JP2022007915A - Presentation control device, presentation control program and driving control device - Google Patents

Abstract

To provide a presentation control device, etc., capable of reducing discomfort in a case where a second task is interrupted.SOLUTION: An HCU is used in a vehicle A including an automatic driving function and comprises functions of a presentation control device which controls presentation of information to a driver of the vehicle A. During an automatic travel period in which the vehicle A travels with the automatic driving function, the presentation control device determines interruption of second tasks other than driving permitted to the driver. On the basis of such an interruption determination of second tasks, the HCU changes a presentation method for contents to be presented in association with second tasks during the automatic travel period.SELECTED DRAWING: Figure 4

Description

The disclosure by this specification relates to a presentation control device, a presentation control program, and a driving control device that control the presentation of information to the driver of the vehicle.

According to Patent Document 1, when a vehicle approaches a guidance point on a guidance route set in a navigation device, the output volume of the voice output device is reduced from the set volume set by the user to be in a mute state. The device is disclosed.

Japanese Patent No. 4572238

In recent years, there has been a possibility that the driver is permitted to perform a specific action other than driving, for example, which is called a second task, during the automatic driving period in which the vehicle is driven by the automatic driving function. These specific actions by the driver need to be interrupted when the vehicle approaches a section where autonomous driving is not permitted. Therefore, the content provided in connection with the specific act is also discontinued by means such as mute, as in Patent Document 1, for example.

However, it is difficult for a driver who carries out a specific action to recognize the current situation in which a driving change from the automatic driving function is required. Therefore, it is difficult for the driver to be convinced that the provision of the content is forcibly stopped at the discretion of the vehicle. As a result, there is a risk that the convenience may be reduced, such that the driver may feel uncomfortable that the specific action has been interrupted.

It is an object of the present disclosure to provide a presentation control device and a presentation control program capable of enhancing the convenience of a driver related to a driving change.

In order to achieve the above object, one disclosed embodiment is a presentation control device used in a vehicle (A) having an automatic driving function and controlling the presentation of information to the driver of the vehicle, and the automatic driving function. The interruption determination unit (82) that determines the interruption of a specific action other than driving permitted by the driver during the automatic driving period in which the vehicle is driven, and the content provided in connection with the specific action during the automatic driving period ( It is a presentation control device including a provision control unit (84) that changes the provision method of the CTV) based on a decision to suspend a specific action.

Further, one aspect disclosed is a presentation control program used in a vehicle (A) having an automatic driving function and controlling presentation of information to a driver of the vehicle, and is provided to at least one processing unit (11). , The content provided in connection with the specific action during the automatic driving period, which determines the interruption of the specific action other than the driving permitted by the driver (S10). It is a presentation control program that executes a process including changing the method of providing the CTV) based on the decision to suspend the specific action (S12).

According to these aspects, when it is decided to suspend the specific action during the automatic driving period, the method of providing the content provided in connection with the specific action is changed. Therefore, the driver can recognize the current situation that the driving change from the automatic driving function is required from the change of the content providing method. According to the above, it is easy to obtain a sense of conviction of the driver when the specific action is interrupted by the judgment of the vehicle side. Therefore, it becomes possible to enhance the convenience of the driver related to the driving change.

Further, one aspect disclosed is a presentation control device used in a vehicle (A) having an automatic driving function and controlling the presentation of information to the driver of the vehicle, wherein the vehicle is automatically driven by the automatic driving function. The suspension determination unit (82) that determines the suspension of a specific action other than driving permitted by the driver during the driving period, and the method of suspending the content (CTV) provided in connection with the specific action during the automatic driving period. It is a presentation control device including a provision control unit (84) that presents options to be selected based on a decision to suspend a specific action.

Further, one aspect disclosed is a presentation control program used in a vehicle (A) having an automatic driving function and controlling presentation of information to a driver of the vehicle, and is provided to at least one processing unit (11). , The content provided in connection with the specific action during the automatic driving period, which determines the interruption of the specific action other than the driving permitted by the driver (S10). It is a presentation control program that executes a process including presenting (S13) an option for selecting an interruption method of CTV) based on an interruption decision of a specific action.

According to these aspects, when the suspension of a specific action is determined during the automatic driving period, an option for selecting a method of suspending the content provided in connection with the specific action is presented. Therefore, the driver can recognize the current situation in which a driving change from the automatic driving function is required through the work of selecting the interruption method based on the options. According to the above, it is easy to obtain a sense of conviction of the driver when the specific action is interrupted by the judgment of the vehicle side. Therefore, it becomes possible to enhance the convenience of the driver related to the driving change.

Further, one aspect disclosed is a presentation control device used in a vehicle (A) having an automatic driving function and controlling the presentation of information to the driver of the vehicle, wherein the vehicle is automatically driven by the automatic driving function. During the driving period, the monitoring obligation grasping unit (82), which grasps whether or not the driver is obliged to monitor the surroundings, and when the presence or absence of the obligatory peripheral monitoring is scheduled to change, the change in the planned presence or absence of the obligatory peripheral monitoring can be seen. It is a presentation control device including a monitoring notice notification (Nt11 to Nt13, Nt13a) for giving notice and a provision control unit (84) for notifying that the presence or absence of peripheral monitoring obligation has changed. To.

Further, one aspect disclosed is a presentation control program used in a vehicle (A) having an automatic driving function and controlling presentation of information to a driver of the vehicle, and is provided to at least one processing unit (11). , Whether or not the driver is obliged to monitor the surroundings during the automatic driving period when the vehicle is driven by the automatic driving function (S11), and if the presence or absence of the obligation to monitor the surroundings is scheduled to change, the scheduled peripheral monitoring obligation A monitoring notice notice (Nt11 to Nt13, Nt13a) for notifying the change in the presence or absence of the presence or absence is given (S122, S125, S132), and a peripheral monitoring notice (Nt21) for notifying that the presence or absence of the peripheral monitoring obligation has changed is further given (S163). ), It is a presentation control program that executes processing including that.

According to these aspects, in addition to the peripheral monitoring notification notifying that the presence or absence of the peripheral monitoring obligation has changed, the monitoring notice notification for notifying the change in the scheduled peripheral monitoring obligation is performed. Therefore, even if the driver performs a specific action other than driving during the automatic driving period in which there is no obligation to monitor the surroundings, the driver can be made to recognize at an early stage that there is a request for a driving change from the automatic driving function. Therefore, it becomes possible to enhance the convenience of the driver related to the driving change.

Further, one aspect disclosed is a presentation control device used in a vehicle (A) having an automatic driving function and controlling the presentation of information to the driver of the vehicle, without monitoring by the driver without obligation to monitor the surroundings. Autonomous driving is carried out with the recommended lane selection unit (181) that selects the recommended driving lane (RL), which is estimated to be continued for a long time or a long distance by the automatic driving function, from a plurality of lanes. In this case, the presentation control device includes a lane proposal unit (84) that proposes driving in the recommended driving lane to the driver.

Further, one aspect disclosed is a presentation control program used in a vehicle (A) having an automatic driving function and controlling presentation of information to a driver of the vehicle, and is provided to at least one processing unit (11). , Select the recommended driving lane (RL) from a plurality of lanes (S501 to S510), which is estimated to be continued for a long time or a long distance by the automatic driving function without monitoring by the driver. It is a presentation control program that executes a process including proposing to the driver the driving in the recommended driving lane (S524, S525, S543) when the automatic driving without monitoring is carried out.

In these aspects, the driver is proposed to drive in the recommended driving lane, where it is estimated that autonomous driving without obligation to monitor the surroundings will continue for a long time or a long distance. By following these suggestions, the driver can reduce the frequency of driving changes. Therefore, it becomes possible to enhance the convenience of the driver related to the driving change.

Further, one disclosed embodiment is a driving control device used in the vehicle (A) and realizes an automatic driving function capable of substituting at least a part of the driving task of the driver, in which the vehicle is preset for automatic driving. The driving environment judgment unit (61) that determines whether or not to drive in the possible area and whether or not the vehicle is traveling in a congested area, and the surrounding area by the driver when the vehicle is traveling in an automatically driving area or in a congested area. It is equipped with an automated level determination unit (62) that enables the implementation of unsupervised automatic driving without monitoring obligation, and the automated level determination unit permits unsupervised automatic driving in the confluence section (CfS), and the vehicle automatically drives. A driving control device that disables unsupervised automatic driving in the overtaking lane (PL) when driving in possible areas and permits unsupervised automatic driving in the overtaking lane when the vehicle is traveling in a traffic jam. It is said that.

In this aspect, when the vehicle travels in an area where automatic driving is possible, automatic driving without monitoring in the overtaking lane cannot be carried out. However, if the vehicle is traveling in a traffic jam, unsupervised autonomous driving in the overtaking lane is permitted. Therefore, if there is a traffic jam, it is possible to continue automatic driving in the overtaking lane in addition to the merging lane without the obligation to monitor the surrounding area. Therefore, by reducing the frequency of driving changes, it becomes possible to improve the convenience of the driver related to the driving changes.

The reference numbers in parentheses in the above and claims merely indicate an example of the correspondence with the specific configuration in the embodiment described later, and do not limit the technical scope at all.

It is a figure which shows the whole image of the in-vehicle network including HCU by one Embodiment of this disclosure. It is a figure which shows an example of the layout of the interface around the driver's seat. It is a figure which shows an example of the functional part constructed in HCU together with the related structure. It is a figure which shows each state transition of a vehicle and HMI in the scene which interrupts a second task. It is a flowchart which shows the detail of the automation level control processing which is performed by the automatic operation ECU when grasping the merging section existing in the traveling direction, together with FIG. It is a flowchart which shows the detail of the automation level control processing together with FIG. It is a flowchart which shows the main process of the presentation control process which realizes the interruption of a second task. It is a flowchart which shows the sub-processing which presents a selection screen. It is a figure which shows an example of a selection screen. It is a flowchart which shows the sub-processing which sets the notification timing and the notification intensity. It is a figure which shows an example of the notification setting table. It is a figure which shows an example of the start point of each notification subject to timing control. It is a flowchart which shows the sub-processing which changes the way of putting out a content. It is a figure which shows an example of LC attempt notification. It is a figure which shows an example of the LC failure possibility notification and the change of the content output when the notification intensity is weakened or set normally. It is a figure which shows an example of the LC failure possibility notification and the change of the content output when the notification intensity is set to be strong. It is a figure which shows an example of LC execution notification. It is a flowchart which shows the sub-processing which makes a person choose how to stop a content. It is a figure which shows an example of LC failure notification. It is a figure which shows an example of the stop method selection notification. It is a flowchart which shows the sub-processing which learns how to stop a content. It is a flowchart which shows the sub-processing which performs RtI notification. It is a figure which shows an example of the RtI notification when the notification intensity is set to be weak. It is a figure which shows an example of the RtI notification when the notification intensity is set to normal. It is a figure which shows an example of the RtI notification when the notification intensity is set to be strong. It is a flowchart which shows the sub-processing which controls the notification in a confluence section. It is a flowchart which shows the sub-processing which controls the restart timing of a content. It is a figure which shows an example of the resumption proposal notification. It is a figure which shows an example of the display transition of LC status when automatic LC fails. It is a figure which shows an example of the display transition of LC status when the automatic LC is successful. It is a figure which shows each state transition of the vehicle and HMI in the interruption scene of the second task in 2nd Embodiment. It is a flowchart which shows the detail of the automation level control processing together with FIG. 33. It is a flowchart which shows the detail of the automation level control process together with FIG. It is a figure which shows an example of the display of the meter display in LC execution notification. It is a figure which shows an example of the display of the meter display which notifies the completion of automatic LC. It is a figure which shows an example of the interrupt prediction scene of the 3rd Embodiment. It is a flowchart which shows the detail of the automation level control processing. It is a figure which shows an example of the interrupt prediction scene of 4th Embodiment. It is a flowchart which shows the detail of the automation level control processing. It is a figure which shows an example of the functional part constructed in HCU in the 5th Embodiment together with the related structure. It is a figure which shows each state transition of a vehicle and HMI in the scene which interrupts a second task. It is a figure for demonstrating the scene where the recommended lane notification for urging the change of a lane to an overtaking lane is carried out based on the prediction of the inrush into a traffic jam. It is a figure for demonstrating the scene in which the recommended lane notification for urging the lane change to the driving lane is carried out based on the continuation of driving of the overtaking lane. It is a figure for demonstrating the scene in which the recommended lane notification which urges the driving continuation of a central lane is carried out on a multi-lane road. It is a figure for demonstrating the scene where the recommended lane notification for urging the change of a lane to a central lane is carried out on a multi-lane road. It is a figure for demonstrating the scene where the recommended lane notification for urging the lane change to the lane on the route connected to a branch destination is carried out. It is a figure for demonstrating the scene in which the recommended lane notification for urging the driving continuation of the driving lane for the self-driving car is carried out. It is a flowchart which shows the detail of the recommended lane selection process. It is a flowchart which shows the detail of the proposal execution process. It is a flowchart which shows the detail of the restriction notification processing. In the sixth embodiment, it is a figure for demonstrating the scene in which the recommended lane notification for urging the driving continuation of a traveling lane is carried out. In the seventh embodiment, it is a figure for demonstrating the scene in which the recommended lane notification for urging the change of a lane to a traveling lane is carried out.

Hereinafter, a plurality of embodiments of the present disclosure will be described with reference to the drawings. By assigning the same reference numerals to the corresponding components in each embodiment, duplicate description may be omitted. When only a part of the configuration is described in each embodiment, the configuration of the other embodiment described above can be applied to the other parts of the configuration. Further, not only the combination of the configurations specified in the description of each embodiment but also the configurations of a plurality of embodiments can be partially combined even if the combination is not specified. Further, an unspecified combination of the configurations described in the plurality of embodiments and modifications is also disclosed by the following description.

(First Embodiment)
The function of the presentation control device according to the embodiment of the present disclosure is realized by the HCU (Human Machine Interface Control Unit) 100 shown in FIG. The HCU 100 is one of the in-vehicle ECUs (Electronic Control Units). As shown in FIGS. 1 to 3, the HCU 100 comprises an HMI (Human Machine Interface) system used in a vehicle A together with a plurality of display devices, an audio device 24, an operation device 26, and the like. The HMI system has an input interface function that accepts an operation by an occupant (for example, a driver) of the vehicle A, and an output interface function that presents information to the driver.

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

The body ECU 27 is an electronic control device including a microcontroller as a main body. The body ECU 27 has at least a function of controlling the operation of the lighting device mounted on the vehicle A. The body ECU 27 is electrically connected to the direction indicator switch 28. The direction indicator switch 28 is a lever-shaped operation unit provided on the steering column unit. The body ECU 27 starts blinking of either the left or right direction indicator corresponding to the operation direction based on the detection of the user operation input to the direction indicator switch 28. In addition, the body ECU 27 provides the operation information of the user operation input to the direction indicator switch 28 to the 100 or the like through the communication bus 99.

The driver monitor 29 includes a near-infrared light source, a near-infrared camera, and a control unit for controlling them. The driver monitor 29 is installed in a posture in which the near-infrared camera is directed toward the headrest portion of the driver's seat, for example, on the upper surface of the steering column portion or the upper surface of the instrument panel 9. The driver monitor 29 uses a near-infrared camera to photograph the head of the driver irradiated with near-infrared light by a near-infrared light source. The image captured by the near-infrared camera is image-analyzed by the control unit. The control unit extracts information such as the position of the driver's eye point and the line-of-sight direction from the captured image, and provides the extracted driver state information to the HCU 100 and the like via the communication bus 99.

The peripheral monitoring sensor 30 is an autonomous sensor that monitors the surrounding environment of the vehicle A. The peripheral monitoring sensor 30 can detect a predetermined moving object and a stationary object from the detection range around the own vehicle. The peripheral monitoring sensor 30 can at least detect a front vehicle, a rear vehicle, front and rear side vehicles, and the like traveling around the own vehicle. The peripheral monitoring sensor 30 provides detection information of an object around the vehicle to the driving support ECU 50a, the automatic driving ECU 50b, and the like through the communication bus 99.

The peripheral monitoring sensor 30 includes, for example, a camera unit 31 and a millimeter wave radar 32. The camera unit 31 may be configured to include a monocular camera, or may be configured to include a compound eye camera. The camera unit 31 is mounted on the vehicle A so that the front range, the side range, the rear range, and the like of the vehicle A can be photographed. The camera unit 31 outputs at least one of the image pickup data obtained by photographing the surroundings of the vehicle and the analysis result of the image pickup data as detection information. The millimeter wave radar 32 irradiates a millimeter wave or a quasi-millimeter wave toward the periphery of the own vehicle. The millimeter wave radar 32 outputs the detection information generated by the process of receiving the reflected wave reflected by a moving object, a stationary object, or the like. The peripheral monitoring sensor 30 may further include a detection configuration such as a rider and sonar.

The locator 35 includes a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, and the like. The locator 35 combines the positioning signal received by the GNSS receiver, the measurement result of the inertial sensor, the vehicle speed information output to the communication bus 99, and the like, and sequentially positions the own vehicle position, the traveling direction, and the like of the vehicle A. The locator 35 sequentially outputs the position information and the direction information of the vehicle A based on the positioning result to the communication bus 99 as the locator information.

The locator 35 further has a map database 36. The map database 36 is mainly composed of a large-capacity storage medium that stores a large number of three-dimensional map data and two-dimensional map data. The three-dimensional map data is so-called high-precision map data, and includes information necessary for advanced driving support and automatic driving, such as three-dimensional shape information of roads and detailed information of each lane. The locator 35 reads the map data around the current position from the map database 36 and provides the map data to the driving support ECU 50a, the automatic driving ECU 50b, and the like together with the locator information. Instead of the locator 35, a user terminal such as a smartphone, a navigation device, or the like may provide position information, direction information, map data, and the like to the driving support ECU 50a and the automatic driving ECU 50b.

The V2X (Vehicle to Everything) communication device 39 is a communication unit mounted on the vehicle A. The V2X communication device 39 transmits / receives information by wireless communication between an in-vehicle communication device mounted on another vehicle and a roadside unit installed on the side of a road. The V2X communication device 39 can receive position information, speed information, and the like of other vehicles traveling around the own vehicle by vehicle-to-vehicle communication or road-to-vehicle communication. In addition, the V2X communication device 39 receives information indicating the control status of the automatic driving of the other vehicle, such as whether or not the automatic driving function is activated in the other vehicle traveling around the own vehicle. The V2X communication device 39 provides the received information on other surrounding vehicles to the automatic driving ECU 50b, the HCU 100, and the like.

The travel control ECU 40 is an electronic control device including a microcontroller as a main body. The travel control ECU 40 generates vehicle speed information indicating the current travel speed of the vehicle A based on the detection signal of the wheel speed sensor provided on the hub portion of each wheel, and sequentially outputs the vehicle speed information to the communication bus 99. In addition, the travel control ECU 40 has at least the functions of the brake control ECU and the drive control ECU. The travel control ECU 40 controls the braking force generated in each wheel and the power mounted on the vehicle based on any one of an operation command based on the driver's driving operation, a control command of the driving support ECU 50a, and a control command of the automatic driving ECU 50b. Continuously implement source output control.

The driving support ECU 50a and the automatic driving ECU 50b are mounted on the vehicle A as an in-vehicle ECU constituting the automatic driving system 50. The driving support ECU 50a and the automatic driving ECU 50b are used in the vehicle A, and realize an automatic driving function capable of substituting at least a part of a driver's driving task (Dynamic Driving Task, DDT). By installing the automatic driving system 50 including the driving support ECU 50a and the automatic driving ECU 50b, the vehicle A becomes an automatic driving vehicle having an automatic driving function.

The driving support ECU 50a is an in-vehicle ECU that realizes a driving support function that supports the driving operation of the driver. The driving support ECU 50a enables advanced driving support of about level 2 or partial automatic driving control at the automatic driving level specified by the American Society of Automotive Engineers of Japan. The operation support ECU 50a is a computer mainly including a control circuit including a processing unit, a RAM, a storage unit, an input / output interface, and a bus connecting them. The driving support ECU 50a has a plurality of functional units that realize advanced driving support by executing a program by the processing unit. Specifically, the driving support ECU 50a has an ACC (Adaptive Cruise Control) function unit, an LTA (Lane Tracing Assist) function unit, and an LCA (Lane Change Assist) function unit.

The automatic driving ECU 50b is an in-vehicle ECU that realizes an automatic driving function capable of acting as a driver's driving operation. The automatic operation ECU 50b enables autonomous driving of level 3 or higher (described as Lv3 in the drawing) in which the system is the main control body only in a limited operational design domain (ODD) set in advance. The operation design area (ODD) is an area where automatic driving is possible at the automatic driving level 3. The automatic operation ECU 50b may be capable of realizing an automatic operation function of level 4 or higher.

