Vehicle control device and vehicle control method

Abstract

To prevent degradation in convenience of a driver during automatic driving without periphery monitoring duty.SOLUTION: A control device for a vehicle can be used in a vehicle that implements automatic driving without monitoring duty. The control device for a vehicle comprises: a travel environment recognition unit 110 for specifying a travel environment of an own vehicle; and a parallel traveling inhibition control unit 155 that implements parallel traveling inhibition control for controlling traveling of the own vehicle so that an adjacent vehicle traveling on an adjacent lane of a travel lane of the own vehicle, and the own vehicle are not in a parallel traveling state, on the basis of the travel environment specified by the travel environment recognition unit 110, during automatic driving without monitoring duty.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] This disclosure relates to a vehicle control device and a vehicle control method.

Background Art

[0002] Patent Document 1 describes performing offset control to offset the driving position of a vehicle in the vehicle width direction so as to increase the distance from another vehicle running parallel to the vehicle at a high level of autonomous driving where the driver is not required to perform peripheral monitoring. In addition, there is known a technology in which a driver is permitted to perform a second task other than driving at an autonomous driving level where peripheral monitoring is not required.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] With the technology disclosed in Patent Document 1, it is possible to increase the distance in the vehicle width direction between the host vehicle and the parallel-running vehicle. However, if the parallel-running state with the parallel-running vehicle continues, the state of the driver's second task in the host vehicle can be easily seen by the passengers of the parallel-running vehicle. Therefore, there is a problem that the convenience for the driver is reduced.

[0005] One object of this disclosure is to provide a vehicle control device and a vehicle control method that can prevent a decrease in the convenience of a driver during autonomous driving without a peripheral monitoring obligation.

Means for Solving the Problems

[0006] The above objectives are achieved by a combination of features described in the independent claims, and the subordinate claims provide further advantageous specific examples of the disclosure. The reference numerals in parentheses in the claims indicate correspondences with specific means described in the embodiments described later as one aspect, and do not limit the technical scope of this disclosure.

[0007] To achieve the above objectives, this disclosure car Dual-purpose control device , Zhou A vehicle control device that can be used in a vehicle performing autonomous driving without monitoring obligations, the vehicle control device comprises a driving environment identification unit (110) that identifies the driving environment of the vehicle, and parallel driving suppression control units (155, 155a, 155b, 155d, 155e, 155f) that, during autonomous driving without monitoring obligations, perform parallel driving suppression control based on the driving environment identified by the driving environment identification unit to prevent the vehicle from driving parallel to an adjacent vehicle in the adjacent lane, and the parallel driving suppression control units perform longitudinal control as parallel driving suppression control, which is at least one of the following: control to narrow the distance between the vehicle and the vehicle in front of the vehicle, control to widen the distance between the vehicle and the vehicle in front of the vehicle, control to accelerate the vehicle, and control to decelerate the vehicle. This system is intended for use in vehicles that implement automatic driving without monitoring obligations, specifically in areas where automatic driving without monitoring obligations is permitted, and in traffic congestion-only automatic driving where automatic driving without monitoring obligations is permitted only during traffic congestion. The parallel driving suppression control unit uses, as longitudinal control, forward control which is at least one of the following: control to narrow the distance between the vehicle and the vehicle in front, or control to accelerate the vehicle; and rearward control which is at least one of the following: control to widen the distance between the vehicle and the vehicle in front, or control to decelerate the vehicle. The parallel driving suppression control unit prioritizes rearward control during area-limited automatic driving, while prioritizing forward control during traffic congestion-only automatic driving. 。

[0008] To achieve the above objectives, this disclosure car Dual-use control method , ZhouA vehicle control method usable in vehicles performing autonomous driving without monitoring obligations, which is autonomous driving without monitoring obligations, and which includes a driving environment identification step that identifies the driving environment of the vehicle and is executed by at least one processor, and a parallel running suppression control step that, during autonomous driving without monitoring obligations, performs parallel running suppression control based on the driving environment identified in the driving environment identification step to prevent the vehicle from driving parallel to an adjacent vehicle traveling in an adjacent lane, and the parallel running suppression control step uses longitudinal control as parallel running suppression control, which is at least one of the following: control to narrow the distance between the vehicle and the vehicle in front of it, control to widen the distance between the vehicle and the vehicle in front of it, control to accelerate the vehicle, and control to decelerate the vehicle. Yes, it can be used in vehicles that switch between area-limited autonomous driving, where autonomous driving without monitoring is permitted in a limited area, and traffic jam-limited autonomous driving, where autonomous driving without monitoring is permitted only during traffic jams. In the parallel driving suppression control process, the longitudinal control uses forward control, which is at least one of the following: control to narrow the distance between the vehicle and the vehicle in front, or control to accelerate the vehicle; and backward control, which is at least one of the following: control to widen the distance between the vehicle and the vehicle in front, or control to decelerate the vehicle. In the parallel driving suppression control process, the backward control is given priority when using area-limited autonomous driving, while the forward control is given priority when using traffic jam-limited autonomous driving. 。

[0009] With the above configuration, during autonomous driving without monitoring obligations, it becomes possible to implement parallel driving suppression control to prevent the vehicle from driving parallel to an adjacent vehicle in the lane adjacent to the vehicle's lane. Therefore, it becomes possible to suppress parallel driving between adjacent vehicles during autonomous driving without monitoring obligations. Consequently, it becomes more difficult for occupants of adjacent vehicles to see the driver's secondary task status in the vehicle. As a result, it becomes possible to prevent a decrease in driver convenience during autonomous driving without surrounding monitoring obligations. [Brief explanation of the drawing]

[0010] [Figure 1] This figure shows an example of a schematic configuration of vehicle system 1. [Figure 2] This figure shows an example of the general configuration of the autonomous driving ECU 10. [Figure 3] This is a diagram illustrating an example of how to display the set distance between vehicles. [Figure 4] This flowchart shows an example of the processing flow related to parallel driving suppression in the autonomous driving ECU10. [Figure 5] This diagram shows an example of the area-limited LV3 processing flow in the autonomous driving ECU 10. [Figure 6] This flowchart shows an example of the traffic congestion-specific LV3 processing flow in the autonomous driving ECU10. [Figure 7] This flowchart shows an example of the processing flow for LV4 and above in the autonomous driving ECU10. [Figure 8] This figure shows an example of the general configuration of the autonomous driving ECU 10a. [Figure 9] This figure shows an example of the general configuration of the autonomous driving ECU 10b. [Figure 10] This figure shows an example of a schematic configuration of vehicle system 1c. [Figure 11] This figure shows an example of the general configuration of the autonomous driving ECU10c. [Figure 12] This is a diagram illustrating an example of how parallel movement suppression images are displayed. [Figure 13] This figure shows an example of the general configuration of the autonomous driving ECU10d. [Figure 14] This figure shows an example of the general configuration of the autonomous driving ECU10e. [Figure 15] This figure shows an example of the general configuration of the autonomous driving ECU10f. [Modes for carrying out the invention]

[0011] While referring to the drawings, a plurality of embodiments for disclosure will be described. For convenience of explanation, among the plurality of embodiments, parts having the same functions as those shown in the drawings used in the previous explanations may be denoted by the same reference numerals, and the explanations thereof may be omitted. For parts denoted by the same reference numerals, the explanations in other embodiments can be referred to.

[0012] (Embodiment 1) <Schematic Configuration of Vehicle System 1> Hereinafter, Embodiment 1 of the present disclosure will be described with reference to the drawings. The vehicle system 1 shown in FIG. 1 can be used in a vehicle capable of autonomous driving (hereinafter, an autonomous driving vehicle). As shown in FIG. 1, the vehicle system 1 includes an autonomous driving ECU 10, a communication module 11, a locator 12, a map database (hereinafter, map DB) 13, vehicle sensors 14, a peripheral monitoring sensor 15, a vehicle control ECU 16, a blind mechanism 17, an HCU (Human Machine Interface Control Unit) 18, a display 19, and a user input device 20. For example, the autonomous driving ECU 10, the communication module 11, the locator 12, the map DB 13, the vehicle sensors 14, the peripheral monitoring sensor 15, the vehicle control ECU 16, the blind mechanism 17, and the HCU 18 may be configured to be connected to an in-vehicle LAN (refer to the LAN in FIG. 1). The vehicle using the vehicle system 1 is not necessarily limited to an automobile, but hereinafter, the case of using it in an automobile will be described as an example.

[0013] As the level of autonomous driving (hereinafter, automation level) of an autonomous driving vehicle, for example, as defined by SAE, there can be a plurality of levels. The automation level is classified into LV0 to 5 as follows, for example.

[0014] LV0 is the level where the driver performs all driving tasks without system intervention. Driving tasks can also be called dynamic driving tasks. Driving tasks include, for example, steering, acceleration / deceleration, and surrounding area monitoring. LV0 corresponds to so-called manual driving. LV1 is the level where the system assists with either steering or acceleration / deceleration. LV1 corresponds to so-called driver assistance. LV2 is the level where the system assists with both steering and acceleration / deceleration. LV2 corresponds to so-called partial driving automation. LV1 and LV2 are also considered part of automated driving.

[0015] For example, Level 1-2 autonomous driving is defined as autonomous driving where the driver has a duty to monitor the surroundings for safe driving (hereinafter simply referred to as the monitoring duty). In other words, it corresponds to autonomous driving with a monitoring duty. The monitoring duty includes visual monitoring of the surroundings. Level 1-2 autonomous driving can be rephrased as autonomous driving where secondary tasks are not permitted. A secondary task is an act other than driving that is permitted to the driver and is a specific act that is predetermined. A secondary task can also be referred to as a secondary activity, other activity, etc. A secondary task is not supposed to prevent the driver from responding to a request from the autonomous driving system to take over driving operations. Examples of secondary tasks include watching videos or other content, operating a smartphone, reading, and eating.

[0016] LV3 autonomous driving is a level where the system can perform all driving tasks under certain conditions, with the driver taking over in emergencies. LV3 autonomous driving requires the driver to be able to respond quickly when the system requests a driver change. This driver change can be rephrased as the transfer of the responsibility for monitoring the surroundings from the vehicle's system to the driver. LV3 corresponds to so-called conditional driving automation. LV3 also includes area-limited LV3, which is limited to specific areas. These specific areas can be limited to expressways or highways. The specific area could also be, for example, a specific lane. LV3 also includes congestion-limited LV3, which is limited to congested conditions. Congestion-limited LV3 can be configured to be limited to, for example, congestion on a highway. Expressways may include expressways.

[0017] Level 4 autonomous driving is a level where the system can perform all driving tasks except in specific situations such as unsuitable roads or extreme environments. Level 4 corresponds to what is known as highly automated driving. Level 5 autonomous driving is a level where the system can perform all driving tasks in all environments. Level 5 corresponds to what is known as fully automated driving.

[0018] For example, autonomous driving at levels 3-5 means autonomous driving where the driver is not responsible for monitoring. In other words, it corresponds to autonomous driving without monitoring obligations. Autonomous driving at levels 3-5 can be rephrased as autonomous driving where a second task is permitted. Among autonomous driving at levels 3-5, autonomous driving at level 4 and above corresponds to autonomous driving where the driver is permitted to sleep. In other words, it corresponds to autonomous driving where sleep is permitted. Among autonomous driving at levels 3-5, autonomous driving at level 3 corresponds to autonomous driving where the driver is not permitted to sleep. In other words, it corresponds to autonomous driving where sleep is not permitted.

[0019] The autonomous vehicle in this embodiment is configured to have switchable automation levels. The automation levels may be switchable only between some of the levels from LV0 to LV5. In this embodiment, the example will be given of a case in which the autonomous vehicle can switch between at least LV4 or higher autonomous driving, LV3 autonomous driving, and LV2 or lower driving. LV2 or lower driving includes LV0 manual driving.

[0020] The communication module 11 transmits and receives information via wireless communication with an external center of the vehicle. In other words, it performs wide-area communication. The communication module 11 receives traffic congestion information and other information about the area around the vehicle from the center via wide-area communication. The communication module 11 may also transmit and receive information via wireless communication with other vehicles. In other words, it may perform vehicle-to-vehicle communication. The communication module 11 may also transmit and receive information via wireless communication with a roadside unit installed on the roadside. In other words, it may perform vehicle-to-infrastructure communication. When performing vehicle-to-infrastructure communication, the communication module 11 may receive information about surrounding vehicles transmitted from surrounding vehicles via the roadside unit. The communication module 11 may also receive information about surrounding vehicles transmitted from surrounding vehicles via wide-area communication through the center.

