a third autonomous driving state of autonomous driving level 3, which does not involve periphery monitoring obligations, depending on the road on which the vehicle is traveling; The control unit is a vehicle control device that makes the acceleration / deceleration range of the set vehicle speed in the second automatic driving state wider than the acceleration / deceleration range of the set vehicle speed in the third automatic driving state.

[0210] (Technical Thought 11) a detection unit (45) for detecting the status of a vehicle occupant; A vehicle control device described in technical idea 10, in which the control unit adjusts the acceleration / deceleration range in the second automatic driving state depending on whether the occupant's state is awake or asleep based on the detection result of the detection unit.

[0211] (Technical Thought 12) a detection unit (45) for detecting the status of a vehicle occupant; A vehicle control device described in technical idea 10, in which the control unit adjusts the acceleration / deceleration range in the second automatic driving state depending on the implementation status of the occupant's second task permitted in the second automatic driving state obtained by the detection unit.

[0212] (Technical Thought 13) a detection unit (45) for detecting the status of a vehicle occupant; A vehicle control device described in Technical Idea 10, in which the control unit adjusts the acceleration / deceleration range depending on whether the occupant is awake or asleep when driving on a curved road in the second automatic driving state.

[0213] (Technical Thought 14) A vehicle control device including a control unit (70) that, when performing autonomous driving of a vehicle (10), controls switching between a first autonomous driving state of autonomous driving level 2 or lower, which involves manual or periphery monitoring obligations, a second autonomous driving state of autonomous driving level 4 or higher, which does not involve periphery monitoring obligations and allows sleep, and a third autonomous driving state of autonomous driving level 3, which does not involve periphery monitoring obligations, depending on the road on which the vehicle is traveling; The control unit is a vehicle control device that sets the inter-vehicle distance between the vehicle and another vehicle to be different between the second automatic driving state and the third automatic driving state, even if the set vehicle speed is the same in the second automatic driving state and the third automatic driving state.

[0214] (Technical Thought 15) A vehicle control device according to Technical Idea 14, wherein the control unit sets the inter-vehicle distance in the second automatic driving state to be wider than the inter-vehicle distance in the third automatic driving state.

[0215] (Technical Thought 16) a detection unit (45) for detecting the status of a vehicle occupant; A vehicle control device described in technical idea 14, in which the control unit sets the inter-vehicle distance in the second automatic driving state to be different depending on whether the occupant's state is awake or asleep based on the detection result of the detection unit.

[0216] (Technical Thought 17) The vehicle control device according to Technical Idea 16, wherein the control unit sets the inter-vehicle distance to be shorter when the occupant is asleep compared to when the occupant is awake.

[0217] (Technical Thought 18) The vehicle control device according to Technical Idea 16, wherein the control unit, when encouraging the occupant to go from a sleep state to an awake state, sets the inter-vehicle distance to a side that increases the distance from the vehicle to a level that encourages the occupant to go to an awake state.

[0218] (Technical Thought 19) The vehicle control device according to Technical Idea 16, wherein the control unit, when encouraging the occupant to transition from a wakefulness state to a sleep state, sets the inter-vehicle distance to a narrower side after the occupant has been encouraged to transition to a sleep state.

[0219] (Technical Thought 20) A vehicle control device described in any one of Technical Ideas 10 to 19, wherein the control unit, when driving in the second automatic driving state on a public road, limits the upper limit value of the set vehicle speed in the second automatic driving state to a lower predetermined vehicle speed if there are multiple consecutive branch points on the route guided by the car navigation device.

[0220] (Technical Thought 21) The fork is a right-left turn intersection, The vehicle control device according to Technical Idea 20, wherein the control unit limits the set vehicle speed after turning at the first intersection to a predetermined vehicle speed when there are multiple consecutive intersections at which to turn right or left.

[0221] (Technical Thought 22) A vehicle control device including a control unit (70) that, when performing automated driving of a vehicle (10), controls switching between a low automated driving state of automated driving level 2 or lower, which involves manual or periphery monitoring obligations, and a high automated driving state of automated driving level 3 or higher, which does not involve periphery monitoring obligations, depending on the road on which the vehicle is traveling, The control unit After transitioning from a low automated driving state to a high automated driving state, the vehicle speed is increased to a second maximum speed set for the road on which the vehicle is traveling in the high automated driving state, and A vehicle control device that reduces vehicle speed so that it is equal to or less than a first maximum speed set for the road on which the vehicle is traveling in a low-autonomous driving state before transitioning from a high-autonomous driving state to a low-autonomous driving state.