Here, the details of the automatic operation level will be further described. The automated driving level in the following description is based on the definition of SAE J3016. In addition to the above-mentioned concepts of driving task (DDT) and operation design area (ODD), the concept of fallback is used in the definition of the automatic driving level. Each automatic driving level defines the range of driving tasks that the automatic driving function acts on behalf of. As the level of automatic driving increases, the range of driving tasks that the automatic driving function takes over also increases. Specifically, in the driving task, the item of continuous driving control of the vehicle and the item of object, event detection and response (OEDR) are supplementarily defined. The above OEDR may be referred to as "peripheral monitoring" for convenience in the following description.

At automated driving level 0, driving is not automated and driving tasks and fallbacks are performed by the driver. At autonomous driving level 1, driver assistance is provided and continuous driving control of the vehicle is carried out by both the driver and the system. In contrast, at automated driving levels 4 and 5, the driving task and fallback are all performed by the system.

In the automatic driving function of the automatic driving level 2 and 3 realized by the automatic driving system 50, the continuous driving control of the vehicle is carried out by the system. In addition, at autonomous driving level 2, peripheral monitoring (OEDR) and fallback are the responsibility of the driver. At the automatic driving level 2, automatic driving that requires the driver to grip the steering wheel is referred to as "hands-on driving" (described as H-on in FIG. 4). On the other hand, automatic driving that does not require the driver to grip the steering wheel is referred to as "hands-off driving" (described as H-off in FIG. 4). In both hands-on driving and hands-off driving, at the automatic driving level 2, the driver is obliged to monitor the surroundings, and the automatic driving with monitoring is carried out.

At autonomous driving level 3, the system is obliged to monitor the surrounding area and the driver needs to prepare for fallback. At the automatic driving level 3, automatic driving without monitoring is carried out without the obligation of the driver to monitor the surroundings. Autonomous driving without obligation to monitor the surroundings at automatic driving level 3 is referred to as "eyes-off driving".

The automatic operation ECU 50b is a computer mainly including a control circuit including a processing unit 51, a RAM 52, a storage unit 53, an input / output interface 54, and a bus connecting them. The automatic driving ECU 50b has a higher computing power than the driving support ECU 50a, and can at least perform driving control corresponding to ACC, LTA, and LCA. The automatic driving ECU 50b has an environment recognition unit 61, an action determination unit 62, and an operation execution unit 63 as a plurality of functional units that realize autonomous driving of the vehicle A by executing a program (operation control program) by the processing unit 51.

The environment recognition unit 61 determines the driving environment of the vehicle A based on the locator information and map data acquired from the locator 35, the detection information acquired from the peripheral monitoring sensor 30, and the information of other vehicles acquired from the V2X communication device 39. recognize. Specifically, the environment recognition unit 61 determines the position of the own lane in which the own vehicle travels among the plurality of lanes, the lane shape of the own lane, and the relative position, relative speed, and automatic driving of other vehicles around the own vehicle. Understand the control status, etc.

In addition, the environment recognition unit 61 grasps the existence outside the operation design area (hereinafter, limited area) in which level 3 automatic driving is not permitted, based on the map data. As an example, the environment recognition unit 61 grasps a region in which high-precision map data (three-dimensional map data) for automatic driving does not exist as outside the limited region. As described above, the high-precision map data is map data with higher accuracy than the navigation map data (corresponding to the two-dimensional map data) used for route guidance. As another example, the environment recognition unit 61 grasps the traveling section that requires peripheral monitoring of the driver as outside the limited area, such as the merging section CfS described later.

The action determination unit 62 generates a planned travel line on which the vehicle A travels based on the recognition result of the travel environment by the environment recognition unit 61. The action determination unit 62 generates a scheduled travel line for traveling while avoiding the outside of the limited area when the environment recognition unit 61 grasps the existence outside the limited area. For example, the action determination unit 62 can automatically change lanes (hereinafter referred to as automatic LC) toward a lane that is not outside the limited area as an avoidance action that avoids the outside of the limited area. The operation execution unit 63 executes acceleration / deceleration control, steering control, and the like of the vehicle A according to the scheduled travel line generated by the action determination unit 62 in cooperation with the travel control ECU 40. The automatic LC is a driving control in which the driver is not obliged to monitor the surroundings, and is a specific driving control excluding the lane keeping control for driving the vehicle A along the traveling lane.

Next, details of each of the plurality of display devices, the audio device 24, the operation device 26, and the HCU 100 included in the HMI system will be described in order.

The plurality of display devices include a meter display 21, a center display (hereinafter, CID) 22, a head-up display (hereinafter, HUD) 23, and the like. The plurality of display devices may further include each display EMB, EML, EMR of the electronic mirror system. The meter display 21, CID22 and HUD23 present information through the driver's vision.

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

The HUD 23 projects the light of the image formed in front of the driver onto the projection area PA defined by the windshield WS or the like based on the control signal and the video data acquired from the HCU 100. The light of the image reflected on the vehicle interior side by the windshield WS is perceived by the driver sitting in the driver's seat. In this way, the HUD 23 displays a virtual image in the space in front of the projection area PA. The driver visually recognizes the virtual image in the angle of view VA displayed by the HUD 23 so as to overlap the foreground of the vehicle A.

The audio device 24 has a plurality of speakers installed in the vehicle interior in an arrangement surrounding the driver. The audio device 24 reproduces a notification sound, a voice message, or the like in the vehicle interior by a speaker based on the control signal and voice data acquired from the HCU 100. The audio device 24 presents information through the driver's hearing.

The operation device 26 is an input unit that accepts user operations by a driver or the like. For example, user operations related to the operation and stop of the automatic driving function are input to the operation device 26. The operation device 26 includes a steering switch provided in the spoke portion of the steering wheel, an operation lever provided in the steering column portion, a voice input device for recognizing the utterance content of the driver, and the like.

The HCU 100 is an electronic control device that integrally controls the display by the meter display 21, CID22, and HUD23 in the HMI system. The HCU 100 is a computer mainly including a control circuit including a processing unit 11, a RAM 12, a storage unit 13, an input / output interface 14, and a bus connecting them.

The processing unit 11 is hardware for arithmetic processing combined with the RAM 12. The processing unit 11 is configured to include at least one arithmetic core such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit). The processing unit 11 may be configured to further include an FPGA (Field-Programmable Gate Array), an NPU (Neural network Processing Unit), an IP core having other dedicated functions, and the like. The RAM 12 may be configured to include a video RAM for generating video data. The processing unit 11 executes various processes for realizing the presentation control method of the present disclosure by accessing the RAM 12. The storage unit 13 is configured to include a non-volatile storage medium. The storage unit 13 stores various programs (presentation control programs and the like) executed by the processing unit 11.

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

The information acquisition unit 71 acquires vehicle information indicating the state of the vehicle A from the communication bus 99. The vehicle information includes, for example, vehicle speed information, status information indicating the state of the automatic driving function, and the like. The information acquisition unit 71 acquires operation information indicating the content of the user operation from the CID 22, the operation device 26, the body ECU 27, and the like. The information acquisition unit 71 acquires content data necessary for displaying the moving image content CTV (see FIG. 14 and the like) described later. The content data is provided to the information acquisition unit 71 by a user terminal such as a TV tuner mounted on the vehicle A, an external medium electrically connected to the HCU 100, and a smartphone paired with the HCU 100.

The content arbitration unit 72 selects and arbitrates the content to be displayed on each display device. The content arbitration unit 72 comprehensively determines the priority of each content based on the acquired information acquired by the information acquisition unit 71. The content arbitration unit 72 selects the content determined to have a high priority as the content to be displayed. In addition, the content arbitration unit 72 can sequentially change the display size and display layout of each content to be displayed on each display device according to the priority. As an example, the content arbitration unit 72 increases the display size as the priority content increases. As another example, the content arbitration unit 72 is positioned on the front side of each display area as the content has a higher priority.

The presentation output unit 73 obtains the control signal and video data provided to each display device and the control signal and audio data provided to the audio device 24 based on the acquired information of the information acquisition unit 71 and the selection result of the content arbitration unit 72. Generate. The presentation output unit 73 sequentially outputs the generated control signal, video data, audio data, and the like to each presentation device.

The above-mentioned automatic driving ECU 50b and HCU 100 enable the driver to perform actions other than driving. To explain in detail, during the automatic driving period in which the vehicle A is automatically driven by the level 3 automatic driving function of the automatic driving ECU 50b, the driver is an act other than driving and is a predetermined specific action (hereinafter referred to as a second task). ) Can be allowed. The driver in this case is a person (passenger) who takes over the control right of driving from the automatic driving system 50 when leaving the limited area or in an emergency. The driver may be legally permitted to perform a second task until a request to perform a driving operation by the automatic driving system 50, that is, a request for a driving change (Take Over Request) is generated.

The second task may be referred to as a secondary activity, another activity, or the like. The second task must not prevent the driver from responding to the request to take over the driving operation from the automatic driving system 50. As an example, viewing of content such as moving images (hereinafter, moving image content CTV, see FIG. 10), operation of smartphones, and actions such as eating are assumed as second tasks.

Here, in the operation change from the automatic driving system 50 to the driver, a handover that systematically hands over the control right to the driver at the discretion of the system side and the driver acquire the control right at his / her own discretion in a highly urgent situation. There is an override to do. A driving change in which the driver interrupts the second task being performed and the driver takes over the driving operation from the automatic driving system 50 corresponds to a handover.

As one of the scenes where the handover may occur, a scene (see FIG. 4) of approaching the confluence section CfS while traveling on a motorway or a highway is assumed. The merging section CfS is a connecting section connected to the merging lane ML in the traveling lane DL of the main lane, and is a section from the merging start point P5 to the merging end point P6. The merging section CfS is set only in the traveling lane DL, which is the merging lane connected to the merging lane ML, among the plurality of lanes on the main lane, and is not set in the overtaking lane PL. That is, the overtaking lane PL is within the limited area. If the merging lane ML is a road connected to the overtaking lane PL of the main lane, the merging section CfS is set to the overtaking lane PL. The merging section CfS is in contact with a lane reduction point where the merging lane ML disappears in the traveling direction, an end point of an uphill lane, and the like. However, the merging lane ML may be a lane that does not disappear in the traveling direction and branches again from the traveling lane DL.

In principle, motorways and expressways are set in limited areas. Three-dimensional map data is also prepared in advance for such motorways and expressways. Therefore, level 3 automatic driving is possible. On the other hand, the merging section CfS is locally outside the limited area, and the merging of other vehicles from the merging lane ML to the traveling lane DL is assumed, so that the traveling by the automatic driving function is restricted.

When the vehicle A traveling in the traveling lane DL approaches the merging section CfS, the automatic driving ECU 50b grasps the existence of the merging section CfS based on map data or the like. The automatic operation ECU 50b starts the automation level control process shown in FIGS. 5 and 6 based on the grasp of the confluence section CfS existing in the traveling direction (S60). Hereinafter, the details of the automation level control process will be described with reference to FIGS. 3 and 4 based on FIGS. 5 and 6.

The automatic driving ECU 50b starts acquiring the driver selection information based on the grasp of the merging section CfS (S61). The driver selection information is operation information based on the driver's selection that determines whether or not to perform automatic LC from the traveling lane DL to the overtaking lane PL. The automatic operation ECU 50b cooperates with the HCU 100 and inquires of the driver whether or not automatic LC can be performed. At this time, the automatic driving ECU 50b uses the screen display of the meter display 21 or the like to perform level 2 automatic driving control when the driving lane DL is continued and level 3 automatic driving when the lane is changed to the overtaking lane PL. Notify the driver of the difference from the control. As an example, the selection screen SG (see FIG. 9) is displayed on the screen of the meter display 21 by the HCU 100. The automatic driving ECU 50b acquires the driver selection information grasped by the HCU 100 from the HCU 100.

The automatic operation ECU 50b determines whether or not the execution of automatic LC is selected by the driver based on the driver selection information (S62). When the automatic driving ECU 50b determines that the non-execution of automatic LC is selected by the driver (S62: NO), the automatic driving ECU 50b transitions to a state of waiting for the driver to change lanes to the overtaking lane PL (hereinafter referred to as manual LC) (S69). .. On the other hand, when it is determined that the implementation of automatic LC is selected (S62: YES), the automatic driving ECU 50b waits for the arrival of the vehicle A at a predetermined point (hereinafter referred to as LC start point P1) before the confluence section CfS (S63). : YES) determines the implementation of automatic LC (S64). As a result, an attempt to automatically LC to the overtaking lane PL is started.

The automatic driving ECU 50b determines whether or not the lane can be changed based on the situation of the overtaking lane PL (S65). When the automatic driving ECU 50b determines that the lane can be changed (S65: YES), the automatic driving ECU 50b executes automatic LC (S66). Such automatic LC is an avoidance running control for avoiding entry into the merging section CfS, and is an avoidance action for avoiding interruption of the second task. If the automatic LC is successful, the automatic driving ECU 50b continues the level 3 automatic driving in the overtaking lane PL.

On the other hand, if the vehicle A determines that the vehicle A has passed the predetermined fixed point P3 (S67: YES) without being able to change lanes to the overtaking lane PL (S65: NO), the automatic driving ECU 50b stops the automatic LC. (S68). In this case, the automatic driving ECU 50b determines whether or not the manual LC to the overtaking lane PL by the driver is successful (S69). Even if the automatic LC fails, if the manual LC by the driver is successful, the automatic driving ECU 50b continues the level 3 automatic driving in the overtaking lane PL.

On the other hand, when the vehicle A passes a predetermined point (hereinafter referred to as TOR point P4) in front of the confluence section CfS without being able to move to the overtaking lane PL (S70: YES), the automatic driving ECU 50b cooperates with the HCU 100 to perform a driving operation. Request the driver to take over. Here, the automatic operation ECU 50b performs automatic LC at a timing that can be secured before the entry into the confluence section CfS in the operation change time required for the operation change from the automatic operation function to the driver. That is, it is desirable that the automatic LC be completed at least before the operation change time at the arrival timing of the merging start point P5.

Here, the TOR point P4 is a position closer to the merging start point P5 than the LC start point P1. The above LC start point P1 and TOR point P4, and the intermediate point P2 and the confirmed point P3 set between them are set with reference to the confluence start point P5. As will be described later, the positions of the points P1 to P4 with respect to the merging start point P5 are appropriately determined according to the vehicle state of the own vehicle, the driver state, and the other vehicle states around the own vehicle by timing control by the automatic driving ECU 50b and the HCU100. May be changed.

As an example, the LC start point P1 is set at a position 1 km before the merging start point P5 or at a position about 30 seconds before reaching the merging start point P5. The TOR point P4 is set at a position 500 m before the merging start point P5 or at a position about 15 seconds before reaching the merging start point P5. The section from the TOR point P4 to the merging start point P5 is the merging preparation section CpS located on the front side of the merging section.

When the automatic driving ECU 50b determines the passage of the TOR point P4, that is, the approach to the merging preparation section CpS, the automatic driving ECU 50b determines whether or not the merging vehicle Ac traveling in the merging lane ML is a driving scene that can be detected (S71). For example, when there is no wall or the like between the traveling lane DL and the merging lane ML, the automatic driving ECU 50b determines that the merging vehicle Ac can be detected by the peripheral monitoring sensor 30. Further, even when the information of other vehicles traveling in the merging lane ML is sequentially transmitted to the V2X communication device 39 of the own vehicle by road-to-vehicle communication, the automatic driving ECU 50b determines that the merging vehicle Ac can be detected.

When the merging vehicle Ac can be detected (S71: YES), the automatic driving ECU 50b continuously determines the presence or absence of the merging vehicle Ac while traveling in the merging preparation section CpS (S72). When the automatic driving ECU 50b grasps the existence of the merging vehicle Ac under the eye-off running (S72: YES), the automatic driving ECU 50b switches from the level 3 automatic driving to the level 2 automatic driving (hands-on running) (S77).

When the automatic driving ECU 50b passes through the merging start point P5 without detecting the merging vehicle Ac (S73: YES), the automatic driving ECU 50b grasps the presence or absence of the merging vehicle Ac traveling in the merging lane ML even in the merging section CfS (S74). The automatic driving ECU 50b determines the automatic driving level in the merging section CfS according to the presence or absence of the merging vehicle Ac, which is a parallel traveling vehicle traveling in the merging lane ML and intends to merge with the traveling lane DL. When it is determined that the merging vehicle Ac traveling in the merging lane ML has not been detected and there is no merging vehicle Ac to be merged (S74: NO), the automatic driving ECU 50b automatically operates from level 3 to level 2. Switch to driving (hands-off driving) (S75). As a result, the driver is obliged to monitor the surroundings of the vehicle as a driving act (driving task) during the period of traveling in the confluence section CfS. The level 2 automatic operation may be performed by the automatic operation ECU 50b, or may be performed by the operation support ECU 50a.

When the automatic driving ECU 50b grasps the existence of the merging vehicle Ac traveling in the merging lane ML (S74: YES), the automatic driving ECU 50b determines the control status of the automatic driving of the merging vehicle Ac based on the information acquired by the vehicle-to-vehicle communication or the road-to-vehicle communication. Further grasp (S76). When the merging vehicle Ac is traveling by the automatic driving function (S76: YES), the automatic driving ECU 50b does not require the driver to grip the steering wheel and determines to continue the hands-off driving (S75).

On the other hand, when it cannot be determined that the merging vehicle Ac is traveling by the automatic driving function (S76: NO), the automatic driving ECU 50b requests the driver to grip the steering wheel. As a result, the automatic driving ECU 50b switches the control from the hands-off running to the hands-on running in the level 2 automatic driving (S77). The process of switching between hands-off driving and hands-on driving is also included in the determination of the automatic driving level.

The automatic driving ECU 50b continues to detect the merging vehicle Ac until it passes through the merging end point P6. Then, when the vehicle A exits the merging section CfS at the merging end point P6 (S78: YES), the automatic driving ECU 50b determines to restart the level 3 automatic driving based on the driver's approval (S79). The restart point for permitting the automatic running of the level 3 and the restart of the second task may be appropriately changed by timing control by the automatic driving ECU 50b and the HCU 100, as in P1 to P3.

When the driver does not respond to the request for taking over the driving operation from the system, the automatic driving system 50 issues a warning to the driver in the confluence section CfS in cooperation with the HCU 100. Specifically, a notification for making a peripheral confirmation request (hereinafter, peripheral monitoring request notification Nt21), a notification for making a hands-on request (hereinafter, hands-on request notification Nt22), and the like are implemented as warnings to the driver. In this case, the automatic operation system 50 continues the level 2 automatic operation, or shifts to an emergency evacuation by the operation of the MRM (Minimal Risk Maneuver). When migrating to MRM, a notification notifying the driver of the transition to MRM (hereinafter referred to as MRM transition notification Nt23) is executed.

In the approaching scene to the confluence section CfS described so far, the HCU 100 interrupts the driver's second task and implements presentation control to smoothly respond to the driving change. The interruption section TXS that interrupts the second task includes a predetermined section before the merging section CfS in addition to the merging section CfS (see FIG. 4). As an example, the merging preparation section CpS from the TOR point P4 to the merging start point P5 is set in the interruption section TXS together with the merging section CfS. A plurality of functional units that carry out the handover process before the interruption section TXS are constructed in the HCU 100. Specifically, the HCU 100 further has functional units such as a peripheral state grasping unit 81, an alternate control unit 82, an integrated state estimation unit 83, and a provision control unit 84 based on the presentation control program.

The peripheral state grasping unit 81 grasps the state of another vehicle traveling around the vehicle A based on the environmental recognition result information acquired from the environmental recognition unit 61 of the automatic driving ECU 50b. Specifically, the peripheral state grasping unit 81 grasps the detection results of other vehicles around the own vehicle such as the preceding vehicle and the rear side vehicle before the automatic LC is started. In addition, the peripheral state grasping unit 81 grasps the detection result of the merging vehicle Ac traveling in the merging lane ML during the period of traveling in the merging section CfS.

The shift control unit 82 cooperates with the action determination unit 62 of the automatic driving ECU 50b to control the transfer of control rights related to the driving operation between the automatic driving system 50 and the driver. The shift control unit 82 grasps the input of the start operation by the driver in the limited area where the level 3 automatic operation is possible, and starts the operation of the level 3 automatic operation by the automatic operation ECU 50b.