[0021] The locator 12 is equipped with a GNSS (Global Navigation Satellite System) receiver and an inertial sensor. The GNSS receiver receives positioning signals from multiple positioning satellites. The inertial sensor includes, for example, a gyroscope and an accelerometer. The locator 12 sequentially determines the vehicle position (hereinafter referred to as "vehicle position") of the vehicle on which the locator 12 is mounted by combining the positioning signals received by the GNSS receiver with the measurement results from the inertial sensor. The vehicle position is expressed, for example, in latitude and longitude coordinates. In addition, the vehicle position may also be determined using the distance traveled, which is obtained from signals sequentially output from a vehicle speed sensor mounted on the vehicle.

[0022] Map DB13 is a non-volatile memory that stores high-precision map data. This high-precision map data is more accurate than the map data used for route guidance in the navigation function. Map DB13 may also store the map data used for route guidance. The high-precision map data includes information usable for autonomous driving, such as three-dimensional road shape information, lane number information, and information indicating the permitted direction of travel for each lane. In addition, the high-precision map data may include information on node points indicating the positions of both ends of road markings, such as lane markings. The locator 12 may be configured without using a GNSS receiver by using three-dimensional road shape information. For example, the locator 12 may be configured to determine the vehicle's position using three-dimensional road shape information and detection results from a surrounding monitoring sensor 15 such as a LIDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging) or a surrounding monitoring camera that detects point clouds of road shape and structural feature points. The three-dimensional road shape information may be generated based on captured images by REM (Road Experience Management).

[0023] The communication module 11 may also receive map data distributed from an external server, for example via wide-area communication, and store it in the map DB 13. In this case, the map DB 13 may be configured as volatile memory, and the communication module 11 may sequentially acquire map data for the area corresponding to the vehicle's position.

[0024] The vehicle sensor 14 is a group of sensors for detecting various states of the vehicle. The vehicle sensor 14 includes a vehicle speed sensor, steering torque sensor, accelerator sensor, brake sensor, etc. The vehicle speed sensor detects the speed of the vehicle. The steering torque sensor detects the steering torque applied to the steering wheel. The accelerator sensor detects whether the accelerator pedal is depressed or not. For the accelerator sensor, an accelerator force sensor that detects the force applied to the accelerator pedal may be used. Alternatively, an accelerator stroke sensor that detects the amount the accelerator pedal is depressed may be used. Alternatively, an accelerator switch that outputs a signal according to whether the accelerator pedal is depressed or not may be used. The brake sensor detects whether the brake pedal is depressed or not. For the brake sensor, a brake force sensor that detects the force applied to the brake pedal may be used. Alternatively, a brake stroke sensor that detects the amount the brake pedal is depressed may be used. Alternatively, a brake switch that outputs a signal according to whether the brake pedal is depressed or not may be used. The vehicle sensor 14 outputs the detected sensing information to the in-vehicle LAN. The sensing information detected by the vehicle sensor 14 may also be output to the in-vehicle LAN via the ECU installed in the vehicle.

[0025] The surrounding monitoring sensor 15 monitors the environment around the vehicle. For example, the surrounding monitoring sensor 15 detects obstacles around the vehicle, such as moving objects like pedestrians and other vehicles, and stationary objects like objects that have fallen on the road. It also detects road markings such as lane markings around the vehicle. The surrounding monitoring sensor 15 may be, for example, a surrounding monitoring camera that images a predetermined range around the vehicle, or a sensor such as a millimeter-wave radar, sonar, or LiDAR that transmits detection waves to a predetermined range around the vehicle. For example, the predetermined range may be an area that at least partially includes the front, rear, left, and right sides of the vehicle. The surrounding monitoring camera sequentially outputs the captured images as sensing information to the autonomous driving ECU 10. Sensors that transmit detection waves, such as sonar, millimeter-wave radar, or LiDAR, sequentially output the scanning results based on the received signals obtained when they receive reflected waves reflected by obstacles as sensing information to the autonomous driving ECU 10. The sensing information detected by the surrounding monitoring sensor 15 may be configured to be output to the autonomous driving ECU 10 without going through the in-vehicle LAN.

[0026] The vehicle control ECU16 is an electronic control unit that controls the vehicle's movement. Movement control includes acceleration / deceleration control and / or steering control. The vehicle control ECU16 includes components such as a steering ECU for steering control, a power unit control ECU for acceleration / deceleration control, and a brake ECU. The vehicle control ECU16 controls the vehicle's movement by outputting control signals to various movement control devices installed in the vehicle, such as the electronically controlled throttle, brake actuator, and EPS (Electric Power Steering) motor.

[0027] The blind mechanism 17 is a mechanism that makes it difficult for occupants of adjacent vehicles traveling alongside to see inside the vehicle. The blind mechanism 17 may be installed on the door windows of the vehicle itself. In other words, it may be installed at least on the side windows of the vehicle. The blind mechanism 17 may also be installed on the front and rear windows of the vehicle. As the blind mechanism 17, for example, a dimmable film that can switch between a light-transmitting state and a light-blocking state by applying voltage may be used. The blind mechanism 17 should be in a light-transmitting state when not in operation, and in a light-blocking state when in operation. The blind mechanism 17 may also use a material other than a dimmable film. For example, a mechanism that makes it difficult to see inside the vehicle by electrically closing louvers, curtains, etc. may be used.

[0028] The HCU18 is primarily composed of a computer equipped with a processor, volatile memory, non-volatile memory, I / O, and a bus to connect them. The HCU18 executes various processes related to communication between the occupants and the vehicle's systems by running control programs stored in the non-volatile memory.

[0029] The display unit 19 is installed in the vehicle and provides information to the driver of the vehicle. The display unit 19 provides information by displaying information. The display unit 19 provides information according to the instructions of the HCU 18. The display unit 19 may also provide information to passengers other than the driver. As the display unit 19, for example, a meter MID (Multi Information Display), CID (Center Information Display), HUD (Head-Up Display), etc., can be used. A meter MID is a display device installed in front of the driver's seat inside the vehicle. For example, the meter MID may be configured to be installed on the meter panel. A CID is a display device placed in the center of the instrument panel of the vehicle. A HUD is installed inside the vehicle, for example, on the instrument panel. The HUD projects a display image formed by a projector onto a projection area defined on the front windshield, which is a projection member. The light of the image reflected into the vehicle interior by the front windshield is perceived by the driver seated in the driver's seat. This allows the driver to see the virtual image of the display projected in front of the front windshield superimposed on a part of the foreground. The HUD may also be configured to project the display image onto a combiner located in front of the driver's seat instead of the front windshield.

[0030] The user input device 20 receives input from the user. This user input device 20 corresponds to an input device. The user input device 20 can be an operating device that receives operation input from the user. The operating device may be a mechanical switch or a touch switch integrated with the display unit 19. For example, the user input device 20 may be a steering wheel switch provided on the steering wheel. Note that the user input device 20 is not limited to an operating device that receives operation input, as long as it is a device that receives input from the user. For example, it may be a voice input device that receives voice commands from the user.

[0031] The autonomous driving ECU 10 is primarily composed of a computer equipped with a processor, volatile memory, non-volatile memory, I / O, and a bus connecting these components. The autonomous driving ECU 10 executes autonomous driving-related processes by running control programs stored in the non-volatile memory. This autonomous driving ECU 10 corresponds to the vehicle's control system. The configuration of the autonomous driving ECU 10 will be described in detail below.

[0032] <Outline configuration of the autonomous driving ECU10> Next, the schematic configuration of the autonomous driving ECU 10 will be explained using Figure 2. As shown in Figure 2, the autonomous driving ECU 10 includes a driving environment recognition unit 110, a vehicle state identification unit 120, an HCU communication unit 130, an action decision unit 140, a control execution unit 150, a difficulty situation identification unit 160, and a blind control unit 170 as functional blocks. Furthermore, the execution of processing by each functional block of the autonomous driving ECU 10 by a computer corresponds to the execution of a vehicle control method. Note that some or all of the functions performed by the autonomous driving ECU 10 may be configured hardware-wise using one or more ICs, etc. Also, some or all of the functional blocks provided by the autonomous driving ECU 10 may be realized by a combination of software execution by a processor and hardware components.

[0033] The driving environment recognition unit 110 recognizes the driving environment around the vehicle based on sensing information acquired from the surrounding monitoring sensor 15. This driving environment recognition unit 110 corresponds to the driving environment identification unit. The processing performed by this driving environment recognition unit 110 corresponds to the driving environment identification process. As an example, the driving environment recognition unit 110 recognizes the detailed position of the vehicle in its lane (hereinafter referred to as "the vehicle's lane") from information such as the lane markings on the left and right of the vehicle's lane. In addition, the driving environment recognition unit 110 recognizes the position, size, and speed of obstacles such as surrounding vehicles. The driving environment recognition unit 110 recognizes the position, size, and speed of obstacles such as vehicles in the vehicle's lane. Furthermore, the driving environment recognition unit 110 recognizes the position, size, and speed of obstacles such as vehicles in the surrounding lanes of the vehicle's lane. Surrounding lanes are lanes other than the vehicle's lane in the road section where the vehicle is located. Surrounding lanes also include, for example, adjacent lanes that are adjacent to the vehicle's lane.

[0034] The driving environment recognition unit 110 may recognize the driving environment around the vehicle based on sensing information acquired from the surrounding monitoring sensor 15, the vehicle's position acquired from the locator 12, map data acquired from the map DB 13, and information on other vehicles acquired by the communication module 11. As an example, the driving environment recognition unit 110 may use this information to generate a virtual space that reproduces the actual driving environment.

[0035] Furthermore, the driving environment recognition unit 110 may also identify manual driving areas (hereinafter referred to as MD areas) within the vehicle's driving area. The driving environment recognition unit 110 may also identify automatic driving areas (hereinafter referred to as AD areas) within the vehicle's driving area. The driving environment recognition unit 110 may also identify ST sections and non-ST sections within the AD area, as described later.

[0036] The MD area is an area where autonomous driving is prohibited. In other words, the MD area is an area where the driver is required to perform all longitudinal control, lateral control, and surrounding area monitoring of the vehicle. Longitudinal direction refers to the direction corresponding to the vehicle's front-to-back direction. Lateral direction refers to the direction corresponding to the vehicle's width direction. Longitudinal control corresponds to the vehicle's acceleration and deceleration control. Lateral control corresponds to the vehicle's steering control. For example, the MD area could be a public road.

[0037] The AD area is an area where autonomous driving is permitted. In other words, the AD area is an area where it is defined that the vehicle can take over one or more of the following: longitudinal control, lateral control, and surrounding area monitoring. For example, the AD area could be a highway or an expressway. Traffic congestion-limited LV3 autonomous driving (hereinafter referred to as traffic congestion-limited autonomous driving) could be configured to be permitted only during traffic congestion in the AD area, for example.

[0038] The AD area is divided into ST sections and non-ST sections. An ST section is a section where area-limited LV3 autonomous driving (hereinafter referred to as area-limited autonomous driving) is permitted. Area-limited autonomous driving may be configured to be permitted only in specific lanes within the ST section. A non-ST section is a section where autonomous driving of LV2 or lower is permitted. In this embodiment, there is no distinction made between non-ST sections where LV1 autonomous driving is permitted and non-ST sections where LV2 autonomous driving is permitted. An ST section may be, for example, a driving section for which high-precision map data is available. A non-ST section may be a section within the AD area that does not fall under the ST section.

[0039] The driving environment recognition unit 110 recognizes the positional relationship between the vehicle traveling in the adjacent lane (hereinafter referred to as the adjacent vehicle) and the vehicle itself. The driving environment recognition unit 110 recognizes the longitudinal positional relationship between the adjacent vehicle and the vehicle itself. The driving environment recognition unit 110 only needs to recognize a parallel driving state if at least a part of the body of the adjacent vehicle and the vehicle itself overlaps in the longitudinal direction. The driving environment recognition unit 110 may exclude from the parallel driving state a state in which the positions of the side doors of the adjacent vehicle and the vehicle itself do not overlap in the longitudinal direction. The area occupied by the vehicle's body can be determined based on vehicle body data stored in advance in non-volatile memory. Note that the opposing lane of the vehicle itself may be included in the adjacent lane, or it may not be included in the adjacent lane.