[0222] (Technical Thought 23) A vehicle control device including a control unit (70) that, when performing automated driving of a vehicle (10), controls switching between a low automated driving state of automated driving level 2 or lower, which involves manual or periphery monitoring obligations, and a high automated driving state of automated driving level 3 or higher, which does not involve periphery monitoring obligations, depending on the road on which the vehicle is traveling, A notification unit (105) that notifies information related to automatic driving is provided, A vehicle control device in which, when transitioning from a low-autonomous driving state to a high-autonomous driving state, the control unit continues driving at the vehicle speed in the low-autonomous driving state, and if the continued vehicle speed is lower than the maximum speed set for the road on which the vehicle is traveling in the high-autonomous driving state, the notification unit notifies the driver of the maximum speed, and if the driver gives permission to accelerate, increases the vehicle speed to reach the maximum speed.

[0223] (Technical Thought 24) A vehicle control device including a control unit (70) that, when performing automated driving of a vehicle (10), controls switching between a low automated driving state of automated driving level 2 or lower, which involves manual or periphery monitoring obligations, and a high automated driving state of automated driving level 3 or higher, which does not involve periphery monitoring obligations, depending on the road on which the vehicle is traveling, The control unit is a vehicle control device that, in a highly automated area where a highly automated driving state is possible, attempts to change lanes to an exceedable lane when an exceedable lane is present in which the speed limit can be exceeded in the case of a low automated driving state.

[0224] (Technical Thought 25) A notification unit (105) that notifies information related to automatic driving is provided, A vehicle control device according to technical idea 24, wherein the control unit notifies the driver of a lane change by the notification unit when it is possible to enter an exceedable lane, and performs the lane change when the driver gives permission to do so.

[0225] (Technical Thought 26) A vehicle control device including a control unit (70) that, when performing automated driving of a vehicle (10), controls switching between a low automated driving state of automated driving level 2 or lower, which involves manual or periphery monitoring obligations, and a high automated driving state of automated driving level 3 or higher, which does not involve periphery monitoring obligations, depending on the road on which the vehicle is traveling, A notification unit (105) that notifies information related to automatic driving is provided, The control unit is a vehicle control device that, when a speed limit corresponding to the driving environment is implemented in a highly automated area where highly automated driving is possible, notifies the driver of the speed limit via the notification unit, and decelerates to the speed limit if the driver gives permission to decelerate.

[0226] (Technical Thought 27) The vehicle control device according to Technical Idea 26, wherein the control unit sets a speed change rate during deceleration when decelerating to the regulated speed to be smaller than a speed change rate during acceleration when acceleration is assumed.

[0227] (Technical Thought 28) A vehicle control device according to Technical Idea 26 or Technical Idea 27, wherein the control unit, after informing the driver of the regulated speed by the notification unit, forcibly decelerates to the regulated speed without deceleration permission if deceleration permission is not given even after a predetermined time has elapsed. [Explanation of symbols]

[0228] 10 vehicles 40 Periphery monitoring sensor (autonomous sensor) 45 In-car camera (detection unit) 70 Control Unit 100 Vehicle control device 101 Vehicle alarm device 105 Information Department

Claims

[Claim 1] A vehicle control device including a control unit (70) that, when executing autonomous driving of a vehicle (10), controls switching between a first autonomous driving state of autonomous driving level 2 or lower, which involves manual or periphery monitoring obligations, and a second autonomous driving state of autonomous driving level 4 or higher, which does not involve periphery monitoring obligations and allows sleep, depending on the road on which the vehicle is traveling, A detection unit (45) for detecting the status of an occupant of the vehicle is provided, The control unit a first vehicle speed is a speed limit of a road on which the vehicle can travel in the first automatic driving state; In the second automatic driving state, when it is determined from the detection result of the detection unit that the driver of the occupants has fallen asleep and a second vehicle speed as a set vehicle speed currently set for the vehicle is lower than the first vehicle speed, an acceleration control is executed to make the second vehicle speed higher than the first vehicle speed; A vehicle control device that, after performing the acceleration control, if it determines from the detection result of the detection unit that at least one of the occupants is in an awake state, performs deceleration control to decelerate the second vehicle speed after the acceleration control to the first vehicle speed.

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