In addition, when there is a possibility of entering outside the limited area such as the merging section CfS, the shift control unit 82 obtains a shift request from the action determination unit 62 and systematically switches from automatic operation to manual operation. When the change control unit 82 obtains the change request from the action determination unit 62 during the automatic driving period in which the second task is allowed, the change control unit 82 determines to suspend the second task permitted to the driver based on the change request.

The shift control unit 82 grasps the existence of the merging section CfS in the traveling direction based on the information acquired from the action determination unit 62. The shift control unit 82 acquires information such as the section length of the confluence section CfS and the remaining distance to the interruption section TXS from the action determination unit 62. Based on such information, the shift control unit 82 directly or indirectly grasps the passage of each point P1 to P6. The shift control unit 82 cooperates with the action determination unit 62 to adjust each position (notification timing) with respect to the merging start point P5 and the merging end point P6. The shift control unit 82 grasps the schedule in which the automatic driving level changes during the automatic driving period in which the vehicle A travels by the automatic driving function based on the settings of the points P1 to P6. Based on such information, the shift control unit 82 can further grasp the current situation and future change schedule regarding whether or not the driver is obliged to monitor the surroundings and whether or not the driver is obliged to hold the steering wheel.

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

For example, viewing content such as movies and audiobooks, watching television, using smartphones, and other actions (meals, etc.) are assumed as second tasks. The integrated state estimation unit 83 refers to the content reproduction information by the presentation output unit 73, the operation information transmitted from the smartphone or the like, and the like, and selects the second task being executed. The integrated state estimation unit 83 may be able to estimate the second task performed by the driver by using, for example, a determination device (determination logic) generated by machine learning or the like.

The integrated state estimation unit 83 estimates the direction of the driver's consciousness and the degree thereof based on the driver information acquired from the driver monitor 29. Specifically, the integrated state estimation unit 83 distinguishes whether the driver's consciousness is suitable for driving or for the second task. If the integrated state estimation unit 83 never visually recognizes the front within a predetermined time (for example, 60 seconds, which can be changed as appropriate), the integrated state estimation unit 83 determines that the second task is conscious. On the other hand, if the front is visually recognized even once within a predetermined time, the integrated state estimation unit 83 determines that the driver is conscious of driving.

The integrated state estimation unit 83 may be able to grasp the characteristics of an individual who sits in the driver's seat as a driver. Such personal feature data is not limited to the data acquired in real time by the driver monitor 29, but may be data stored in the storage unit 13 or data provided from the user terminal. Further, the integrated state estimation unit 83 may be able to grasp whether or not the driver is in a state where the driver can take over the operation, that is, the drivers state of the driver in a binary manner or in multiple stages.

The provision control unit 84 controls the method of providing the content provided in connection with the second task in cooperation with the content arbitration unit 72 during the automatic traveling period in which the execution of the second task is permitted. Specifically, when the alternate control unit 82 determines that the second task is to be interrupted, the provision control unit 84, together with the peripheral state grasping unit 81, the alternate control unit 82, and the integrated state estimation unit 83, is based on the interruption decision. The presentation control process (see FIG. 7 main process) is started (S10).

The providing control unit 84 continuously executes a plurality of driver notifications in relation to the automatic LC performed by the automatic driving ECU 50b as an avoidance action. Specifically, the selection screen SG is presented (see FIG. 9), the LC attempt notification Nt11 (see FIG. 14), the LC failure possibility notification Nt12 (see FIGS. 15 and 16), and the LC execution notification Nt15 (see FIG. 17). And LC failure notification Nt13 (see FIG. 19) is carried out by the provision control unit 84. Further, when the automatic LC as an avoidance action fails, the provision control unit 84 executes a request notification (hereinafter, RtI notification Nt14, see FIGS. 23 to 25) requesting the driver to change the operation.

The provision control unit 84 causes the driver to select whether or not to perform automatic LC as an avoidance action (S10a). When the driver selects the execution of automatic LC, the provision control unit 84 sets the notification start timing and the notification intensity for at least a part of each of the above notifications (S11). The provision control unit 84 changes the way the content is output prior to the interruption of the second task in the driver, in other words, the interruption of the provision of the content by the HMI system (S12). In addition, the provision control unit 84 presents an option of selecting a method of stopping the content after changing the method of displaying the content (S13). The provision control unit 84 presents options according to the type of the second task being executed by the driver based on the determination result by the integrated state estimation unit 83.

Further, the provision control unit 84 grasps the user operation of the driver who selects the option, and learns how to stop the content preferred by each driver for each type of the second task (S14). Then, when the change control unit 82 grasps the approach of the vehicle A to the interruption section TXS, the provision control unit 84 sequentially executes the RtI (Request to Intervene) notification (S15) and the merge section notification (S16). .. At this time, the provision control unit 84, in collaboration with the integrated state estimation unit 83, grasps the interruption timing when the driver finishes the second task. After that, when the vehicle A leaves the confluence section CfS (interruption section TXS), the provision control unit 84 executes control to resume the provision of the interrupted content (S17).

The details of the sub-processing performed in each step of the above presentation control processing will be further described together with the details of information presentation by each display device and the like, based on FIGS. 8 to 28, with reference to FIGS. 1 to 7. do. In the example shown below, the moving image content CTV is displayed on the CID 22 as the content related to the second task.

In the sub-processing (S10a) that causes the driver to select whether or not to perform the automatic LC shown in FIG. 8, the selection screen SG (see FIG. 9) is presented to the driver in S101, and the process proceeds to S102. The selection screen SG is displayed on the meter display 21. The selection screen SG notifies the driver that whether or not the second task can be continued changes depending on whether or not the automatic LC is performed.

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

The own vehicle status StA includes the own vehicle icon IcS, the own vehicle lane icon LpS, and the adjacent lane icon LpA, which are substantially the same as the LC status StLC (see FIG. 14 and the like) described later. In addition, the vehicle status StA further includes the LC avoidance arrow IAd and the LC implementation arrow IAp. The LC avoidance arrow IAd has a shape indicating the traveling direction and is displayed above the own vehicle icon IcS. The LC execution arrow IAp is a curved shape indicating the traveling locus of the automatic LC, and is displayed on the upper side of the own vehicle icon IcS.

The LC avoidance window Wdn is displayed above the LC avoidance arrow IAd. By combining with the LC avoidance arrow IAd, the LC avoidance window Wdn shifts from level 3 automatic driving to level 2 automatic driving when the current driving lane DL is continued without performing automatic LC. Notify. The LC avoidance window Wdn includes an NG button (NG icon) for canceling the execution of automatic LC.

The LC implementation window Wdg is displayed above the LC implementation arrow IAp. By combining the LC implementation window Wdg with the LC implementation arrow IAp, when automatic LC is performed and the lane is changed to the adjacent overtaking lane PL, the level 3 automatic driving is not canceled and the second task can be continued. Notify that it is possible. The LC implementation window Wdg displays the difference between the driving control by the automatic driving function when the automatic LC is not performed and the driving control by the automatic driving function when the automatic LC is performed, by displaying the same as the LC avoidance window Wdn. Notify the driver. The LC implementation window Wdg includes an OK button (OK icon) approved by the automatic LC.

As described above, in each window, the selection screen SG relaxes the restriction of driving (decrease in the automatic driving level) by the automatic driving function by the automatic LC that moves from the traveling lane DL to the overtaking lane PL. It is clearly indicated to the driver by Wdn and Wdg. The driver instructs the execution or non-execution of the automatic LC by selecting one of the two windows Wdn and Wdg by operating the operation device 26.

In S102, it is determined whether or not there is a driver selection operation according to the selection screen SG. If it is determined in S102 that the selection operation has been input, the process proceeds to S104. On the other hand, if it is determined in S102 that there is no input for the selection operation, the process proceeds to S103. In S103, it is determined whether or not the time reserved in advance for inquiring to the driver has timed out based on the elapsed time from the start of the display of the selection screen SG. By the determination of S103, the input of the driver selection operation is waited until the selection screen SG times out.

If the driver's selection operation is correct, or if the time for the selection operation has timed out, the presentation of the selection screen SG is terminated in S104, and the process proceeds to S105. In S105, the input result of the selection operation is transmitted to the action determination unit 62 as the selection information of the driver. If the selection screen SG times out without the selection operation by the driver being input, the action determination unit 62 decides to execute the automatic LC.

In the sub-process (S11) for setting the notification timing and the notification intensity shown in FIG. 10, the driver state estimated by the integrated state estimation unit 83 is acquired in S111, and the process proceeds to S112. In S111, the direction of the driver's consciousness is at least grasped as the driver state. In S112, the state of another vehicle around the own vehicle grasped by the peripheral state grasping unit 81 is acquired, and the process proceeds to S113. In S112, the presence or absence of the preceding vehicle and the rear side vehicle is at least grasped as the peripheral state of the own vehicle.

In S113, the start timings and notification intensities of the LC attempt notification Nt11, the LC failure possibility notification Nt12, and the LC failure notification Nt13 are set based on the driver state grasped in S111 and the peripheral state grasped in S112. , Return to S12 of the main process. In S113, the driver's consciousness direction, the presence / absence of the preceding vehicle, and the presence / absence of the rear side vehicle are applied to the notification setting table (see FIG. 11), and each notification timing and notification are made according to this notification setting table. Set the strength.

According to the notification setting table shown in FIG. 11, when the driver's consciousness is suitable for driving, the notification timing and the notification intensity are set to "normal" even if the preceding vehicle or the rear side vehicle is present. To. On the other hand, when neither the preceding vehicle nor the rear side vehicle exists, the notification timing is set to be "later" than usual regardless of the driver's consciousness. In this case, the notification intensity is also set to "weaker" than usual. On the other hand, when at least one of the preceding vehicle and the rear side vehicle exists and the driver's consciousness is directed to the second task, the notification timing is set to "earlier" than usual. In this case, the notification intensity is also set to "stronger" than usual.

The notification timing is set as in the example of timing control shown in FIG. When the notification timing is set to "normal", it is the LC start point P1 for starting the LC attempt notification Nt11, and the LC start point P1 for starting the automatic LC attempt is set 2 km before the confluence start point P5. To. Further, the intermediate point P2 for starting the LC failure possibility notification Nt12 is set 1.5 km before the merging start point P5. Further, the confirmed point P3 for starting the LC failure notification Nt13 is set 1 km before the merging start point P5.

On the other hand, when the notification timing is set to be "later" than usual, each point P1 to P3 where each notification is started is about 500 m from each reference normal distance, and a position closer to the merging start point P5. Is set to. On the other hand, when the notification timing is set to "earlier" than usual, each point P1 to P3 where each notification is started is about 500 m from each reference normal distance, and a position far from the merging start point P5. Is set to. It should be noted that the points P1 to P3 and each adjustment allowance can be appropriately adjusted according to, for example, the traveling speed of the vehicle A. It may also be adjusted on a time basis rather than a distance basis.

In the sub-processing (S12) for changing the way the content is output shown in FIG. 13, it is determined in S121 whether or not the vehicle A has passed the LC start point P1. In S121, the vehicle A waits for arrival at the starting point P1. If it is determined in S121 that the vehicle A has passed the LC start point P1, the process proceeds to S122. In S122, the LC attempt notification Nt11 is started in synchronization with the start of the automatic LC attempt by the automatic operation system 50, and the process proceeds to S123.

In the LC attempt notification Nt11 and the like shown in FIG. 14, information presentation in which the meter display 21, CID22, and HUD23 are linked is performed. In the LC attempt notification Nt11, the meter display 21 displays the LC status StLC indicating the state of automatic LC. The LC status StLC includes the own vehicle icon IcS, the own vehicle lane icon LpS, the adjacent lane icon LpA, the other vehicle icon IcX, the detection icon IdD, and the detection frame IdF.

The own vehicle icon IcS is an image unit that imitates the own vehicle. The own vehicle icon IcS is displayed approximately in the center of the LC status StLC. The own vehicle lane icon LpS is a linear image portion displayed on both the left and right sides of the own vehicle icon IcS. The own vehicle lane icon LpS indicates the own vehicle lane in which the own vehicle travels by displaying the own vehicle icon IcS. The own vehicle lane icon LpS displayed on the moving side (right side) in the automatic LC with respect to the own vehicle icon IcS is drawn in a broken line shape in the LC attempt notification Nt11. On the other hand, the own vehicle lane icon LpS displayed on the opposite side (left side) of the movement direction in the automatic LC with respect to the own vehicle icon IcS is drawn in a solid line.

The adjacent lane icon LpA is a solid line image portion extending along the own vehicle lane icon LpS. The adjacent lane icon LpA, together with the own vehicle lane icon LpS drawn in a broken line shape (on the right side), indicates an adjacent lane to be moved by automatic LC. The other vehicle icon IcX is displayed based on the recognition result of the environment recognition unit 61, and indicates the existence of an actual other vehicle traveling around the own vehicle. When there is a preceding vehicle in the own vehicle lane, the other vehicle icon IcX is displayed above the own vehicle icon IcS. When a parallel vehicle exists in the adjacent lane, the other vehicle icon IcX is displayed on the side of the own vehicle icon IcS in an arrangement that reflects the positional relationship with the own vehicle.

The detection icon IdD is displayed superimposed on a part of the own vehicle icon IcS. The detection icon IdD indicates that the detection of another vehicle is being carried out for automatic LC. The detection frame IdF is displayed in a rectangular frame shape surrounding the other vehicle icon IcX corresponding to the other vehicle when another vehicle that interferes with the automatic LC is detected.

The moving image content CTV related to the second task is displayed on the CID 22 during the automatic traveling period. The video content CTV is a movie, a television broadcast, or the like. When the LC attempt notification Nt11 is executed, the LC message window CTm is displayed on the CID 22 in addition to the moving image content CTV.

The LC message window CTm is displayed outside the display area of the moving image content CTV in the display screen of the CID 22. As an example, the LC message window CTm is displayed at a position facing the upper edge of the display screen. In the LC message window CTm, a message indicating the operating state of the automatic driving system 50 attempting automatic LC, such as "The lane will be changed to the overtaking lane due to the merging ahead (searching)" is described.

The HUD 23 displays the peripheral status Vist, the route notification window VIg, the upper edge message window VIm1 and the like in the angle of view VA together with the digital speedometer VIsp and the like in the LC attempt notification Nt11. The peripheral status VIst is displayed approximately in the center of the angle of view VA. The peripheral status VIst indicates the status of the automatic LC, similar to the LC status StLC of the meter display 21. Specifically, the peripheral status VIst notifies that the vehicle is searching for the moving space of the own vehicle in the automatic LC, and that there is another vehicle that interferes with the automatic LC.

The route notification window VIg is displayed on the side of the peripheral status VIst and notifies the information related to the route guidance. In the route notification window VIg, for example, a message such as "There is a confluence section in the future" is described. The upper edge message window VIm1 is displayed in the center of the upper edge of the angle of view VA. In the upper edge message window VIm1, a message indicating the operating state of the automatic operation system 50 is described as in the LC message window CTm of the CID22. For example, a message such as "Looking for a lane change destination" is displayed in the upper edge message window VIm1.

In S123 shown in FIG. 13, it is determined whether or not automatic LC is possible. If automatic LC is possible, proceed to S128. On the other hand, if automatic LC is not possible, the process proceeds to S124. In S124, it is determined whether or not the vehicle A has passed the intermediate point P2. If it is determined in S124 that the vehicle A has not passed the intermediate point P2, the process returns to S123. On the other hand, if it is determined in S124 that the vehicle A has passed the intermediate point P2, the process proceeds to S125. In S125, LC failure possibility notification Nt12 is started, and the process proceeds to S126. In S126, the method of outputting the moving image content CTV or the like is changed, and the process proceeds to S127. The timing of changing the method of providing the moving image content CTV or the like may be substantially the same as the start timing of the LC failure possibility notification Nt12.

In the LC failure possibility notification Nt12 shown in FIGS. 15 and 16, the display according to the notification intensity is performed. When the notification intensity is set to "weak" or "normal", the LC failure possibility notification Nt12 shown in FIG. 15 is implemented. In this case, each background color of the LC message window CTm and the upper edge message window VIm1 is changed from, for example, green or the like to a color indicating a warning such as yellow or amber. In addition, the display contents of the LC message window CTm and the upper edge message window VIm1 are changed from the LC attempt notification Nt11.

Specifically, a message such as "There is a possibility that the lane cannot be changed due to congestion in the surrounding area (searching)" is described in the LC message window CTm. Similarly, in the upper edge message window VIm1, a message such as "Looking for lane change (possible failure)" is described. Each message of the LC message window CTm and the upper edge message window VIm1 informs the driver that the automatic LC may not be executed although the automatic LC attempt is continued.

In addition, in the LC failure possibility notification Nt12, the display of the moving image content CTV of the CID 22 is changed. When the notification intensity is "weak" or "normal", the provision control unit 84 increases the reproduction speed of the moving image content CTV. As an example, the moving image content CTV is played back at 3x speed. At this time, a message indicating a playback state such as "during 3x speed playback" is superimposed and displayed on the moving image content CTV.

By changing the providing method as described above, the contents ahead of the moving image content CTV can be understood quickly, so that the driver can easily round up the viewing of the moving image content CTV as soon as possible. For example, a driver who watches a soccer game, for example, voluntarily suspends watching a video if he / she finds that boring content continues for a while due to playback at a specific double speed. On the other hand, if it turns out to be interesting, the driver will voluntarily stop watching the video, thinking of watching it at the correct playback speed later.

On the other hand, when the notification intensity is set to "strong", the LC failure possibility notification Nt12 shown in FIG. 16 is executed. Even in this case, the LC message window CTm and the upper edge message window VIm1 are changed to different display contents from the LC attempt notification Nt11, and the possibility of failure of the automatic LC is notified. In addition, in CID22, the LC message window CTm is expanded downward. As a result, the display area of the moving image content CTV is reduced. The display area of the moving image content CTV may be reduced while maintaining the aspect ratio, or the upper side may be hidden by the LC message window CTm. Due to such a change in the provision method, it becomes difficult to watch the video content CTV reduced in the lower corner, so that the driver voluntarily interrupts the video viewing.

In S127 shown in FIG. 13, it is determined again whether or not automatic LC is possible. If it is determined in S127 that automatic LC is not possible, the process proceeds to S129. In S129, it is determined whether or not the vehicle A has passed the fixed point P3. If it is determined in S129 that the vehicle A has not passed the fixed point P3, the process returns to S127. On the other hand, if it is determined in S129 that the vehicle A has passed the fixed point P3, the process returns to S13 in the main process.

On the other hand, in S128 when it is determined in S123 or S127 that automatic LC is possible, the LC execution notification Nt15 shown in FIG. 17 is started. In the LC execution notification Nt15, the same information is presented regardless of the notification intensity. In the LC execution notification Nt15, the display contents of the LC message window CTm and the upper edge message window VIm1 are changed from the LC attempt notification Nt11 and the LC failure possibility notification Nt12.

Specifically, in the LC message window CTm, a message such as "The lane will be changed to the overtaking lane due to the merging ahead (in progress)" is described. Similarly, a message such as "I will change lanes" is described in the upper edge message window VIm1. Each message of the LC message window CTm and the upper edge message window VIm1 notifies the driver that the automatic LC has entered the execution state. The background color in the LC execution notification Nt15 is the same as that in the LC attempt notification Nt11.

In the LC execution notification Nt15, the reproduction of the moving image content CTV is continued as usual. In addition, since there is no other vehicle that interferes with the automatic LC, the display of the other vehicle icon IcX and the detection frame IdF in the LC status StLC is terminated. Similarly, the peripheral status VIst is also displayed to indicate the state in which automatic LC is possible.

In the sub-processing (S13) for selecting the method of stopping the content shown in FIG. 18, it is determined in S131 whether or not the automatic LC is successful. If it is determined in S131 that the automatic LC is successful, the process returns to S14 of the main process. On the other hand, if it is determined in S131 that the automatic LC has failed, the process proceeds to S132. In S132, LC failure notification Nt13 is started, and the process proceeds to S133.

In the LC failure notification Nt13 shown in FIG. 19, the display contents of the LC message window CTm and the upper edge message window VIm1 are further changed from the LC failure possibility notification Nt12. Specifically, a message such as "The lane change has been interrupted. Please prepare for the change" is described in the LC message window CTm. Similarly, a message such as "The lane change has been interrupted" is displayed on the upper edge message window VIm1. Each message of the LC message window CTm and the upper edge message window VIm1 notifies the driver that the automatic LC attempt ended with failure. Each background color in the LC failure notification Nt13 is the same as the LC failure possibility notification Nt12.