[0040] It is preferable to include the oncoming lane of the current lane in the adjacent lane configuration. This is because, even with vehicles in the oncoming lane, a state of driving alongside the current vehicle may be maintained during traffic congestion, etc. When adopting a configuration that includes the oncoming lane of the current lane in the adjacent lane configuration, this side-by-side state should also be included in the parallel driving state configuration. Furthermore, the driving environment recognition unit 110 may, based on the map acquired from the map DB 13, exclude the oncoming lane from the adjacent lane in sections where there are structures that maintain a certain distance from the oncoming lane or are shielded by walls. This makes it possible to eliminate the waste of including the oncoming lane, which makes it difficult to see inside the vehicle's cabin, in the adjacent lane configuration. The certain distance referred to here is the distance at which it is estimated that it is difficult to see inside the vehicle's cabin, and this can be set arbitrarily.

[0041] Preferably, the driving environment recognition unit 110 also recognizes whether the lane in which an adjacent vehicle is traveling is an overtaking lane. In Japan, an overtaking lane is the rightmost lane among multiple lanes in the same direction. In the United States and Germany, an overtaking lane is the lane to the left of the current lane among multiple lanes in the same direction. In China, an overtaking lane is the leftmost lane among multiple lanes in the same direction.

[0042] The driving environment recognition unit 110 preferably also recognizes traffic congestion in the section in which the vehicle is traveling. For example, it can recognize traffic congestion in the section in which the vehicle is traveling from traffic congestion information around the vehicle received from the center via the communication module 11. Alternatively, the driving environment recognition unit 110 may recognize traffic congestion in the section in which the vehicle is traveling by combining information on the position and speed of other vehicles recognized based on sensing information acquired from the surrounding monitoring sensor 15 with information on the vehicle's speed acquired from the vehicle speed sensor among the vehicle sensors 14. For example, it can recognize traffic congestion in the section in which the vehicle is traveling if there are many other vehicles around the vehicle and the speed of the vehicle and the vehicles in front of and behind it is low. The driving environment recognition unit 110 may also recognize traffic congestion in the section in which the vehicle is traveling by means other than those described above.

[0043] The vehicle status identification unit 120 identifies the status of the vehicle. The vehicle status identification unit 120 identifies various statuses of the vehicle according to sensing information acquired from the vehicle sensors 14. Preferably, the vehicle status identification unit 120 uses the vehicle's driving environment recognized by the driving environment recognition unit 110 in addition to the sensing information acquired from the vehicle sensors 14 to identify the vehicle's status in more detail. As a specific example, it is preferable for the vehicle status identification unit 120 to identify when the vehicle is stopped in a traffic jam. In other words, the vehicle status identification unit 120 corresponds to the traffic jam stop identification unit. In this case, the vehicle status identification unit 120 can identify the vehicle's traffic jam status from the recognition results of the driving environment recognition unit 110. Also, the vehicle status identification unit 120 can identify when the vehicle is stopped from the vehicle's speed information acquired from the vehicle speed sensor among the vehicle sensors 14.

[0044] The HCU communication unit 130 performs information output processing toward the HCU 18 and information acquisition processing from the HCU 18. The HCU communication unit 130 sequentially outputs information related to the status of autonomous driving of the vehicle (hereinafter referred to as AD-related information) toward the HCU 18. The HCU communication unit 130 is equipped with a display processing unit 131 as a sub-function block. The display processing unit 131 indirectly controls the display on the display unit 19. The display processing unit 131 causes the HCU 18 to control the display on the display unit 19 by outputting the aforementioned AD-related information toward the HCU 18. The display processing unit 131 may also output instructions to the HCU 18 on what kind of display to show, so that the display is shown on the display unit 19 via the HCU 18. Alternatively, the display processing unit 131 may not output instructions on what kind of display to show, and the HCU 18 may display on the display unit 19 according to the combination of information output. This display processing unit 131 corresponds to the display instruction unit.

[0045] Furthermore, the HCU communication unit 130 acquires setting information related to automatic driving (hereinafter referred to as AD setting information) received by the HCU 18 via the user input device 20 from the HCU 18. Examples of AD setting information include the set value of the vehicle speed in ACC control (hereinafter referred to as the set vehicle speed) and the set value of the distance between vehicles (hereinafter referred to as the distance between vehicles setting value), which will be described later. The set vehicle speed may be a value in increments of 1 km / h, for example. The distance between vehicles setting value may be a value divided into multiple levels, for example, "large," "medium," and "small." In the example of this embodiment, the distance between vehicles setting value will be described as being divided into three levels: "large," "medium," and "small." Other examples of AD setting information include information on the on / off setting of the automatic driving function.

[0046] The action decision unit 140 switches the control authority for driving operations between the driver and the vehicle's system. When the control authority for driving operations is with the system, the action decision unit 140 determines a driving plan for the vehicle based on the driving environment recognition results from the driving environment recognition unit 110. The driving plan should consist of determining the route to the destination and the behaviors the vehicle should take to reach the destination. Examples of behaviors include going straight, turning right, turning left, changing lanes, etc.

[0047] The behavioral decision unit 140 switches the automation level of its own vehicle's autonomous driving as needed. The behavioral decision unit 140 determines whether or not it is possible to increase the automation level. For example, if the vehicle moves from the MD area to a non-ST section within the AD area, it should determine that it is possible to switch from manual driving to autonomous driving at LV2 or lower. If the vehicle moves from the MD area to an ST section within the AD area, it should determine that it is possible to switch from manual driving at LV0 to autonomous driving at area-limited LV3. If the vehicle moves from a non-ST section within the AD area to an ST section, it should determine that it is possible to switch from autonomous driving at LV2 or lower to autonomous driving at LV3. If the vehicle is located in the AD area and the automation level is LV2 or lower, and all the conditions for traffic congestion-limited LV3 are met, it should determine that it is possible to switch from autonomous driving at LV2 or lower to traffic congestion-limited LV3 autonomous driving. In addition, if the conditions for starting LV4 are met, it should determine that it is possible to switch from LV3 or lower to LV4. If the behavioral decision unit 140 determines that it is possible to increase the automation level, and the driver approves of the increase in the automation level, it should increase the automation level.

[0048] The behavioral decision unit 140 should lower the automation level when it determines that a reduction in the automation level is necessary. Situations in which it determines that a reduction in the automation level is necessary include when an override is detected, during a planned driver change, and during an unplanned driver change. Override is an operation performed by the driver of the vehicle to voluntarily take control of the vehicle. In other words, override is an operational intervention by the driver of the vehicle. The behavioral decision unit 140 should detect override from sensing information obtained from the vehicle sensors 14. For example, the behavioral decision unit 140 should detect override when the steering torque detected by the steering torque sensor exceeds a threshold. The behavioral decision unit 140 may also detect override when the accelerator pedal is pressed down by the accelerator sensor. In addition, the behavioral decision unit 140 may also detect override when the brake pedal is pressed down by the brake sensor.

[0049] A planned driver change is a scheduled driver change made by the system. For example, a planned driver change occurs when the vehicle moves from an ST section to a non-ST section or MD section within the AD area. In this case, the automation level drops from area-limited LV3 to LV2 or lower. A planned driver change may also occur when the vehicle moves from a non-ST section to an MD area within the AD area. In this case, the automation level drops from area-limited LV3 to LV0. An unplanned driver change is a sudden, unscheduled driver change made by the system. For example, an unplanned driver change occurs when the conditions for congestion-limited LV3 are no longer met during automated driving at congestion-limited LV3. In this case, the automation level drops from congestion-limited LV3 to LV2 or lower. Multiple types of conditions may be used for congestion-limited LV3. Examples of conditions include being within the AD area, the vehicle speed of the vehicle ahead or the vehicle itself being below a threshold for estimated congestion, and being in a congested section according to congestion information. Unplanned driver changes may occur when the level of automation cannot be maintained due to a malfunction in the driving environment recognition unit 110's recognition of the driving environment.

[0050] When the control rights for driving operations are held by the system, the control execution unit 150, in cooperation with the vehicle control ECU 16, executes various controls to drive the vehicle according to the driving plan determined by the action decision unit 140. The control execution unit 150 is equipped with ACC (Adaptive Cruise Control) control unit 151, LTA (Lane Tracing Assist) control unit 152, LCA (Lane Change Assist) control unit 153, offset control unit 154, and parallel driving suppression control unit 155 as sub-function blocks.

[0051] The ACC control unit 151 implements ACC control that enables either constant-speed driving control, which causes the vehicle to drive at a set speed, or follow-the-vehicle driving control, which causes the vehicle to follow the vehicle in front. The ACC control unit 151 should implement follow-the-vehicle driving control when there is a vehicle in front of the vehicle within a predetermined range. The ACC control unit 151 should implement constant-speed driving control when there is no vehicle in front of the vehicle within a predetermined range. The ACC control unit 151 corresponds to the follow-the-vehicle driving control unit. In follow-the-vehicle driving, acceleration and deceleration control is performed to maintain the distance between the vehicle and the nearest vehicle in front (hereinafter referred to as the preceding vehicle) at a target distance. The target distance can be set according to the vehicle's speed and the set distance value. The target distance shall have a certain tolerance range for each set distance value. The tolerance range can be rephrased as the range in which acceleration and deceleration control is not performed because the vehicle is considered to be within the target distance range. The set speed and set distance value may be the values ​​included in the AD-related information acquired by the HCU communication unit 130. In other words, the ACC control unit 151 performs follow-me driving control so that the target distance between vehicles is set to a certain tolerance range for each set value, according to the set value received from the driver via the user input device 20.

[0052] The display processing unit 131 displays the inter-vehicle distance setting value on the display unit 19 while ACC control is being performed. The inter-vehicle distance setting value can be configured so that the HCU 18 uses the inter-vehicle distance setting value output as AD-related information by the HCU communication unit 130. The display unit 19 that displays the inter-vehicle distance setting value can be, for example, a meter MID. Here, an example of displaying the inter-vehicle distance setting value will be explained using Figure 3. In Figure 3, PV indicates a mark representing the preceding vehicle. In Figure 3, DSV indicates a mark representing the inter-vehicle distance setting value. In the example in Figure 3, the inter-vehicle distance setting value is represented by the number of marks DSV. Specifically, when the inter-vehicle distance setting value is "large", the number of marks DSV is displayed as 3, as in the example in Figure 3. When the inter-vehicle distance setting value is "medium", the number of marks DSV is displayed as 2. When the inter-vehicle distance setting value is "small", the number of marks DSV is displayed as 1.

[0053] The LTA control unit 152 performs LTA control to maintain the vehicle's lane-keeping. LTA control involves steering control to maintain the vehicle's lane-keeping. In other words, LTA control performs lane-keeping control, which is automatic lane-keeping. The LTA control unit 152 can maintain lane-keeping by, for example, controlling the steering angle of the vehicle's steering wheels based on the position of lane markings, road edge, etc., recognized by the driving environment recognition unit 110. For example, by default, the LTA control unit 152 can control the vehicle so that its driving position is in the center of its lane. To align the vehicle's driving position with the center of its lane, for example, the vehicle's axle center can be aligned with the center of its lane.

[0054] The LCA control unit 153 performs LCA control to automatically change the vehicle's lane from its own lane to an adjacent lane. The LCA control unit 153 can perform LCA control using the position and speed of surrounding vehicles recognized by the driving environment recognition unit 110. For example, LCA control can be performed when the speed of the vehicle ahead of the vehicle is below a predetermined value and there are no surrounding vehicles approaching from the side or rear of the vehicle. The LCA control unit 153 can perform LCA control by having the vehicle control ECU 16 perform acceleration / deceleration control and steering control.

[0055] The control execution unit 150 achieves LV2 or higher autonomous driving by executing both ACC control and LTA control. LCA control can be made executable, for example, when ACC control and LTA control are being executed. The control execution unit 150 can achieve LV1 autonomous driving by executing either ACC control or LTA control.

[0056] The offset control unit 154 performs offset control, which automatically offsets the vehicle's driving position in the vehicle width direction to increase the distance to the vehicle to the side. The vehicle targeted by the offset control can be an adjacent vehicle that is driving alongside. The driving environment recognition unit 110 can recognize that the vehicles are driving alongside each other. An adjacent vehicle that is driving alongside each other will be referred to as a parallel vehicle below. For example, if the distance to the parallel vehicle falls below a threshold, the offset control can be performed by offsetting the vehicle's driving position so that there is a gap greater than that threshold between the vehicle and the parallel vehicle. The threshold here can be any value that can be set arbitrarily. Also, if offset control is performed for both the left and right parallel vehicles of the vehicle, the vehicle should be offset so that a distance is maintained between each of the left and right parallel vehicles.

