WO2022107466A1 - Vehicle control device and vehicular notification device - Google Patents

Abstract

This vehicle control device comprises a control unit (70) which, upon performing automatic driving of a vehicle (10), controls, according to a travel road, switching between a first automatic driving state with an automatic driving level 2 or lower that accompanies manual driving or surrounding monitoring obligation and a second automatic driving state with an automatic driving level 3 or higher that does not accompany the surrounding monitoring obligation, wherein when the first automatic driving state transitions to the second automatic driving state, the control unit sets a second vehicle speed in the second automatic driving state to be lower than a first vehicle speed in the first driving state.

Description

Vehicle control device and vehicle notification device Cross-reference of related applications

This application is based on Patent Application No. 2020-19216 filed in Japan on November 17, 2020, Patent Application No. 2021-005105 filed in Japan on January 15, 2021, and May 24, 2021. Based on the patent application No. 2021-087191 filed in Japan and the patent application No. 2021-142361 filed in Japan on September 1, 2021, the contents of the basic application as a whole. , Incorporated by reference.

This disclosure relates to a vehicle control device and a vehicle notification device.

As a vehicle control device, for example, the one described in Patent Document 1 is known. In the vehicle control device (driving change control device) of Patent Document 1, when shifting from the automatic driving area to the manual driving area, a switching section is provided before the driving change to reduce the driving load (for example, speed). I am doing it. This alleviates the driver's anxiety when switching from automatic driving to manual driving.

International Publication No. 2017/154396

However, in the above-mentioned Patent Document 1, there is no description about consideration of traveling speed (speed control) when shifting from a manual driving area or an area where automatic driving is obliged to monitor the surrounding area to an area where autonomous driving is not obliged to monitor the surrounding area. do not have.

Normally, when shifting from a manual driving area or an area where autonomous driving is required to monitor the surrounding area to an area where autonomous driving is not required to monitor the surrounding area, the driving speed in the manual driving area or the area where autonomous driving is required to monitor the surrounding area is possible. Is maintained. In addition, in areas where autonomous driving is not obligatory, the driver is no longer obliged to monitor the surrounding area (second task is permitted). Therefore, when the driver shifts from the manual driving area or the area where autonomous driving with the obligation to monitor the surrounding area to the area where the autonomous driving is possible without the obligation to monitor the surrounding area, the driver is at the same speed while the obligation to monitor the surrounding area is removed by the automatic driving function. If you switch to autonomous driving as it is, you may feel uneasy.

The purpose of the present disclosure is to reduce driver's anxiety when migrating between a manual driving area or an area where autonomous driving is possible without obligation to monitor the surrounding area and an area where autonomous driving is not required to monitor the surrounding area in view of the above problems. It is an object of the present invention to provide a vehicle control device and a vehicle notification device which can be used.

In the first disclosure, when the vehicle is automatically driven, the first automatic driving state of automatic driving level 2 or less with manual or peripheral monitoring obligation and the automatic driving level without peripheral monitoring obligation are given according to the road on which the vehicle is driven. It is a vehicle control device provided with a control unit that switches and controls three or more second automatic driving states.
When shifting from the first automatic driving state to the second automatic driving state, the control unit sets the second vehicle speed in the second automatic driving state to be lower than the first vehicle speed in the first automatic driving state. It is characterized by doing.

According to this disclosure, the second vehicle speed is set to be lower than the first vehicle speed while the peripheral monitoring obligation is eliminated after shifting from the first automatic driving state to the second automatic driving state. It is possible to reduce the driver's anxiety when shifting to the automatic driving state.

In the second disclosure, when executing the automatic driving of the vehicle, the first automatic driving state of automatic driving level 2 or less with manual or peripheral monitoring obligation and the automatic driving level without peripheral monitoring obligation depending on the road on which the vehicle is driven. It is a vehicle control device provided with a control unit that switches and controls three or more second automatic driving states.
The control unit
When the first speed limit of the first road in the first automatic driving state and the second speed limit of the second road in the second automatic driving state are different.
After the vehicle enters the second road and is set to the second automatic driving state, the setting of the second speed in the second automatic driving state can be changed with respect to the first speed in the first automatic driving state. It is characterized by.

According to this disclosure, when the first speed limit and the second speed limit are different, the second speed in the second automatic operation state can be easily changed. Therefore, the driver's anxiety can be reduced.

In the third disclosure, depending on the road on which the vehicle is driven, a first automatic driving state of automatic driving level 2 or less with manual or peripheral monitoring obligation and a second automatic driving state of automatic driving level 3 or higher without peripheral monitoring obligation. A vehicle notification device including a notification unit that notifies the driver of information on automatic driving when the automatic driving of the vehicle including the above is executed by the control unit.
When the first speed limit of the first road in the first automatic driving state and the second speed limit of the second road in the second automatic driving state are different.
When the control unit predicts that the vehicle will enter the second road, the notification unit informs the driver of information on the traveling speed that is changed by shifting from the first automatic driving state to the second automatic driving state. It is characterized by notifying.

According to this disclosure, when the first speed limit and the second speed limit are different, the information on the running speed in the second automatic driving state is notified to the driver by the notification unit, so that the driver is the first. 2 The speed limit can be easily grasped and anxiety can be reduced.

In the fourth disclosure, when the vehicle is automatically driven, the first automatic driving state of automatic driving level 2 or less with manual or peripheral monitoring obligation and the automatic driving level without peripheral monitoring obligation are given according to the road on which the vehicle is driven. It is a vehicle control device provided with a control unit that switches and controls three or more second automatic driving states.
Equipped with an autonomous sensor that detects information around the vehicle
The control unit is characterized in that the maximum vehicle speed in the second automatic driving state and the lane change permission are changed according to the detection level of the peripheral information by the autonomous sensor.

According to this disclosure, the control unit changes the maximum vehicle speed and the lane change permission in the second automatic driving state according to the detection level of the peripheral information, so that the maximum vehicle speed and the lane change permission can be appropriately set. It becomes possible and can lead to safe driving.

In the fifth disclosure, when the vehicle is automatically driven, the first automatic driving state of automatic driving level 2 or less with manual or peripheral monitoring obligation and the automatic driving level without peripheral monitoring obligation are given according to the road on which the vehicle is driven. It is a vehicle control device provided with a control unit that switches and controls three or more second automatic driving states.
The control unit is characterized in that when shifting from the second automatic driving state to the first automatic driving state, the first vehicle speed in the first automatic driving state is set according to the type of the first automatic driving state.

According to this disclosure, since the first vehicle speed is set to the vehicle speed according to the type of the first automatic driving state, the driver's anxiety when shifting from the second automatic driving state to the first automatic driving state is reduced. can do.

In the sixth disclosure, the first automatic driving state of automatic driving level 2 or less with manual or peripheral monitoring obligation and the automatic driving level without peripheral monitoring obligation, depending on the road on which the vehicle is driven, when the automatic driving of the vehicle is executed. It is a vehicle control device provided with a control unit that switches and controls three or more second automatic driving states.
The control unit is characterized in that when shifting from the second automatic driving state to the first automatic driving state, the first vehicle speed in the first automatic driving state is set according to the road environment at the transition point.

According to this disclosure, the first vehicle speed is set to the vehicle speed according to the road environment at the transition point, so that the driver's anxiety when transitioning from the second automatic driving state to the first automatic driving state can be reduced. Can be done.

According to the seventh disclosure, when the vehicle is automatically driven, the first automatic driving state of automatic driving level 2 or lower with manual or peripheral monitoring obligation and the peripheral monitoring obligation due to congestion are required depending on the road on which the vehicle is driven. It is a vehicle control device provided with a control unit that switches and controls the second automatic driving state of automatic driving level 3 or higher when there is no congestion.
The control unit changes to the first set vehicle speed in the first automatic driving state set when shifting from the first automatic driving state to the second automatic driving state, and from the second automatic driving state to the first automatic driving state. It is characterized in that the second set vehicle speed corresponding to the first automatic driving state set at the time of transition is set to a different value.

According to this disclosure, there are a state in which the driver does not perform an operation related to driving (second automatic driving state) and an automatic driving state in which an operation related to driving is required and an obligation to monitor the surroundings (first automatic driving state). Will be a transition between. Therefore, by setting different values for the first set vehicle speed and the second set vehicle speed, it becomes easier for the driver to recognize that the switching related to automatic driving has been performed, and the driver's anxiety can be reduced. Can be done.

It is a block diagram which shows the structure of the vehicle control device and the vehicle notification device. It is explanatory drawing which shows the content of the automatic operation control in 1st Embodiment. It is a flowchart which shows the procedure of the automatic operation control in 1st Embodiment. It is a flowchart which shows the continuation of FIG. It is explanatory drawing which shows the content of the automatic operation control in 2nd Embodiment. It is a flowchart which shows the procedure of the automatic operation control in 2nd Embodiment. It is a flowchart which shows the continuation of FIG. It is explanatory drawing which shows the content of the automatic operation control in 3rd Embodiment. It is a flowchart which shows the procedure of the automatic operation control in 3rd Embodiment. It is a flowchart which shows the continuation of FIG. It is explanatory drawing which shows the content of the automatic operation control in 4th Embodiment. It is a flowchart which shows the procedure of the automatic operation control in 4th Embodiment. It is explanatory drawing which shows the maximum vehicle speed with respect to the detection level, and whether or not the lane change permission is made. It is explanatory drawing which shows the modification of FIG. It is explanatory drawing which shows the content of the automatic operation control in 5th Embodiment. It is a flowchart which shows the procedure of the automatic operation control in 5th Embodiment. It is explanatory drawing which shows the content of the automatic operation control in 6th Embodiment. It is a flowchart which shows the procedure of the automatic operation control in 6th Embodiment. It is a flowchart which shows the procedure of the automatic operation control in 7th Embodiment. It is explanatory drawing which shows the content of the automatic operation control at the time of hands-on. It is explanatory drawing which shows the content of the automatic operation control in the case of leaving hands-off. It is explanatory drawing which shows the content of the automatic driving control at the time of hands-on in the state where the vehicle speed does not change at the automatic driving level 3. It is explanatory drawing which shows the content of the automatic driving control in the case of the hands-off state in the state where the vehicle speed does not change at the automatic driving level 3. It is explanatory drawing which shows the content of the automatic operation control at the time of turning off from hands-on. It is explanatory drawing which shows the content of the automatic operation control at the time of turning on from hands-off. It is explanatory drawing which shows the content of the automatic operation control at the time of hands on and off at the automatic operation level 3. It is a flowchart which shows the procedure of the automatic operation control in 8th Embodiment. It is explanatory drawing which shows the content of the automatic operation control when there is a confluence point and a curve. It is explanatory drawing which shows the content of the automatic driving control when there is no confluence point and a curve (vehicle speed maintenance). It is explanatory drawing which shows the content of the automatic driving control when there is no confluence point and a curve (vehicle speed change). It is explanatory drawing which shows the content of the automatic driving control when there is a confluence point and a curve in the state where the vehicle speed does not change at the automatic driving level 3. It is explanatory drawing which shows the content of the automatic driving control when there is no confluence point and a curve in the state where the vehicle speed does not change at the automatic driving level 3. It is a flowchart which shows the procedure of the automatic operation control in 9th Embodiment. It is explanatory drawing which shows the content of the automatic operation control in 10th Embodiment. It is a flowchart which shows the procedure of the automatic operation control in 10th Embodiment. It is a flowchart which shows the continuation of FIG. 35.

