WO2022209459A1 - 自動運転制御装置、自動運転制御プログラム、提示制御装置及び提示制御プログラム - Google Patents

自動運転制御装置、自動運転制御プログラム、提示制御装置及び提示制御プログラム Download PDF

Info

Publication number
WO2022209459A1
WO2022209459A1 PCT/JP2022/007563 JP2022007563W WO2022209459A1 WO 2022209459 A1 WO2022209459 A1 WO 2022209459A1 JP 2022007563 W JP2022007563 W JP 2022007563W WO 2022209459 A1 WO2022209459 A1 WO 2022209459A1
Authority
WO
WIPO (PCT)
Prior art keywords
control
vehicle
inter
driving
vehicle distance
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2022/007563
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
拓弥 久米
一輝 和泉
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to CN202280026478.4A priority Critical patent/CN117136157A/zh
Priority to DE112022001805.4T priority patent/DE112022001805T5/de
Publication of WO2022209459A1 publication Critical patent/WO2022209459A1/ja
Priority to US18/476,291 priority patent/US12539874B2/en
Anticipated expiration legal-status Critical
Priority to US19/428,448 priority patent/US20260109372A1/en
Ceased legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/165—Automatically following the path of a preceding lead vehicle, e.g. "electronic tow-bar"
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/04—Traffic conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/076—Slope angle of the road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/005—Handover processes
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0083—Setting, resetting, calibration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • B60W2050/0215—Sensor drifts or sensor failures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/10—Number of lanes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/53—Road markings, e.g. lane marker or crosswalk
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/406—Traffic density
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/804—Relative longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2754/00—Output or target parameters relating to objects
    • B60W2754/10—Spatial relation or speed relative to objects
    • B60W2754/30—Longitudinal distance