[0057] When offset control is performed during LTA control, it is preferable that the LTA control unit 152 controls the vehicle to maintain lane travel while offsetting the vehicle's driving position in the vehicle width direction to increase the distance from the parallel vehicle.

[0058] The parallel driving suppression control unit 155 performs parallel driving suppression control to prevent the vehicle from driving parallel to an adjacent vehicle. The processing in this parallel driving suppression control unit 155 corresponds to the parallel driving suppression control process. Examples of parallel driving suppression control include longitudinal control and lateral control. Examples of longitudinal control include control to narrow the distance between the vehicle and the preceding vehicle, control to widen the distance between the vehicle and the preceding vehicle, control to accelerate the vehicle, and control to decelerate the vehicle. Control to narrow the distance between the vehicle and the preceding vehicle, and control to accelerate the vehicle, will be referred to as forward control below. Control to widen the distance between the vehicle and the preceding vehicle, and control to decelerate the vehicle, will be referred to as backward control below. As an example, if there is a preceding vehicle, forward control should be performed to narrow the distance between the vehicle and the preceding vehicle, while if there is no preceding vehicle, control to accelerate the vehicle should be performed. Furthermore, if there is a vehicle ahead, the system should implement a control mechanism to increase the distance between the vehicle and the vehicle ahead as a reverse control measure, while if there is no vehicle ahead, the system should implement a control mechanism to slow down the vehicle.

[0059] An example of lateral control is control that enables lane changes. Lane changes may be performed by the LCA control unit 153. Below, we will continue the explanation using the example where the parallel driving suppression control unit 155 performs only longitudinal control out of longitudinal and lateral control.

[0060] The parallel driving suppression control unit 155, during autonomous driving without monitoring obligations, implements parallel driving suppression control based on the driving environment recognized by the driving environment recognition unit 110 to prevent the adjacent vehicle and the own vehicle from driving side by side. If the ACC control unit 151 is not performing follow-driving control, the parallel driving suppression control unit 155 should perform longitudinal control until the parallel driving state between the adjacent vehicle and the own vehicle is resolved. This makes it possible to suppress the parallel driving state between the adjacent vehicle and the own vehicle during autonomous driving without monitoring obligations. Consequently, it becomes more difficult for occupants of adjacent vehicles to see the driver's secondary task status in the own vehicle. As a result, it becomes possible to prevent a decrease in driver convenience during autonomous driving without surrounding monitoring obligations.

[0061] When the ACC control unit 151 is performing follow-driving control, the parallel driving suppression control unit 155 preferably performs longitudinal control within the allowable range of the target inter-vehicle distance. This makes it possible to perform parallel driving suppression control in parallel with follow-driving control. In this case, it is preferable for the display processing unit 131 to display the inter-vehicle distance setting value received from the driver via the user input device 20, even during parallel driving suppression control. This is because, even during parallel driving suppression control, the allowable range of the target inter-vehicle distance will not be exceeded, so displaying the inter-vehicle distance setting value received from the driver via the user input device 20 will not result in an incorrect display. If the inter-vehicle distance setting value received from the driver via the user input device 20 is "large", even during parallel driving suppression control, it is sufficient to maintain the display of 3 marks on the DSV, as shown in the example in Figure 3.

[0062] It is preferable that the parallel driving suppression control unit 155 does not perform parallel driving suppression control during automated driving with a monitoring obligation. This is because, during automated driving without a monitoring obligation, the driver is not performing a second task, thus avoiding unnecessary parallel driving suppression control. It is also preferable that the parallel driving suppression control unit 155 does not perform parallel driving suppression control during manual driving. This is because, during manual driving, the driver is not performing a second task, thus avoiding unnecessary parallel driving suppression control.

[0063] The parallel driving suppression control unit 155 only needs to implement parallel driving suppression control when the vehicle is in automatic driving mode without monitoring obligations and the parallel driving state between the adjacent vehicle and the vehicle continues for a certain period of time or longer. This makes it possible to reduce the waste of implementing parallel driving suppression control for short-term passing of adjacent vehicles.

[0064] The parallel driving suppression control unit 155 preferably prioritizes the use of reverse control during area-limited automatic driving, while preferably prioritizes the use of forward control during congestion-limited automatic driving. Prioritizing reverse control means that reverse control is implemented when the parallel driving state with an adjacent vehicle can be resolved by either reverse control or other means. Note that if the parallel driving state with an adjacent vehicle cannot be resolved by reverse control, but can be resolved by other means, then other means should be implemented. Prioritizing forward control means that forward control is implemented when the parallel driving state with an adjacent vehicle can be resolved by either forward control or other means. Note that if the parallel driving state with an adjacent vehicle cannot be resolved by forward control, but can be resolved by other means, then other means should be implemented.

[0065] During traffic jam-limited autonomous driving, the distance between your vehicle and the vehicles in front of and behind it is reduced due to congestion, making it difficult to increase the distance between your vehicle and the vehicle ahead. On the other hand, during traffic jam-limited autonomous driving, the vehicle's speed is low due to congestion, so there is room to reduce the distance between your vehicle and the vehicle ahead. Furthermore, during area-limited autonomous driving, it is possible to drive at high speeds, making it difficult to reduce the distance between your vehicle and the vehicle ahead. In contrast, with the above configuration, it becomes possible to implement parallel driving suppression control that is appropriate for both area-limited autonomous driving and traffic jam-limited autonomous driving.

[0066] Furthermore, the parallel driving suppression control unit 155 may be configured to prioritize control that widens the distance between the vehicle and the preceding vehicle during area-limited automatic driving, while prioritizing control that narrows the distance between the vehicle and the preceding vehicle during traffic congestion-limited automatic driving.

[0067] The parallel driving suppression control unit 155, based on the driving environment recognized by the driving environment recognition unit 110, preferably prioritizes the use of a control that decelerates the vehicle itself over any other control as parallel driving suppression control when an adjacent vehicle is located in the overtaking lane. The presence of an adjacent vehicle in the overtaking lane can be determined from the recognition results of the driving environment recognition unit 110. Prioritizing the use of a control that decelerates the vehicle itself over any other control means that the vehicle decelerate control is implemented when the parallel driving state with the adjacent vehicle can be resolved by either the vehicle decelerate control or any other control. Note that if the vehicle decelerate control cannot resolve the parallel driving state with the adjacent vehicle, but the parallel driving state with the adjacent vehicle can be resolved by any other control, then any other control should be implemented.

[0068] If an adjacent vehicle is in the overtaking lane, encouraging the adjacent vehicle to overtake your vehicle will help resolve the situation of driving side-by-side with the adjacent vehicle. Therefore, with the above configuration, the situation of driving side-by-side with an adjacent vehicle will be resolved more easily.

[0069] In situations where offset control by the offset control unit 154 is required, it is preferable for the parallel driving suppression control unit 155 to perform parallel driving suppression control in parallel with the offset control. Situations requiring offset control include situations where, in the longitudinal direction, even a part of the body of the adjacent vehicle and the vehicle itself overlap. With the above configuration, it becomes possible to reduce anxiety among the occupants of the vehicle by not narrowing the lateral distance between vehicles too much, while simultaneously preventing a decrease in driver convenience during autonomous driving when there is no obligation to monitor the surroundings.

[0070] The parallel driving suppression control unit 155 preferably does not perform parallel driving suppression control when the vehicle state identification unit 120 identifies that the vehicle is stopped in a traffic jam. This is because, even during automated driving where there is no obligation to monitor the surroundings, if the vehicle is stopped in a traffic jam, it is difficult to shift the vehicle's position forward or backward, making the implementation of parallel driving suppression control pointless.

[0071] It is preferable that the Difficult Situation Identification Unit 160 identifies a difficult parallel driving suppression situation, which is a situation in which it is difficult for the parallel driving suppression control unit 155 to prevent the adjacent vehicle and the vehicle itself from driving side by side. It is preferable that the Difficult Situation Identification Unit 160 identifies at least one of the following as a difficult parallel driving suppression situation: when the vehicle is stopped, and when it is difficult to move the position of the vehicle relative to the vehicles in front of and behind it while it is in motion. The Difficult Situation Identification Unit 160 can determine when the vehicle is stopped from the identification results of the vehicle state identification unit 120. A situation in which it is difficult to move the position of the vehicle relative to the vehicles in front of and behind it while it is in motion is, for example, a situation in a traffic jam where there is no room to perform parallel driving suppression control due to the distance between the vehicle and the vehicles in front of and behind it. Such a situation can be identified from the recognition results of the driving environment recognition unit 110.

[0072] It is preferable that the blind control unit 170 activates the blind mechanism 17 when the difficulty situation identification unit 160 identifies a difficult situation for preventing parallel driving during automated driving without monitoring obligations. This makes it possible to make it difficult for the occupants of the adjacent vehicle to see the driver's second task status in the vehicle by activating the blind mechanism 17, even if the parallel driving prevention control cannot resolve the parallel driving situation between the vehicle and the adjacent vehicle.

[0073] Preferably, the blind control unit 170 cannot perform blind control during automatic driving that does not allow sleep, but can perform blind control during automatic driving that does allow sleep. This is because, if the blind mechanism 17 is also provided for the front and rear windows, it is conceivable that the blind mechanism 17 cannot be operated unless the level of automation is higher.

[0074] <Processing related to parallel driving suppression in the autonomous driving ECU10> Here, using the flowcharts in Figures 4 to 7, we will explain an example of the process related to parallel driving suppression control in the autonomous driving ECU 10 (hereinafter referred to as parallel driving suppression-related processing). The flowchart in Figure 4 can be configured to start, for example, when the switch for starting the vehicle's internal combustion engine or motor generator (hereinafter referred to as the power switch) is turned on. In addition, if the configuration allows for switching the autonomous driving function on and off, the condition that the autonomous driving function is turned on should also be added.

[0075] First, in step S1, if the vehicle's automation level is LV3 or higher (YES in S1), the system proceeds to step S2. On the other hand, if the vehicle's automation level is less than LV3 (NO in S1), the system proceeds to step S7. The vehicle's automation level can be determined by the action decision unit 140.

[0076] In step S2, if the vehicle's automation level is area-limited LV3 (YES in S2), the process moves to step S3. On the other hand, if the vehicle's automation level is not area-limited LV3 (NO in S2), the process moves to step S4. In step S3, area-limited LV3 processing is performed, and the process moves to step S7. Here, an example of the flow of area-limited LV3 processing will be explained using the flowchart in Figure 5.

[0077] First, in step S31, if the driving environment recognition unit 110 determines that the vehicle and the adjacent vehicle are driving side-by-side (YES in S31), the system proceeds to step S32. On the other hand, if the system does not determine that the vehicle and the adjacent vehicle are driving side-by-side (NO in S31), the system proceeds to step S36.

[0078] In step S32, if the driving environment recognition unit 110 identifies that the vehicle and the adjacent vehicle are driving side-by-side for the aforementioned period of time (YES in S32), the process proceeds to step S33. On the other hand, if the state in which the vehicle and the adjacent vehicle are driving side-by-side does not continue for the aforementioned period of time (NO in S32), the process proceeds to step S36.

[0079] In step S33, if the driving environment recognition unit 110 identifies that the adjacent vehicle is located in the overtaking lane (YES in S33), the process proceeds to step S34. On the other hand, if the adjacent vehicle is identified as being located in a lane other than the overtaking lane (NO in S33), the process proceeds to step S35.

[0080] In step S34, the parallel driving suppression control unit 155 prioritizes the control to decelerate the vehicle itself over other control methods as parallel driving suppression control. On the other hand, in step S35, the parallel driving suppression control prioritizes the control to decelerate the vehicle in the reverse direction.

[0081] In step S36, if the conditions for area restriction LV3 are no longer met and the area restriction LV3 is resolved (YES in S36), proceed to step S7. On the other hand, if the conditions for area restriction LV3 are still met (NO in S36), return to S31 and repeat the process. The conditions for area restriction LV3 can be, for example, the vehicle being located in the ST section.