Hereinafter, a plurality of forms for carrying out the present disclosure will be described with reference to the drawings. In each form, the same reference numerals may be given to the parts corresponding to the matters described in the preceding forms, and duplicate explanations may be omitted. When only a part of the configuration is described in each form, other forms described above can be applied to the other parts of the configuration. Not only the combinations of the parts that clearly indicate that they can be combined in each embodiment, but also the parts of the embodiments that are not explicitly combined if there is no problem in the combination. It is also possible.

(First Embodiment)
The vehicle control device 100 and the vehicle notification device 101 of the first embodiment will be described with reference to FIGS. 1 to 4. The vehicle control device 100 is a device that executes control related to the automatic driving of the vehicle 10, and depends on the road on which the vehicle travels, the first automatic driving state of the automatic driving level 2 or less and the peripheral monitoring with the obligation of manual or peripheral monitoring. It switches and controls the second automatic operation state of automatic operation level 3 or higher, which is not obligatory. The vehicle control device 100 is formed by connecting a locator 30, a peripheral monitoring sensor 40, an in-vehicle communication device 50, an operation device 60, a control unit 70, a vehicle control ECU 80, and the like via a communication bus 90.

Further, the vehicle notification device 101 uses a plurality of display devices (various displays 110 to 130) described later, for example, the vehicle speed, the engine speed, the shift position of the transmission, and the navigation system (here, the locator 30). ) Notifies (displays) the vehicle driving information such as navigation information to the driver (driver) by means of images or the like. Alternatively, the vehicle notification device 101 uses the audio device 140 to notify the driver of the vehicle traveling information by voice. Further, the vehicle notification device 101 notifies the driver of information regarding the automatic driving when the automatic driving is executed. The vehicle notification device 101 includes a notification unit 105, an HCU (Human Machine Interface Control Unit) 160, and the like.

The vehicle notification device 101 is connected to the locator 30, the peripheral monitoring sensor 40, the in-vehicle communication device 50, the control unit 70, and the vehicle control ECU 80 via a communication bus 90 or the like. Further, the vehicle notification device 101 is connected to the operation device 60.

The locator 30 forms a navigation system, and generates own vehicle position information (position information) and the like by compound positioning that combines a plurality of acquired information. The locator 30 includes a GNSS (Global Navigation Satellite System) receiver 31, an inertial sensor 32, a high-precision map database (hereinafter, “map DB”) 33, a locator ECU 34, and the like.

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

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

The map DB 33 is a non-volatile memory and stores map data such as link data, node data, road shape, and structures. The map data may be a three-dimensional map composed of point clouds of road shapes and feature points of structures. The three-dimensional map may be generated by REM (Road Experience Management) based on the captured image. Further, the map data may include traffic regulation information, road construction information, meteorological information, signal information and the like. The map data stored in the map DB 33 is updated periodically or at any time based on the latest information received by the in-vehicle communication device 50 described later.

The locator ECU 34 has a configuration mainly including a microcomputer provided with a processor, a memory, an input / output interface, a bus connecting these, and the like. The locator ECU 34 sequentially positions the position of the vehicle 10 (hereinafter referred to as the own vehicle position) by combining the positioning signal received by the GNSS receiver 31, the measurement result of the inertial sensor 32, and the map data of the map DB 33.

The position of the own vehicle may be, for example, configured to be represented by the coordinates of latitude and longitude. For the positioning of the own vehicle position, the mileage obtained from the signals sequentially output from the vehicle-mounted sensor 81 (vehicle speed sensor or the like) mounted on the vehicle 10 may be used. When a three-dimensional map consisting of a road shape and a point cloud of feature points of a structure is used as map data, the locator ECU 34 detects the three-dimensional map and the peripheral monitoring sensor 40 without using the GNSS receiver 31. It may be configured to specify the position of the own vehicle by using the result.

The peripheral monitoring sensor 40 is an autonomous sensor that monitors (detects) the surrounding environment (peripheral information) of the vehicle 10. From the detection range around the vehicle 10, the peripheral monitoring sensor 40 includes moving objects such as pedestrians, cyclists, non-human animals, and other vehicles (front vehicle, following vehicle), as well as falling objects, guard rails, and rim stones on the road. , Road signs, road types (general roads, highways, outburns, etc.), lanes, lane widths, lane markings, road surface displays such as central separation zones, stationary objects such as roadside structures, and weather information. It is possible. The peripheral monitoring sensor 40 provides the detection information of detecting an object around the vehicle 10 to the control unit 70 through the communication bus 90. The peripheral monitoring sensor 40 has, for example, a camera 41, a millimeter wave radar 42, and the like as a detection configuration for object detection.

The camera 41 has a front camera and a rear camera. The front camera outputs at least one of the image pickup data obtained by photographing the front range (front area) of the vehicle 10 and the analysis result of the image pickup data as detection information. Similarly, the rear camera outputs at least one of the image pickup data obtained by photographing the rear range (rear area) of the vehicle 10 and the analysis result of the image pickup data as detection information.

For example, a plurality of millimeter wave radars 42 are arranged at intervals between the front and rear bumpers of the vehicle 10. The millimeter wave radar 42 irradiates the millimeter wave or the quasi-millimeter wave toward the front range, the front side range, the rear range, the rear side range, and the like of the vehicle 10. The millimeter wave radar 42 generates detection information by a process of receiving reflected waves reflected by a moving object, a stationary object, or the like. The peripheral monitoring sensor 40 includes other detection configurations such as LiDAR (Light Detection and Ringing / Laser Imaging Detection and Ringing) that detects a point cloud of feature points of a feature, and sonar that receives reflected ultrasonic waves. It may be.

The in-vehicle communication device 50 is a communication module mounted on the vehicle 10. The in-vehicle communication device 50 has at least a V2N (Vehicle to cellular Network) communication function in line with communication standards such as LTE (Long Term Evolution) and 5G, and has at least a function of V2N (Vehicle to cellular Network) communication with a base station or the like around the vehicle 10. Send and receive radio waves. The in-vehicle communication device 50 may further have functions such as road-to-vehicle (Vehicle to roadside Infrastructure, hereinafter “V2I”) communication and vehicle-to-vehicle (Vehicle to Vehicle, hereinafter “V2V”) communication. The in-vehicle communication device 50 enables cooperation (Cloud to Car) between the cloud and the in-vehicle system by V2N communication. By installing the in-vehicle communication device 50, the vehicle 10 becomes a connected car that can be connected to the Internet.

The in-vehicle communication device 50 acquires road traffic information such as traffic congestion status and traffic regulation on the road from FM multiplex broadcasting and a beacon provided on the road by using, for example, VICS (Vehicle information and communication System registered trademark). do.

Further, the in-vehicle communication device 50 uses, for example, DCM (Data Communication Module) or vehicle-to-vehicle communication with a plurality of preceding vehicles and a following vehicle via a predetermined center base station or between vehicles. Communicate. Then, the in-vehicle communication device 50 obtains information such as the vehicle speed, position, and the execution status of automatic driving of other vehicles traveling on the front side and the rear side of the vehicle 10.

The in-vehicle communication device 50 provides information (peripheral information) of other vehicles based on VICS and DCM to the control unit 70, the HCU 160, and the like.

The operation device 60 is an input unit that accepts user operations by a driver or the like. For example, user operations related to the start and stop of each level of the automatic driving function are input to the operation device 60. The operation device 60 includes, for example, 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 speech content of the driver, and a touch operation in the center information display 130. Icon (switch) etc. are included. The input signal input by the operation device 60 is output to the control unit 70 via the HCU 160. The input items of the operation device 60 include whether or not a second task, which will be described later, is requested.

The control unit 70 has a first automatic operation ECU 70A and a second automatic operation ECU 70B. The first automatic operation ECU 70A and the second automatic operation ECU 70B are configured mainly to include a computer including a memory 70A1, 70B1, processors 70A2, 70B2, an input / output interface, a bus connecting them, and the like. The first automatic driving ECU 70A and the second automatic driving ECU 70B are ECUs capable of executing automatic driving control that partially or substantially completely controls the traveling of the vehicle 10.

The first automatic driving ECU 70A is provided with a partially automatic driving function (first automatic driving state) that partially substitutes for the driver's driving operation. As an example, at the automatic driving level specified by the American Society of Automotive Engineers, the first automatic driving ECU 70A enables partial automatic driving control (driving support) of level 2 or lower with manual or peripheral monitoring obligation.

The first automatic operation ECU 70A constructs a plurality of functional units that realize the above-mentioned operation support by causing the processor 70A2 to execute a plurality of instructions by the operation support program stored in the memory 70A1.

The first automatic driving ECU 70A recognizes the traveling environment around the vehicle 10 based on the detection information acquired from the peripheral monitoring sensor 40. As an example, the first autonomous driving ECU 70A analyzes information (lane information) indicating the relative position and shape of the left and right lane markings or roadsides of the lane in which the vehicle 10 is currently traveling (hereinafter referred to as the current lane). Generate as. In addition, the first autonomous driving ECU 70A provides information (front vehicle information) indicating the presence or absence of a vehicle in front (another vehicle) ahead of the vehicle 10 in the current lane, and the position and speed of the vehicle in front when there is a vehicle in front. , Generated as analyzed detection information.

The first automatic driving ECU 70A executes ACC (Adaptive Cruise Control) control that realizes constant speed running of the vehicle 10 at a target speed or following running of the preceding vehicle based on the information of the vehicle ahead. The first automatic driving ECU 70A executes LTA (Lane Tracing Assist) control for maintaining the vehicle 10 in the lane based on the lane information. Specifically, the first automatic driving ECU 70A generates acceleration / deceleration or steering angle control commands and sequentially provides them to the vehicle control ECU 80 described later. ACC control is an example of vertical control, and LTA control is an example of horizontal control.

The first automatic operation ECU 70A realizes automatic operation of level 2 or lower by executing both ACC control and LTA control. The first automatic operation ECU 70A may be capable of realizing level 1 automatic operation by executing either ACC control or LTA control.

On the other hand, the second automatic driving ECU 70B has an automatic driving function (second automatic driving state) capable of acting as a driver's driving operation. The second automatic driving ECU 70B enables automatic driving control (automatic driving) of level 3 or higher at the above-mentioned automatic driving level. That is, the second automatic operation ECU 70B enables automatic operation in which the driver is permitted to interrupt the peripheral monitoring (without the obligation to monitor the peripheral area). In other words, the second automatic operation ECU 70B enables automatic operation in which the second task is permitted.

The second task is an act other than driving permitted to the driver, and is a predetermined specific act. Examples of the second task include operation of a smartphone, watching a movie on the center information display 130, reading a book, talking with other occupants, taking a nap, and the like.

The second automatic operation ECU 70B constructs a plurality of functional units that realize the above-mentioned automatic operation by causing the processor 70B2 to execute a plurality of instructions by the automatic operation program stored in the memory 70B1.

The second autonomous driving ECU 70B determines the driving environment around the vehicle 10 based on the vehicle position and map data acquired from the locator ECU 34, the detection information acquired from the peripheral monitoring sensor 40, the communication information acquired from the in-vehicle communication device 50, and the like. recognize. For example, the second automatic driving ECU 70B recognizes the position of the current lane of the vehicle 10, the shape of the current lane, the relative position and relative speed of the moving body (other vehicle) around the vehicle 10, the traffic jam situation, and the like.

In addition, the second automatic driving ECU 70B discriminates between the manual driving area (MD area) and the automatic driving area (AD area) in the traveling area of the vehicle 10, and discriminates between the ST section and the non-ST section in the AD area, and recognizes the manual driving area (MD area) and the automatic driving area (AD area). The results are sequentially provided to the HCU 160 described later.