In S133 shown in FIG. 18, the type of the second task performed by the driver is discriminated, and based on the discriminant result, the process proceeds to any one of S134 to S137. If it is determined in S133 that the moving image content CTV recorded in the media such as a movie and an audio book is being viewed, the process proceeds to S134. If it is determined in S133 that the television broadcast is being watched, the process proceeds to S135. If it is determined in S133 that the smartphone or the like is being operated, the process proceeds to S136. If it is determined in S133 that the other act is being performed, the process proceeds to S137.

In S134 to S137, the stop method selection notification Nt13a that presents the option of the stop method of the content is started. The stop method selection notification Nt13a is a notification included in the LC failure notification Nt13. As shown in FIG. 20, in the stop method selection notification Nt13a, the selection buttons CTs1 and CTs2 for selecting the stop method of the moving image content CTV and the selection icons VIs1 and VIs2 are displayed on the CID 22 and HUD 23, respectively.

The selection buttons CTs1 and CTs2 are displayed on the display screen of the CID22. As an example, the selection buttons CTs1 and CTs2 are displayed superimposed on the moving image content CTV. Character strings that specifically specify the method of interrupting the content (second task) are described in each of the selection buttons CTs1 and CTs2. The selection buttons CTs1 and CTs2 are touch icons that can be touch-operated by the user. The driver can select how to stop the content (second task) being provided by inputting a touch operation to the selection buttons CTs1 and CTs2. In the stop method selection notification Nt13a when the notification intensity is set to "strong", the LC message window CTm may remain in the enlarged state.

The selection icons VIs1 and VIs2 are displayed in the angle of view VA by the HUD23. The display of the selection icons VIs1 and VIs2 allows the driver to select the method of interrupting the second task while keeping his / her line of sight forward. The selection icons VIs1 and VIs2 present options that are substantially the same as the selection buttons CTs1 and CTs2. That is, each selection icon VIs1 and VIs2 also describes a character string that specifically specifies the method of interrupting the content (second task). The selection icons VIs1 and Vis2 can be selected by user operation on the operation device 26. Among the selection icons Vis1 and Vis2, the selection frame Vif is displayed in one of the selected icons. One of the selection icons VIs1 that displays the selection frame VIf is displayed in a state of higher attractiveness (luminance) than the other selection icons VIs2. The driver can select the selection icon VIs1 displayed in the selection frame VIf by inputting the decision operation to the operation device 26.

As shown in FIGS. 18 and 20, the stop options presented to the selection buttons CTs1 and CTs2 and the selection icons VIs1 and VIs2 are set in S134 to S137 based on the result of the type determination in S133. The icon. As an example, in the stop method selection notification Nt13a based on S134, each selection button CTs1 and CTs2 and each selection icon VIs1 are presented with stop methods of "voice reproduction" and "pause", respectively.

Further, in the stop method selection notification Nt13a based on S135, the stop methods of "recording" and "voice reproduction" are presented to the selection buttons CTs1 and CTs2 and the selection icons VIs1 and VIs2, respectively. Further, in the stop method selection notification Nt13a based on S136, the stop methods of "standby" and "voice reproduction" are presented to the selection buttons CTs1 and CTs2 and the selection icons VIs1 and VIs2, respectively. Then, in the stop method selection notification Nt13a based on S137, the names of the service areas and the like that can be used as rest areas are described in the selection buttons CTs1 and CTs2 and the selection icons VIs1 and VIs2. In this case, the driver can set the next resting place as the destination by the selection operation.

Further, in the LC status StLC presented by the stop method selection notification Nt13a, the display of the detection icon IdD and the detection frame IdF ends with the cancellation of the automatic LC. In addition, the merging lane icon LpM is further displayed based on the fact that the entry of the own vehicle into the merging section CfS is confirmed. The merging lane icon LpM is a solid line image portion extending along the own vehicle lane icon LpS. The merging lane icon LpM, together with the own vehicle lane icon LpS, notifies the driver of the existence of the merging lane ML. The display of the merging lane icon LpM may be started after the passage of the TOR point P4. In addition, the peripheral status Vist by HUD23 is also changed from the state showing the standby state of the automatic LC to the state showing the monitoring of the merging lane ML.

In S138, the learning data learned from the driver selection is read out from the storage unit 13. Then, one of the options presented to the driver is set as the initial setting, and the process returns to S14 of the main process. Specifically, in S138, the selection frame VIf is displayed on one of the plurality of selection icons Vis1 and Vis2. In addition, in S138, one of the plurality of selection buttons CTs1 and CTs2 displayed on the display screen of the CID 22 is displayed in a state of higher visibility (display brightness) than the others.

The LC attempt notification Nt11, LC failure possibility notification Nt12, LC failure notification Nt13, and stop method selection notification Nt13a described so far are as monitoring notice notifications for notifying changes in the presence or absence of peripheral monitoring obligations, or as notifications for the end of the second task. It is functional. As an example, in the first embodiment, the LC failure notification Nt13 and the stop method selection notification Nt13a are monitored to foretell a change in the presence or absence of the scheduled peripheral monitoring obligation, that is, a change from a state without the peripheral monitoring obligation to a state with the peripheral monitoring obligation. It is a notice of notice. On the other hand, the LC failure possibility notification Nt12, which is executed before these notifications at a timing different from the LC failure notification Nt13 and the stop method selection notification Nt13a, is regarded as the end notification notification of the second task.

In the first embodiment, when the video content CTV is being viewed as a second task, the process of interrupting the display of the video content CTV while continuing the audio output is a notification of the possibility of LC failure as an end notice notification. It will be carried out at Nt12. The interruption of the display in this case includes displaying the moving image content CTV at double speed, hiding most of the moving image content CTV by other images, and the like.

In the sub-processing (S14) for learning how to stop the content shown in FIG. 21, the type of the second task performed by the driver is determined in S141 in the same manner as in S133 (see FIG. 18), and in S142 to S145. Proceed to one of them. In S142 to S145, it is determined whether or not the driver has selected the same stopping method as when the second task was interrupted last time. If it is determined in S142 to S145 that the driver has made the same selection as the previous time, the process proceeds to S146 to S149. In S146 to S149, the current and previous selections are set to the initial display of each second task, and the process returns to S15 of the main process. The initial display setting according to S146 to S149 will be referred to in S138 (see FIG. 18) from the next time onward. On the other hand, if it is determined in S142 to S145 that the driver has made a selection different from the previous time, S146 to S149 are skipped and the process returns to S15 of the main process.

In the sub-process (S15) for performing the RtI notification Nt14 shown in FIG. 22, it is determined in S151 whether or not the vehicle A has passed the TOR point P4. In S151, the vehicle A waits for arrival at the TOR point P4. The TOR point P4 is set at a position before a predetermined time (for example, 15 seconds) of the merging start point P5 (merging section CfS) at which the automatic operation function becomes the functional limit. If it is determined in S151 that the vehicle A has passed the TOR point P4, the process proceeds to S152.

In S152, the notification intensity set in S113 (see FIG. 9) is acquired, and the process proceeds to S153. In S153, the method of stopping the content selected by the driver is acquired, and the process proceeds to S154. In S154, while interrupting the provision of the content by the stopping method selected in S153, the RtI notification Nt14 corresponding to the notification strength acquired in S153 is started, and the process returns to S16 of the main process.

23 to 25 show specific examples of the RtI notification Nt14. In the RtI notification Nt14, the display contents of the LC message window CTm and the upper edge message window VIm1 are changed from the LC failure notification Nt13. In addition, the background colors of the LC message window CTm and the upper edge message window VIm1 are changed to red or the like. Specifically, a message such as "Please change driving" is displayed on the LC message window CTm and the upper edge message window VIm1, respectively.

In RtI notification Nt14, the content of the route notification window VIg is changed to a description such as "It is a confluence section". In addition, in the LC status StLC of the meter display 21, the own vehicle lane icon LpS, which is close to the merging lane icon LpM, is changed from a solid line to a broken line.

The RtI notification Nt14 is carried out with the content according to the notification intensity. Specifically, in the RtI notification Nt14 when the notification intensity is set to "weak", as shown in FIG. 23, the provision of the moving image content CTV is interrupted by the stopping method selected by the driver. Further, when the notification intensity is "weak", the voice notification using the notification sound is not performed.

Even in the RtI notification Nt14 when the notification intensity shown in FIG. 24 is set to "normal", the provision of the moving image content CTV is interrupted by the stopping method selected by the driver. Further, in the RtI notification Nt14 having a notification intensity of "normal", the audio device 24 reproduces a notification sound having a relatively soft tone. In addition, the HUD 23 further displays the lower edge message window VIm2. In the lower edge message window VIm2, a message urging the surroundings of the own vehicle to be vigilant is described, for example, "Please be careful about the surroundings".

In the RtI notification Nt14 when the notification intensity shown in FIG. 25 is set to “strong”, the LC message window CTm is further expanded more than the LC failure possibility notification Nt12 and the LC failure notification Nt13. The moving image content CTV is covered with the LC message window CTm and is hidden. Further, in the RtI notification Nt14 having a “strong” notification intensity, a strong notification sound (warning sound) is reproduced by the audio device 24. The HUD23 displays a message such as "Please be careful about the surroundings" in the lower edge message window VIm2 as in the case where the notification intensity is "normal".

When the notification intensity is "normal" or "strong", another vehicle exists in the vicinity of the own vehicle. Therefore, the LC status StLC of the meter display 21 and the peripheral status VIst by the HUD23 notify other vehicles traveling around the own vehicle and urge the driver to be alert to the surroundings of the own vehicle in collaboration with the lower edge message window VIm2. ..

In the sub-process (S16) for notifying during the merging section shown in FIG. 26, it is determined in S161 whether or not the vehicle A has passed the merging start point P5. In S161, the vehicle A waits for arrival at the merging start point P5. If it is determined in S161 that the vehicle A has passed the merging start point P5, the process proceeds to S162.

In S162, it is determined whether or not the driver has confirmed the front. If it is determined in S162 that there is a driver's forward confirmation, the process proceeds to S164. On the other hand, if it is determined in S162 that there is no forward confirmation of the driver, the process proceeds to S163. In S163, the peripheral monitoring request notification Nt21 is directed to the driver, and the process proceeds to S164. Peripheral monitoring request notification Nt21 notifies that the presence or absence of the peripheral monitoring obligation has changed, and more specifically, that the state has changed from the state without the peripheral monitoring obligation to the state with the peripheral monitoring obligation.

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

In S166, the transition determination to MRM is carried out. Specifically, in S166, it is determined whether or not a predetermined time (for example, about 15 seconds) has elapsed from the peripheral monitoring request notification Nt21 of S163 or the hands-on request notification Nt22 of S165. If neither the peripheral monitoring request nor the hands-on request is notified, or if the driver appropriately responds to the peripheral monitoring request and the hands-on request, S166 returns to S17 of the main process.

On the other hand, if a predetermined time has elapsed without the driver confirming the front from the peripheral monitoring request notification Nt21 of S163, the process proceeds from S166 to S167. Similarly, from the hands-on request notification Nt22 of S165, if a predetermined time elapses without the driver holding the steering wheel, the process proceeds from S166 to S167. In S167, the MRM transition notification Nt23 is started and the process returns to S17 in the main process so as to synchronize with the transition to the MRM by the automatic operation system 50.

The automatic operation level temporarily changes to level 2 in the merging section CfS, but changes to level 3 again after passing through the merging section CfS. Therefore, if the driver does not satisfy the conditions for avoiding the transition to MRM due to a temporary change in the level of automatic driving, the transition to MRM may give the driver annoyance. Therefore, in S166, if the driver does not grip the steering wheel for a time shorter than 15 seconds (for example, 5 seconds) and then shifts to level 3 automatic driving, the driver is alerted. Only notify and avoid transitioning to MRM. In this case, as a warning notification, a notification is given to the driver instructing the driver to perform the correct operation from the next time onward.

In the sub-process (S17) for controlling the resumption of content provision shown in FIG. 27, it is determined in S171 whether or not the vehicle A has passed the merging end point P6. In S171, the vehicle A waits for arrival at the merging end point P6. If it is determined in S171 that the vehicle A has passed the merging start point P5, the process proceeds to S172.

In S172, it is determined whether or not the traveling road is congested. The determination during traffic congestion is performed, for example, based on the vehicle speed information and the detection result of another vehicle by the environment recognition unit 61. If it is determined in S172 that the traffic is congested, the process proceeds to S174. As a result, when the vehicle travels in the congested section, the timing control for restarting the content provision is stopped.

On the other hand, if it is determined in S172 that there is no traffic jam, the process proceeds to S173. In S173, the point where the driver finishes the second task, that is, the interruption timing is determined. In S174 to S176, the resumption point at which the provision of the moving image content CTV or the like is permitted to be resumed, that is, the permission timing is changed according to the interruption timing.

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

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

In S177, the resumption point of the level 3 automatic operation is displayed with the passage of the merging end point P6. In addition, in S177, the reason why the restart of the second task is delayed is further notified, and the process proceeds to S178. In S178, the restart proposal notification Nt31 that proposes the restart of the second task is executed at the restart points set in S174 to S176, and the series of presentation control processes is terminated.

In the restart proposal notification Nt31 shown in FIG. 28, the display of the LC message window CTm and the upper edge message window VIm1 is terminated. In addition, in the restart proposal notification Nt31, a restart button CTr and a restart icon VIr instructing to restart the provision of the content are displayed on the CID 22 and the HUD 23, respectively. The resume button CTr is displayed on the display screen of the CID 22 so as to be superimposed on the moving image content CTV or the like whose provision has been interrupted. In the restart button CTr, for example, a character such as "restart" is described. The restart icon VIr is displayed in the center of the lower edge of the angle of view VA of the HUD23. In the restart icon VIr, for example, characters such as "Do you want to restart?" Are described. The driver restarts the reproduction of the moving image content CTV or the like whose provision has been interrupted by touching the restart button CTr or operating the operation device 26 for selecting the restart icon VIr.

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

FIG. 29 is a display transition when the automatic LC fails. In the own vehicle lane display MH1 before the vehicle A reaches the LC start point P1, the own vehicle icon IcS and the own vehicle lane icon LpS (only) are displayed on the LC status StLC. When the automatic LC is not activated, the adjacent lane icon LpA is not displayed even if the adjacent lane exists.

When the vehicle A is traveling from the LC start point P1 to the TOR point P4, the LC status StLC shifts from the own vehicle lane display MH1 to the LC side lane additional display MH2 with the activation of the automatic LC. In the LC side lane additional display MH2, the adjacent lane icon LpA is further displayed. In addition, the own vehicle lane icon LpS close to the adjacent lane icon LpA is changed from a solid line to a broken line. The actual division line on the merging lane ML side may have a broken line shape. However, in the LC side lane additional display MH2, the own vehicle lane icon LpS on the left side is displayed as a solid line.

When the vehicle A is traveling from the TOR point P4 to the merging end point P6, the LC status StLC transitions from the LC side lane additional display MH2 to the merging lane additional display MH3. In the merging lane additional display MH3, the merging lane icon LpM is further displayed. In addition, the own vehicle lane icon LpS close to the merging lane icon LpM is changed from a solid line to a broken line.

Further, when the merging vehicle Ac is detected by the environment recognition unit 61, the merging lane additional display MH3 becomes the merging vehicle display MH4. In the merging vehicle display MH4, another vehicle icon IcX is displayed between the merging lane icon LpM and the own vehicle lane icon LpS. The display position of the other vehicle icon IcX changes according to the relative position of the merging vehicle Ac. Then, when the vehicle A passes the merging end point P6, the LC status StLC returns to the own vehicle lane display MH1 that displays only the own vehicle icon IcS and the own vehicle lane icon LpS.

FIG. 30 is a display transition when the automatic LC is successful. Also in this case, before the vehicle A reaches the LC start point P1, the LC status StLC is set to the own vehicle lane display MH1 that displays the own vehicle icon IcS and the own vehicle lane icon LpS (only). Then, with the activation of the automatic LC, the LC status StLC shifts to the LC side lane addition display MH2. As a result, the adjacent lane icon LpA is further displayed.

When the automatic LC transitions from the standby state to the execution state, the LC status StLC is changed to the LC execution display MH5. In the LC execution display MH5, as the vehicle A moves laterally, the own vehicle lane icon LpS and the adjacent lane icon LpA move in the direction opposite to the movement direction of the vehicle A with respect to the own vehicle icon IcS. At this time, the display position of the own vehicle icon IcS is maintained approximately in the center of the LC status StLC. By moving the own vehicle lane icon LpS and the adjacent lane icon LpA, the own vehicle icon IcS moves between the own vehicle lane icon LpS and the adjacent lane icon LpA. Then, when the automatic LC is completed, the display of the own vehicle lane icon LpS which is far from the own vehicle icon IcS is terminated. Further, the other own vehicle lane icon LpS whose display is continued is changed from a broken line shape to a solid line shape. As a result, the LC status StLC returns to the own vehicle lane display MH1.

In the first embodiment described so far, when the interruption of the second task is determined during the automatic driving period, the method of providing the content provided in relation to the second task is changed. Therefore, the driver can recognize the current situation in which the driving change from the automatic driving function is required from the change in the content providing method. According to the above, it is easy to obtain a sense of conviction of the driver when the second task is interrupted at the discretion of the system side. Therefore, it becomes possible to reduce the discomfort of the driver when the second task is interrupted, and by extension, it becomes possible to enhance the convenience of the driver related to the driving change.

In addition, in the first embodiment, when the interruption of the second task is decided in the automatic driving period, an option of selecting the interruption method of the content provided in connection with the second task is presented. Therefore, the driver can recognize the current situation in which a driving change from the automatic driving function is required through the work of selecting the interruption method based on the options. According to the above, it is easy to obtain a sense of conviction of the driver when the second task is interrupted at the discretion of the system side. Therefore, it becomes possible to reduce the discomfort of the driver when the second task is interrupted, and by extension, it becomes possible to enhance the convenience of the driver related to the driving change.

Further, in the first embodiment, the method of providing the moving image content CTV is changed before the stop method selection notification Nt13a for presenting the options is implemented. As described above, if the process of changing the way of displaying the moving image content CTV and the process of presenting the options are sequentially carried out, the driver can easily shift the direction of consciousness from the second task to the driving. As a result, the likelihood that interruption of the second task will be perceived as unpleasant can be further reduced.

Further, in the first embodiment, options according to the type of the second task performed by the driver are presented in the stop method selection notification Nt13a. Based on the above, the driver can select his / her favorite interruption method from the interruption method options appropriately set according to the second task being performed. In this way, reducing the discomfort of the choices makes it easier for the driver to be convinced of the interruption of the second task.

In addition, in the first embodiment, the driver is notified of the state of the automatic LC that avoids the interruption of the second task. Therefore, the driver does not inadvertently request the driver to change driving, but the driver is unavoidably requesting a change of driving because the automatic LC as an avoidance action has failed. You will be able to choose the method of interruption. As a result, the driver's discomfort with the interruption of the second task is more likely to be reduced.

Furthermore, according to the automatic LC status notification by LC status StLC, LC message window CTm, etc., the driver changes the method of providing the content, knowing that the driver is unavoidably requested to change the operation due to the failure of the automatic LC. Recognize. By additionally obtaining the information on the automatic driving system 50 side in this way, the driver's discomfort due to the interruption of the second task can be more easily reduced.

Further, in the first embodiment, the selection screen SG for selecting whether or not to carry out automatic LC as an avoidance action is presented to the driver by the provision control unit 84. In this way, if the necessity of performing the automatic LC is selected by the driver, the driving desired by the driver is realized. As a result, it becomes possible to enhance the conviction of the driver.

Further, in the first embodiment, the driver is notified on the selection screen SG that whether or not the second task can be continued changes depending on whether or not the automatic LC is performed. Therefore, the driver understands the content of the driving control by the automatic driving function, that is, how the automatic driving level changes depending on whether the automatic LC is selected or not. It will be easier. As described above, if the information as an index is provided when selecting the driver, the driver can smoothly determine whether or not to implement the automatic LC. As a result, convenience is improved.

Further, in the first embodiment, the strength of the RtI notification Nt14 is changed according to the state of the driver. As a result, the RtI notification Nt14, which is less likely to be annoying to the driver, can be executed while preventing the driver from overlooking. Therefore, the driver's discomfort can be further reduced. Further, in the first embodiment, the method of changing the method of providing the moving image content CTV is changed according to the state of the driver. Based on the above, it is possible to appropriately switch the driver's consciousness from the second task to the driving action.

In addition, in the first embodiment, the strength of the RtI notification Nt14 is changed according to the state of another vehicle traveling around the own vehicle. Therefore, when there are many other vehicles, it is possible to promptly turn the driver's consciousness toward driving by implementing a strong notification. According to the above, the driver can cope with the state of high operating load with a margin after the interruption of the second task. As a result, the driver's impatience and discomfort are likely to be reduced.