[0082] Note that in the flowchart of Figure 5, the process in S32 may be omitted. Alternatively, the processes in S33 and S34 may be omitted, and the process may proceed to S35 if the answer to S32 is YES.

[0083] Returning to Figure 4, in step S4, if the vehicle's automation level is congestion-only LV3 (YES in S4), proceed to step S5. On the other hand, if the vehicle's automation level is not congestion-only LV3 and the automation level is LV4 or higher (NO in S4), proceed to step S6. In step S5, perform congestion-only LV3 processing and proceed to step S7. Here, using the flowchart in Figure 6, we will explain an example of the flow of congestion-only LV3 processing.

[0084] First, in step S51, if the driving environment recognition unit 110 determines that the vehicle and the adjacent vehicle are driving side-by-side (YES in S51), the system proceeds to step S52. On the other hand, if the system does not determine that the vehicle and the adjacent vehicle are driving side-by-side (NO in S51), the system proceeds to step S55.

[0085] In step S52, if the driving environment recognition unit 110 identifies that the vehicle and the adjacent vehicle are driving side-by-side for the aforementioned period of time (YES in S52), the process proceeds to step S53. On the other hand, if the state in which the vehicle and the adjacent vehicle are driving side-by-side does not continue for the aforementioned period of time (NO in S52), the process proceeds to step S55.

[0086] In step S53, if the vehicle status identification unit 120 identifies that the vehicle is stopped in a traffic jam (YES in S53), the process proceeds to step S55. On the other hand, if the vehicle is not identified as stopped in a traffic jam (NO in S53), the process proceeds to step S54. In step S54, the parallel driving suppression control unit 155 prioritizes forward driving control as parallel driving suppression control.

[0087] In step S55, if the conditions for congestion-limited LV3 are no longer met and congestion-limited LV3 is resolved (YES in S55), the process moves to step S7. On the other hand, if the conditions for congestion-limited LV3 are still met (NO in S55), the process returns to S51 and is repeated. The conditions for congestion-limited LV3 can be, for example, that the vehicle is located in the AD area and the driving environment recognition unit 110 recognizes congestion in the section the vehicle is traveling.

[0088] Note that in the flowchart of Figure 6, the process in S52 may be omitted. The process in S53 may also be omitted.

[0089] Returning to Figure 4, in step S6, processing at LV4 or higher is performed, and then the process moves to step S7. Here, an example of the flow of processing at LV4 or higher will be explained using the flowchart in Figure 7.

[0090] First, in step S61, if the driving environment recognition unit 110 determines that the vehicle and the adjacent vehicle are driving side-by-side (YES in S61), the system proceeds to step S62. On the other hand, if the system does not determine that the vehicle and the adjacent vehicle are driving side-by-side (NO in S61), the system proceeds to step S70.

[0091] In step S62, if the driving environment recognition unit 110 identifies that the vehicle and the adjacent vehicle are driving side-by-side for the aforementioned period of time (YES in S62), the process proceeds to step S63. On the other hand, if the state in which the vehicle and the adjacent vehicle are driving side-by-side does not continue for the aforementioned period of time (NO in S62), the process proceeds to step S70.

[0092] In step S63, if the difficulty situation identification unit 160 identifies a situation where parallel running is difficult (YES in S63), the process proceeds to step S67. On the other hand, if the difficulty situation where parallel running is difficult is not identified (NO in S63), the process proceeds to step S64.

[0093] In step S64, if the driving environment recognition unit 110 determines that the adjacent vehicle is located in the overtaking lane (YES in S64), the system proceeds to step S65. On the other hand, if the system determines that the adjacent vehicle is located in a lane other than the overtaking lane (NO in S64), the system proceeds to step S66.

[0094] In step S65, the parallel driving suppression control unit 155 prioritizes the control that decelerates the vehicle over other control methods as parallel driving suppression control. Meanwhile, in step S66, parallel driving suppression control is implemented. As parallel driving suppression control, either forward control or reverse control may be implemented. For example, if the driving environment recognition unit 110 recognizes congestion in the section in which the vehicle is traveling, forward control may be prioritized, while if congestion is not recognized, reverse control may be prioritized.

[0095] In step S67, the blind control unit 170 performs blind control, and the process moves to step S68. In step S68, if the driving environment recognition unit 110 determines that the vehicle and the adjacent vehicle are driving side-by-side (YES in S68), the process in S68 is repeated. On the other hand, if the vehicle and the adjacent vehicle are no longer determined to be driving side-by-side (NO in S68), the process moves to step S69. In step S69, the blind control unit 170 terminates blind control, and the process moves to step S70.

[0096] Note that in the flowchart of Figure 7, the process in S62 may be omitted. The processes in S63, S67-S69 may be omitted, and the process may proceed to S64 if the answer to S62 is YES. The processes in S64 and S65 may be omitted, and the process may proceed to S66 if the answer to S63 is NO. The processes in S63-S65 and S67-S69 may be omitted, and the process may proceed to S66 if the answer to S62 is YES.

[0097] Returning to Figure 4, in step S7, if it is the end of the parallel driving suppression-related processing (YES in S7), the parallel driving suppression-related processing is terminated. On the other hand, if it is not the end of the parallel driving suppression-related processing (NO in S7), the process returns to S1 and is repeated. Examples of the end of parallel driving suppression-related processing include the power switch being turned off or the automatic driving function being turned off.

[0098] The flowchart in Figure 7 shows a configuration in which blind control is performed instead of parallel driving suppression control when a situation where parallel driving suppression is difficult is identified, but this is not necessarily the only configuration. For example, a configuration in which blind control is performed when the parallel driving state is not resolved even after parallel driving suppression control is performed may be used. In this case, the difficulty situation identification unit 160 should be configured to identify the situation in which the parallel driving state is not resolved even after parallel driving suppression control is performed as a situation where parallel driving suppression is difficult. In addition, a configuration in which blind control is performed instead of parallel driving suppression control when the driving environment recognition unit 110 identifies that the vehicle and an adjacent vehicle are driving side by side may be used.

[0099] Embodiment 1 shows a configuration in which the preferred type of parallel lane suppression control is switched depending on whether the vehicle's automation level is congestion-limited LV3 or area-limited LV3, but it is not necessarily limited to this. For example, a configuration may be used in which the preferred type of parallel lane suppression control is not switched regardless of whether the vehicle's automation level is congestion-limited LV3 or area-limited LV3.

[0100] Embodiment 1 shows a configuration in which the vehicle's automation level can be switched to LV4 or higher, but it is not necessarily limited to this. For example, a configuration in which the vehicle's automation level cannot be switched to LV4 or higher is also possible.

[0101] Embodiment 1 shows a configuration in which the vehicle system 1 includes a blind mechanism 17 and the autonomous driving ECU 10 includes a difficulty situation identification unit 160 and a blind control unit 170, but it is not necessarily limited to this configuration. For example, the vehicle system 1 may not include a blind mechanism 17, and the autonomous driving ECU 10 may not include a difficulty situation identification unit 160 and a blind control unit 170.

[0102] (Embodiment 2) The configuration is not limited to that of Embodiment 1, but may also be that of Embodiment 2 described below. Below, an example of the configuration of Embodiment 2 will be explained with reference to a diagram. The vehicle system 1 of Embodiment 2 is the same as the vehicle system 1 of Embodiment 1, except that it includes an autonomous driving ECU 10a instead of the autonomous driving ECU 10.

[0103] <Outline configuration of the autonomous driving ECU 10a> Next, the schematic configuration of the autonomous driving ECU 10a will be explained using Figure 8. As shown in Figure 8, the autonomous driving ECU 10a includes a driving environment recognition unit 110, a vehicle state identification unit 120, an HCU communication unit 130, an action decision unit 140, a control execution unit 150a, a difficulty situation identification unit 160, and a blind control unit 170 as functional blocks. The autonomous driving ECU 10a is the same as the autonomous driving ECU 10 of Embodiment 1, except that it includes a control execution unit 150a instead of a control execution unit 150. This autonomous driving ECU 10a also corresponds to a vehicle control device. Furthermore, the execution of processing for each functional block of the autonomous driving ECU 10a by a computer corresponds to the execution of a vehicle control method.

[0104] The control execution unit 150a includes an ACC control unit 151, an LTA control unit 152, an LCA control unit 153, an offset control unit 154, and a parallel running suppression control unit 155a as sub-functional blocks. The control execution unit 150a is the same as the control execution unit 150 of Embodiment 1, except that it includes a parallel running suppression control unit 155a instead of a parallel running suppression control unit 155.

[0105] The parallel driving suppression control unit 155a is the same as the parallel driving suppression control unit 155 of Embodiment 1, except that some processing differs. The following describes the processing that differs from Embodiment 1. The parallel driving suppression control unit 155a does not perform parallel driving suppression control if there are no other vehicles in the adjacent lane on the side of the vehicle, as viewed from the driver's seat, on the side where the display unit 19 located on the center console of the vehicle is located (hereinafter referred to as the confirmation direction side). The display unit 19 located on the center console of the vehicle is, for example, a CID. The confirmation direction side is to the left of the driver's seat if the driver's seat is located on the right side of the vehicle. The confirmation direction side is to the right of the driver's seat if the driver's seat is located on the left side of the vehicle. On the other hand, if there are other vehicles in the adjacent lane on the confirmation direction side, parallel driving suppression control is performed.

[0106] According to this, even if a vehicle is driving alongside the driver while the driver is performing a second task using CID, it becomes possible to make it difficult for that vehicle to enter the driver's field of vision. Therefore, the driver of the vehicle is less likely to feel pressured by the fact that the second task is being observed by the occupants of another vehicle. In addition, even if a vehicle is driving alongside the vehicle, if that vehicle is not located on the side the driver is looking, it becomes possible to avoid unnecessary parallel driving suppression control.

[0107] (Embodiment 3) The configuration is not limited to Embodiment 1; the configuration of Embodiment 3 described below may also be used. Below, an example of the configuration of Embodiment 3 will be explained with reference to a diagram. The vehicle system 1 of Embodiment 3 is the same as the vehicle system 1 of Embodiment 1, except that it includes an autonomous driving ECU 10b instead of an autonomous driving ECU 10.

[0108] <Outline configuration of the autonomous driving ECU10b> Next, the schematic configuration of the autonomous driving ECU 10b will be explained using Figure 9. As shown in Figure 9, the autonomous driving ECU 10b includes a driving environment recognition unit 110, a vehicle state identification unit 120, an HCU communication unit 130, an action judgment unit 140, a control execution unit 150b, a difficulty situation identification unit 160, and a blind control unit 170 as functional blocks. The autonomous driving ECU 10b is the same as the autonomous driving ECU 10 of Embodiment 1, except that it includes a control execution unit 150b instead of a control execution unit 150. This autonomous driving ECU 10b also corresponds to a vehicle control device. Furthermore, the execution of processing for each functional block of the autonomous driving ECU 10b by a computer corresponds to the execution of a vehicle control method.

[0109] The control execution unit 150b includes an ACC control unit 151, an LTA control unit 152, an LCA control unit 153, an offset control unit 154, and a parallel running suppression control unit 155b as sub-functional blocks. The control execution unit 150b is the same as the control execution unit 150 of Embodiment 1, except that it includes a parallel running suppression control unit 155b instead of a parallel running suppression control unit 155.

[0110] The parallel running suppression control unit 155b is the same as the parallel running suppression control unit 155 of Embodiment 1, except that some processing differs. The processing that differs from Embodiment 1 will be described below. The parallel running suppression control unit 155b should enable parallel running suppression control on straight roads. A straight road is defined as a road section where the degree of curvature is less than a specified value. For example, curvature can be used as the degree of curvature. The specified value is a value for distinguishing between straight roads and curved roads, and can be set arbitrarily. The parallel running suppression control unit 155b should be configured not to implement parallel running suppression control on curved roads. A curved road is defined as a road section where the degree of curvature is greater than or equal to the aforementioned specified value.

[0111] When the parallel driving suppression control unit 155b implements parallel driving suppression control, it uses the driving environment identified by the driving environment recognition unit 110 to determine if it is possible to complete the parallel driving suppression control before the vehicle enters a curved road. Completing the parallel driving suppression control before entering a curved road means eliminating the parallel driving state before entering the curved road. It is considered preferable not to implement parallel driving suppression control while driving on a curved road so as not to affect the speed control for driving on the curved road. With the above configuration, since the parallel driving suppression control is completed before entering a curved road, it is possible to suppress the influence of parallel driving suppression control on the speed control for driving on a curved road.