The MD area is an area where automatic driving is prohibited. In other words, the MD area is an area defined by the driver to perform all of the vertical control, horizontal control and peripheral monitoring of the vehicle 10. For example, the MD area is an area where the travel path is a general road.

The AD area is an area where automatic driving is permitted. In other words, the AD area is an area in which the vehicle 10 can substitute one or more of the vertical direction (front-back direction) control, the horizontal direction (width direction) control, and the peripheral monitoring. For example, the AD area is an area where the carriageway is a highway or a motorway.

The AD area is divided into a non-ST section where automatic operation of level 2 or lower is possible and an ST section where automatic operation of level 3 or higher is possible. In the present embodiment, it is assumed that the non-ST section where the level 1 automatic operation is permitted and the non-ST section where the level 2 automatic operation is permitted are equivalent.

The ST section is, for example, a traveling section (traffic jam section) in which traffic jam occurs. Further, the ST section is, for example, a traveling section in which a high-precision map is prepared. The HCU 160, which will be described later, determines that the vehicle is in the ST section when the traveling speed of the vehicle 10 is within the range of the determination speed or less for a predetermined period of time. Alternatively, the HCU 160 may determine whether or not it is an ST section by using the position of the own vehicle and the congestion information obtained from the in-vehicle communication device 50 by VICS or the like. Further, in the HCU 160, in addition to the traveling speed of the vehicle 10 (congestion traveling section condition), the traveling road is two or more lanes, and there are other vehicles around the vehicle 10 (the same lane and the adjacent lane). It may be determined whether or not the road is an ST section on the condition that the road has a median strip and that high-precision map data is possessed.

In addition to the traffic jam section, the second automatic driving ECU 70B is a section in which specific conditions other than the traffic jam are satisfied with respect to the surrounding environment of the vehicle 10 (constant speed running without traffic jam, follow-up running, LTA (lane keeping) on the highway). A possible section such as running)) may be set as an ST section.

With the automatic driving system including the first automatic driving ECU 70A and the second automatic driving ECU 70B, level 2 and level 3 equivalent automatic driving can be at least executed in the vehicle 10.

The vehicle control ECU 80 is an electronic control device that controls acceleration / deceleration of the vehicle 10 and steering control. The vehicle control ECU 80 includes a power unit control ECU and a brake ECU that perform acceleration / deceleration control, a steering ECU that performs steering control, and the like. The vehicle control ECU 80 acquires detection signals output from each sensor such as a vehicle speed sensor and a steering angle sensor mounted on the vehicle 10, and controls each running of an electronically controlled throttle, a brake actuator, an EPS (Electric Power Steering) motor, and the like. Output a control signal to the device. The vehicle control ECU 80 controls each driving control device so as to realize automatic driving according to the control instruction by acquiring the control instruction of the vehicle 10 from the first automatic driving ECU 70A or the second automatic driving ECU 70B.

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

Next, the configuration of the vehicle notification device 101 will be described. The vehicle notification device 101 includes a notification unit 105, an HCU (Human Machine Interface Control Unit) 160, and the like.

The notification unit 105 has a plurality of display devices. The plurality of display devices include a head-up display (hereinafter, HUD) 110, a meter display 120, a center information display (hereinafter, CID) 130, and the like. The plurality of display devices may further include each display EML (left display), EMR (right display) of the electronic mirror system. The HUD 110, the meter display 120, and the CID 130 are display units that present image contents such as still images or moving images to the driver as visual information. As the image content, for example, images of a traveling road (traveling lane), a vehicle 10, a vehicle, and other vehicles are used. Other vehicles include a front vehicle traveling beside and in front of the vehicle 10, a following vehicle traveling behind the vehicle 10, and the like.

The HUD 110 projects the light of the image formed in front of the driver onto the projection area defined by the front windshield of the vehicle 10 or the like based on the control signal and the video data acquired from the HCU 160. The light of the image reflected on the vehicle interior side by the front windshield is perceived by the driver sitting in the driver's seat. In this way, the HUD 110 displays a virtual image in the space in front of the projection area. The driver visually recognizes the virtual image in the angle of view displayed by the HUD 110 so as to overlap the foreground of the vehicle 10.

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

In the present embodiment, a case where the meter display 120 (main display unit) is used as the display unit (notifying means to the driver) will be described as an example.

The audio device 140 has a plurality of speakers installed in the vehicle interior. The audio device 140 presents a notification sound, a voice message, or the like as auditory information to the driver based on the control signal and voice data acquired from the HCU 160. That is, the audio device 140 is an information presentation device capable of presenting information in a mode different from visual information.

The HCU 160 is based on the information acquired by the locator 30, the peripheral monitoring sensor 40, the in-vehicle communication device 50, the first automated driving ECU 70A, the second automated driving ECU 70B, the vehicle control ECU 80, and the like, and is based on the meter display 120 and the audio device 140. Controls notification (details will be described later). The HCU 160 is mainly composed of a computer including a memory 161, a processor 162, an input / output interface, and a bus connecting them.

The memory 161 non-transiently stores or stores a computer-readable program, data, or the like, for example, at least one type of non-transitional substantive storage medium (non-transitional memory, magnetic medium, optical medium, or the like) among semiconductor memories, magnetic media, optical media, and the like. transitory tangible storage medium). The memory 161 stores various programs executed by the processor 162, such as a presentation control program described later.

The processor 162 is hardware for arithmetic processing. The processor 162 includes, for example, at least one of a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), a RISC (Reduced Instruction Set Computer) -CPU, and the like as a core.

The processor 162 executes a plurality of instructions included in the presentation control program stored in the memory 161. As a result, the HCU 160 constructs a plurality of functional units for controlling the presentation to the driver. As described above, in the HCU 160, a plurality of functional units are constructed by causing the processor 162 to execute a plurality of instructions by the presentation control program stored in the memory 161.

The HCU 160 acquires the recognition result of the driving environment from the first automatic driving ECU 70A or the second automatic driving ECU 70B. The HCU 160 grasps the peripheral state of the vehicle 10 based on the acquired recognition result. Specifically, the HCU 160 grasps the approach to the AD area, the approach to the AD area, the approach to the ST section (congestion section, high-speed section, etc.), the approach to the ST section, and the like. The HCU 160 may grasp the peripheral state based on the information directly acquired from the locator ECU 34, the peripheral monitoring sensor 40, etc., instead of the recognition result acquired from the first automatic operation ECU 70A or the second automatic operation ECU 70B.

The HCU 160 determines that automatic driving cannot be permitted when the vehicle 10 is traveling in the MD area. On the other hand, the HCU 160 determines that level 2 or higher automatic driving can be permitted when traveling in the AD area. Further, the HCU 160 determines that level 2 automatic driving can be permitted when traveling in a non-ST section of the AD area, and permits level 3 automatic driving when traveling in an ST section. Judge that it can be done.

The HCU 160 determines the automatic driving level to be actually executed based on the peripheral state of the vehicle 10, the driver's state, the currently permitted automatic driving level, the input information to the operation device 60, and the like. That is, the HCU 160 controls the presentation of content related to automatic driving when the currently permitted start instruction of the automatic driving level is acquired as input information. Specifically, the HCU 160 selects content to be presented to each display device ( various displays 110, 120, 130) based on various information.

The HCU 160 generates control signals and video data provided to each display device, and control signals and audio data provided to the audio device 140. The HCU 160 outputs the generated control signal and each data to each display device and the audio device 140, so that the information is notified by each display device and the audio device 140.

The configuration of the vehicle control device 100 and the vehicle notification device 101 is as described above, and the operation and the effect will be described below with reference to FIGS. 2 to 4.

In the present embodiment, as shown in FIG. 2, the driving road is, for example, an expressway, from a road (first road) corresponding to an automatic driving level 2 or less (hereinafter, automatic driving level 2) to an automatic driving level. An example is the case of shifting to a road (second road) capable of 3 or more (hereinafter, automatic driving level 3), and further to a road corresponding to automatic driving level 2 (first road). Here, the speed limit of the road corresponding to the automatic driving level 2 (first speed limit) and the speed limit of the road corresponding to the automatic driving level 3 (second speed limit) are set to the same setting (both are 100 km / h). It has become. The vehicle speed on the road corresponding to the automatic driving level 2 corresponds to the first vehicle speed of the present disclosure, and the vehicle speed on the road corresponding to the automatic driving level 3 corresponds to the second vehicle speed of the present disclosure.

Hereinafter, the content of the control related to the automatic operation performed by the control unit 70 and the content of the control related to the notification performed by the HCU 160 will be described with reference to the flowcharts shown in FIGS. 3 and 4.

The vehicle 10 is controlled on the road corresponding to the automatic driving level 2 on the left side in FIG. 2 at the automatic driving level 2, for example, at a vehicle speed of 100 km / h. In step S100 (1 in FIG. 2), the control unit 70 can perform automatic driving level 3 without obligation to monitor the surroundings from various information such as the locator 30, the peripheral monitoring sensor 40, and the in-vehicle communication device 50. To determine whether or not the vehicle is scheduled to run. If the control unit 70 makes an affirmative determination in step S100, the process proceeds to step S102, and if a negative determination is made, the control unit 70 ends this control.

In step S102 (1 in FIG. 2), the control unit 70 gives an instruction to notify the HCU 160 of the advance notice. The HCU 160 uses, for example, a meter display 120 or an audio device 140 to notify the driver of the advance notice to the automatic operation level 3. The notification form is an image (character) or voice, and the notification content can be, for example, "there will be a transition to automatic operation level 3 in the future."

Further, in step S102, the HCU 160 notifies the driver by image or voice that the vehicle speed is changed from 100 km / h to 80 km / h in accordance with the automatic driving level 3. As the content of the notification, for example, "the vehicle speed will be changed from 100 km / h to 80 km / h in the future."

Next, in step S104 (2 in FIG. 2), the control unit 70 determines whether or not the vehicle is traveling on a road capable of automatic driving level 3 without obligation to monitor the surrounding area. If the affirmative determination is made in step S104, the control unit 70 proceeds to step S106, and if a negative determination is made, the control unit 70 returns to step S102.

In step S106 (2 in FIG. 2), the control unit 70 determines whether or not there is a trigger for starting the automatic operation level 3 by the driver, that is, whether or not there is an input regarding the start of the automatic operation level 3 using the operation device 60. .. The control unit 70 repeats step S106 if a negative determination is made in step S106, and proceeds to step S108 if a positive determination is made.

In step S108 (2 in FIG. 2), the control unit 70 determines whether or not there is an answer (input instruction) to the effect that the driver performs a second task (smartphone operation, movie watching, etc.). If the control unit 70 makes an affirmative determination in step S108, it proceeds to step S110, and if it makes a negative determination (continues the peripheral monitoring obligation), it proceeds to step S112.

In step S110 (3 in FIG. 2), the control unit 70 performs deceleration control (change from 100 km / h to 80 km / h) and instructs the HCU 160 to notify the deceleration control to the driver. As the deceleration control notification content, for example, "deceleration starts" or "the traveling speed is changed from 100 km / h to 80 km / h" can be set.

The above deceleration control sets the second vehicle speed in the second automatic driving state rather than the first vehicle speed in the first automatic driving state when shifting from the first automatic driving state to the second automatic driving state of the present disclosure. , Set to the lower side ”.

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

The above-mentioned maintenance of the vehicle speed corresponds to the content of the present disclosure "prohibiting setting the second speed to the lower side".

Next, in step S114 (4 in FIG. 2), the control unit 70 determines whether deceleration has been completed (whether the vehicle speed has reached the deceleration set value of 80 km / h), and if affirmative determination is made, the process proceeds to step S116. If a negative determination is made, step S114 is repeated.