Further, in the first embodiment, the timings of the LC attempt notification Nt11, the LC failure possibility notification Nt12, and the LC failure notification Nt13, in other words, the LC start point P1 to the determination, are determined according to the conditions of other vehicles traveling around the own vehicle. Point P3 is changed. With the above, the driver can interrupt the second task and shift to the subsequent driving action with a margin. As a result, the driver's impatience and discomfort are more likely to be reduced.

Further, in the first embodiment, the interruption timing of the second task in the driver is grasped. Then, the permission timing for permitting the resumption of content provision is changed according to the interruption timing of the second task. Therefore, the second task interruption time can be kept generally constant. As a result, the driver is more likely to be motivated to interrupt the cand task on his own initiative.

Further, in the first embodiment, the method of interrupting the second task selected by the driver is learned. Then, in the selection notification of how to stop, the initial display based on learning is carried out. Based on the above, the troublesomeness of the selection operation performed when the second task is interrupted can be reduced.

Further, in the first embodiment, the operating state of the automatic LC attempting to avoid entering the merging section CfS is notified to the driver by the LC status StLC or the like displayed on the meter display 21. In this LC status StLC, the number of lanes is increased or decreased by switching the display and non-display of the adjacent lane icon LpA and the merging lane icon LpM. As a result, the information that the driver should grasp is presented at the required timing. According to the above, when passing through the confluence section CfS, the driver can easily make an appropriate decision regarding the driving change by referring to the information provided by the LC status StLC.

In addition, according to the first embodiment, in addition to the peripheral monitoring request notification Nt21 for notifying that the presence or absence of the peripheral monitoring obligation has changed, the LC failure notification Nt13 for notifying the change in the scheduled peripheral monitoring obligation has been issued. Will be. Therefore, even if the driver is performing the second task during the automatic driving period in which there is no obligation to monitor the surroundings, the driver can be made to recognize at an early stage that there is a request for a driving change from the automatic driving function. Therefore, it becomes possible to enhance the convenience of the driver related to the driving change.

Further, in the first embodiment, when the transition from the eyes-off driving to the hands-off driving is scheduled to change from the state without the peripheral monitoring obligation to the state with the peripheral monitoring obligation, the LC failure possibility notification Nt12 is sent to the LC. It is executed at a timing different from the failure notification Nt13. The LC failure possibility notification Nt12 can serve a function of notifying the driver of the end (interruption) of the second task. By presenting information that does not perform such LC failure notification Nt12 at the same time as LC failure notification Nt13, it is possible to reduce the confusion of the driver. Therefore, the improvement of convenience is realized.

Further, in the first embodiment, the LC failure possibility notification Nt12 for notifying the end of the second task is performed before the LC failure notification Nt13 for notifying the change in the presence or absence of the peripheral monitoring obligation. As described above, if the LC failure possibility notification Nt12 functions as a notification of the end of the second task, the driver can be prompted to end the second task at an early stage. As a result, the time that can be used until the peripheral monitoring is resumed becomes long, so that a smooth operation change can be carried out.

In addition, in the first embodiment, when the driver is viewing the moving image content CTV as a second task, a process of continuing the audio output while interrupting the display is performed by the LC failure possibility notification Nt12. With such a notification, it becomes possible to smoothly shift the driver's consciousness from the video content CTV to peripheral monitoring. As a result, the driver is less likely to feel uncomfortable with the change of driving.

In the above embodiment, the second task corresponds to the "specific action", and the automatic LC corresponds to the "avoidance action" and the "specific driving control". Further, the LC failure possibility notification Nt12 corresponds to the "end notice notification", the LC failure notification Nt13 and the stop method selection notification Nt13a correspond to the "monitoring notice notification", and the RtI notification Nt14 corresponds to the "request notification". Peripheral monitoring request notification Nt21 corresponds to "peripheral monitoring notification". Further, the shift control unit 82 corresponds to the "interruption determination unit" and the "monitoring obligation grasping unit", the integrated state estimation unit 83 corresponds to the "driver state grasping unit", and the video content CTV corresponds to the "content". The HCU 100 corresponds to the "presentation control device".

(Second embodiment)
The second embodiment of the present disclosure shown in FIGS. 31 to 35 is a modification of the first embodiment. In the second embodiment, the presentation of the selection screen SG (see FIG. 4) for inquiring whether or not the automatic LC can be performed is omitted. Further, the merging preparation section CpS located on the front side of the merging section CfS is extended to the front side to the LC start point P1.

The automatic driving ECU 50b can grasp the presence or absence of the merging vehicle Ac traveling in the merging lane ML even in the merging preparation section CpS from the LC start point P1 to the TOR point P4. When the automatic driving ECU 50b determines in the automation level control process (see FIGS. 32 and 33) that the vehicle A has passed the LC start point P1 (S261: YES), the automatic driving ECU 50b can detect the merging vehicle Ac traveling in the merging lane ML. Whether or not it is determined (S262). When the merging vehicle Ac can be detected (S262: YES), the automatic driving ECU 50b further determines the presence or absence of the merging vehicle Ac traveling in the merging lane ML (S263). When it is determined that there is no merging vehicle Ac traveling in the merging lane ML (S263: NO), the automatic driving ECU 50b ends the automation level control process, continues the level 3 automatic driving, and continues the merging section with the eyes off running. Pass CfS.

On the other hand, when the merging vehicle Ac cannot be detected (S262: NO) or when the existence of the merging vehicle Ac is grasped (S263: YES), the automatic driving ECU 50b determines the execution of the automatic LC. Similar to the first embodiment, the automatic driving ECU 50b continues the trial of automatic LC until it passes through the fixed point P3, and when the vehicle A passes through the fixed point P3 without being able to execute the automatic LC (S267: YES). ), The automatic LC is stopped (S268). On the other hand, when the automatic LC can be started by the time the fixed point P3 is passed (S265: YES), the automatic operation ECU 50b executes the automatic LC (S266). The processes of S267 to S272 are substantially the same as those of the first embodiment.

Based on the fact that the automatic LC is scheduled to be executed by the automatic operation ECU 50b, the HCU 100 executes the LC execution notification Nt15. When the automatic LC is started smoothly, the LC execution notification Nt15 is started before the notification timing of the LC failure possibility notification Nt12 when the automatic LC cannot be started. The screen display of the meter display 21 in the LC execution notification Nt15 includes the driver status STD, the schedule window Wsc, and the message window Mw2 (see FIG. 34). The screen display of the meter display 21 including the driver status STD and the message window Mw2 may be performed as the LC attempt notification Nt11.

The driver status STD is displayed in the center of the screen of the meter display 21 and presents the driving task required by the driver. When the vehicle A travels by level 3 automatic driving, the driver status STD is a display mode in which the driver icon ICd is seated on the chair icon ICi. The driver icon ICd is a humanoid display object having a posture of reclining backward. The driver status STD functions as continuability information In1 and notifies the driver that the second can be continued even if the automatic LC is executed.

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

The message window Mw2 is displayed at a position facing the lower edge of the display screen of the meter display 21. In the message window Mw2, at least the first message "starting the lane change to avoid the merging section" and the second message "the 2nd task is available during the lane change" are described. The first message notifies the own vehicle control information In2 related to the traveling environment and the control state of the vehicle A. The second message informs that the second can be continued as well as the driver status STD.

The HCU 100 reports to the driver that the automatic LC has been completed by the change of the LC execution notification Nt15. Specifically, when the automatic LC is completed, the HCU 100 hides the message window Mw2 including the own vehicle control information In2 (see FIG. 35). On the other hand, the HCU 100 continuously indicates to the driver that the second task can be continued by continuing to display the driver status STD for notifying the continuability information In1.

The automatic operation ECU 50b further grasps the section length of the merging section CfS, for example, at the timing (S260) when the existence of the merging section CfS is grasped. The automatic driving ECU 50b determines in advance whether to continue the eye-off running of the automatic driving level 3 in the merging section CfS or to shift to the hands-off running of the automatic driving level 2 according to the section length of the merging section CfS. .. When the vehicle A enters the merging section CfS (S273: YES), the automatic driving ECU 50b continues the eyes-off running when the section length of the merging section CfS exceeds the continuation threshold value (S274: YES). On the other hand, when the section length of the merging section CfS is less than the continuation threshold value (S274: NO), the automatic operation ECU 50b shifts from the eyes-off running to the hands-off running (S276). In the second embodiment, the eyes-off running is continued even when the section length is substantially the same as the continuation threshold value. Such a continuation threshold value may be a predetermined value specified in advance, or may be changed according to the number of lanes of the road indicated by the map data, the width of each lane, the speed limit, and the like.

The automatic driving ECU 50b changes the automatic driving level according to the presence or absence of the merging vehicle Ac during the period of traveling in the merging section CfS. In addition, when the automatic driving ECU 50b grasps the existence of the merging vehicle Ac, it further grasps the control status of the automatic driving of the merging vehicle Ac, and changes the automatic driving level according to the control status of the automatic driving. Specifically, the automatic driving ECU 50b determines to continue the eye-off running when it is determined that there is no merging vehicle Ac to join (S277: NO) under the eye-off running (S275). Further, when the automatic driving ECU 50b determines that the merging vehicle Ac is a self-driving vehicle (S278: YES) during the eye-off driving (S275), the driver is not obliged to perform the steering operation in the hands-off driving. Determine the transition to (S280). When the merging vehicle Ac is a self-driving vehicle, it may be decided to continue the eyes-off driving. Further, when the automatic driving ECU 50b cannot determine that the merging vehicle Ac is an automatic driving vehicle (S278: NO), the automatic driving ECU 50b determines a shift to hands-on driving in which the steering grip is obliged (S279).

On the other hand, the automatic driving ECU 50b determines to continue the hands-off running when it is determined that there is no merging vehicle Ac to join (S277: NO) under the hands-off running (S276). Further, the automatic driving ECU 50b determines to continue the hands-off driving even when it is determined that the merging vehicle Ac to be merged is a self-driving vehicle (S278: YES) under the implementation of the hands-off driving (S276). ). Further, when the automatic driving ECU 50b cannot determine that the merging vehicle Ac is an automatic driving vehicle (S278: NO), the automatic driving ECU 50b determines the transition to the hands-on driving (S279).

When the vehicle A leaves the merging section CfS (S281: YES), the automatic driving ECU 50b resumes the eye-off running of the automatic driving level 3. In this way, when the state with the peripheral monitoring obligation shifts to the state without the peripheral monitoring obligation, the HCU 100 causes the meter display 21 to display the message window Mw2 before leaving the confluence section CfS. In the message window Mw2, the first message "The merging section will end soon" and the second message "The 2nd task can be used after the merging section ends" are displayed. The first message in this case is also the own vehicle control information In2. The HCU 100 notifies the driver that the second task is permitted by continuously displaying the driver status STD while hiding the message window Mw2 based on the passage of the merging end point P6 of the vehicle A.

The second embodiment described so far also has the same effect as that of the first embodiment, and it is possible to enhance the convenience of the driver related to the driving change.

In addition, in the second embodiment, when the automatic LC is scheduled to be executed by the automatic driving ECU 50b, the continuation information In1 indicating that the second task can be continued is related to at least one of the driving environment and the control state of the vehicle A. The own vehicle control information In2 is displayed. Then, these information In1 and In2 are displayed on the display screen of the meter display 21 as the LC execution notification Nt15 before the notification timing of the LC failure possibility notification Nt12 that announces the end of the second task.

When automatic LC is performed, the driver tends to consider the possibility that peripheral monitoring is required even in situations where the driver is not obliged to monitor peripherals. Therefore, if it is clearly shown as the continuability information In1 that the second task can be continued, the driver can continue the second task with peace of mind even in the execution scene of the automatic LC.

Further, if the own vehicle control information In2 is further notified in addition to the continuation information In1, the driver can easily grasp the driving environment and the control state related to the automatic LC. As a result, it is possible to enhance the driver's sense of security when driving control such as automatic LC is performed.

Further, in the second embodiment, the vehicle control information In2 is hidden when the automatic LC is completed and when the vehicle exits from the confluence section CfS and shifts from the state where the peripheral monitoring obligation is applied to the state where the peripheral monitoring obligation is not required. On the other hand, the display of the continuability information In1 of the second task is continued. In this way, when the own vehicle control information In2 is hidden, the types of information presented by the screen display are reduced. As a result, the continuability information In1 is emphasized on the screen display, and it becomes easier to inform the driver that the second task can be continued.

(Third embodiment)
The third embodiment shown in FIGS. 36 and 37 is another modification of the first embodiment. In addition to the case where the automatic driving ECU 50b of the third embodiment grasps the merging section CfS in the traveling direction based on the end point of the climbing lane and the lane decrease point in the map data, there is an interruption of another vehicle from the adjacent lane. Also, switch the automatic driving level. Hereinafter, in the third embodiment, the details of the interrupt possibility scene to be controlled by the automatic operation level will be described. The automated level control process (see FIG. 37) described in the third embodiment is continuously performed during the period of traveling by the automatic operation of the level 3.

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

The environment recognition unit 61 performs a process of grasping the situation of another vehicle traveling around the vehicle A in addition to the process of grasping the confluence section CfS in the traveling direction based on the map data. Specifically, the environment recognition unit 61 grasps another vehicle that interrupts the merging lane ML from the merging lane ML as the merging vehicle Ac. In addition to the other vehicles that have started to change lanes from the merging lane ML to the traveling lane DL, the environment recognition unit 61 also grasps other vehicles that are expected to merge into the traveling lane DL as the merging vehicle Ac.

The environment recognition unit 61 grasps the preceding vehicle Af traveling in the traveling direction of the vehicle A and the interrupting other vehicle As traveling in the overtaking lane PL. The environment recognition unit 61 grasps, in addition to the other vehicle that has started the lane change from the overtaking lane PL to the traveling lane DL, the other vehicle that is expected to interrupt the traveling lane DL as the interrupting other vehicle As.

The environment recognition unit 61 determines that it is an interrupt prediction scene when it grasps the existence of the merging section CfS or when it detects the merging vehicle Ac which is about to interrupt in front of the vehicle A (S301). When the environment recognition unit 61 determines that the current driving environment of the own vehicle is an interrupt assumption scene (S301: YES), the environment recognition unit 61 grasps the existence of the preceding vehicle Af and the interrupt other vehicle As (S302 and S303).

When the presence of the preceding vehicle Af is grasped by the environment recognition unit 61 (S302: YES), the action judgment unit 62 sets the interruption section TXS in front of the own vehicle, and from the level 3 automatic driving to the level 2 hands-off driving. The automatic operation level is lowered to (S304). Similarly, when the environment recognition unit 61 detects the presence of the interrupting other vehicle As (S303: YES), the behavior judgment unit 62 changes from level 3 automatic driving to level 2 hands-off driving, and the automatic driving level. (S304).

When neither the preceding vehicle Af nor the interrupting other vehicle As is grasped (S303: NO), the action determination unit 62 continues the level 3 automatic driving (S305). The action determination unit 62 continues to grasp the preceding vehicle Af and the interrupt other vehicle As until the environment recognition unit 61 determines that the interrupt prediction scene is completed. Then, when the environment recognition unit 61 determines that the interrupt prediction scene has ended (S306: YES), the action determination unit 62 ends a series of automation level control processes.

In the third embodiment described so far, when the interruption of the merging vehicle Ac is grasped, the automatic driving level is determined according to the presence or absence of other vehicles other than the merging vehicle Ac. Therefore, even if the merging vehicle Ac is encountered while traveling by the automatic driving function, the automatic driving at an appropriate automatic driving level can be continued. As a result, the chances of transferring the driving task from the automatic driving function to the driver are reduced, and it is possible to improve the convenience of the driver related to the driving change.

In addition, in the third embodiment, the presence / absence of the preceding vehicle Af or the interrupting other vehicle As and the like is grasped, and the automatic driving level of the own vehicle is determined according to the existence of these. By controlling the automation level in this way, it is possible to determine the automatic driving level that appropriately reflects the presence of the preceding vehicle Af or the interrupting other vehicle As that has an influence on the running state of the own vehicle. Therefore, the driver's driving load can be reduced while suppressing the risk of other vehicles.

Further, in the third embodiment, when the preceding vehicle Af is present, the merging vehicle Ac is likely to move between the own vehicle and the preceding vehicle Af. In such a scene, the merging vehicle Ac that has changed lanes to the driving lane DL tends to decelerate in front of the own vehicle. Therefore, according to the control that lowers the automatic driving level when the preceding vehicle Af is present, even if the merging vehicle Ac that interrupts the front of the own vehicle decelerates, the driver can smoothly respond.

Further, in the third embodiment, when there is no other vehicle As interrupting the overtaking lane PL, it is possible to change the lane of the own vehicle to the overtaking lane PL in order to avoid the merging vehicle Ac interrupting the traveling lane DL. become. Therefore, according to the control for continuing the level 3 automatic driving when there is no interrupt other vehicle As, the driver's driving load can be reduced while suppressing the risk of the other vehicle.

In addition, in the third embodiment, according to the process of grasping other vehicles that are expected to merge from the merging lane ML to the traveling lane DL as the merging vehicle Ac, other vehicles that pose a risk to the own vehicle can be grasped at an early stage. .. As a result, it is possible to secure a long response time for the driver when the automatic operation level is changed to a low level.

(Fourth Embodiment)
The fourth embodiment shown in FIGS. 38 and 39 is another modification of the first embodiment. The automation level control process of the fourth embodiment controls the automatic driving level of the own vehicle in the driving scene shown in FIG. 38. In this driving scene, the vehicle A is traveling in the overtaking lane PL by the automatic driving of level 3, and continues to travel in the lane, so that the vehicle A does not enter the merging section CfS defined in the traveling lane DL.

When the confluence section CfS existing in the traveling direction is grasped by the environment recognition unit 61, the automatic operation ECU 50b starts the automation level control process shown in FIG. 39. The automatic driving ECU 50b determines whether or not the interruption section TXS including the merging section CfS is within the detection range of the peripheral monitoring sensor 30 such as the camera unit 31 (S401). When the interrupted section TXS enters the detection range of the peripheral monitoring sensor 30, the environment recognition unit 61 determines whether or not there is another vehicle (hereinafter, parallel running vehicle Ao) traveling in the interrupted section TXS (S402). When the existence of the parallel running vehicle Ao is grasped by the environment recognition unit 61 (S402: YES), the action judgment unit 62 lowers the automatic driving level from the level 3 automatic driving to the level 2 hands-off driving (S403). ). On the other hand, when the existence of the parallel traveling vehicle Ao traveling in the interrupted section TXS is not grasped (S402: NO), the action determination unit 62 continues the level 3 automatic driving (S404).

The environment recognition unit 61 continues to grasp the parallel running vehicle Ao until the vehicle A passes the confluence end point P6 of the interruption section TXS (S405). Then, when the environment recognition unit 61 passes through the merging end point P6 and determines that the interruption section TXS has ended (S405: YES), the automatic operation ECU 50b ends a series of automation level control processes.

According to the fourth embodiment described so far, when traveling in the overtaking lane PL, the existence of the parallel traveling vehicle Ao traveling in the confluence section CfS defined in the traveling lane DL is grasped, and the parallel traveling in the confluence section CfS is grasped. The automatic driving level of the own vehicle is determined according to the presence or absence of the vehicle Ao. Therefore, even if the movement of the merging vehicle Ac from the merging lane ML to the traveling lane DL (merging section CfS) causes the parallel traveling vehicle Ao to move from the merging section CfS to the overtaking lane PL, the vehicle is normal. Autonomous driving at a level that can appropriately cope with the running vehicle Ao can be continued. As a result, the chances of transferring the driving task from the automatic driving function to the driver are reduced, and it is possible to improve the convenience of the driver related to the driving change.

In addition, in the fourth embodiment, when the parallel traveling vehicle Ao exists in the confluence section CfS, the automatic driving level of the own vehicle shifts to the hands-off traveling in which the peripheral monitoring obligation is required. Therefore, even if the parallel vehicle Ao makes a sudden move to the overtaking lane PL, the control that lowers the automatic driving level in advance enables the driver to respond smoothly.

(Fifth Embodiment)
The fifth embodiment shown in FIGS. 40 and 41 is still another modification of the first embodiment. The automatic driving ECU 50b of the fifth embodiment carries out automatic driving of automatic driving level 3 corresponding to the regulations of the country or region where the vehicle A is used.