[0112] When the parallel driving suppression control unit 155b implements parallel driving suppression control, based on the driving environment identified by the driving environment recognition unit 110, if it is not possible to complete the parallel driving suppression control before the vehicle enters a curved road, it will advance the parallel driving suppression control as far as possible before the vehicle enters the curved road and then temporarily suspend the parallel driving suppression control. Cases where it is not possible to complete the parallel driving suppression control before the vehicle enters a curved road include cases where the parallel driving suppression control within the threshold range of acceleration and deceleration that is permissible for automatic driving cannot resolve the parallel driving state before the vehicle enters the curved road. The permissible amount here refers to the amount by which the vehicle can be shifted in the longitudinal direction relative to the parallel vehicle before the vehicle enters the curved road by the parallel driving suppression control within the threshold range of acceleration and deceleration that is permissible for automatic driving. The temporarily suspended parallel driving suppression control can be resumed when the vehicle exits the curved road. With the above configuration, it becomes possible to shift the vehicle forward and backward relative to the parallel vehicle as much as possible, while minimizing the influence of parallel vehicle suppression control on speed control for driving on curved roads.

[0113] The parallel driving suppression control unit 155b estimates the distance or time traveled from the vehicle's position to the point of entry into the curved road. Then, it implements parallel driving suppression control to eliminate the parallel driving state within the estimated distance or time range. For example, when parallel driving suppression control is implemented by longitudinal control, the vehicle can be decelerated to eliminate the parallel driving state within the estimated distance or time range. When parallel driving suppression control is implemented by lateral control, the vehicle can be changed lanes to eliminate the parallel driving state within the estimated distance or time range.

[0114] (Embodiment 4) The configuration is not limited to Embodiment 1; the configuration of Embodiment 4 described below may also be used. Below, an example of the configuration of Embodiment 4 will be explained with reference to a diagram.

[0115] <Outline configuration of vehicle system 1c> As shown in Figure 10, the vehicle system 1c includes an autonomous driving ECU 10c, a communication module 11, a locator 12, a map DB 13, a vehicle sensor 14, a surrounding monitoring sensor 15, a vehicle control ECU 16, a blind mechanism 17, an HCU 18, a user input device 20, and an information display device 21. The vehicle system 1c is the same as the vehicle system 1 of Embodiment 1, except that it includes an autonomous driving ECU 10c and an information display device 21 instead of the autonomous driving ECU 10 and the display 19.

[0116] The information display device 21 displays information towards the interior of the vehicle. The information display device 21 has a display unit 19 and an audio output device 22. The audio output device 22 displays information by outputting sound. The audio output device 22 may be a speaker or the like installed inside the vehicle.

[0117] <Outline configuration of the autonomous driving ECU10c> Next, the schematic configuration of the autonomous driving ECU 10c will be explained using Figure 11. As shown in Figure 11, the autonomous driving ECU 10c includes a driving environment recognition unit 110, a vehicle state identification unit 120, an HCU communication unit 130c, an action judgment unit 140, a control execution unit 150c, a difficulty situation identification unit 160, and a blind control unit 170 as functional blocks. The autonomous driving ECU 10c is the same as the autonomous driving ECU 10 of Embodiment 1, except that it includes an HCU communication unit 130c and a control execution unit 150c instead of the HCU communication unit 130 and the control execution unit 150. This autonomous driving ECU 10c also corresponds to a vehicle control device. Furthermore, the execution of processing for each functional block of the autonomous driving ECU 10c by a computer corresponds to the execution of a vehicle control method.

[0118] The control execution unit 150c includes an ACC control unit 151c, an LTA control unit 152, an LCA control unit 153, an offset control unit 154, and a parallel running suppression control unit 155c as sub-functional blocks. The control execution unit 150c is the same as the control execution unit 150 of Embodiment 1, except that it includes an ACC control unit 151c and a parallel running suppression control unit 155c instead of an ACC control unit 151 and a parallel running suppression control unit 155.

[0119] The ACC control unit 151c is the same as the ACC control unit 151 of Embodiment 1, except that the following distance setting value is not limited to one received from the driver via the user input device 20. For example, in the ACC control unit 151c, the following distance setting value may be a preset default fixed value.

[0120] The parallel driving suppression control unit 155c is the same as the parallel driving suppression control unit 155 of Embodiment 1, except that some processing differs. The following describes the processing that differs from Embodiment 1. When follow-driving control is being performed by the ACC control unit 151 and it is necessary to perform longitudinal control beyond the allowable width of the target inter-vehicle distance, the parallel driving suppression control unit 155c performs longitudinal control beyond this allowable width. The case in which it is necessary to perform longitudinal control beyond the allowable width of the target inter-vehicle distance refers to a situation where the parallel driving state with an adjacent vehicle cannot be resolved by longitudinal control within the allowable width of the target inter-vehicle distance.

[0121] The HCU communication unit 130c includes a presentation processing unit 131c as a sub-function block. The HCU communication unit 130c is the same as the HCU communication unit 130 of Embodiment 1, except that it includes a presentation processing unit 131c instead of a presentation processing unit 131c. The presentation processing unit 131c indirectly controls the information presentation on the information presentation device 19c. The presentation processing unit 131c is the same as the presentation processing unit 131 of Embodiment 1, except that it not only indirectly controls the display on the display unit 19 but also indirectly controls the audio output on the audio output device 22. This presentation processing unit 131c corresponds to the presentation instruction unit.

[0122] The notification processing unit 131c, when the target inter-vehicle distance under ACC control is deviated due to parallel driving suppression control, will provide information indicating that the target inter-vehicle distance has been temporarily changed (hereinafter referred to as temporary change notification) and information regarding parallel driving suppression control (hereinafter referred to as parallel driving suppression notification). This information may be provided by display or by voice. The temporary change notification can be provided, for example, by flashing the inter-vehicle distance setting value (see DSV in Figure 3) displayed on the display unit 19. Alternatively, a voice message explaining that the target inter-vehicle distance has been temporarily changed may be output. The parallel driving suppression notification can be provided by displaying an image on the display unit 19 indicating that the parallel driving state between the vehicle and the adjacent vehicle has been resolved. Alternatively, a voice message explaining that the parallel driving state between the vehicle and the adjacent vehicle has been resolved may be output. This makes it easier for the driver to recognize that the target inter-vehicle distance has been temporarily changed in order to resolve the parallel driving state between the vehicle and the adjacent vehicle.

[0123] Here, using Figure 12, an example of displaying an image indicating the elimination of a parallel driving state between the vehicle and an adjacent vehicle (hereinafter referred to as the parallel driving suppression image) will be explained. The parallel driving suppression image may be displayed as one form of an image showing the surrounding conditions of the vehicle (hereinafter referred to as the surrounding conditions image). The surrounding conditions image may be displayed on the meter MID, for example. The surrounding conditions image may be an overhead view of the vehicle and its surroundings from a virtual viewpoint above the vehicle. This virtual viewpoint may be directly above the vehicle, or it may be a position offset from directly above the vehicle. For example, it may be an overhead view from a virtual viewpoint above and behind the vehicle. The surrounding conditions image may be a virtual image showing the surrounding conditions of the vehicle, or it may be a processed image captured by the surrounding monitoring camera among the surrounding monitoring sensors 15.

[0124] In Figure 12, Sc shows the display screen of the display unit 19. In Figure 12, PLI shows an image representing the lane markings (hereinafter referred to as the lane marking image). In Figure 12, HVI shows an image representing the own vehicle (hereinafter referred to as the own vehicle image). In Figure 12, HVIa shows an image representing the planned position of the own vehicle due to parallel driving suppression control (hereinafter referred to as the planned own vehicle image). In Figure 12, OVI shows an image representing surrounding vehicles (hereinafter referred to as the surrounding vehicle image). In Figure 12, OVIa shows an image representing the planned positions of surrounding vehicles due to parallel driving suppression control (hereinafter referred to as the planned surrounding vehicle image). As shown in Figure 12, the parallel driving suppression image can be represented by the planned own vehicle image and the planned surrounding vehicle image, which represent the own vehicle and adjacent vehicle from which the parallel driving state is expected to be resolved by the parallel driving suppression control. The expected movement of the own vehicle and adjacent vehicle due to the parallel driving suppression control may be shown as an animation or by other representations.

[0125] (Embodiment 5) The configuration is not limited to Embodiment 1; the configuration of Embodiment 5 described below may also be used. Below, an example of the configuration of Embodiment 5 will be explained with reference to a diagram. The vehicle system 1 of Embodiment 5 is the same as the vehicle system 1 of Embodiment 1, except that it includes an autonomous driving ECU 10d instead of an autonomous driving ECU 10.

[0126] <Outline configuration of the autonomous driving ECU10d> Next, the schematic configuration of the autonomous driving ECU 10d will be explained using Figure 13. As shown in Figure 13, the autonomous driving ECU 10d includes a driving environment recognition unit 110, a vehicle state identification unit 120, an HCU communication unit 130, an action judgment unit 140, a control execution unit 150d, a difficulty situation identification unit 160, and a blind control unit 170 as functional blocks. The autonomous driving ECU 10d is the same as the autonomous driving ECU 10 of Embodiment 1, except that it includes a control execution unit 150d instead of a control execution unit 150. This autonomous driving ECU 10d also corresponds to a vehicle control device. Furthermore, the execution of processing for each functional block of the autonomous driving ECU 10d by a computer corresponds to the execution of a vehicle control method.

[0127] The control execution unit 150d includes an ACC control unit 151, an LTA control unit 152, an LCA control unit 153, an offset control unit 154, and a parallel running suppression control unit 155d as sub-functional blocks. The control execution unit 150d is the same as the control execution unit 150 of Embodiment 1, except that it includes a parallel running suppression control unit 155d instead of a parallel running suppression control unit 155.

[0128] The parallel driving suppression control unit 155d is the same as the parallel driving suppression control unit 155 of Embodiment 1, except that some processing differs. The following describes the processing that differs from Embodiment 1. Based on the driving environment identified by the driving environment recognition unit 110, the parallel driving suppression control unit 155d performs parallel driving suppression control when it is driving parallel with an adjacent vehicle on the overtaking lane side, but does not perform parallel driving suppression control when it is driving parallel with an adjacent vehicle on a lane that is not the overtaking lane. The parallel driving suppression control unit 155d can determine whether the lane the adjacent vehicle is driving in is the overtaking lane or not from the position of the adjacent vehicle and high-precision map data.

[0129] Vehicles traveling in the overtaking lane are often traveling at high speeds for the purpose of overtaking. Therefore, even if one vehicle is traveling parallel to an adjacent vehicle in the overtaking lane, there is a high probability that the parallel situation will be resolved quickly. According to the configuration of Embodiment 5, in situations where there is a high probability that the parallel situation will be resolved naturally, it becomes possible to omit parallel driving suppression control. On the other hand, vehicles traveling in lanes other than the overtaking lane are often traveling at slower speeds than vehicles in the overtaking lane. Therefore, if one vehicle is traveling parallel to an adjacent vehicle in a lane other than the overtaking lane, there is a high probability that the parallel situation will not be resolved naturally. According to the configuration of Embodiment 5, in situations where there is a low probability that the parallel situation will be resolved naturally, it becomes possible to implement parallel driving suppression control.

[0130] (Embodiment 6) The configuration is not limited to Embodiment 1, but may also be that of Embodiment 6 described below. Below, an example of the configuration of Embodiment 6 will be explained with reference to a diagram. The vehicle system 1 of Embodiment 6 is the same as the vehicle system 1 of Embodiment 1, except that it includes an autonomous driving ECU 10e instead of an autonomous driving ECU 10.

[0131] <Outline configuration of the autonomous driving ECU10e> Next, the schematic configuration of the autonomous driving ECU 10e will be explained using Figure 14. As shown in Figure 14, the autonomous driving ECU 10e includes a driving environment recognition unit 110, a vehicle state identification unit 120, an HCU communication unit 130, an action judgment unit 140, a control execution unit 150e, a difficulty situation identification unit 160, and a blind control unit 170 as functional blocks. The autonomous driving ECU 10e is the same as the autonomous driving ECU 10 of Embodiment 1, except that it includes a control execution unit 150e instead of a control execution unit 150. This autonomous driving ECU 10e also corresponds to a vehicle control device. Furthermore, the execution of processing for each functional block of the autonomous driving ECU 10e by a computer corresponds to the execution of a vehicle control method.