In step S116 (4 in FIG. 2), the control unit 70 issues an instruction to the HCU 160 to notify the driver that the automatic operation level 3 without the obligation to monitor the surroundings has become possible. As the content of the notification, for example, "The operation has moved to the automatic operation level 3. From here, the second task can be performed."

Next, in step S118 (5 in FIG. 2), the control unit 70 determines whether or not a change from the automatic operation level 3 without the peripheral monitoring obligation to the automatic operation level 2 with the peripheral monitoring obligation is expected. do. The control unit 70 proceeds to step S120 when affirmative determination is made, and repeats step S118 when a negative determination is made.

In step S120 (5 in FIG. 2), the control unit 70 instructs the HCU 160 to notify the driver. The HCU 160 notifies the driver that he / she is obliged to monitor the surroundings, and also notifies the driver for a change of driving. As the content of the notification that urges the obligation to monitor the surroundings, for example, "Transition to automatic operation level 2. Peripheral monitoring is required." In addition, as the content of the notification for the change of driving, "Please respond to the automatic driving level 2" can be set.

Next, in step S122 (6 in FIG. 2), the control unit 70 determines whether or not the vehicle is traveling on a road of automatic driving level 2 that is obliged to monitor the surrounding area. If the affirmative determination is made, the control unit 70 proceeds to step S124, and if a negative determination is made, the control unit 70 repeats steps S120 and S122.

Then, in step S124 (6 in FIG. 2), the control unit 70 maintains the running at the vehicle speed after deceleration by the deceleration control executed in step S110.

As described above, in the present embodiment, when the control unit 70 shifts from the automatic operation level 2 (first automatic operation state) to the automatic operation level 3 (second automatic operation state), the control unit 70 is set to the automatic operation level 2. The second vehicle speed at the automatic driving level 3 is set to be lower than the first vehicle speed.

According to this, as the automatic driving level 2 shifts to the automatic driving level 3 and the obligation to monitor the surroundings disappears, the second vehicle speed is set to be lower than the first vehicle speed, so that the automatic driving level 3 is reached. It is possible to reduce driver anxiety when migrating.

Further, by lowering the second vehicle speed, the running time at the automatic driving level 3 can be extended, so that the driver can enjoy the second task for a longer time.

Further, by lowering the second vehicle speed, it is possible to safely perform a driving change when shifting from the automatic driving level 3 to the automatic driving level 2, and it is possible to reduce the driver's anxiety.

Further, when setting the automatic driving level 3 to the automatic driving level 3, the control unit 70 prohibits setting the second vehicle speed to the lower side when the driver gives an input instruction to continue the peripheral monitoring obligation (first vehicle speed). To continue). As a result, the control load for changing the vehicle speed can be reduced, and the vehicle speed setting condition can be continued as it is.

(Variation example of the first embodiment)
When driving on a road corresponding to automatic driving level 2, if the vehicle travels at a speed lower than the speed limit (100 km / h) (for example, 80 km / h), the HCU 160 will give the driver an overtaking lane. You may notify the vehicle that you should enter the driving lane (left lane), or propose a lane change assist (LCA). This makes it possible to select a suitable lane according to the traveling speed.

Further, when traveling on a road corresponding to the automatic driving level 2, if the speed limit differs for each traveling lane, the HCU 160 presents lane information (for example, the speed limit for each lane) to the driver. You may do so. This makes it possible to select a suitable lane according to the traveling speed, as described above.

Further, the driver may be able to set the vehicle speed setting value at the time of deceleration control at the stage 1 in FIG. 2 (details will be described later). As a result, the vehicle speed at the automatic driving level 3 can be set to the desired value of the driver, and the driver's anxiety can be reduced more effectively.

Further, in a specific scene such as driving on a narrow road or a tunnel, the deceleration amount may be set to be further increased. This makes it possible to improve driving safety.

(Second Embodiment)
The second embodiment is shown in FIGS. 5 to 7. In the second embodiment, as shown in FIG. 5, the road (first road) when traveling at the automatic driving level 2 on a road where automatic driving is possible (for example, a highway) with respect to the first embodiment. ) Is different from the speed limit (second speed limit) of the road (second road) when traveling at the automatic driving level 3. Here, for example, the first speed limit is 100 km / h and the second speed limit is 80 km / h. The setting of the automatic driving level and the speed on the road where the automatic driving level 3 is possible can be changed and can be selected by the driver, for example.

In the flowcharts shown in FIGS. 6 and 7, the contents of step S102 are changed to step S102a with respect to the flowcharts (FIGS. 3 and 4) described in the first embodiment, and steps S108 and S112 are performed. It has been abolished.

The vehicle 10 is controlled on the road corresponding to the automatic driving level 2 on the left side in FIG. 5 at the automatic driving level 2, for example, at a vehicle speed of 100 km / h. In step S100 (1 in FIG. 5), the control unit 70 can perform automatic driving level 3 without obligation to monitor the surroundings from various information such as the locator 30, the peripheral monitoring sensor 40, and the in-vehicle communication device 50. To determine whether or not the vehicle is scheduled to run. If the control unit 70 makes an affirmative determination in step S100, the process proceeds to step S102a, and if a negative determination is made, the control unit 70 ends this control.

In step S102a (1 in FIG. 5), the control unit 70 gives an instruction to notify the HCU 160 of the advance notice. The HCU 160 notifies the driver of the automatic operation level 3 by using, for example, the meter display 120 or the audio device 140. As the content of the notification, for example, "it will shift to the automatic operation level 3 in the future." Can be set.

At this time, the vehicle speed can be changed according to the automatic driving level, and the HCU 160 notifies (instructs) the driver to select the automatic driving level and the vehicle speed. As the content of the notification, for example, "In the future, the speed limit of the automatic operation level 2 is 100 km / h, and the speed limit of the automatic operation level 3 is 80 km / h. Please select either one." Accordingly, the driver selects the automated driving level and the vehicle speed. Here, an example is shown in which the automatic operation level 3 and the speed limit of 80 km / are selected by the operation device 60.

Then, after the steps S104 and S106 are executed, the steps S110 and subsequent steps (various notifications, etc.) are executed in the same manner as in the first embodiment.

As described above, in the present embodiment, when the first speed limit and the second speed limit are different, the vehicle 10 enters the road (second road) of the automatic driving level 3 (second automatic driving state). In addition, when setting the automatic driving level 3, the control unit 70 can change the setting of the second vehicle speed in the automatic driving level 3 with respect to the first vehicle speed in the automatic driving level 2 (first automatic driving state). .. The fact that the setting of the second vehicle speed can be changed means that the setting is supported by the driver's selection.

As a result, even if the first speed limit and the second speed limit are different, the second vehicle speed at the automatic driving level 3 can be easily changed to the vehicle speed according to the second speed limit. , The driver's anxiety can be reduced.

Further, when the first speed limit and the second speed limit are different, the vehicle speed is changed by shifting from the automatic driving level 2 (first automatic driving state) to the automatic driving level 3 (second automatic driving state). Information is notified to the driver (driver) by the notification unit 105. Therefore, the driver can easily grasp the second speed limit and reduce anxiety.

(Third Embodiment)
The third embodiment is shown in FIGS. 8 to 10. In the third embodiment, as shown in FIG. 8, with respect to the first embodiment, the speed limit (first) when driving at the automatic driving level 2 on a road where automatic driving is possible (for example, a highway). The speed limit) and the speed limit (second speed limit) when traveling at the automatic driving level 3 are different. Here, for example, the first speed limit is 100 km / h and the second speed limit is 120 km / h. The setting of the automatic driving level and the speed on the road where the automatic driving level 3 is possible can be changed.

Hereinafter, the content of the control related to the automatic operation performed by the control unit 70 and the content of the control related to the notification performed by the HCU 160 will be described with reference to the flowcharts shown in FIGS. 9 and 10.

The vehicle 10 is controlled on the road corresponding to the automatic driving level 2 on the left side in FIG. 8 at the automatic driving level 2, for example, at a vehicle speed of 100 km / h. In step S100 (1 in FIG. 8), the control unit 70 can perform automatic driving level 3 without obligation to monitor the surroundings from various information such as the locator 30, the peripheral monitoring sensor 40, and the in-vehicle communication device 50. To determine whether or not the vehicle is scheduled to run. If the control unit 70 makes an affirmative determination in step S100, the process proceeds to step S102b, and if a negative determination is made, the control unit 70 ends this control.

In step S102b (1 in FIG. 8), the control unit 70 gives an instruction to notify the HCU 160 of the advance notice. The HCU 160 uses, for example, a meter display 120 or an audio device 140 to notify the driver of the advance notice to the automatic operation level 3. The notification form is an image (character) or voice, and the notification content can be, for example, "there will be a transition to automatic operation level 3 in the future."

Next, in step S104 (2 in FIG. 8), the control unit 70 determines whether or not the vehicle is traveling on a road capable of automatic driving level 3 without obligation to monitor the surrounding area. If the affirmative determination is made in step S104, the control unit 70 proceeds to step S106, and if a negative determination is made, the control unit 70 returns to step S102b.

In step S106 (2 in FIG. 8), the control unit 70 determines whether or not there is a trigger for starting the automatic operation level 3 by the driver, that is, whether or not there is an input regarding the start of the automatic operation level 3 using the operation device 60. .. The control unit 70 repeats step S106 if a negative determination is made in step S106, and proceeds to step S110a if a positive determination is made.

In step S110a (3 in FIG. 8), the control unit 70 maintains the vehicle speed at 100 km / h and issues an instruction to the HCU 160 to enable the driver to perform automatic driving level 3 without obligation to monitor the surroundings. Notify that. As the content of the notification, for example, "The operation has moved to the automatic operation level 3. From here, the second task can be performed."

Next, the control unit 70 makes it possible to change the vehicle speed setting in step S112a (4 in FIG. 8) after setting the automatic driving level 3 (second automatic driving state) as described above. That is, the control unit 70 changes the setting of the vehicle speed of 100 km / h to the speed limit of 120 km / h at the automatic driving level 3.

Next, in step S114a (4 in FIG. 8), the control unit 70 determines whether or not the change of the vehicle speed setting is completed, and if a positive determination is made, the process proceeds to step S116a, and if a negative determination is made, step S116a is performed. Jump over and move to step S118.

In step S116a, the control unit 70 issues an instruction to the HCU 160 to notify the driver that the vehicle speed has been changed (information on the changed vehicle speed). As the content of the notification, for example, "the vehicle speed has been changed to 120 km / h."

Next, in step S118 (5 in FIG. 8), the control unit 70 determines whether or not a change from the automatic operation level 3 without the peripheral monitoring obligation to the automatic operation level 2 with the peripheral monitoring obligation is expected. do. The control unit 70 proceeds to step S120a when affirmative determination is made, and repeats step S118 when a negative determination is made.

In step S120a (5 in FIG. 2), the control unit 70 starts deceleration control. Then, the control unit 70 gives an instruction to the HCU 160 to notify the start of deceleration and to prompt the duty of peripheral monitoring (notification for driving change). The contents of the notification are, for example, "Start deceleration.", "Transition to automatic driving level 2. Peripheral monitoring is required.", "Please respond to automatic driving level 2." can do.

Next, in step S120b (6 in FIG. 8), the control unit 70 completes the deceleration control. Then, in step S122 (6 in FIG. 8), the control unit 70 determines whether or not the vehicle is traveling on a road of automatic driving level 2 for which peripheral monitoring is obligatory. The control unit 70 proceeds to step S124a when affirmative determination is made, and repeats step S122 when a negative determination is made.