The automatic driving ECU 50b does not change lanes in automatic driving without monitoring based on the law prohibiting automatic LC of automatic driving level 3. When the automatic driving ECU 50b performs a lane change during the eye-off driving of the automatic driving level 3, the action determination unit 62 lowers the automation level before the start of the lane change. As a result, the vehicle A transitions from the eyes-off running to the monitored automatic running such as hands-off running or hands-on running.

The HCU 100 provides information corresponding to the above-mentioned switching of the automation level. The provision control unit 84 of the HCU 100 responds to the fact that the automatic operation ECU 50b does not perform automatic LC, and sets out how to output the video content CTV or the like provided in connection with the second task before reaching the LC start point P1. Change. After changing the method of displaying the content, the provision control unit 84 presents an option for selecting the method of stopping the content, and temporarily ends the provision of the content at the LC start point P1. When the vehicle A continues to drive in the driving lane DL without changing lanes, the provision of the content related to the second task is interrupted until the merging end point P6 is passed.

The provision control unit 84 proposes to the driver a lane change from the traveling lane DL to the overtaking lane PL in parallel with the process of changing the way of outputting the content before reaching the LC start point P1. When the driver inputs an operation that triggers the start of lane change in response to a proposal from the system, the lane change in hands-off driving or hands-on driving by the automatic driving ECU 50b is started.

When the vehicle A passes the LC start point P1, the provision control unit 84 carries out a peripheral monitoring prompting notification in parallel with the LC attempt notification. In the peripheral monitoring urging notification, the driver is urged to monitor the overtaking lane PL, which is particularly the moving direction in the vicinity of the vehicle A. Peripheral monitoring prompt notification is carried out by at least one of the meter display 21, CID22 and HUD23. Peripheral monitoring prompting notification is carried out, for example, by non-superimposition display of HUD23. If the lane change at the automatic driving level 2 or the manual lane change is successful in the section from the LC start point P1 to the TOR point P4, the automatic driving ECU 50b does not monitor the automatic driving level 3 in the overtaking lane PL. Resume automatic driving. The provision control unit 84 resumes the provision of the interrupted content in accordance with the resumption of the automatic driving without monitoring of the automatic operation level 3.

In the automatic driving ECU 50b of the fifth embodiment, in addition to the setting for prohibiting automatic LC, various settings for limiting the automatic running of the automatic driving level 3 are made. Specifically, the automatic operation ECU 50b makes it impossible to carry out automatic driving without monitoring in the interruption section TXS including the confluence section CfS, as in the above embodiment. The automatic driving ECU 50b enables automatic driving without monitoring in the overtaking lane PL, but does not allow continuous driving of the overtaking lane PL over a predetermined distance (for example, 2 km). However, the automatic driving ECU 50b permits the continuation of automatic driving without monitoring in the overtaking lane PL when the own vehicle travels in a traffic jam. The automatic driving ECU 50b does not allow automatic driving without monitoring in the confluence section CfS even when the own vehicle travels in a traffic jam.

The HCU 100 has a recommended lane selection unit 181 together with a providing control unit 84 and the like as a functional unit based on the presentation control program in order to support the above-mentioned automated level control.

The recommended lane selection unit 181 selects a recommended driving lane RL from a plurality of lanes included in the traveling road when the automatic driving ECU 50b automatically drives the vehicle A at the automatic driving level 3. The recommended driving lane RL is a lane in which the automatic driving without monitoring by the automatic driving ECU 50b is estimated to be continued for the longest time or the longest distance among the plurality of lanes. The recommended lane selection unit 181 grasps the restriction rule of automatic driving at level 3 set in the automatic driving ECU 50b. The recommended lane selection unit 181 cooperates with the peripheral state grasping unit 81 to grasp the traveling environment around the own vehicle and in the traveling direction. The recommended lane selection unit 181 selects the recommended driving lane RL by combining various information grasped.

The providing control unit 84 proposes to the driver the driving of the recommended driving lane RL selected by the recommended lane selection unit 181 when the automatic driving of the automatic driving level 3 without monitoring is carried out by the automatic driving ECU 50b. The recommended lane notification for notifying the recommended driving lane RL is carried out by at least one of the meter display 21, the CID 22 and the HUD 23, and is carried out by, for example, the non-superimposition display of the HUD 23. Hereinafter, a plurality of driving scenes in which the recommended lane notification is carried out in cooperation with the recommended lane selection unit 181 and the provision control unit 84 will be described below with reference to FIGS. 42 to 47 with reference to FIG. 40.

In the driving scene shown in FIG. 42, it is predicted that the vehicle will enter a traffic jam during the automatic driving of the automatic driving level 3. The recommended lane selection unit 181 predicts the occurrence of traffic congestion in the traveling direction based on the traveling environment grasped in cooperation with the peripheral state grasping unit 81. As an example, the recommended lane selection unit 181 acquires traffic congestion information in the traveling direction by out-of-vehicle communication. As another example, whether or not the recommended lane selection unit 181 is in a state where it is predicted that the vehicle will enter a traffic jam based on vehicle speed information, map data, planned travel route, recognition information around the vehicle, and the like. Determines whether the vehicle is traveling in a traffic jam. When the recommended lane selection unit 181 predicts that the vehicle will enter the traffic jam area CA, the recommended lane selection unit 181 sets the overtaking lane PL to the recommended driving lane RL before the vehicle reaches the traffic jam area CA.

The provision control unit 84 proposes to the driver the driving of the overtaking lane PL based on the fact that the overtaking lane PL is selected as the recommended driving lane RL by the recommended lane selection unit 181. When the overtaking lane PL is selected as the recommended driving lane RL while driving in the driving lane DL, the provision control unit 84 automatically monitors the automatic driving level 2 before the vehicle enters the congested area CA. It is suggested to the driver to change lanes to the PL side of the overtaking lane while driving. By such a lane change, the traveling of the interrupted section TXS including the merging section CfS existing in the traveling lane DL is avoided. Further, in the traffic jam area CA, continuous driving of the overtaking lane PL at the automatic driving level 3 is permitted. As a result, the automatic driving without monitoring of the automatic driving level 3 restarted in the overtaking lane PL can be continued for a long time or a long distance.

On the other hand, when the overtaking lane PL being driven is selected as the recommended driving lane RL, the provision control unit 84 informs the driver to continue driving in the overtaking lane PL before the own vehicle rushes into the congested area CA. suggest. Even in this case, since the traveling of the merging section CfS outside the limited area is avoided, the automatic driving without monitoring of the automatic driving level 3 can be continued for a long time or a long distance in the overtaking lane PL.

In the traveling scene shown in FIG. 43, no traffic jam has occurred. In order to avoid traveling in the merging section CfS, the automatic driving ECU 50b automatically changes the lane from the driving lane DL to the overtaking lane PL at the automatic driving level 2 and then automatically at the overtaking lane PL. Start running. In this case, the recommended lane selection unit 181 sets the traveling lane DL to the traveling recommended lane RL. Therefore, the provision control unit 84 prompts the driver to change lanes to the driving lane DL when the automatic driving of the automatic driving level 3 is continued for a predetermined distance. In this case, the lane change from the overtaking lane PL to the traveling lane DL is carried out in a state of being lowered to the automatic driving level 2. The automatic driving ECU 50b restarts the automatic driving without monitoring of the automatic driving level 3 in the driving lane DL.

In the driving scenes shown in FIGS. 44 and 45, the vehicle A is traveling on a multi-lane road. The recommended lane selection unit 181 selects the central lane CL excluding the lanes at both the left and right ends as the recommended driving lane RL on a multi-lane road having three or more lanes in one direction. As an example, the recommended lane selection unit 181 grasps the number of lanes of the traveling road based on the three-dimensional map data, and determines whether or not the road is a multi-lane road. When the vehicle A is traveling in the central lane CL in the automatic driving without monitoring of the automatic driving level 3 (see FIG. 44), the provided control unit 84 is based on the fact that the central lane CL is set to the recommended driving lane RL. Propose the driver to continue driving in the central lane CL.

On the other hand, when the vehicle A is traveling in the leftmost traveling lane DL by automatic driving without monitoring, the providing control unit 84 determines the lane to the central lane CL based on the fact that the central lane CL is set to the recommended driving lane RL. Implement a recommended lane notification to encourage changes (see FIG. 45). As a result, although unsupervised automatic driving is temporarily suspended due to lane change, driving of the interrupted section TXS including the merging section CfS is avoided, so unsupervised automatic driving is automatically performed in the central lane CL, which is the destination. The run can be continued. Further, even when the vehicle A is traveling in the overtaking lane PL at the right end in automatic driving without monitoring, the provision control unit 84 carries out a recommended lane notification for urging the lane change to the central lane CL. As a result, the implementation of the lane change proposal that regulates the continuous running of the overtaking lane PL is avoided.

Here, the recommended lane selection unit 181 determines whether or not the vehicle may travel in the central lane CL according to the speed limit defined for the multi-lane road. As an example, the automatic driving ECU 50b is set with an upper limit speed capable of executing automatic driving without monitoring at the automatic driving level 3. The recommended lane selection unit 181 grasps the maximum speed set on the traveling multi-lane road based on, for example, map data or the result of sign recognition. The recommended lane selection unit 181 does not set the central lane CL to the recommended driving lane RL when the maximum speed is higher than the predetermined threshold speed. As a result, the recommended recommended lane notification for driving in the central lane CL is also canceled on the multi-lane road where the maximum speed is higher than the predetermined threshold speed. Such a threshold speed is set based on the upper limit speed at which automatic driving without monitoring can be executed. For example, the threshold speed is set to the same speed as the upper limit speed, or a speed lower than or higher than the upper limit speed.

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

When the recommended lane selection unit 181 determines that a branch BP exists, it selects a branch destination Lnr that matches the planned route of the own vehicle from a plurality of branch destinations based on the planned travel route set in the navigation device or the like. .. The recommended lane selection unit 181 sets the lane connected to the branch destination Lnr (hereinafter, the lane OL on the route) to the recommended driving lane RL. When the own vehicle is not traveling in the lane OL on the route, the provision control unit 84 implements a recommended lane notification prompting the lane change to the lane OL on the route. As a result, although the unsupervised automatic driving is temporarily interrupted due to the lane change, it becomes possible to pass through the branch BP while continuing the unsupervised automatic driving.

In the traveling scene shown in FIG. 47, the vehicle A is traveling on a road including a lane dedicated to an autonomous vehicle (hereinafter referred to as a dedicated lane AL). The dedicated lane AL is a lane in which driving is permitted only by automatic driving of automatic driving level 3 or higher. Manual driving vehicles MDCs with automatic driving level 2 or lower are not allowed to drive in the dedicated lane AL. As an example, the dedicated lane AL is set to the outermost lane among the plurality of lanes. In addition, instead of the dedicated lane AL, an autonomous driving vehicle priority lane (hereinafter referred to as a priority lane) that prioritizes the traveling of the autonomous driving vehicle may be set.

The recommended lane selection unit 181 selects the dedicated lane AL or the priority lane as the recommended driving lane RL on the road including the dedicated lane AL or the priority lane. The recommended lane selection unit 181 grasps the existence of the dedicated lane AL and the priority lane based on, for example, map data. When the vehicle A is traveling in the dedicated lane AL or the priority lane in the automatic driving without monitoring of the automatic driving level 3, the providing control unit 84 proposes to the driver to continue driving in the driving dedicated lane AL or the priority lane. On the other hand, when the vehicle A is automatically traveling in a lane different from the dedicated lane AL or the like, the provision control unit 84 implements a recommended lane notification for urging the lane change to the dedicated lane AL or the like. As described above, the automatic driving without monitoring of the automatic driving level 3 can be continued for a long time or a long distance in the dedicated lane AL or the priority lane.

Next, in order to realize the recommended lane notification described so far, the recommended lane selection process (see FIG. 48), the proposal execution process (see FIG. 49), and the restriction notification process (see FIG. 50) performed by the HCU 100. Details will be described with reference to FIGS. 40 to 47.

The recommended lane selection process shown in FIG. 48 is started based on the activation of the level 3 automatic driving in the automatic driving ECU 50b, and is repeatedly executed by the recommended lane selection unit 181 until the level 3 automatic driving is completed.

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

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

In S505, it is determined whether or not there is a prediction of rushing into a traffic jam based on the information grasped in cooperation with the peripheral state grasping unit 81 (see FIG. 42). If it is determined in S505 that there is no prediction of a traffic jam, the process proceeds to S507. On the other hand, if it is determined in S505 that there is a prediction of rushing into a traffic jam, the process proceeds to S506. In S506, the overtaking lane PL is set to the recommended driving lane RL.

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

On the other hand, if it is determined in S507 that the road on which the vehicle is traveling is a multi-lane road, the process proceeds to S508. In S508, it is determined whether or not the maximum speed of the traveling road is equal to or higher than a predetermined speed. When it is determined in S508 that the maximum speed is equal to or higher than the predetermined speed, the traveling lane DL is set to the traveling recommended lane RL in S510. On the other hand, if it is determined in S508 that the maximum speed is less than the predetermined speed, the process proceeds to S509. In S509, the central lane CL is set to the recommended driving lane RL.

The proposed execution process shown in FIG. 49 is started based on the activation of the level 3 automatic driving in the automatic driving ECU 50b, similarly to the recommended lane selection process. The proposal execution process is repeatedly executed by the provision control unit 84 until the level 3 automatic operation is completed.

In S521 of the proposal execution process, the provision control unit 84 acquires the position information of the own lane grasped by the peripheral state grasping unit 81, and proceeds to S522. In S522, the recommended driving lane RL selected in the recommended lane selection process (see FIG. 48) is grasped, and the process proceeds to S523. In S523, the own lane and the recommended driving lane RL are compared. If it is determined in S523 that the recommended driving lane RL matches the own lane, the process proceeds to S524. In S524, a recommended lane notification is implemented to propose to continue driving in the current own lane. On the other hand, if it is determined in S523 that the recommended driving lane RL is different from the own lane, the process proceeds to S525. In S525, a recommended lane notification for urging a lane change toward the recommended driving lane RL is carried out.

The restriction notification process shown in FIG. 50 is started by the provision control unit 84 based on the start of automatic driving of the automatic driving level 3 in the overtaking lane PL. In S541 of the recommended lane selection process, the provision control unit 84 grasps the traveling continuation distance of the overtaking lane PL and proceeds to S542. In S542, it is determined whether or not the running continuation distance grasped in S541 exceeds a predetermined distance. If it is determined in S542 that the continuous traveling distance does not exceed the predetermined distance, the process returns to S541. On the other hand, if it is determined in S542 that the traveling continuous distance exceeds a predetermined distance, the process proceeds to S543.

In S543, the provision control unit 84 implements a recommended lane notification proposing a lane change to the traveling lane DL, and proceeds to S544. In S544, it is determined whether or not there is an input of the driver instructing the lane change to the traveling lane DL. If it is determined in S544 that there is an input instructing to change lanes, the process proceeds to S545. In S545, the input information by the driver is output to the automatic operation ECU 50b, and the process proceeds to S547. Based on the signal output in S545, the automatic driving ECU 50b changes lanes in the state of automatic driving level 2 (see FIG. 43).

On the other hand, when there is no input of the driver instructing the lane change, the input of the driver is waited by repeating S544 and S546. Then, when the time-out occurs due to the lapse of a predetermined time from the start of presenting the recommended lane notification, the provision control unit 84 shifts the process from S546 to S547. The provision control unit 84 ends the recommended lane notification in S547.

In the fifth embodiment described so far, the driver is proposed to drive in the recommended driving lane RL, which is estimated to continue the level 3 automatic driving without the obligation to monitor the surroundings for a long time or a long distance. By following these suggestions, the driver can reduce the frequency of driving changes. Therefore, it becomes possible to enhance the convenience of the driver related to the driving change.

In addition, in the automatic driving ECU 50b of the fifth embodiment, automatic driving without monitoring is not possible in the merging section CfS, and automatic driving without monitoring is possible in the overtaking lane PL. On the premise of such automatic driving level control, the overtaking lane PL is selected as the recommended driving lane RL when it is predicted that the vehicle will enter a traffic jam. The provision control unit 84 proposes to change the lane to the overtaking lane PL with the obligation to monitor the surrounding area when the vehicle A is predicted to enter the traffic jam while the vehicle A is traveling in the driving lane DL connected to the merging section CfS. .. According to such a recommended lane notification, the traveling of the interrupted section TXS including the merging section CfS is avoided. Then, the vehicle A moves to the overtaking lane PL of the congested area CA where continuous driving in automatic driving without monitoring is permitted. As a result, the automatic driving without monitoring of the automatic driving level 3 restarted in the overtaking lane PL can be continued for a long time or a long distance.

Further, in the fifth embodiment, the central lane CL is selected as the recommended driving lane RL on a multi-lane road having three or more lanes. Then, the provision control unit 84 proposes to the driver the traveling of the central lane CL. According to the above, although the automatic driving without monitoring is temporarily interrupted due to the lane change, the driving of the merging section CfS can be avoided. As a result, the automatic driving ECU 50b can continue automatic driving without monitoring in the central lane CL.

Further, in the fifth embodiment, when the maximum speed set on the multi-lane road is higher than the predetermined threshold speed, the recommendation of traveling in the central lane CL is stopped. Due to the low upper limit speed of automatic driving at the automatic driving level 3, it is unlikely that the vehicle A that automatically travels in the central lane CL interferes with the driving of another vehicle.

In addition, in the fifth embodiment, when the branch BP exists in the traveling direction of the vehicle A, it is selected as the recommended driving lane RL according to the distance or time to the branch BP based on the planned travel route set in the vehicle A. The lane is changed. As a result, the on-route lane OL connected to the branch destination Lnr that matches the planned route is set as the recommended driving lane RL, and the providing control unit 84 sends a recommended lane notification to the branch BP to urge the lane change to the on-route lane OL. Can be started based on the approach of. Based on the above, smooth movement to the lane OL on the route becomes possible. Then, the vehicle A can pass through the branch BP while continuing the automatic driving without monitoring.

Further, in the fifth embodiment, when the dedicated lane AL or the priority lane for the autonomous vehicle exists, the dedicated lane AL or the priority lane is selected as the recommended driving lane RL. Then, the provision control unit 84 proposes to the driver the driving in the dedicated lane AL or the priority lane. According to such a recommended lane notification, the vehicle A moves to a lane optimized for automatic driving without monitoring at automatic driving level 3. As a result, unsupervised autonomous driving can be continued for a long time or a long distance. In the fifth embodiment, the provision control unit 84 corresponds to the “lane proposal unit”.

(Sixth Embodiment)
The sixth embodiment shown in FIGS. 40 and 51 is a modification of the fifth embodiment. Similar to the fifth embodiment, the automatic driving ECU 50b of the sixth embodiment carries out automatic driving of the automatic driving level 3 corresponding to the national or regional regulations and the like. The automatic driving ECU 50b has an area-limited level 3 that allows level 3 automatic driving in an area where automatic driving is possible (operation design area), and a level 3 level 3 that allows level 3 automatic driving when driving in a traffic jam. Is set.

In the automatic driving ECU 50b, the environment recognition unit 61 grasps whether or not the own vehicle is traveling in the preset automatic driving possible area based on the locator information, the map data, the map data, and the like. In addition, the environment recognition unit 61 recognizes the traveling environment around the own vehicle based on the vehicle speed information, the detection information of the peripheral monitoring sensor 30, and the like, and grasps whether or not the own vehicle is traveling in a traffic jam.

The action determination unit 62 enables the implementation of automatic driving without monitoring of the automatic driving level 3 when it is determined by the environment recognition unit 61 that the vehicle is traveling in the area where the automatic driving is possible. In addition, the behavior determination unit 62 enables the implementation of automatic driving without monitoring of the automatic driving level 3 when it is determined by the environment recognition unit 61 that the vehicle is traveling in a traffic jam.

Unlike the fifth embodiment, the action determination unit 62 permits unsupervised automatic driving in the confluence section CfS in the automatic driving area. On the other hand, the action determination unit 62 sets the overtaking lane PL out of the limited area, and makes it impossible to carry out automatic driving without monitoring in the overtaking lane PL even in the area where automatic driving is possible. On the other hand, the action determination unit 62 permits unsupervised automatic driving in the overtaking lane PL when the own vehicle is traveling in a traffic jam.

According to the automatic driving level switching control of the sixth embodiment described so far, even if the merging section CfS exists in the traveling lane DL as in the traveling scene shown in FIG. 51, the automatic driving ECU 50b is in the recommended driving lane. Continue driving in the driving lane DL selected as the RL. By such control, the proposal of changing lanes for avoiding the merging section CfS is omitted. As a result, the frequency of driving changes can be reduced, and the convenience of the driver related to driving changes is improved.