[0132] The control execution unit 150e includes an ACC control unit 151, an LTA control unit 152, an LCA control unit 153, an offset control unit 154, and a parallel running suppression control unit 155e as sub-functional blocks. The control execution unit 150e is the same as the control execution unit 150 of Embodiment 1, except that it includes a parallel running suppression control unit 155e instead of a parallel running suppression control unit 155.

[0133] The parallel driving suppression control unit 155e is the same as the parallel driving suppression control unit 155 of Embodiment 1, except that some processing differs. The following describes the processing that differs from Embodiment 1. Based on the driving environment identified by the driving environment recognition unit 110, the parallel driving suppression control unit 155e performs parallel driving suppression control so that the vehicle continues to drive in a positional relationship that does not overtake the adjacent vehicle when it is about to enter a parallel driving state with an adjacent vehicle. This makes it possible to further reduce the feeling of pressure experienced by the driver of the vehicle compared to when the parallel driving state is resolved after the vehicle has entered a parallel driving state with an adjacent vehicle.

[0134] The parallel driving suppression control unit 155e may implement parallel driving suppression control to accelerate the vehicle when an adjacent vehicle approaches from the rear or side of the vehicle. The parallel driving suppression control unit 155e may implement parallel driving suppression control to decelerate the vehicle when an adjacent vehicle approaches from the front or side of the vehicle. Furthermore, if an adjacent vehicle approaches the vehicle and it is possible to change lanes to the side where the adjacent vehicle is not present, the parallel driving suppression control unit 155e may implement parallel driving suppression control to change lanes. If the parallel driving suppression control unit 155e enters a parallel driving state with an adjacent vehicle despite the parallel driving suppression control of Embodiment 6, it may implement parallel driving suppression control to resolve the parallel driving state.

[0135] (Embodiment 7) The configuration is not limited to that of Embodiment 1, but may also be that of Embodiment 7 described below. Below, an example of the configuration of Embodiment 7 will be explained with reference to a diagram. The vehicle system 1 of Embodiment 7 is the same as the vehicle system 1 of Embodiment 1, except that it includes an autonomous driving ECU 10f instead of an autonomous driving ECU 10.

[0136] <Outline configuration of the autonomous driving ECU10f> Next, the schematic configuration of the autonomous driving ECU 10f will be explained using Figure 15. As shown in Figure 15, the autonomous driving ECU 10f includes a driving environment recognition unit 110, a vehicle state identification unit 120, an HCU communication unit 130, an action judgment unit 140, a control execution unit 150f, a difficulty situation identification unit 160, and a blind control unit 170 as functional blocks. The autonomous driving ECU 10f is the same as the autonomous driving ECU 10 of Embodiment 1, except that it includes a control execution unit 150f instead of a control execution unit 150. This autonomous driving ECU 10f also corresponds to a vehicle control device. Furthermore, the execution of processing for each functional block of the autonomous driving ECU 10f by a computer corresponds to the execution of a vehicle control method.

[0137] The control execution unit 150f includes an ACC control unit 151, an LTA control unit 152, an LCA control unit 153, an offset control unit 154, and a parallel running suppression control unit 155f as sub-functional blocks. The control execution unit 150f is the same as the control execution unit 150 of Embodiment 1, except that it includes a parallel running suppression control unit 155f instead of a parallel running suppression control unit 155.

[0138] The parallel driving suppression control unit 155f is the same as the parallel driving suppression control unit 155 of Embodiment 1, except that some processing differs. The following describes the processing that differs from Embodiment 1. Based on the driving environment identified by the driving environment recognition unit 110, the parallel driving suppression control unit 155f implements parallel driving suppression control by lane change when the implementation of parallel driving suppression control using longitudinal control continues for a specified time or longer, and when lane change is possible. This makes it possible to resolve the parallel driving state with an adjacent vehicle by lateral control even if the parallel driving state with an adjacent vehicle cannot be resolved by longitudinal control. The specified time here can be any time that can be set arbitrarily. The parallel driving suppression control using longitudinal control here may be any of the parallel driving suppression control using longitudinal control described in the above embodiment. The parallel driving suppression control unit 155f determines whether or not lane change is possible based on the driving environment identified by the driving environment recognition unit 110. In lane change-induced parallel driving suppression control, the parallel driving suppression control unit 155f causes the vehicle to change lanes to the adjacent lane on the side where it is determined that a lane change is possible. The parallel driving suppression control unit 155f can perform the lane change by activating the LCA control unit 153.

[0139] The parallel driving suppression control unit 155f may also add the condition that ACC control has been in operation for a specified time or longer as a condition for implementing parallel driving suppression control due to lane changes. Furthermore, when the parallel driving suppression control unit 155f implements parallel driving suppression control due to lane changes, it is preferable that the lane change be performed behind the other vehicle located in the lane to which the vehicle is changing, but not within a predetermined range in front of the other vehicle. This is to minimize interference with the operation of the other vehicle located in the lane to which the vehicle is changing. The predetermined range referred to here can be any distance that can be set arbitrarily. For example, the predetermined range can be a distance at which it is estimated that the other vehicle behind the vehicle will not have to perform emergency braking.

[0140] (Embodiment 8) Embodiment 1 shows a configuration in which the autonomous driving ECUs 10, 10a, 10b, 10c, 10d, 10e, and 10f are equipped with a driving environment recognition unit 110, but this is not necessarily the only configuration. For example, an ECU other than the autonomous driving ECUs 10, 10a, 10b, 10c, 10d, 10e, and 10f may be responsible for the function of the driving environment recognition unit 110. In this case, the autonomous driving ECUs 10, 10a, 10b, 10c, 10d, 10e, and 10f only need to acquire information about the driving environment recognized by the ECU responsible for the function of the driving environment recognition unit 110 and identify the driving environment. In this case, the functional block that identifies the driving environment in the autonomous driving ECUs 10, 10a, 10b, 10c, 10d, 10e, and 10f corresponds to the driving environment identification unit.

[0141] (Embodiment 9) Embodiment 1 shows a configuration in which the automatic driving ECUs 10, 10a, 10b, 10c, 10d, 10e, and 10f are equipped with a blind control unit 170, but this is not necessarily the only configuration. For example, an ECU other than the automatic driving ECUs 10, 10a, 10b, 10c, 10d, 10e, and 10f may be configured to perform the function of the blind control unit 170. In this case, the automatic driving ECUs 10, 10a, 10b, 10c, 10d, 10e, and 10f can output instructions to the ECU that performs the function of the blind control unit 170, causing it to perform blind control.

[0142] This disclosure is not limited to the embodiments described above, and various modifications are possible within the scope of the claims. Embodiments obtained by appropriately combining the technical means disclosed in different embodiments are also included in the technical scope of this disclosure. Furthermore, the control unit and method described in this disclosure may be implemented by a dedicated computer comprising a processor programmed to execute one or more functions embodied by a computer program. Alternatively, the apparatus and method described in this disclosure may be implemented by a dedicated hardware logic circuit. Alternatively, the apparatus and method described in this disclosure may be implemented by one or more dedicated computers comprising a combination of a processor that executes a computer program and one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by the computer on a computer-readable non-transitional tangible recording medium.

[0143] (Disclosed technical ideas) This specification discloses several technical concepts, as set forth in the following paragraphs. Some paragraphs may be written in a multiple dependent form, where subsequent paragraphs alternately refer to preceding paragraphs. Furthermore, some paragraphs may be written in a multiple dependent form, referring to other multiple dependent forms. These paragraphs written in multiple dependent forms define several technical concepts.

[0144] Technical thought 1 A vehicle control device that can be used in vehicles that perform autonomous driving without monitoring obligations, which is autonomous driving without the obligation to monitor the surroundings, A driving environment identification unit (110) that identifies the driving environment of the vehicle, A vehicle control device comprising: parallel driving suppression control units (155, 155a, 155b, 155d, 155e, 155f) that perform parallel driving suppression control to prevent the vehicle from driving parallel to an adjacent vehicle traveling in an adjacent lane of the vehicle's lane, based on the driving environment identified by the driving environment identification unit during the aforementioned automated driving without monitoring obligation.

[0145] Technical thought 2 A vehicle control device as described in Technical Concept 1, It can be used in vehicles that switch between autonomous driving without monitoring obligations and autonomous driving with monitoring obligations, which is autonomous driving with monitoring obligations. The aforementioned parallel driving suppression control unit is a vehicle control device that does not perform the parallel driving suppression control during the aforementioned automated driving with monitoring obligations.

[0146] Technical thought 3 A vehicle control device as described in Technical Concept 1 or 2, The parallel driving suppression control unit (155a) is a vehicle control device that does not perform the parallel driving suppression control if there are no other vehicles in the adjacent lane on the side of the vehicle, on the side of the vehicle where the display unit (19) located on the center console of the vehicle is located, as viewed from the driver's seat of the vehicle, and does perform the parallel driving suppression control if there are other vehicles in the adjacent lane on the side of the vehicle where the display unit (19) located on the center console of the vehicle is located.

[0147] Technical thought 4 A vehicle control device described in any one of the technical concepts 1 to 3, The parallel running suppression control unit (155b) enables the parallel running suppression control on straight roads where the degree of curvature is less than a specified value, and when implementing the parallel running suppression control, based on the driving environment specified by the driving environment specification unit, if it is possible to complete the parallel running suppression control before the vehicle enters a curved road where the degree of curvature is greater than or equal to a specified value, the control unit will complete the parallel running suppression control before the vehicle enters the curved road. On the other hand, if it is not possible to complete the parallel running suppression control before the vehicle enters the curved road, the control unit will advance the parallel running suppression control as far as possible before the vehicle enters the curved road and then temporarily suspend the parallel running suppression control.

[0148] Technical thought 5 A vehicle control device described in any one of the technical concepts 1 to 4, The parallel driving suppression control unit is a vehicle control device that uses longitudinal control as the parallel driving suppression control, which is at least one of the following: control to narrow the distance between the vehicle and the vehicle in front of the vehicle, control to widen the distance between the vehicle and the vehicle in front of the vehicle, control to accelerate the vehicle, and control to decelerate the vehicle.

[0149] technical thought 6 A vehicle control device as described in Technical Concept 5, The aforementioned autonomous driving without monitoring obligations can be used in vehicles that switch between area-limited autonomous driving, where autonomous driving without monitoring obligations is permitted in a limited area, and traffic congestion-limited autonomous driving, where autonomous driving without monitoring obligations is permitted only during traffic congestion. The parallel driving suppression control unit uses, as longitudinal control, forward control which is at least one of control that narrows the distance between the vehicle and the vehicle in front and control that accelerates the vehicle, and backward control which is at least one of control that widens the distance between the vehicle and the vehicle in front and control that decelerates the vehicle. The parallel driving suppression control unit is a vehicle control device that, as parallel driving suppression control, prioritizes the use of the rearward control during area-limited automatic driving, while prioritizing the use of the forward control during congestion-limited automatic driving.

[0150] Technical thought 7 A vehicle control device as described in Technical Concept 5, The parallel driving suppression control unit uses, as the parallel driving suppression control, a control that decelerates the vehicle and a control other than the control that decelerates the vehicle. The parallel driving suppression control unit, based on the driving environment identified by the driving environment identification unit, is a vehicle control device that, when the adjacent vehicle is located in the overtaking lane, prioritizes using a control to decelerate the vehicle as the parallel driving suppression control, over any control other than a control to decelerate the vehicle.

[0151] Technical thought 8 A vehicle control device described in any one of the technical concepts 5 to 7, A follow-me driving control unit (151) performs follow-me driving control to achieve a target distance with a certain tolerance range for each set value, according to the set value received from the driver of the vehicle via an input device (20), The vehicle comprises a display instruction unit (131) that displays the setting value received from the driver of the vehicle via the input device on a display unit (19), The parallel running suppression control unit performs the vertical control as parallel running suppression control within the range of the allowable width. The display instruction unit is a vehicle control device that displays the set value received from the driver via the input device, even during the parallel driving suppression control.