Then, in step S124a (6 in FIG. 8), the control unit 70 maintains traveling at the traveling vehicle speed (100 km / h) after deceleration by the deceleration control executed in step S120a. Then, when the vehicle enters the road of the automatic driving level 2 (7 in FIG. 8), the automatic driving level 2 is executed at the traveling vehicle speed after the deceleration has already been performed.

As described above, in the present embodiment, when the first speed limit and the second speed limit are different, the vehicle 10 enters the road (second road) of the automatic driving level 3 (second automatic driving state). Moreover, after setting to the automatic operation level 3, the control unit 70 can change the setting of the second speed in the automatic operation level 3 with respect to the first speed in the automatic operation level 2 (first automatic operation state). ..

As a result, even if the first speed limit and the second speed limit are different, the second speed at the automatic operation level 3 can be easily changed to the speed corresponding to the second speed limit. , The driver's anxiety can be reduced. In addition, the set speed can be changed safely while observing the regulations.

Further, when the first speed limit and the second speed limit are different, the driving is changed by shifting from the automatic driving level 2 (first automatic driving state) to the automatic driving level 3 (second automatic driving state). The speed information is notified to the driver (driver) by the notification unit 105. Therefore, the driver can easily grasp the second speed limit and reduce anxiety.

(Fourth Embodiment)
The fourth embodiment is shown in FIGS. 11 to 14. In the fourth embodiment, as shown in FIG. 11, on a road capable of automatic driving (level 2 and level 3), the control unit 70 detects peripheral information of the vehicle 10 by a peripheral monitoring sensor (autonomous sensor) 40. Depending on the level, the maximum vehicle speed (maximum vehicle speed value that can be set) and the lane change permission setting when driving on a road where automatic driving level 3 is possible are changed. In the present embodiment, the type of road on which the vehicle travels includes, for example, an expressway and an autobahn as an unlimited speed road.

As the peripheral information, as described in the explanation part of the peripheral monitoring sensor 40, for example, there are lane width, road type, status of other vehicles (front vehicle, following vehicle), weather information, and the like.

The control unit 70 determines the detection level by the peripheral monitoring sensor 40, for example, the version of the map data (new or old) stored in the map DB 33, the road difference (lane width, general road or expressway or outburn), and the like. It is determined from the detectable distance to the vehicle, the sensitivity of the peripheral monitoring sensor 40 itself (including failure, etc.), the weather, and whether or not the road line or object existing in the map data can be detected.

For example, the control unit 70 has a newer version of map data, a large lane width, a clear highway or an autobahn, and a detection distance to another vehicle is a predetermined distance or more (for example, about 150 m or more). In the case where the sensitivity of the peripheral monitoring sensor 40 is equal to or higher than the predetermined sensitivity, the weather is good without the generation of fog, and the road lines and objects existing in the map data can be detected. Is determined to be relatively high.

As shown in FIG. 12, the control unit 70 acquires the detection data of the peripheral information by the peripheral monitoring sensor 40 in step S200, and in step S210, the maximum vehicle speed at the automatic driving level 3 is determined according to the detection level. And change the lane change permission setting. When changing the maximum vehicle speed, the control unit 70 considers the detectable distance to the vehicle in front as the detectable distance to another vehicle. Further, when the control unit 70 permits the lane change, the control unit 70 considers the detectable distance to the preceding vehicle and the detectable distance to the following vehicle as the detectable distance to another vehicle.

As shown in FIGS. 13 and 14, the control unit 70 sets (changes) the maximum vehicle speed to the side where the higher the detection level is, and also sets (changes) the detection level when changing the settings of the maximum vehicle speed and the lane change permission. Is set (changed) from lane change disallowed to lane change permitted when is above the specified level. At this time, it is preferable that the control unit 70 changes the lane change permission when the detection level is equal to or higher than the detection level for changing the maximum vehicle speed.

The control unit 70 instructs the HCU 160 to notify the maximum vehicle speed and the lane change permission when the vehicle 10 enters the road where the automatic driving level 3 is possible. That is, the HCU 160 notifies the driver by the notification unit 105 that the maximum vehicle speed and the lane change permission may be changed on the road where the automatic driving level 3 is possible. The notification form is an image (text) or voice, and the notification content is, for example, "Transition to automatic driving level 3. The maximum vehicle speed and lane change permission may be changed in the future." be able to.

As described above, when the type of road to be driven includes, for example, the autobahn, in the automatic driving control, the procedure for setting the maximum vehicle speed and the procedure for setting whether or not to permit lane change according to the setting of the maximum vehicle speed. It is considered necessary to determine.

In the present embodiment, the control unit 70 changes the maximum vehicle speed at the automatic driving level 3 or higher and the lane change permission according to the detection level of the peripheral information, that is, according to the driving scene, so that the maximum vehicle speed and the lane change permission are changed. Appropriate setting of lane change permission is possible, which leads to safe driving.

Further, the control unit 70 changes the lane change permission when the detection level is equal to or higher than the detection level for changing the maximum vehicle speed. As a result, the lane change permission is granted substantially at the same time as or after the change to the maximum vehicle speed, so that the lane change can be smoothly performed.

(Fifth Embodiment)
A fifth embodiment is shown in FIGS. 15 and 16. The fifth embodiment limits the timing for determining the maximum vehicle speed with respect to the fourth embodiment. In the fifth embodiment, as shown in FIG. 15, the control unit 70 determines in advance the maximum vehicle speed in the area where the automatic driving level 3 is possible while driving at the automatic driving level 2, and automatically drives the vehicle. After entering the area where level 3 is possible, change the maximum vehicle speed.

As shown in FIG. 16, the control unit 70 acquires detection data of peripheral information in step S200. Subsequently, in step S221, the control unit 70 has given notice that the automatic operation level 2 will be changed to the automatic operation level 3 (at the time when the advance notice is given), or the current driving is the automatic operation level 3. It is determined whether it is a stage before entering the area where it is possible (planned). Then, when the control unit 70 determines affirmatively, the process proceeds to step S222.

In step S222, the control unit 70 determines the maximum vehicle speed in the area where the automatic driving level 3 is possible, according to the detection level of the peripheral information.

Next, in step S223, the control unit 70 determines whether or not the vehicle is traveling in an area (road) that enables automatic driving level 3, and if affirmative determination is made, the process proceeds to step S224.

In step S224, the control unit 70 changes the maximum vehicle speed at the automatic driving level 3 to the maximum vehicle speed determined in step S222.

As described above, in the present embodiment, the control unit 70 gives a notice of transition from the automatic driving level 2 to the automatic driving level 3 while traveling at the automatic driving level 2, or automatically. The maximum vehicle speed at the automatic driving level 3 is determined before entering the area where the driving level 3 is possible. Therefore, the maximum vehicle speed can be changed promptly at the time of entering the area where the automatic driving level 3 is possible.

(Sixth Embodiment)
The sixth embodiment is shown in FIGS. 17 and 18. In the sixth embodiment, as shown in FIG. 17, with respect to the fourth embodiment, the control unit 70 grasps the change in the detection level of the peripheral information while traveling in the area where the automatic operation level 3 is possible. Then, various notifications are given to the driver. Further, the control unit 70 changes the maximum vehicle speed depending on whether or not the driver permits.

As shown in FIG. 18, during traveling at the automatic driving level 3, the control unit 70 acquires detection data of peripheral information in step S200, and determines whether or not the detection level has changed in step S231. ..

If affirmative determination is made in step S231, in step S232, the control unit 70 determines whether or not the maximum vehicle speed associated with the detection level is equal to or more than a predetermined time (whether there is no change), and if affirmative determination is made, step S233. Move to.

In step S233, the control unit 70 instructs the HCU 160 to perform various notifications by the notification unit 105. The various notifications are, for example, at least one of changing the detection level, changing the maximum vehicle speed, and setting the lane change permission. The content of the notification can be, for example, "The detection level of peripheral information has changed", "Change the setting value of the maximum vehicle speed", "Set the lane change permission", etc. ..

Next, in step S234, the control unit 70 determines whether the maximum vehicle speed is to be changed and the maximum vehicle speed is to be increased or decreased. The control unit 70 shifts to step S235 when increasing the maximum vehicle speed.

In step S235, the control unit 70 determines whether or not the driver has input permission for increasing the maximum vehicle speed by the operation device 60 based on various notifications in step S233. Then, when the control unit 70 determines that there is a permission input, the control unit 70 sets in step S236 to increase the maximum vehicle speed. If the control unit 70 makes a negative determination in step S235, the control unit 70 ends this control.

On the other hand, in the case of lowering the maximum vehicle speed in step S234, the control unit 70 sets in step S237 to lower the maximum vehicle speed without inputting the driver's permission.

As described above, in the present embodiment, when the detection level of the peripheral information changes while the control unit 70 is traveling in the area where the automatic operation level 3 is possible, the control unit 70 detects the detection level with respect to the notification unit 105. It is instructed to perform at least one of the notification of the change of the vehicle, the notification of the change of the maximum vehicle speed, and the notification of the permission to change the lane. As a result, the driver can recognize that the automatic driving condition is changed and can have a sense of security (it is possible to prevent anxiety).

Further, when the condition for increasing the maximum vehicle speed is met, the control unit 70 increases the maximum vehicle speed when there is a driver's permission input, and when the condition is for decreasing the maximum vehicle speed, the control unit 70 does not need the driver's permission input. , Decrease the maximum vehicle speed. This makes it possible to change the maximum speed setting without causing anxiety to the driver.

Further, the control unit 70 instructs the notification unit 105 to notify the change of the maximum vehicle speed when the maximum vehicle speed accompanying the detection level does not change for a predetermined time or more. As a result, it is possible to eliminate the notification that the set value of the maximum vehicle speed fluctuates finely, and it is possible to eliminate the troublesomeness for the driver.

(7th Embodiment)
The seventh embodiment is shown in FIGS. 19 to 26. The seventh embodiment is set in the automatic operation level 2 according to the type of the automatic operation level 2 when shifting from the automatic operation level 3 (second automatic operation state) to the automatic operation level 2 (first automatic operation state). The vehicle speed, that is, the first vehicle speed is set.

As shown in FIG. 19, the basic control procedure is that the control unit 70 is executing the control of the automatic operation level 3 in step S300, and the change to the automatic operation level 2 is predicted in step S310. In step S320, the first vehicle speed at the automatic driving level 2 is set according to the type of the automatic driving level 2. The type of the automatic driving level 2 is, for example, either a case where the driver holds the steering wheel (hereinafter, hands-on) or a case where the driver does not hold the steering wheel (hereinafter, hands-off) in corresponding to the automatic driving level 2. Hereinafter, various embodiments relating to the setting of the first vehicle speed will be described.

1. 1. In the case of hands-on As shown in FIG. 20, when the type of automatic driving level 2 is hands-on (when the driver hands-on), the control unit 70 has a higher first vehicle speed than in the case of hands-off at automatic driving level 3. Set (change) to. At this time, the control unit 70 newly starts the second vehicle speed (for example, 80 km / h) at the automatic operation level 3 with respect to the notification unit 105 (for example, the meter display 120) before starting the automatic operation level 2. The content of the vehicle speed change to the first vehicle speed (for example, 100 km / h) set in is displayed (notified). As a result, if the type of automatic driving level 2 is hands-on, the driver is ready, and the set vehicle speed can be safely increased when shifting from automatic driving level 3 to automatic driving level 2. The driver's anxiety can be reduced.