In addition, in the sixth embodiment, when the vehicle A travels in the area where the vehicle A can drive automatically, the automatic driving without monitoring in the overtaking lane PL cannot be performed. However, if the vehicle A travels in a traffic jam, automatic driving without monitoring in the overtaking lane PL is permitted. Therefore, if there is a traffic jam, automatic driving can be continued in the overtaking lane PL in addition to the traveling lane DL including the confluence section CfS, without the obligation to monitor the surrounding area. Therefore, by reducing the frequency of driving changes, it becomes possible to improve the convenience of the driver related to the driving changes.

(Seventh Embodiment)
The seventh embodiment shown in FIGS. 40 and 52 is a modification of the sixth embodiment. In the HCU 100 of the seventh embodiment, the recommended lane notification based on the selection of the recommended driving lane RL is carried out even during the period when the vehicle A is performing the supervised automatic driving. In addition, the behavior determination unit 62 of the automatic driving ECU 50b does not allow automatic driving without monitoring in the overtaking lane PL even during traffic jams. On the other hand, the action determination unit 62 permits unsupervised automatic driving in the confluence section CfS in the automatic driving area regardless of whether or not the vehicle is congested, as in the sixth embodiment.

Corresponding to such automatic driving level setting control, the recommended lane selection unit 181 selects the driving lane DL connected to the merging section CfS as the recommended driving lane RL when the vehicle is predicted to enter the congested area CA. .. As a result, as in the driving scene shown in FIG. 52, the provision control unit 84 predicts that the vehicle A (own vehicle) will enter the traffic jam area CA while the vehicle A (own vehicle) is traveling in the overtaking lane PL with the duty to monitor the surrounding area. In that case, we propose to change lanes to the driving lane DL with the obligation to monitor the surrounding area. If the driver instructs to change lanes to the driving lane DL based on such a recommended lane notification, the automatic driving level 3 unsupervised automatic driving restarted in the driving lane DL can be continued for a long time or a long distance. Therefore, even in the seventh embodiment, the same effect as that of the above embodiment can be obtained. In the seventh embodiment, the environment recognition unit 61 corresponds to the "driving environment determination unit".

(Other embodiments)
Although one embodiment of the present disclosure has been described above, the present disclosure is not construed as being limited to the above-described embodiment, and is applied to various embodiments and combinations without departing from the gist of the present disclosure. be able to.

In the above embodiment, both the process of changing the method of providing the content and the process of presenting the option of selecting the method of interrupting the content are carried out. On the other hand, in the first modification of the embodiment, the process of changing the method of providing the content is carried out, while the process of presenting the option of selecting the method of interrupting the content is omitted. Further, in the second modification of the above embodiment, the process of presenting an option for selecting the content interruption method is carried out, while the process of changing the content provision method is omitted.

In the stop method selection notification Nt13a in the modification 3 of the above embodiment, substantially the same option is presented regardless of the type of the second task performed by the driver. Further, in the modification 4 of the above embodiment, the status notification of the automatic LC by the LC status StLC, the peripheral status Vist, or the like is omitted.

In the above embodiment, the method of displaying the content is changed according to the LC failure possibility notification Nt12. In addition, the stop method selection notification Nt13a was implemented in accordance with the LC failure notification Nt13. However, in the modified example 5 of the above embodiment, the LC failure possibility notification Nt12 and the LC failure notification Nt13 are not synchronized with the process of changing the method of providing the content and the process of presenting the options. For example, the stop method selection notification Nt13a may be implemented in accordance with the LC failure possibility notification Nt12.

In the modification 6 of the above embodiment, not only the strength of the RtI notification Nt14 but also the request timing (see FIG. 4 TOR point P4) is changed according to the state of the driver and the state of other vehicles around the own vehicle. Further, in the modification 7 of the above embodiment, the request timing of the RtI notification Nt14 is changed according to the state of the driver and the state of other vehicles around the own vehicle. In the modification 7, the notification intensity of the RtI notification Nt14 is constant.

In the modification 8 of the above embodiment, the timing control of the restart point (permission timing) for permitting the resumption of the second task is omitted. Further, in the modification 9 of the above embodiment, the timing control for adjusting the restart point is performed even when the vehicle A is traveling in the congested section.

In the above embodiment, the LC failure notification Nt13 and the stop method selection notification Nt13a correspond to the monitoring notice notification, and the change in the presence or absence of the scheduled peripheral monitoring obligation is notified. On the other hand, in the modification 10 of the above embodiment, the notification of the end of the second task is omitted, and at least one of the LC attempt notification Nt11 and the LC failure possibility notification Nt12 announces a change in the presence or absence of the scheduled peripheral monitoring obligation. It functions as a monitoring notice notification. Further, in the modification 11 of the above embodiment, the LC attempt notification Nt11 corresponds to the notification of the end of the second task. If at least one of the LC attempt notification Nt11, the LC failure possibility notification Nt12, the LC failure notification Nt13, and the stop method selection notification Nt13a has a function as a monitoring notice notification as in the above modified examples 10 and 11. good. In addition, at least one of the notifications executed before the monitoring notice may have a function as an end notice. Further, at least one of the LC attempt notification Nt11, the LC failure possibility notification Nt12, the LC failure notification Nt13, and the stop method selection notification Nt13a may have both a monitoring notice notification and an end notice notification function.

In the modification 12 of the above embodiment, when a change from a state with a peripheral monitoring obligation to a state without a peripheral monitoring obligation is planned, a monitoring notice notification for notifying such a change is implemented. In addition, the peripheral monitoring notification of the modification 12 notifies the driver that the state with the peripheral monitoring obligation has changed to the state without the peripheral monitoring obligation.

In the above embodiment, the continuation of the second task is permitted during the execution period of the automatic LC that avoids the confluence section CfS. This is because the risk around the own vehicle is sufficiently grasped in the determination of whether or not to execute the automatic LC. On the other hand, the reason why the second task is interrupted in response to the interruption of another vehicle is that it is difficult to predict the behavior of the other vehicle and the risk cannot be fully grasped.

In the modified example 13 of the fifth embodiment, in addition to the overtaking lane PL, the continuous running of the climbing lane is restricted. In the modification 13, the provision control unit 84 grasps the traveling continuous distance of the climbing lane as a restriction notification process, and when it is determined that the grasped traveling continuous distance exceeds a predetermined distance, the provision control unit 84 changes the lane to the traveling lane DL. Implement the proposed recommended lane notification.

Further, in the modified example 14 of the fifth embodiment, automatic driving without monitoring at 60 km / h or more is prohibited. When the maximum speed of the traveling lane DL is, for example, 60 km / h or more, the recommended lane selection unit 181 selects the climbing lane as the recommended traveling lane RL. The provision control unit 84 implements the recommended lane notification for urging the lane change to the climbing lane which is the recommended driving lane RL.

The automatic driving system 50 of the above embodiment is provided with two in-vehicle ECUs, a driving support ECU 50a and an automatic driving ECU 50b. However, one in-vehicle ECU having each function of the driving support ECU 50a and the automatic driving ECU 50b may constitute the automatic driving system 50.

The display device for displaying the content related to the second task is not limited to the CID 22. For example, meter displays 21 and HUD23 may be used to provide content. Further, the display device for displaying the content may be selectable by the driver. Further, the shape, emission color, display position, etc. of each image displayed on each display device may be appropriately changed. In addition, the language type of the message displayed on each display device may be appropriately changed based on the user settings such as the driver and the settings such as the country and region in which the vehicle A is used. Similarly, the language type of the voice message reproduced by the audio device 24 may be changed as appropriate.

The second task permitted to the driver may be appropriately changed according to the regulations such as the Road Traffic Act of the country and region where the vehicle A is used. Further, the avoidance action for avoiding the interruption of the second task is not limited to the automatic LC, and may be appropriately changed according to the driving scene.

In the modification 13 of the above embodiment, the HCU 100 is integrally configured with any one of the meter display 21, the CID 22 and the HUD 23. That is, in the modification 13, the processing function of the HCU 100 is mounted on the control circuit of any one of the display devices. As a result, in the modification 13, the display device becomes the "presentation control device".

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

Further, the form of the storage medium for storing the program or the like that can realize the above display control method may be changed as appropriate. For example, the storage medium is not limited to the configuration provided on the circuit board, and may be provided in the form of a memory card or the like, inserted into the slot portion, and electrically connected to the control circuit of the HCU. .. Further, the storage medium may be an optical disk and a hard disk drive that serve as a copy base for the program to the HCU.

The control unit and method thereof described in the present disclosure may be realized by a dedicated computer constituting a processor programmed to perform one or more functions embodied by a computer program. Alternatively, the apparatus and method thereof described in the present disclosure may be realized by a dedicated hardware logic circuit. Alternatively, the apparatus and method thereof described in the present disclosure may be realized by one or more dedicated computers configured by a combination of a processor for executing a computer program and one or more hardware logic circuits. Further, the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.

The technical features described so far and disclosed by the embodiments and modifications are summarized below.

In each of the above embodiments, the environment recognition unit 61 corresponds to the "other vehicle status grasping unit", the "driving environment grasping unit" and the "driving environment judgment unit", and the behavior judgment unit 62 is the "automation level determination unit". And, it corresponds to the "action determination unit", and the automatic operation ECU 50b corresponds to the "operation control device". Further, the merging vehicle Ac corresponds to "another vehicle", "interruption vehicle" and "merging vehicle", and the parallel running vehicle Ao corresponds to "another vehicle (running in the assumed merging section)". Further, the merging section CfS corresponds to the "confluence assumed section", the traveling lane DL corresponds to the "own lane" and the "merged lane", and the overtaking lane PL corresponds to "another driving lane" and "adjacent to the opposite side". It corresponds to the "lane", and the merging lane ML corresponds to the "adjacent lane" and the "merging lane".

[Technical Features 1-1]
A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task.
In the assumed merging section (CfS) where other vehicles (Ac) are expected to merge from the adjacent lane (ML) to the own lane (DL), the situation of other vehicles for grasping the presence or absence of the other vehicle traveling in the adjacent lane. Grasp unit (61) and
Automation level determination unit (62) that determines the automatic driving level that defines the range of the driving task that the automatic driving function substitutes in the assumed merging section according to the presence or absence of the other vehicle traveling in the adjacent lane. When,
An operation control device equipped with.
[Technical features 1-2]
When the automation level determination unit determines that there is no other vehicle merging under the eyes-off driving in which the driver does not have the duty of peripheral monitoring, which is one of the driving tasks, the automation level determination unit continues the eyes-off driving. (S274: NO), or transition to hands-off driving (S74: NO, S75) in which the driver does not have the duty of steering operation, which is another of the driving tasks, is determined [Technical Feature 1-1]. The operation control device described in.
[Technical features 1-3]
When the other vehicle is present in the adjacent lane, the other vehicle status grasping unit further grasps the control status of the automatic driving of the other vehicle.
The driving control device according to [Technical Feature 1-1], wherein the automated driving level determination unit determines the automated driving level according to the control status of the automated driving in the other vehicle.
[Technical features 1-4]
A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task.
Understand the control status of automatic driving of the other vehicle traveling in the adjacent lane in the expected merging section (CfS) where the other vehicle (Ac) is expected to merge from the adjacent lane (ML) to the own lane (DL). With the other vehicle situation grasping department (61)
An automation level determination unit (62) that determines an automatic driving level that defines the range of the driving task that the automatic driving function substitutes in the assumed merging section according to the control status of the automatic driving in the other vehicle.
An operation control device equipped with.
[Technical features 1-5]
When the automation level determination unit determines that the other vehicle merging is a self-driving vehicle under the implementation of eye-s-off driving in which the driver is not obliged to monitor the surroundings, which is one of the driving tasks. [Technical Feature 1-3] or [Technical Feature 1-4] that determines the continuation of the eye-off driving or the transition to the hands-off driving in which the driver does not have the duty of steering operation, which is another of the driving tasks. ] The operation control device described in.
[Technical features 1-6]
The other vehicle situation grasping unit further grasps the section length of the assumed merging section, and further grasps the section length.
The automation level determining unit determines whether to continue the eyes-off running or shift to the hands-off running according to the section length of the assumed confluence section [Technical Feature 1-2] or [Technical Feature]. 1-5]. The operation control device.
[Technical features 1-7]
The automation level determination unit
When the section length of the assumed merging section exceeds the continuation threshold value, the eyes-off running is continued.
The operation control device according to [Technical Feature 1-6], which shifts to the hands-off running when the section length of the assumed merging section is less than the continuation threshold value.
[Technical features 1-8]
The other vehicle situation grasping unit grasps the presence or absence of the other vehicle traveling in the adjacent lane even in the merging preparation section (CpS) located on the front side of the merging assumed section.
When the automation level determination unit determines that the other vehicle does not exist in the merging preparation section under a situation where the existence of the other vehicle traveling in the adjacent lane can be grasped in the merging preparation section, the said The operation control device according to any one of [Technical Feature 1-1] to [Technical Feature 1-7], which determines that avoidance driving control for avoiding entry into a confluence assumed section is not performed.
[Technical features 1-9]
The other vehicle situation grasping unit grasps the presence or absence of the other vehicle traveling in the adjacent lane even in the merging preparation section (CpS) located on the front side of the merging assumed section.
The automation level determination unit may determine that the other vehicle is present in the merging preparation section under the condition that the existence of the other vehicle traveling in the adjacent lane can be grasped in the merging preparation section. The operation control device according to any one of [Technical Feature 1-1] to [Technical Feature 1-1], which determines the implementation of avoidance driving control for avoiding entry into an assumed merging section.
[Technical features 1-10]
A driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task.
In at least one processing unit (51)
In the merging assumed section (CfS) where the merging of other vehicles (Ac) from the adjacent lane (ML) to the own lane (DL) is assumed, the presence or absence of the other vehicle traveling in the adjacent lane is grasped (S74, S277),
In the assumed merging section, the automatic driving level that defines the range of the driving task that the automatic driving function substitutes is determined according to the presence or absence of the other vehicle traveling in the adjacent lane (S77, S279, S280). ,
An operation control program that executes processing including that.
[Technical features 1-11]
A driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task.
In at least one processing unit (51)
Understand the control status of automatic driving of the other vehicle traveling in the adjacent lane in the expected merging section (CfS) where the other vehicle (Ac) is expected to merge from the adjacent lane (ML) to the own lane (DL). (S76, S278),
In the assumed merging section, the automatic driving level that defines the range of the driving task that the automatic driving function substitutes is determined according to the control status of the automatic driving in the other vehicle (S77, S279, S280).
An operation control program that executes processing including that.

According to the above [Technical Features 1-1, 4, 10, 11], in the assumed merging section where other vehicles are expected to merge from the adjacent lane to the own lane, the presence or absence of other vehicles or in other vehicles The automatic driving level is determined according to the situation of automatic driving. Therefore, even if an assumed merging section is encountered while driving by the automatic driving function, automatic driving at an appropriate automatic driving level can be continued. As a result, the chances of transferring the driving task from the automatic driving function to the driver are reduced, and it is possible to improve the convenience of the driver related to the driving change.

According to the above [Technical Feature 1-2], when there is no other vehicle in the adjacent lane, at least the steering operation by the driver is not required even in the assumed merging section. Therefore, it is possible to reduce the driver's driving load due to the change of driving and the traveling in the assumed merging section.

According to the above [Technical Features 1-3], when another vehicle exists in the adjacent lane, the automatic driving level is determined depending on whether or not the other vehicle is an automatic driving vehicle. Therefore, even if another vehicle in the adjacent lane is grasped while driving by the automatic driving function, automatic driving at an appropriate automatic driving level can be continued. Based on the above, it is possible to reduce the chance of transferring the driving task to the driver and improve the convenience of the driver.

According to the above [Technical Feature 1-5], when another vehicle in the adjacent lane is an autonomous driving vehicle, at least the steering operation by the driver is not required even if the other vehicle is present in the adjacent lane. In this way, if the control status of the automatic driving of the other vehicle is grasped in addition to the presence or absence of the other vehicle, it becomes possible to appropriately determine the automatic driving level of the own vehicle in relation to the other vehicle. Based on the above, it is possible to appropriately reduce the risk of other vehicles to the own vehicle and reduce the driving load of the driver.

If the section length of the assumed merging section is sufficiently secured, the merging of other vehicles will be carried out with a margin. Therefore, in the above [Technical Features 1-6], the automatic operation level is determined according to the section length of the assumed merging section. Therefore, it is possible to appropriately achieve both the risk reduction of the other vehicle with respect to the own vehicle and the reduction of the driver's driving load.

In the above [Technical Features 1-7], switching between eyes-off running and hands-off running is performed depending on whether or not the section length of the assumed merging section exceeds the continuation threshold value. Based on the above, it is possible to appropriately switch the automatic driving level in the assumed merging section to reduce the driver's driving load and reduce the risk of other vehicles.

According to the above [Technical Features 1-8], if it is determined that there are no other vehicles in the adjacent lane in the merging preparation section, it is decided not to implement the avoidance driving control to avoid entering the merging assumed section. Will be done. In this way, if the absence of other vehicles can be grasped in advance, the risk of the other vehicles merging does not increase even if the vehicle travels in the assumed merging section while maintaining a high automatic driving level. As a result, it becomes possible to reduce the implementation period of the avoidance running control, and it is possible to improve the convenience for the driver.

On the other hand, according to the above [Technical Feature 1-9], even if it is determined that there is no other vehicle in the adjacent lane in the merging preparation section, the avoidance running control that avoids entering the merging assumed section is performed. Will be implemented. If another vehicle in the adjacent lane is detected in the assumed merging section, it will be difficult to continue hands-off driving or eyes-off driving. Therefore, even if the presence of other vehicles is not known in the merging preparation section, according to the control method for implementing avoidance driving control, high-level automatic driving can be continued with high certainty. Based on the above, it is possible to provide highly convenient automatic driving that can continue a state of low driving load.

[Technical features 2-1]
A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task.
Driving to grasp the existence of a merging assumed section (CfS) in which driving by the automatic driving function is restricted by merging other vehicles (Ac) from the adjacent lane (ML) to the own lane (DL). Environment grasping department (61) and
With the action determination unit (62) that determines the execution of avoidance driving control for avoiding entry into the assumed merging section when it is determined by the automatic driving function that the assumed merging section exists in the traveling direction during traveling. ,
An operation control device equipped with.
[Technical features 2-2]
When the expected merging section existing in the traveling direction is grasped, the action determining unit secures the driving change time required for the driving change from the automatic driving function to the driver before entering the assumed merging section. The operation control device according to [Technical Feature 2-1], which performs the avoidance driving control at a possible timing.
[Technical features 2-3]
Whether or not the action determining unit implements the avoidance driving control when the restriction of driving by the automatic driving function is relaxed by the avoidance driving control for moving from the own lane to another driving lane (PL). The operation control device according to [Technical Feature 2-1] or [Technical Feature 2-2], which is determined based on the selection information of the driver.
[Technical features 2-4]
The action determining unit describes the difference between the driving control by the automatic driving function when the vehicle continues to drive in the own lane and the driving control by the automatic driving function when the lane is changed to another driving lane. The operation control device according to [Technical Feature 2-3], which notifies the driver before acquiring selection information.
[Technical features 2-5]
A driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task.
In at least one processing unit (51)
Understand the existence of a merged assumed section (CfS) in which traveling by the automatic driving function is restricted by assuming that another vehicle (Ac) merges from the adjacent lane (ML) to the own lane (DL) (CfS). S60, S260),
When it is determined by the automatic driving function that the assumed merging section exists in the traveling direction during traveling, it is determined to execute the avoidance traveling control for avoiding the approach to the assumed merging section (S64, S264).
An operation control program that executes processing including that.

According to the above [Technical Features 2-1 and 5], when the assumed merging section is grasped in the traveling direction, it is determined to execute the avoidance running control for avoiding the approach to the assumed merging section. Therefore, the situation where the driving by the automatic driving function is restricted due to the approach to the assumed confluence section is avoided. As a result, the driver can continue the second task as long as possible. In addition, if the entry into the assumed merging section is avoided, the risk of other vehicles merging into the own lane from the adjacent lane can be reduced. Therefore, it is possible to improve the convenience of the driver.

According to the above [Technical Feature 2-2], even if the avoidance driving control for avoiding the approach to the assumed merging section cannot be implemented, the driving change time required for the driving change to the driver is secured. There is. As a result, even if a sudden driving change occurs, the driving change can be smoothly carried out, so that the convenience of the driver is not easily impaired. The operation change time is, for example, the time (15 seconds) from the TOR point P4 of the above embodiment to the merging start point P5.