[0152] Technical thought 9 A vehicle control device described in any one of the technical concepts 5 to 7, A follow-me driving control unit (151c) performs follow-me driving control to maintain a target distance from the vehicle ahead, The vehicle comprises a display instruction unit (131c) which causes an information display device (21) to display information toward the interior of the vehicle, The aforementioned instruction unit is a vehicle control device that, when the target distance between vehicles is deviated from due to the parallel driving suppression control, provides information indicating that the target distance between vehicles has been temporarily changed, and provides information regarding the implementation of the parallel driving suppression control.

[0153] Technical thought 10 A vehicle control device described in any one of the technical concepts 5 to 9, The parallel driving suppression control unit (155d) is a vehicle control device that, based on the driving environment identified by the driving environment identification unit, does not perform the parallel driving suppression control when the vehicle is driving parallel to the adjacent vehicle on the overtaking lane side, but performs the parallel driving suppression control when the vehicle is driving parallel to the adjacent vehicle on the lane side that is not the overtaking lane.

[0154] Technical thought 11 A vehicle control device as described in Technical Concept 5 or 9, The parallel driving suppression control unit (155e) is a vehicle control device that, based on the driving environment identified by the driving environment identification unit, implements the parallel driving suppression control so that when it is about to enter a state of driving parallel with an adjacent vehicle, the vehicle continues to drive in a positional relationship that does not overtake the adjacent vehicle.

[0155] Technical thought 12 A vehicle control device described in any one of the technical concepts 5 to 11, The parallel driving suppression control unit (155f) is a vehicle control device that, based on the driving environment identified by the driving environment identification unit, implements the parallel driving suppression control by lane change when the implementation of the parallel driving suppression control using longitudinal control continues for a specified time or longer, and when lane changes are possible.

[0156] Technical thought 13 A vehicle control device as described in Technical Concept 12, The parallel driving suppression control unit, when performing the parallel driving suppression control due to a lane change, causes the lane change to be performed behind another vehicle located in the lane to which the lane change is intended, but prevents the lane change from being performed within a predetermined range in front of the other vehicle.

[0157] Technical thought 14 A vehicle control device described in any one of the technical concepts 1 to 13, The system includes an offset control unit (154) that performs offset control to automatically offset the vehicle's driving position in the vehicle width direction so as to increase the distance from the vehicle to the side, The parallel running suppression control unit is a vehicle control device that performs the parallel running suppression control in parallel with the offset control when the offset control unit is required to perform the offset control.

[0158] Technical thought 15 A vehicle control device described in any one of the technical concepts 1 to 14, The vehicle is equipped with a traffic congestion stop identification unit (120) that identifies when the vehicle is stopped in a traffic jam. The parallel driving suppression control unit is a vehicle control device that does not perform the parallel driving suppression control when the traffic congestion stop identification unit identifies that the vehicle is stopped in a traffic congestion.

[0159] Technical thought 16 A vehicle control device described in any one of the technical concepts 1 to 15, It can be used in a vehicle that also has a blind mechanism (17) that makes it difficult for the occupants of the adjacent vehicle to see inside the vehicle when it is running parallel to it, The parallel driving suppression control includes a difficulty situation identification unit (160) that identifies a situation in which it is difficult to prevent adjacent vehicles from driving side by side, A vehicle control device comprising: a blind control unit (170) that performs blind control to activate the blind mechanism when the difficult situation for suppressing parallel driving is identified by the difficult situation identification unit during the aforementioned automated driving without monitoring obligation; and

[0160] Technical thought 17 A vehicle control device as described in Technical Concept 16, The aforementioned difficulty situation identification unit identifies as the "difficulty in suppressing parallel driving" situation at least one of the following situations: when the vehicle is stopped, and when it is difficult to move the position of the vehicle relative to the vehicles in front of or behind it while the vehicle is in motion.

[0161] Technical thought 18 A vehicle control device as described in Technical Concept 16 or 17, As the aforementioned automated driving without monitoring obligation, it can be used in vehicles that switch between automated driving that allows the driver to sleep and automated driving that does not allow the driver to sleep. The blind control unit is a vehicle control device that does not enable blind control during sleep-disabling automatic driving, but enables blind control during sleep-enabled automatic driving.

[0162] Technical thought 19 A vehicle control method that can be used in vehicles that perform autonomous driving without monitoring obligations, which is autonomous driving without the obligation to monitor the surroundings, Run by at least one processor, A driving environment identification step for identifying the driving environment of the aforementioned vehicle, A vehicle control method that includes, during the aforementioned automated driving without monitoring obligation, a parallel driving suppression control step, which performs parallel driving suppression control based on the driving environment identified in the driving environment identification step, to control the vehicle's driving so that it does not become a parallel driving state with an adjacent vehicle driving in an adjacent lane to the vehicle's driving lane. [Explanation of Symbols]

[0163] 1 Vehicle system, 10, 10a, 10b, 10c, 10d, 10e, 10f Automatic driving ECU (vehicle control unit), 17 Blind mechanism unit, 19 Display unit, 20 User input device (input device), 21 Information display device, 110 Driving environment recognition unit (driving environment identification unit), 120 Vehicle state identification unit (traffic jam stop identification unit), 131 Display processing unit (display instruction unit), 131c Display processing unit (display instruction unit), 151, 151c ACC control unit (follow driving control unit), 154 Offset control unit, 155, 155a, 155b, 155d, 155e, 155f Parallel driving suppression control unit, 160 Difficult situation identification unit, 170 Blind control unit

Claims

1. A vehicle control device that can be used in vehicles that perform autonomous driving without monitoring obligations, which is autonomous driving without the obligation to monitor the surroundings, A driving environment identification unit (110) that identifies the driving environment of the vehicle, During the aforementioned automated driving without monitoring obligation, the vehicle is equipped with parallel driving suppression control units (155, 155a, 155b, 155d, 155e, 155f) that perform parallel driving suppression control to prevent the vehicle from driving parallel to an adjacent vehicle traveling in an adjacent lane, based on the driving environment identified by the driving environment identification unit, The parallel driving suppression control unit uses longitudinal control as parallel driving suppression control, which is at least one of the following: control to narrow the distance between the vehicle and the vehicle in front of the vehicle, control to widen the distance between the vehicle and the vehicle in front of the vehicle, control to accelerate the vehicle, and control to decelerate the vehicle. The aforementioned autonomous driving without monitoring obligations can be used in vehicles that switch between area-limited autonomous driving, where autonomous driving without monitoring obligations is permitted in a limited area, and traffic congestion-limited autonomous driving, where autonomous driving without monitoring obligations is permitted only during traffic congestion. The parallel driving suppression control unit uses, as longitudinal control, forward control which is at least one of control that narrows the distance between the vehicle and the vehicle in front and control that accelerates the vehicle, and backward control which is at least one of control that widens the distance between the vehicle and the vehicle in front and control that decelerates the vehicle. The parallel driving suppression control unit is a vehicle control device that, as parallel driving suppression control, prioritizes the use of the rearward control during area-limited automatic driving, and prioritizes the use of the forward control during congestion-limited automatic driving.

2. A vehicle control device according to claim 1, The parallel driving suppression control unit uses longitudinal control as parallel driving suppression control, which is at least one of the following: control to narrow the distance between the vehicle and the vehicle in front of the vehicle, control to widen the distance between the vehicle and the vehicle in front of the vehicle, control to accelerate the vehicle, and control to decelerate the vehicle. The parallel driving suppression control unit uses, as parallel driving suppression control, control to decelerate the vehicle, control to narrow the distance between the vehicle and the vehicle in front of it, control to widen the distance between the vehicle and the vehicle in front of it, and control to accelerate the vehicle, in addition to the control to decelerate the vehicle. The parallel driving suppression control unit, based on the driving environment identified by the driving environment identification unit, when the adjacent vehicle is located in the overtaking lane, prioritizes the following as parallel driving suppression control: a control that narrows the distance between the vehicle and the vehicle in front of it, a control that widens the distance between the vehicle and the vehicle in front of it, and a control that decelerates the vehicle, all of which are among the longitudinal controls except for the control that decelerates the vehicle; and a control that decelerates the vehicle.

3. A vehicle control device according to claim 1, A follow-me driving control unit (151) performs follow-me driving control to achieve a target distance with a certain tolerance range for each set value, according to the set value received from the driver of the vehicle via an input device (20), The vehicle comprises a display instruction unit (131) that displays the setting value received from the driver of the vehicle via the input device on a display unit (19), The parallel running suppression control unit performs the vertical control as parallel running suppression control within the range of the allowable width. The display instruction unit is a vehicle control device that displays the set value received from the driver via the input device, even during the parallel driving suppression control.

4. A vehicle control device according to claim 1, A follow-me driving control unit (151c) that performs follow-me driving control to maintain a target distance from the vehicle ahead, The vehicle comprises a display instruction unit (131c) which causes an information display device (21) to display information toward the interior of the vehicle, The aforementioned instruction unit is a vehicle control device that, when the target distance between vehicles is deviated from due to the parallel driving suppression control, provides information indicating that the target distance between vehicles has been temporarily changed, and provides information regarding the implementation of the parallel driving suppression control.

5. A vehicle control device according to claim 1, The parallel driving suppression control unit (155d) is a vehicle control device that, based on the driving environment identified by the driving environment identification unit, does not perform the parallel driving suppression control when the vehicle is driving parallel to the adjacent vehicle on the overtaking lane side, but performs the parallel driving suppression control when the vehicle is driving parallel to the adjacent vehicle on the lane side that is not the overtaking lane.

6. A vehicle control device according to claim 1, The parallel driving suppression control unit (155e) is a vehicle control device that, based on the driving environment identified by the driving environment identification unit, implements the parallel driving suppression control so that when it is about to enter a state of driving parallel with an adjacent vehicle, the vehicle continues to drive in a positional relationship that does not overtake the adjacent vehicle.

7. A vehicle control device according to claim 1, The parallel driving suppression control unit (155f) is a vehicle control device that, based on the driving environment identified by the driving environment identification unit, implements the parallel driving suppression control by lane change when the implementation of the parallel driving suppression control using the longitudinal control continues for a specified time or longer, and when lane changes are possible.

8. A vehicle control device according to claim 7, The parallel driving suppression control unit, when performing the parallel driving suppression control due to a lane change, causes the lane change to be performed behind another vehicle located in the lane to which the lane change is intended, but prevents the lane change from being performed within a predetermined range in front of the other vehicle.

9. A vehicle control device according to claim 1, The system includes an offset control unit (154) that performs offset control to automatically offset the vehicle's driving position in the vehicle width direction so as to increase the distance from the vehicle to the side, The parallel running suppression control unit is a vehicle control device that performs the parallel running suppression control in parallel with the offset control when the offset control unit is required to perform the offset control.

10. A vehicle control device according to claim 1, The vehicle is equipped with a traffic congestion stop identification unit (120) that identifies when the vehicle is stopped in a traffic jam. The parallel driving suppression control unit is a vehicle control device that does not perform the parallel driving suppression control when the traffic congestion stop identification unit identifies that the vehicle is stopped in a traffic congestion.

11. A vehicle control method that can be used in vehicles that perform autonomous driving without monitoring obligations, which is autonomous driving without the obligation to monitor the surroundings, Run by at least one processor, A driving environment identification step for identifying the driving environment of the aforementioned vehicle, During the aforementioned automated driving without monitoring obligation, the system includes a parallel driving suppression control step, which, based on the driving environment identified in the aforementioned driving environment identification step, controls the vehicle's driving to prevent it from driving parallel to an adjacent vehicle traveling in an adjacent lane. In the parallel driving suppression control step, the parallel driving suppression control uses longitudinal control which is at least one of the following: control to narrow the distance between the vehicle and the vehicle in front of the vehicle, control to widen the distance between the vehicle and the vehicle in front of the vehicle, control to accelerate the vehicle, and control to decelerate the vehicle. The aforementioned autonomous driving without monitoring obligations can be used in vehicles that switch between area-limited autonomous driving, where autonomous driving without monitoring obligations is permitted in a limited area, and traffic congestion-limited autonomous driving, where autonomous driving without monitoring obligations is permitted only during traffic congestion. In the parallel driving suppression control process, the longitudinal control uses forward control which is at least one of the following: control to narrow the distance between the vehicle and the vehicle in front, and control to accelerate the vehicle; and backward control which is at least one of the following: control to widen the distance between the vehicle and the vehicle in front, and control to decelerate the vehicle. In the parallel driving suppression control step, the vehicle control method wherein, as the parallel driving suppression control, the rearward control is given priority during area-limited automatic driving, while the forward control is given priority during congestion-limited automatic driving.

Images