2. 2. In the case of hands-off As shown in FIG. 21, when the type of automatic driving level 2 is hands-off (the driver remains hands-off), the control unit 70 maintains the second vehicle speed at the automatic driving level 3 (no change in vehicle speed). ), Set as the first vehicle speed. After shifting to the automatic driving level 2, the control unit 70 causes the notification unit 105 to display (notify) that the vehicle speed is maintained. As a result, if the type of automatic driving level 2 is hands-off, the driver's anxiety when shifting from automatic driving level 3 to automatic driving level 2 can be reduced by maintaining the vehicle speed.

3. 3. In the case of hands-on when the vehicle speed does not change during level 3, as shown in FIG. 22, the control unit 70 has the automatic driving level 2 in the state where the second vehicle speed is maintained at a constant value at the automatic driving level 3. When the type of is hands-on, the second vehicle speed (for example, 100 km / h) at the automatic driving level 3 is maintained (without changing the vehicle speed) and set as the first vehicle speed. After shifting to the automatic driving level 2, the control unit 70 causes the notification unit 105 to display (notify) that the vehicle speed is maintained. As a result, if the type of automatic driving level 2 is hands-on, the driver's anxiety when shifting from automatic driving level 3 to automatic driving level 2 can be reduced by maintaining the vehicle speed.

4. In the case of hands-off when the vehicle speed does not change during level 3, as shown in FIG. 23, the control unit 70 has the automatic driving level 2 in the state where the second vehicle speed is maintained at a constant value in the automatic driving level 3. When the type of is hands-off, the first vehicle speed is set (changed) to a side lower than the second vehicle speed in the automatic driving level 3. Before starting the automatic driving level 2, the control unit 70 tells the notification unit 105 from the second vehicle speed (for example, 100 km / h) at the automatic driving level 3 to the newly set first vehicle speed (for example, 80 km). Display (notify) the details of the vehicle speed change to / h). As a result, in the case of hands-off, by lowering the vehicle speed, it is possible to reduce the driver's anxiety when shifting from the automatic driving level 3 to the automatic driving level 2.

5. In the case of hands-on to hands-off As shown in FIG. 24, in the automatic driving level 3, the control unit 70 has the vehicle speed based on the previous hands-on even if the type of the automatic driving level 2 is hands-on and then hands-off. Is maintained (set) as the first vehicle speed. Before starting the automatic driving level 2, the control unit 70 tells the notification unit 105 from the second vehicle speed (for example, 80 km / h) at the automatic driving level 3 to the first vehicle speed (for example, 100 km / h). Display (notify) the details of the vehicle speed change. As a result, if hands-on is taken first as the type of automatic driving level 2, the driver can prepare and respond, the set vehicle speed can be safely increased, and the automatic driving level 3 shifts to the automatic driving level 2. It is possible to reduce the driver's anxiety when doing so. Further, by not setting the vehicle speed for hands-off, it is possible to suppress the troublesomeness that the vehicle speed is frequently changed.

6. In the case of hands-off to hands-on As shown in FIG. 25, in the automatic driving level 3, the control unit 70 has a vehicle speed based on the previous hands-off even if the type of the automatic driving level 2 is set to hands-off and then hands-on. Is maintained as the first vehicle speed. After shifting to the automatic driving level 2, the control unit 70 causes the notification unit 105 to display (notify) that the vehicle speed is maintained. As a result, if hands-off is taken first as the type of automatic driving level 2, the vehicle speed for hands-off is maintained, so that the driver's anxiety when shifting from automatic driving level 3 to automatic driving level 2 is reduced. be able to. Further, by not setting the vehicle speed for hands-on, it is possible to suppress the troublesomeness that the vehicle speed is frequently changed.

7. In the case of hands-on → hands-off during level 3 As shown in FIG. 26, when the control unit 70 performs hands-on at automatic operation level 2 and then hands-off at automatic operation level 3, the control unit 70 shifts to automatic operation level 2. As the first vehicle speed at the time, the vehicle speed at the time of hands-off is set. The first vehicle speed may be set higher or lower than in the case of hands-on. Before starting the automatic driving level 2, the control unit 70 tells the notification unit 105 from the second vehicle speed (for example, 80 km / h) at the automatic driving level 3 to the first vehicle speed (for example, 100 km / h). Display (notify) the details of the vehicle speed change. As a result, the vehicle speed for hands-off is maintained, so that the driver's anxiety when shifting from the automatic driving level 3 to the automatic driving level 2 can be reduced.

(8th Embodiment)
The eighth embodiment is shown in FIGS. 27 to 32. In the eighth embodiment, when shifting from the automatic driving level 3 (second automatic driving state) to the automatic driving level 2 (first automatic driving state), the vehicle speed at the automatic driving level 2 is determined according to the road environment at the transition point. That is, the first vehicle speed is set.

As shown in FIG. 27, the basic control procedure is that the control unit 70 is executing the control of the automatic operation level 3 in step S300, and the change to the automatic operation level 2 is predicted in step S310. In step S320A, the first vehicle speed at the automatic driving level 2 is set according to the road environment at the transition point. The road environment at the transition point is, for example, the content such as whether it is near the confluence point, a curve point, or a straight road. Hereinafter, various embodiments relating to the setting of the first vehicle speed will be described.

1. 1. When there is a merging or a curve As shown in FIG. 28, the control unit 70 sets the first vehicle speed to a lower side than in the case of a straight road when the road environment at the transition point is near the merging point or at a curved point. Here, for example, when the road environment is a straight road, the first vehicle speed is raised from 80 to 100 km / h, but when there is a merging or a curve, 80 km / h in consideration of the condition of the merging or the curve. An example of setting to h (lower side) is shown. As a result, when the transition point is near the confluence or at a curve point, the difficulty of driving increases, and the first vehicle speed is set to a lower side than in the case of a straight road, so the automatic driving level 3 to the automatic driving level It is possible to reduce the driver's anxiety when moving to 2.

2. 2. Maintaining vehicle speed in the case of a straight road As shown in FIG. 29, when the road environment at the transition point is a straight road, the control unit 70 maintains the second vehicle speed at the automatic driving level 3 to be the first vehicle speed. After shifting to the automatic driving level 2, the control unit 70 causes the notification unit 105 to display (notify) that the vehicle speed is maintained. As a result, the difficulty of driving does not increase on a straight road, so that even if the second vehicle speed is maintained, the driver's anxiety when shifting from the automatic driving level 3 to the automatic driving level 2 can be reduced. ..

3. 3. Notification of Vehicle Speed Change FIG. 30 shows an example of changing the second vehicle speed (80 km / h) to the first vehicle speed (100 km / h) when the road environment at the transition point is a straight road. When the control unit 70 determines the road environment at the transition point, the control unit 70 instructs the notification unit 105 to notify the notification unit 105 of the setting change to the first vehicle speed before shifting to the automatic driving level 2. For example, the control unit 70 displays to the notification unit 105 the content of the vehicle speed change from the second vehicle speed (80 km / h) at the automatic driving level 3 to the newly set first vehicle speed (100 km / h) ( Notify). As a result, the driver can accurately grasp the set vehicle speed, and can reduce the driver's anxiety when shifting from the automatic driving level 3 to the automatic driving level 2.

4. Notification of vehicle speed maintenance As shown in FIG. 28, the control unit 70 notifies the second vehicle speed at the automatic driving level 3 after shifting to the automatic driving level 2 when there is no change in the first vehicle speed. The unit 105 is instructed to notify that the second vehicle speed is maintained as the first vehicle speed. As a result, the driver can grasp that the vehicle speed is maintained, and can reduce the driver's anxiety when shifting from the automatic driving level 3 to the automatic driving level 2.

5. Decreasing the vehicle speed from the constant speed at the automatic driving level 3 As shown in FIG. 31, when the second vehicle speed is maintained at a constant value at the automatic driving level 3 and the road environment is near the confluence point or at the curve point. The control unit 70 sets the first vehicle speed at the automatic driving level 2 to a side lower than the second vehicle speed at the automatic driving level 3. The control unit 70 instructs the notification unit 105 to notify the notification unit 105 of the setting change to the first vehicle speed before shifting to the automatic driving level 2. As a result, the first vehicle speed is lowered at the confluence point or the curve point, so that the driver's anxiety when shifting from the automatic driving level 3 to the automatic driving level 2 can be reduced.

As shown in FIG. 32, when the second vehicle speed is maintained at a constant value at the automatic driving level 3 and the road environment is a straight road, the control unit 70 sets the second vehicle speed at the automatic driving level 3. Maintain and set to the first vehicle speed. After shifting to the automatic driving level 2, the control unit 70 causes the notification unit 105 to display (notify) that the vehicle speed is maintained. As a result, the difficulty of driving does not increase on a straight road, so that even if the second vehicle speed is maintained, the driver's anxiety when shifting from the automatic driving level 3 to the automatic driving level 2 can be reduced. ..

(9th Embodiment)
A ninth embodiment is shown in FIG. 33. In the ninth embodiment, the control unit 70 notifies the notification unit 105 of the first vehicle speed and the speed limit in the traveling lane of the vehicle 10 at the timing when the first vehicle speed of the automatic driving level 2 is changed. be.

The basic control procedure is that the control unit 70 executes the control of the automatic operation level 3 in step S300, and when a change to the automatic operation level 2 is predicted in step S310, the automatic operation is performed in step S320B. The first vehicle speed at the automatic driving level 2 is set according to the type of level 2 or according to the road environment at the transition point. Then, the control unit 70 causes the notification unit 105 to leave (display) the first vehicle speed and the speed limit of the own lane at the timing when the first vehicle speed is set in step S330.

As a result, when the first vehicle speed is changed, the first vehicle speed and the speed limit of the own lane are displayed on the notification unit 105, so that the driver can accurately grasp the speed information, which is safe and secure. It becomes possible to drive.

(10th Embodiment)
The tenth embodiment is shown in FIGS. 34 to 36. In the tenth embodiment, when the control unit 70 executes the automatic driving of the vehicle 10, the automatic driving level 2 or less (hereinafter referred to as the automatic driving level 2) accompanied by the manual or peripheral monitoring obligation according to the road on which the vehicle 10 is traveled. 1 Automatic operation state and the second automatic operation state of traffic jam automatic operation level 3 or higher (hereinafter referred to as traffic jam automatic operation level 3), which is not obliged to monitor the surroundings due to traffic jam, are switched and controlled.

The second automatic driving state in each of the above embodiments has been described as, for example, automatic driving level 3 in high-speed driving on a highway, but in the present embodiment, the second automatic driving state is, for example, congested driving on a highway. The target is automatic driving level 3 during traffic jams. The first automatic operation state is the same as that of each of the above embodiments.

In FIG. 34, the traveling section at the automatic driving level 2 is described as "Lv2 area", and the traveling section at the automatic driving level 3 during traffic congestion is described as "Lv3 possible area during traffic congestion". .. The speed limit in the Lv2 area is, for example, 100 km / h, and the speed limit in the Lv3 possible area during traffic congestion is, for example, 50 km / h.

The control unit 70 sets the vehicle speed at the automatic driving level 2 when shifting from the automatic driving level 2 (first automatic driving state) to the automatic driving level 3 (second automatic driving state) at the time of traffic jam as the first set vehicle speed. do.

Further, the control unit 70 sets the vehicle speed corresponding to the automatic driving level 2 as the second set vehicle speed when shifting from the automatic driving level 3 at the time of traffic congestion to the automatic driving level 2.

Further, the control unit 70 sets the peripheral vehicle with respect to the vehicle 10 or the vehicle speed corresponding to the traffic jam driving according to the traffic jam situation as the third set vehicle speed at the time of the automatic driving level 3 at the time of traffic jam.