According to the above [Technical Feature 2-3], it is determined based on the driver's selection information whether or not to implement the avoidance driving control to move to another driving lane. According to the above, it becomes possible to continue the automatic driving in the manner facing the driver.

According to the above [Technical Feature 2-4], how the content (automatic driving level) of the driving control by the automatic driving function is selected depending on whether the execution of the avoidance driving control is selected or not. The driver is notified if it will change. As described above, if the information as an index is provided when selecting the driver, the driver can easily select whether or not to perform the avoidance running control.

[Technical features 3-1]
A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task.
Understanding the situation of other vehicles traveling around the vehicle and grasping the other vehicle that interrupts from the adjacent lane (ML) to the own lane (DL) as an interrupting vehicle (Ac). Part (61) and
When the interruption of the interrupted vehicle is grasped, the automatic driving level that defines the range of the driving task that the automatic driving function substitutes depending on whether or not the other vehicle other than the interrupted vehicle exists. Automation level determination unit (62) that determines
An operation control device equipped with.
[Technical features 3-2]
The automation level determination unit travels in the preceding vehicle (Af) traveling in the traveling direction of the vehicle and the opposite adjacent lane located on the opposite side of the adjacent lane in which the interrupting vehicle travels across the own lane. The operation control device according to [Technical Feature 3-1], which determines the automatic operation level according to whether or not at least one of the interrupting other vehicles (As) is present.
[Technical features 3-3]
The automation level determination unit
When the interruption of the interrupted vehicle is detected during the period when the automatic driving function is performing automatic driving for which the driver is not obliged to monitor the surroundings.
On condition that the preceding vehicle does not exist, the automatic driving without the obligation to monitor the surrounding area is continued by the automatic driving function.
The driving control device according to [Technical Feature 3-2], which shifts the automatic driving level to automatic driving for which peripheral monitoring is obligatory, provided that the preceding vehicle is present.
[Technical features 3-4]
The automation level determination unit
When the interruption of the interrupted vehicle is detected during the period when the automatic driving function is performing automatic driving for which the driver is not obliged to monitor the surroundings.
On condition that there is no other vehicle that interrupts, the automatic driving function without the obligation to monitor the surrounding area is continued.
The driving control according to [Technical Feature 3-2] or [Technical Feature 3-3] that shifts the automatic driving level to automatic driving for which peripheral monitoring is obligatory, provided that the other vehicle with the interruption is present. Device.
[Technical features 3-5]
In addition to the other vehicle that has started to change lanes from the adjacent lane to the own lane, the other vehicle status grasping unit also uses the other vehicle that is expected to join the own lane as the interrupted vehicle. The operation control device according to any one of [Technical Features 3-1] to [Technical Features 3-4] to be grasped. [Technical features 3-6]
A driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task.
In at least one processing unit (51)
Understand the situation of other vehicles traveling around the vehicle,
Further grasping the other vehicle that interrupts from the adjacent lane (ML) to the own lane (DL) as an interrupting vehicle (Ac) (S301),
When the interruption of the interrupted vehicle is grasped, the automatic driving level that defines the range of the driving task that the automatic driving function substitutes depends on whether or not the other vehicle other than the interrupted vehicle exists. Determine (S302-S305),
An operation control program that executes processing including that.

According to the above [Technical Features 3-1 and 6], when the interruption of the interrupting vehicle from the adjacent lane to the own lane is grasped, the automatic operation is performed according to the presence or absence of other vehicles other than the interrupting vehicle. The level is decided. Therefore, even if an interrupted vehicle is encountered while driving by the automatic driving function, automatic driving at an appropriate automatic driving level can be continued. As a result, the chances of transferring the driving task from the automatic driving function to the driver are reduced, and it is possible to improve the convenience of the driver related to the driving change.

According to the above [Technical Feature 3-2], the presence or absence of the preceding vehicle or the interrupting other vehicle, etc. is grasped as other vehicles excluding the interrupting vehicle, and the automatic driving level of the own vehicle is determined according to the existence of these. It is determined. By controlling the automation level in this way, it is possible to determine the automation driving level that appropriately reflects the presence of other vehicles that have an influence on the driving condition of the own vehicle. Therefore, the driver's driving load can be reduced while suppressing the risk of other vehicles.

When there is a preceding vehicle as in the above [Technical Feature 3-3], the interrupting vehicle is likely to move between the own vehicle and the preceding vehicle. In such a scene, an interrupted vehicle that has changed lanes to its own lane tends to decelerate in front of the own lane. Therefore, according to the control that lowers the automatic driving level when the preceding vehicle is present, even if the interrupting vehicle interrupting in front of the own vehicle slows down, the driver can smoothly respond.

As in the above [Technical Feature 3-4], if there is no other vehicle interrupting the adjacent lane on the opposite side, the vehicle should be placed in the adjacent lane on the opposite side in order to avoid the interrupted vehicle interrupting the own lane. It will be possible to change lanes. Therefore, according to the control for continuing the automatic driving without the obligation of peripheral monitoring when there is no interrupting other vehicle, the driver's driving load can be reduced while suppressing the risk of the other vehicle.

According to the process of grasping other vehicles that are expected to join the own lane as interrupted vehicles as in the above [Technical Features 3-5], other vehicles that pose a risk to the own vehicle can be grasped at an early stage. Can be done. As a result, it is possible to secure a long response time for the driver when the automatic operation level is changed to a low level.

[Technical features 4-1]
A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task.
Existence of an assumed merging section (CfS) defined in the merging lane (DL) connected to the merging lane (ML) and where the lane change of the merging vehicle (Ac) from the merging lane to the merging lane is assumed. Driving environment grasping unit (61) to grasp
When the vehicle is traveling in the opposite lane (PL) adjacent to the opposite side of the merging lane across the merging lane, depending on the presence or absence of another vehicle (Ao) traveling in the assumed merging section. , The automation level determination unit (62) that determines the automatic operation level that defines the range of the operation task on behalf of the automatic operation function, and
An operation control device equipped with.
[Technical features 4-2]
The automation level determination unit
When the existence of the assumed merging section is grasped during the period when the automatic driving function is performing automatic driving for which the driver is not obliged to monitor the surroundings.
On condition that the other vehicle does not exist in the assumed merging section, the automatic driving without the obligation to monitor the surrounding area is continued to the automatic driving function.
The operation control device according to [Technical Feature 4-1], which shifts the automatic driving level to automatic driving for which peripheral monitoring is obligatory, provided that the other vehicle is present in the assumed merging section.
[Technical features 4-3]
A driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task.
In at least one processing unit (51)
Existence of an assumed merging section (CfS) defined in the merging lane (DL) connected to the merging lane (ML) and where the lane change of the merging vehicle (Ac) from the merging lane to the merging lane is assumed. (S401),
When the vehicle is traveling in the opposite lane (PL) adjacent to the opposite side of the merging lane across the merging lane, depending on the presence or absence of another vehicle (Ao) traveling in the assumed merging section. , The automatic driving function defines the range of the driving task on behalf of the automatic driving function (402 to S404).
An operation control program that executes processing including that.

According to the above [Technical Features 4-1 and 3], when driving in the adjacent lane on the opposite side, the existence of other vehicles traveling in the assumed merging section specified in the merging lane is grasped, and the merging assumed section The automatic driving level is determined according to the presence or absence of other vehicles. Therefore, even if the movement of the merging vehicle from the merging lane to the merging lane causes the movement of another vehicle from the merging lane to the adjacent lane on the opposite side, the own vehicle is at a level that can appropriately cope with the other vehicle. Automatic operation can be continued. As a result, the chances of transferring the driving task from the automatic driving function to the driver are reduced, and it is possible to improve the convenience of the driver related to the driving change.

According to the above [Technical Feature 4-2], when another vehicle exists in the assumed merging section, the automatic driving level of the own vehicle shifts to the automatic driving with the obligation to monitor the surrounding area. Therefore, even if another vehicle makes a sudden move to the adjacent lane on the opposite side, the driver can smoothly respond by controlling the automatic driving level to be lowered in advance.

[Technical features 5-1]
A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task.
A driving environment determination unit (61) that determines whether or not the vehicle travels in a preset self-driving area and whether or not the vehicle travels in a traffic jam.
The vehicle is provided with an automation level determination unit (62) that enables the driver to carry out unsupervised automatic driving without obligation to monitor the surroundings when the vehicle travels in the automatic driving area or in a traffic jam.
The automation level determination unit
Allowing the unsupervised automatic driving in the confluence section (CfS),
When the vehicle travels in the automatic driving area, the automatic driving without monitoring in the overtaking lane (PL) cannot be performed, and when the vehicle travels in a traffic jam, the monitoring in the overtaking lane is disabled. None Operation control device that allows automatic driving.

[Technical features 5-2]
A driving control program used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task.
In at least one processing unit (51)
It is determined whether or not the vehicle travels in a preset self-driving area and whether or not the vehicle travels in a traffic jam.
When the vehicle travels in the automatic driving area or in a traffic jam, a process including enabling the driver to carry out unsupervised automatic driving without obligation to monitor the surroundings is executed.
In the confluence section (CfS), the above-mentioned automatic driving without monitoring is permitted, and
When the vehicle travels in the autonomous driving area, the unsupervised automatic driving in the overtaking lane (PL) cannot be carried out.
A driving control program that permits unsupervised automatic driving in the overtaking lane when the vehicle is traveling in a traffic jam.

In the above [Technical Features 5-1 and 2], when the vehicle travels in an area where automatic driving is possible, automatic driving without monitoring in the overtaking lane cannot be carried out. However, if the vehicle is traveling in a traffic jam, unsupervised autonomous driving in the overtaking lane is permitted. Therefore, if there is a traffic jam, it is possible to continue automatic driving in the overtaking lane in addition to the merging lane without the obligation to monitor the surrounding area. Therefore, by reducing the frequency of driving changes, it becomes possible to improve the convenience of the driver related to the driving changes.

A vehicle, CfS confluence section, AL dedicated lane, DL driving lane, PL overtaking lane, CL center lane, RL recommended driving lane, BP branch, CTV video content (contents), In1 continuability information, In2 own vehicle control information, Nt11 LC attempt notification (end notice, monitoring notice), Nt12 LC failure possibility notification (end notice, monitoring notice), Nt13 LC failure notification (monitoring notice), Nt13a stop selection notification (monitoring notice) , Nt14 RtI notification (request notification), Nt21 peripheral monitoring request notification (peripheral monitoring notification), SG selection screen, 11 processing unit, 50b automatic operation ECU (operation control device), 61 environment recognition unit (driving environment judgment unit), 62 Action judgment unit (automation level determination unit), 81 peripheral condition grasping unit, 181 recommended lane selection unit, 82 shift control unit (interruption determination unit, monitoring obligation grasping unit), 83 integrated status estimation unit (driver status grasping unit), 84 Provided control unit (lane proposal unit), 100 HCU (presentation control device)

Claims (29)

A presentation control device used in a vehicle (A) having an automatic driving function and controlling the presentation of information to the driver of the vehicle.
The interruption determination unit (82) that determines the interruption of a specific action other than the driving permitted by the driver during the automatic driving period in which the vehicle is driven by the automatic driving function.
A provision control unit (84) that changes the method of providing content (CTV) provided in connection with the specific action during the automatic driving period based on the decision to suspend the specific action.
A presentation control device. A presentation control device used in a vehicle (A) having an automatic driving function and controlling the presentation of information to the driver of the vehicle.
The interruption determination unit (82) that determines the interruption of a specific action other than the driving permitted by the driver during the automatic driving period in which the vehicle is driven by the automatic driving function.
The provision control unit (84), which presents an option for selecting a method of suspending the content (CTV) provided in connection with the specific action during the automatic driving period based on the decision to suspend the specific action,
A presentation control device. The presentation according to claim 2, wherein the provision control unit changes the method of providing the content provided in connection with the specific action during the automatic driving period based on the suspension decision before presenting the option. Control device. The presentation control device according to claim 2 or 3, wherein the provision control unit presents the options according to the type of the specific action based on the determination result of the type of the specific action performed by the driver. The provision control unit notifies the driver of the state of the avoidance action by the automatic driving function for avoiding the interruption of the specific action, and then presents the option of selecting the method of interrupting the content. The presentation control device according to any one of 4. The presentation according to claim 1 or 3, wherein the provision control unit notifies the driver of the state of the avoidance action by the automatic driving function for avoiding the interruption of the specific action, and then changes the method of providing the content. Control device. The presentation control device according to claim 5 or 6, wherein the provision control unit presents a selection screen (SG) for selecting whether or not to execute the avoidance action to the driver. The presentation control device according to claim 7, wherein the provision control unit notifies the driver on the selection screen that whether or not the specific action can be continued changes depending on whether or not the avoidance action is executed. A driver state grasping unit (83) for grasping the state of the driver during the automatic driving period is further provided.
The provision control unit changes at least one of the strength of the request notification (Nt14) for requesting the driver to change the operation from the automatic driving function and the request timing according to the state of the driver, according to claims 1 to 8. The presentation control device according to any one of the following items. A peripheral state grasping unit (81) for grasping the state of another vehicle traveling around the vehicle is further provided.
Any one of claims 1 to 9, wherein the provided control unit changes at least one of the strength of the request notification and the request timing for requesting the driver to change the driving from the automatic driving function according to the state of the other vehicle. The presentation control device according to paragraph 1. The provision control unit grasps the interruption timing at which the driver has finished the specific action, and changes the permission timing for permitting the resumption of provision of the content according to the interruption timing according to any one of claims 1 to 10. The presentation control device described. A presentation control program used in a vehicle (A) having an automatic driving function and controlling the presentation of information to the driver of the vehicle.
In at least one processing unit (11)
During the automatic driving period in which the vehicle is driven by the automatic driving function, it is determined to suspend a specific action other than the driving permitted by the driver (S10).
The method of providing the content (CTV) provided in connection with the specific action during the automatic driving period is changed based on the decision to suspend the specific action (S12).
A presentation control program that executes processing including that. A presentation control program used in a vehicle (A) having an automatic driving function and controlling the presentation of information to the driver of the vehicle.
In at least one processing unit (11)
During the automatic driving period in which the vehicle is driven by the automatic driving function, it is determined to suspend a specific action other than the driving permitted by the driver (S10).
An option for selecting a method of suspending the content (CTV) provided in connection with the specific action during the automatic driving period is presented based on the decision to suspend the specific action (S13).
A presentation control program that executes processing including that. A presentation control device used in a vehicle (A) having an automatic driving function and controlling the presentation of information to the driver of the vehicle.
The monitoring obligation grasping unit (82) for grasping whether or not the driver is obliged to monitor the surroundings during the automatic driving period in which the vehicle is driven by the automatic driving function,
When the presence or absence of the peripheral monitoring obligation is scheduled to change, the monitoring notice notice (Nt11 to Nt13, Nt13a) for notifying the scheduled change of the peripheral monitoring obligation and the presence or absence of the peripheral monitoring obligation change. A provision control unit (84) that performs peripheral monitoring notification (Nt21) to notify that the operation has been performed, and
A presentation control device. When the change from the state without the peripheral monitoring obligation to the state with the peripheral monitoring obligation is scheduled, the provision control unit announces the end of a specific action other than the driving permitted to the driver. The presentation control device according to claim 14, wherein the notice is given at a timing different from that of the monitoring notice. The presentation control device according to claim 15, wherein the provision control unit gives the end notice before the monitoring notice. The provided control unit is a driving control that is not obliged to monitor the surroundings, and the specific driving control other than the lane keeping control for driving the vehicle along the traveling lane is scheduled to be executed by the automatic driving function. , The continuability information (In1) indicating that the specific action can be continued, and the own vehicle control information (In2) related to at least one of the driving environment and the control state of the vehicle, and the notification timing of the end notice. The presentation control device according to claim 16, which is notified by a screen display prior to the above. When the specific driving control is completed, or when the state with the peripheral monitoring obligation shifts to the state without the peripheral monitoring obligation, the provided control unit hides the own vehicle control information and performs the specific action. The presentation control device according to claim 17, wherein the display of the sustainable information is continued. 15. The provision control unit performs a process of interrupting the display of the moving image and continuing the audio output of the moving image as the end notice when the driver is watching the moving image as the specific action. 18. The presentation control device according to any one of 18. A presentation control program used in a vehicle (A) having an automatic driving function and controlling the presentation of information to the driver of the vehicle.
In at least one processing unit (11)
During the automatic driving period in which the vehicle travels by the automatic driving function, it is possible to grasp whether or not the driver is obliged to monitor the surroundings (S11).
When a change in the presence or absence of the peripheral monitoring obligation is scheduled, a monitoring notice notice (Nt11 to Nt13, Nt13a) for notifying the scheduled change in the presence or absence of the peripheral monitoring obligation is given (S122, S125, S132).
Further, a peripheral monitoring notification (Nt21) for notifying that the presence or absence of the peripheral monitoring obligation has changed is performed (S163).
A presentation control program that executes processing including that. A presentation control device used in a vehicle (A) having an automatic driving function and controlling the presentation of information to the driver of the vehicle.
Recommended lane selection unit that selects the recommended driving lane (RL) from a plurality of lanes, which is estimated to be continued for a long time or a long distance by the automatic driving function without supervision without obligation to monitor the surroundings by the driver. (181) and
When the automatic driving without monitoring is carried out, the lane proposal unit (84) that proposes the driving in the recommended driving lane to the driver, and the lane proposal unit (84).
A presentation control device. The automatic driving function makes it impossible to carry out the unsupervised automatic driving in the confluence section (CfS), and enables the unsupervised automatic driving to be carried out in the overtaking lane (PL).
The recommended lane selection unit selects the overtaking lane as the recommended driving lane when it is predicted that the vehicle will enter a traffic jam.
The lane proposal unit proposes a lane change to the overtaking lane in a state where there is an obligation to monitor the surrounding area when the vehicle is predicted to enter a traffic jam while the vehicle is traveling in the driving lane connected to the merging section. 21. The presentation control device according to claim 21. The automatic driving function makes it impossible to carry out the unsupervised automatic driving in the overtaking lane (PL), and enables the unsupervised automatic driving to be carried out in the merging section (CfS).
The recommended lane selection unit selects a traveling lane connected to the merging section as the recommended traveling lane when it is predicted that the vehicle will enter a traffic jam.
21. The presentation control device described in. The recommended lane selection unit selects the central lane (CL) excluding the lanes at both the left and right ends as the recommended driving lane on a multi-lane road having three or more lanes in one direction.
The presentation control device according to any one of claims 21 to 23, wherein the lane proposal unit proposes to the driver the driving in the central lane selected as the recommended driving lane. The presentation control device according to claim 24, wherein the lane proposal unit cancels the recommendation of traveling in the central lane when the maximum speed set on the multi-lane road is higher than a predetermined threshold speed. When a branch (BP) exists in the traveling direction of the vehicle, the recommended lane selection unit selects the recommended lane for driving according to the distance or time to the branch based on the planned travel route set for the vehicle. The presentation control device according to any one of claims 21 to 25 for changing the lane. The recommended lane selection unit selects the priority lane or the dedicated lane as the recommended driving lane when there is a dedicated lane (AL) or a priority lane for the autonomous vehicle that performs automatic driving without monitoring.
The presentation control device according to any one of claims 21 to 26, wherein the lane proposal unit proposes to the driver the driving of the dedicated lane or the priority lane when the automatic driving without monitoring is carried out. A presentation control program used in a vehicle (A) having an automatic driving function and controlling the presentation of information to the driver of the vehicle.
In at least one processing unit (11)
The recommended driving lane (RL), which is estimated to be continued for a long time or a long distance by the automatic driving function without monitoring without obligation to monitor the surroundings by the driver, is selected from a plurality of lanes (S501 to S510). ),
When the automatic driving without monitoring is carried out, the driver is proposed to drive in the recommended driving lane (S524, S525, S543).
A presentation control program that executes processing including that. A driving control device used in a vehicle (A) that realizes an automatic driving function capable of substituting at least a part of a driver's driving task.
A driving environment determination unit (61) that determines whether or not the vehicle travels in a preset self-driving area and whether or not the vehicle travels in a traffic jam.
The vehicle is provided with an automation level determination unit (62) that enables the driver to carry out unsupervised automatic driving without obligation to monitor the surroundings when the vehicle travels in the automatic driving area or in a traffic jam.
The automation level determination unit
Allowing the unsupervised automatic driving in the confluence section (CfS),
When the vehicle travels in the automatic driving area, the automatic driving without monitoring in the overtaking lane (PL) cannot be performed, and when the vehicle travels in a traffic jam, the monitoring in the overtaking lane is disabled. None Operation control device that allows automatic driving.

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