Further, the control unit 70 sets the second set vehicle speed after starting the traveling of the vehicle 10 at the second set vehicle speed at the automatic driving level 2 and further after a predetermined time or a predetermined distance. Change to the set vehicle speed of 4 or maintain the second set vehicle speed (details will be described later).

The details of the control related to various set vehicle speeds will be described below by taking as an example the case of shifting from the automatic driving level 2 to the automatic driving level 3 at the time of traffic jam and further shifting from the automatic driving level 3 at the time of traffic jam to the automatic driving level 2. ..

In step S400, the control unit 70 controls the operation on the road (area) corresponding to the automatic driving level 2 on the left side in FIG. 34 at the first set vehicle speed at the automatic driving level 2, for example, 100 km / h. There is. In step S402 (1 in FIG. 34), the control unit 70 can perform automatic operation level 3 during traffic jams without obligation to monitor the surroundings from various information such as the locator 30, the peripheral monitoring sensor 40, and the in-vehicle communication device 50. It is determined whether or not the vehicle is scheduled to drive on such a road. If the control unit 70 makes an affirmative determination in step S402, the process proceeds to step S404, and if a negative determination is made, the control unit 70 repeats step S402.

In step S404 (1 in FIG. 34), the control unit 70 instructs the HCU 160 to notify the automatic operation level 3 during traffic congestion. The HCU 160 uses, for example, a meter display 120 or an audio device 140 to notify the driver of advance notice to the automatic driving level 3 during traffic congestion. The notification form is an image (character) or voice, and the notification content can be, for example, "in the future, the automatic operation level 3 at the time of traffic congestion will be entered." Then, the first set vehicle speed is lowered toward the traffic jam driving.

Next, in step S406 (2 in FIG. 34), the control unit 70 determines whether or not the vehicle is traveling on a road capable of automatic driving level 3 during traffic congestion without obligation to monitor the surrounding area. If the control unit 70 makes an affirmative determination in step S406, the process proceeds to step S408, and if a negative determination is made, the control unit 70 repeats step S406.

In step S408 (2 in FIG. 34), the control unit 70 has received a trigger for starting the automatic operation level 3 during traffic jam by the driver, that is, whether or not there is an input regarding the start of automatic operation level 3 during traffic jam using the operation device 60. Is determined. If the control unit 70 makes an affirmative determination in step S408, the process proceeds to step S410, and if a negative determination is made, the control unit 70 repeats step S408.

In step S410 (2 in FIG. 34), the control unit 70 determines whether or not there is an answer (input instruction) to the effect that the driver performs a second task (operation of a smartphone, watching a movie, etc.). If the control unit 70 makes an affirmative determination in step S410, the process proceeds to step S412, and if a negative determination (continues the duty to monitor the periphery), the control unit 70 repeats step S410.

At this time, the control unit 70 tells the notification unit 105 (for example, the meter display 120) the first set vehicle speed (for example, 100 km / h) in the automatic operation level 2 before starting the automatic operation level 3 at the time of traffic congestion. ) To display (notify) the content of the vehicle speed change to the third set vehicle speed (for example, 30 km / h) corresponding to the traffic jam driving.

In step S412 (3 in FIG. 34), the control unit 70 starts the automatic driving level 3 at the time of traffic jam at a vehicle speed (for example, 30 km / h) corresponding to the traffic jam driving, and issues an instruction to the HCU 160 to the driver. Notifies the driver that the automatic operation level 3 at the time of traffic congestion will be started. As the notification of the control content of the automatic driving level 3 at the time of traffic jam, for example, "shift to the automatic driving level 3 at the time of traffic jam" and "set the running speed to the speed according to the traffic jam situation" can be set.

Further, in step S412 (3 in FIG. 34), the control unit 70 issues an instruction to the HCU 160 to notify the driver that the automatic operation level 3 at the time of traffic congestion, which is not obliged to monitor the surrounding area, has become possible. .. As the content of the notification, for example, it is possible to say, "We have moved to the automatic driving level 3 during traffic jams. From here, the second task is possible."

Then, the control unit 70 controls the running of the vehicle 10 at the third set vehicle speed according to the traffic jam situation of the surrounding vehicles at the automatic driving level 3 at the time of traffic jam. The third set speed is a speed within the range of the speed limit (for example, 50 km / h).

Next, in step S414 (4 in FIG. 34), whether or not the control unit 70 is expected to change from the automatic driving level 3 during traffic jams, which is not obliged to monitor the surroundings, to the automatic driving level 2 which is obliged to monitor the surroundings. To judge. The control unit 70 proceeds to step S416 when affirmative determination is made, and repeats step S414 when a negative determination is made.

In step S416 (4 in FIG. 34), the control unit 70 instructs the HCU 160 to notify the driver. The HCU 160 notifies the driver that he / she is obliged to monitor the surroundings, and also notifies the driver for a change of driving. As the content of the notification that urges the obligation to monitor the surroundings, for example, "Transition to automatic operation level 2. Peripheral monitoring is required." In addition, as the content of the notification for the change of driving, "Please respond to the automatic driving level 2" can be set.

At this time, before starting the automatic driving level 2, the control unit 70 tells the notification unit 105 (for example, the meter display 120) the third set vehicle speed (for example, 30 to 50 km) in the automatic driving level 3 during traffic congestion. The content of the vehicle speed change from (about / h) to the second set vehicle speed (for example, 60 km / h) corresponding to the automatic driving level 2 is displayed (notified). Then, the control unit 70 raises the vehicle speed to the second set vehicle speed.

Next, in step S418 (5 in FIG. 34), the control unit 70 determines whether or not the vehicle is traveling on a road of automatic driving level 2 that is obliged to monitor the surrounding area. The control unit 70 proceeds to step S420 when affirmative determination is made, and repeats step S418 when a negative determination is made.

Then, in step S420 (5 in FIG. 34), the control unit 70 starts the automatic driving level 2 at the second set vehicle speed. Here, the second set vehicle speed is set to a value different from that of the first set vehicle speed. Specifically, the second set vehicle speed is set to a side lower than the first set vehicle speed. FIG. 34 shows an example in which the second set vehicle speed = 60 km / h with respect to the first set vehicle speed = 100 km / h.

Therefore, the first set vehicle speed, the second set vehicle speed, and the third set vehicle speed have different values. Further, the magnitude relation of each set vehicle speed is as follows: first set vehicle speed> second set vehicle speed> third set vehicle speed.

Then, in step S422 (6 of FIG. 34), after the second set vehicle speed is set, whether the predetermined time has elapsed (after a predetermined time) or whether the control unit 70 has traveled a predetermined distance (predetermined). It is determined whether or not (after traveling a distance), and if an affirmative determination is made, the process proceeds to step S424, and if a negative determination is made, step S422 is repeated.

In step S424 (6 of FIG. 34), the control unit 70 determines whether the type of the driver's operation at the automatic operation level 2 is hands-on or hands-off.

When the type is hands-on, in step S426 (6 in FIG. 34), the control unit 70 changes the second set vehicle speed to the fourth set vehicle speed set to be higher than the second set vehicle speed. do. The fourth set vehicle speed is, for example, the same value as the first set vehicle speed (for example, 100 km / h). The term "same" means "substantially the same" and includes the case where the vehicle speed is about the same (for example, 95 to 105 km / h, etc.).

On the other hand, when the type is hands-off, in step S428 (6 of FIG. 34), the control unit 70 prohibits the change from the second set vehicle speed to the fourth set vehicle speed, and sets the second set vehicle speed. maintain.

As described above, in the present embodiment, the control unit 70 is set when shifting from the first automatic operation state (automatic operation level 2) to the second automatic operation state (automatic operation level 3 during congestion). The first set vehicle speed in the first automatic driving state and the second set vehicle speed corresponding to the first automatic driving state set when shifting from the second automatic driving state to the first automatic driving state are different values. Set to.

According to this, between the state in which the driver does not perform the operation related to driving (second automatic driving state) and the automatic driving state in which the operation related to driving is required and the peripheral monitoring obligation is obliged (first automatic driving state). Will be migrated. Therefore, by setting different values for the first set vehicle speed and the second set vehicle, the driver can easily recognize that the switching related to the automatic driving has been performed, and the driver's anxiety can be reduced. ..

Further, since the control unit 70 sets the second set vehicle speed to a lower side than the first set vehicle speed, the driver can easily drive and the convenience is improved, and the second automatic driving state to the first automatic driving state are improved. It is possible to reduce the driver's anxiety when migrating to.

Further, the control unit 70 is configured to set a third set vehicle speed according to a peripheral vehicle or a traffic jam situation with respect to the vehicle 10 in the second automatic driving state, and the first set vehicle speed and the second set vehicle speed. The set vehicle speed and the third set vehicle speed are set to different values. This makes it easier for the driver to recognize that the switching from the first automatic driving state to the second automatic driving state and further the switching from the second automatic driving state to the first automatic driving state have been performed. Anxiety can be reduced.

Further, the control unit 70 is set so that the first set vehicle speed> the second set vehicle speed> the third set vehicle speed. As a result, the second set vehicle speed can be set to a lower speed than the first set vehicle speed, thereby giving the driver a sense of security. Further, at the third set vehicle speed, the speed difference with the surrounding vehicles can be reduced to give the driver a sense of security due to the low speed.

Further, the control unit 70 sets the second set vehicle speed higher than the second set vehicle speed after starting the traveling of the vehicle 10 at the second set vehicle speed, further after a predetermined time, or after traveling a predetermined distance. Change to the 4th set vehicle speed set on the side. As a result, the vehicle speed is increased when the driver has become accustomed to the first automatic driving state to some extent, so that the driver's anxiety can be reduced.

At this time, the control unit 70 sets the fourth set vehicle speed to the same value as the first set vehicle speed. As a result, the vehicle speed conditions in the first automatic driving state can be unified, the driver does not feel uncomfortable, and anxiety can be reduced.

Further, the control unit 70 changes from the second set vehicle speed to the fourth set vehicle speed when the type in the first automatic operation state shifted from the second automatic operation state is hands-on, and when the type is hands-off. If there is, the change from the second set vehicle speed to the fourth set vehicle speed is prohibited. As a result, if it is hands-on, the vehicle speed can be safely increased, and if it is hands-off, safe driving can be maintained by not increasing the vehicle speed.

(Variation example of the tenth embodiment)
With respect to the tenth embodiment, the control unit 70 changes the second set vehicle speed according to the vehicle speed of a peripheral vehicle with respect to the vehicle 10, or the traveling lane in which the vehicle 10 travels (for example, a normal traveling lane). And may be changed according to the position of the overtaking lane, etc.).

By doing this, by adjusting the second set vehicle speed to the vehicle speed of the surrounding vehicle, it is possible to prevent the vehicle speed from being set extremely slower than the peripheral vehicle speed, and it is possible to improve safety. Further, since the speeds of surrounding vehicles differ depending on the lane position, the vehicle speed can be set according to the surrounding environment by adjusting the second set vehicle speed to the speed limit of the traveling lane.

The second set vehicle speed may be changed according to the vehicle speeds of surrounding vehicles, or may be in the traveling lane, while satisfying the condition that the second set vehicle speed is lower than the first set vehicle speed, as in the tenth embodiment. It may be changed according to the position.

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

Further, the CID 130 may be formed as, for example, a plurality of CIDs, and the meter display 120 and the plurality of CIDs may be a pillar-to-pillar type notification unit 105 arranged in a horizontal row on the instrument panel.

The disclosure in this specification, drawings, etc. is not limited to the illustrated embodiment. Disclosures include exemplary embodiments and modifications by those skilled in the art based on them. For example, the disclosure is not limited to the parts and / or combinations of elements shown in the embodiments. Disclosure can be carried out in various combinations. The disclosure can have additional parts that can be added to the embodiment. Disclosures include those in which the parts and / or elements of the embodiment are omitted. Disclosures include the replacement or combination of parts and / or elements between one embodiment and the other. The technical scope disclosed is not limited to the description of the embodiments. Some technical scopes disclosed are indicated by the claims description and should be understood to include all modifications within the meaning and scope equivalent to the claims description.

The control unit 70, the HCU 160 and the method thereof described in the present disclosure are provided exclusively by configuring a processor programmed to perform one or more functions embodied by a computer program, and a memory. It may be realized by a computer.

Alternatively, the control unit 70, the HCU 160 and the method thereof described in the present disclosure may be realized by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits.

Alternatively, the control unit 70, HCU 160 and method thereof described in the present disclosure are a processor composed of a processor and memory programmed to perform one or more functions and one or more hardware logic circuits. It may be realized by one or more dedicated computers configured in combination with.

Further, the computer program may be stored in a computer-readable non-transition tangible recording medium as an instruction executed by the computer.

Here, the flowchart described in the present embodiment or the processing of the flowchart is composed of a plurality of sections (or referred to as steps), and each section is expressed as, for example, S100. Further, each section can be divided into a plurality of subsections, while a plurality of sections can be combined into one section. Also, each section thus constructed can be referred to as a device, module, or means.

Claims (37)

1. In executing the automatic driving of the vehicle (10), depending on the road on which the vehicle is driven, the first automatic driving state with automatic driving level 2 or less with manual or peripheral monitoring obligation and the automatic driving level 3 or higher without peripheral monitoring obligation A vehicle control device including a control unit (70) that switches and controls the second automatic driving state.
   When shifting from the first automatic driving state to the second automatic driving state, the control unit sets the second vehicle speed in the second automatic driving state rather than the first vehicle speed in the first automatic driving state. A vehicle control device set on the lower side.
2. When setting the second automatic driving state, the control unit is requested to prohibit setting the second vehicle speed to the lower side when the driver gives an input instruction to continue the peripheral monitoring obligation. Item 1. The vehicle control device according to item 1.
3. In executing the automatic driving of the vehicle (10), depending on the road on which the vehicle is driven, the first automatic driving state with automatic driving level 2 or less with manual or peripheral monitoring obligation and the automatic driving level 3 or higher without peripheral monitoring obligation A vehicle control device including a control unit (70) that switches and controls the second automatic driving state.
   The control unit
   When the first speed limit of the first road in the first automatic driving state and the second speed limit of the second road in the second automatic driving state are different.
   After the vehicle enters the second road and is set to the second automatic driving state, the second speed in the second automatic driving state is set with respect to the first speed in the first automatic driving state. Vehicle control device that can be changed.
4. Vehicles (10) including a first automatic driving state of automatic driving level 2 or less with manual or peripheral monitoring obligation and a second automatic driving state of automatic driving level 3 or higher without peripheral monitoring obligation, depending on the road on which the vehicle is driven (10). A vehicle notification device including a notification unit (105) that notifies the driver of information on the automatic driving when the automatic driving is executed by the control unit (70).
   When the first speed limit of the first road in the first automatic driving state and the second speed limit of the second road in the second automatic driving state are different.
   When the vehicle is expected to enter the second road by the control unit, the notification unit has a traveling speed changed by shifting from the first automatic driving state to the second automatic driving state. A vehicle notification device that notifies the driver of information.
5. In executing the automatic driving of the vehicle (10), depending on the road on which the vehicle is driven, the first automatic driving state with automatic driving level 2 or less with manual or peripheral monitoring obligation and the automatic driving level 3 or higher without peripheral monitoring obligation A vehicle control device including a control unit (70) that switches and controls the second automatic driving state.
   It is equipped with an autonomous sensor (40) that detects information around the vehicle.
   The control unit is a vehicle control device that changes the maximum vehicle speed and the lane change permission in the second automatic driving state according to the detection level of the peripheral information by the autonomous sensor.
6. The vehicle control device according to claim 5, wherein the control unit changes the lane change permission when the detection level is equal to or higher than the detection level for changing the maximum vehicle speed.
7. During the running in the first automatic driving state, the control unit gives a notice that the first automatic driving state shifts to the second automatic driving state, or the second automatic driving state. The vehicle control device according to claim 5 or 6, wherein the maximum vehicle speed is determined before entering the area where the state is possible.
8. A notification unit (105) for notifying the driver of information on the automatic driving is provided.
   When the detection level changes during traveling in the second automatic driving state, the control unit notifies the notification unit of the change in the detection level, and the maximum vehicle speed is changed. The vehicle control device according to any one of claims 5 to 7, wherein at least one of the notification for transmitting the lane change permission and the notification for transmitting the lane change permission is instructed to be performed.
9. When the condition for increasing the maximum vehicle speed is met, the control unit increases the maximum vehicle speed when the driver permits input, and when the condition for decreasing the maximum vehicle speed is satisfied, the driver. The vehicle control device according to claim 8, wherein the maximum vehicle speed is lowered without the permission input of the above.
10. According to claim 8 or 9, the control unit instructs the notification unit to notify the change of the maximum vehicle speed when the maximum vehicle speed accompanying the detection level does not change for a predetermined time or longer. The vehicle control device described.
11. In executing the automatic driving of the vehicle (10), depending on the road on which the vehicle is driven, the first automatic driving state with automatic driving level 2 or less with manual or peripheral monitoring obligation and the automatic driving level 3 or higher without peripheral monitoring obligation A vehicle control device including a control unit (70) that switches and controls the second automatic driving state.
    The control unit sets the first vehicle speed in the first automatic driving state according to the type of the first automatic driving state when shifting from the second automatic driving state to the first automatic driving state. Control device.
12. The vehicle control unit according to claim 11, wherein the control unit sets the first vehicle speed to a higher side than in the case of hands-on when the type is hands-on.
13. The vehicle control unit according to claim 11, wherein the control unit maintains the second vehicle speed in the second automatic driving state and sets the first vehicle speed when the type is hands-off.
14. A notification unit (105) for notifying the driver of information on the automatic driving is provided.
    The eleventh aspect of the present invention, when the control unit determines the type, instructs the notification unit to notify the notification unit of the setting change to the first vehicle speed before starting the first automatic driving state. The vehicle control device described.
15. A notification unit (105) for notifying the driver of information on the automatic driving is provided.
    The control unit notifies the notification unit that the second vehicle speed is maintained when the first vehicle speed does not change with respect to the second vehicle speed in the second automatic driving state. The vehicle control device according to claim 11.
16. The vehicle control unit according to claim 11, wherein the control unit sets the first vehicle speed to a side lower than the second vehicle speed in the second automatic driving state when the type is hands-off.
17. The vehicle control device according to claim 16, wherein the second vehicle speed is maintained at a constant value.
18. The vehicle control device according to claim 11, wherein the control unit sets the type to hands-on, and then maintains the first vehicle speed at the time of hands-on even when hands-off.
19. The vehicle control device according to claim 11, wherein the control unit sets the type to hands-off, and then maintains the first vehicle speed at the time of hands-off even when hands-on.
20. When the control unit performs hands-on in the first automatic operation state and then hands-off in the second automatic operation state, the hands-off is set as the first vehicle speed when shifting to the first automatic operation state. The vehicle control device according to claim 11, which is set to the vehicle speed at the time of.
21. In executing the automatic driving of the vehicle (10), depending on the road on which the vehicle is driven, the first automatic driving state with automatic driving level 2 or less with manual or peripheral monitoring obligation and the automatic driving level 3 or higher without peripheral monitoring obligation A vehicle control device including a control unit (70) that switches and controls the second automatic driving state.
    The control unit is a vehicle control device that sets a first vehicle speed in the first automatic driving state according to the road environment at the transition point when shifting from the second automatic driving state to the first automatic driving state.
22. The vehicle control unit according to claim 21, wherein the control unit sets the first vehicle speed to a lower side than in the case of a straight road when the road environment is near a confluence point or a curve point.
23. The vehicle control unit according to claim 21, wherein when the road environment is a straight road, the control unit maintains the second vehicle speed in the second automatic driving state and sets the first vehicle speed.
24. A notification unit (105) for notifying the driver of information on the automatic driving is provided.
    When the control unit determines the road environment at the transition point, the control unit instructs the notification unit to notify the notification unit of the setting change to the first vehicle speed before shifting to the first automatic driving state. 21. The vehicle control device according to claim 21.
25. A notification unit (105) for notifying the driver of information on the automatic driving is provided.
    The control unit notifies the notification unit that the second vehicle speed is maintained when the first vehicle speed does not change with respect to the second vehicle speed in the second automatic driving state. 21. The vehicle control device according to claim 21.
26. The vehicle control according to claim 21, wherein the control unit sets the first vehicle speed to a side lower than the second vehicle speed in the second automatic driving state when the road environment is near a confluence point or a curve point. Device.
27. The vehicle control device according to claim 26, wherein the second vehicle speed is maintained at a constant value.
28. A notification unit (105) for notifying the driver of information on the automatic driving is provided.
    The 11th or 21st claim, wherein the control unit notifies the notification unit of the first vehicle speed and the speed limit in the traveling lane of the vehicle at the timing when the first vehicle speed is changed. Vehicle control device.
29. When executing the automatic driving of the vehicle (10), depending on the road on which it is traveling, the first automatic driving state with automatic driving level 2 or less with manual or peripheral monitoring obligation, and the time of traffic congestion without peripheral monitoring obligation due to congestion A vehicle control device including a control unit (70) for switching and controlling a second automatic driving state of automatic driving level 3 or higher.
    The control unit has the first set vehicle speed in the first automatic driving state set when shifting from the first automatic driving state to the second automatic driving state, and the first from the second automatic driving state. (1) A vehicle control device that sets a different value from the second set vehicle speed corresponding to the first automatic driving state, which is set when shifting to the automatic driving state.
30. The vehicle control device according to claim 29, wherein the control unit sets the second set vehicle speed to a lower side than the first set vehicle speed.
31. The vehicle control device according to claim 29, wherein the control unit changes the second set vehicle speed according to the vehicle speed of a peripheral vehicle with respect to the vehicle.
32. The vehicle control unit according to claim 29, wherein the control unit changes the second set vehicle speed according to the position of the traveling lane in which the vehicle travels.
33. The control unit
    In the second automatic driving state, the third set vehicle speed is set according to the surrounding vehicles or the traffic jam situation with respect to the vehicle.
    29. The vehicle control device according to claim 29, wherein the first set vehicle speed, the second set vehicle speed, and the third set vehicle speed are set to different values.
34. The control unit
    The vehicle control device according to claim 33, wherein the first set vehicle speed> the second set vehicle speed> the third set vehicle speed.
35. The control unit sets the second set vehicle speed higher than the second set vehicle speed after starting the traveling of the vehicle at the second set vehicle speed, further after a predetermined time, or after traveling a predetermined distance. The vehicle control device according to any one of claims 29 to 34, which changes to a fourth set vehicle speed set on the higher side.
36. The vehicle control device according to claim 35, wherein the control unit sets the fourth set vehicle speed to the same value as the first set vehicle speed.
37. The control unit
    When the type in the first automatic driving state shifted from the second automatic driving state is hands-on, the second set vehicle speed is changed to the fourth set vehicle speed, and the vehicle speed is changed to the fourth set vehicle speed.
    The vehicle control device according to claim 35 or 36, which prohibits the change from the second set vehicle speed to the fourth set vehicle speed when the type is hands-off.

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