Definitions

  • the disclosure in this specification relates to an automatic operation control device, an automatic operation control program, a presentation control device, and a presentation control program.
  • the cruise control device disclosed in Patent Document 1 can implement autonomous cruise control that does not require the driver to monitor the surroundings.
  • This travel control device accelerates or decelerates the own vehicle in order to control the inter-vehicle distance in the longitudinal direction between the own vehicle and another vehicle traveling in the same lane.
  • Patent Document 1 when automatic driving control without the obligation to monitor the surroundings is started, the driver no longer needs to know the surroundings of the vehicle. Therefore, it is easy for the driver to feel a sense of incongruity when the inter-vehicle distance from the own vehicle to the following vehicle changes. As a result, there was a concern that the convenience of automatic driving would be perceived as low.
  • the purpose of the present disclosure is to provide an automatic driving control device, an automatic driving control program, a presentation control device, and a presentation control program that can improve the convenience of automatic driving without the obligation to monitor the surroundings.
  • one aspect of the disclosed system includes at least driving support control in which the driver is obligated to monitor the surroundings, and autonomous cruise control in which the driver is not obligated to monitor the surroundings.
  • a control switching unit that switches the control state
  • an inter-vehicle distance control unit that changes the setting of the inter-vehicle distance from the own vehicle to the vehicle to be followed when the driving control state shifts from driving support control to autonomous driving control
  • autonomy from driving support control An automatic driving control device comprising: an information presentation device that presents information to a driver when the driving control state shifts to driving control; It is said that
  • one of the disclosed aspects includes at least driving support control in which the driver is obligated to monitor the surroundings, and autonomous driving control in which the driver is not obligated to monitor the surroundings.
  • driving control state shifts from support control to autonomous driving control, the setting of the inter-vehicle distance from the own vehicle to the vehicle to be followed is changed, and the information presentation device that presents information to the driver is automatically activated after the inter-vehicle distance is changed.
  • the automatic driving control program causes at least one processing unit to execute a process including notifying completion of transition to travel control.
  • one disclosed aspect is a presentation control device that is used in a self-vehicle equipped with an automatic driving function and controls presentation of information to the driver, and includes driving support control that requires the driver to monitor the surroundings, An information acquisition unit that acquires switching information indicating switching of the driving control state among a plurality of at least including autonomous driving control that does not require the driver to monitor the surroundings, and based on the switching information, notifies the completion of the transition of the driving control state.
  • a notification control unit wherein when the driving control state is shifted from driving support control to autonomous driving control, after the inter-vehicle distance from the own vehicle to the vehicle to be followed is changed by the automatic driving function, It is a presentation control device that notifies completion of transition to autonomous driving control.
  • one disclosed aspect is a presentation control program that is used in an own vehicle equipped with an automatic driving function and controls presentation of information directed to the driver, and includes driving support control with an obligation to monitor the surroundings by the driver; Obtaining switching information indicating switching of the driving control state among a plurality of at least including autonomous driving control in which the driver is not obligated to monitor the surroundings, and notifying completion of the transition of the driving control state based on the switching information.
  • At least one processing unit is caused to execute the processing, and when the driving control state is shifted from the driving support control to the autonomous driving control, after the inter-vehicle distance from the host vehicle to the vehicle to be followed is changed by the automatic driving function, the autonomous It is a presentation control program for notifying completion of transition to running control.
  • the driving control state shifts from the driving support control with the obligation to monitor the surroundings to the automatic driving control without the obligation to monitor the surroundings
  • the notification indicating the completion of the transition to the automatic driving control is done. Therefore, the inter-vehicle distance is changed while the driver continues monitoring the surroundings. As a result, the driver can easily grasp the process of changing the inter-vehicle distance, so that the convenience of automatic driving can be improved.
  • one of the disclosed aspects is a control switching that switches the driving control state of the own vehicle among a plurality of at least including driving support control in which the driver is obligated to monitor the surroundings and autonomous driving control in which the driver is not obligated to monitor the surroundings. and a traffic jam grasping unit that grasps traffic congestion around the own vehicle. and an inter-vehicle distance control unit that changes the setting to narrow the inter-vehicle distance from the vehicle to the vehicle to be followed.
  • one disclosed aspect switches the driving control state of the own vehicle among a plurality of at least including driving support control in which the driver is obligated to monitor the surroundings and autonomous driving control in which the driver is not obligated to monitor the surroundings.
  • At least one process including changing the settings so that the inter-vehicle distance from the host vehicle to the vehicle to be followed becomes narrower when driving in a traffic jam by driving control than when driving in a traffic jam by driving support control. It is considered as an automatic driving control program to be executed by the processing unit.
  • the inter-vehicle distance when driving in traffic jams by automatic driving control without perimeter monitoring duty is set to be narrower than the inter-vehicle distance when driving in traffic jams by driving support control with perimeter monitoring duty. . Therefore, in a traffic jam scene where there is no obligation to monitor the surroundings, it becomes difficult for another vehicle to cut in between the own vehicle and the vehicle to be followed. According to the above, a situation in which the autonomous driving control is terminated due to interruption by another vehicle is less likely to occur. As a result, the state in which there is no obligation to monitor the surroundings is likely to continue, so the convenience of automatic driving can be improved.
  • one of the disclosed aspects is a control switching that switches the driving control state of the own vehicle among a plurality of at least including driving support control in which the driver is obligated to monitor the surroundings and autonomous driving control in which the driver is not obligated to monitor the surroundings.
  • a distance control unit that changes the setting of the inter-vehicle distance from the own vehicle to the vehicle to be followed when the driving control state shifts from driving support control to autonomous driving control; and driving control from driving support control to autonomous driving control.
  • a notification control unit that performs notification indicating that the inter-vehicle distance changes when the inter-vehicle distance changes due to the state transition.
  • one of the disclosed aspects includes at least driving support control in which the driver is obligated to monitor the surroundings, and autonomous driving control in which the driver is not obligated to monitor the surroundings.
  • driving control state shifts from support control to autonomous driving control, the setting of the following distance from the own vehicle to the vehicle to be followed is changed.
  • the automatic driving control program causes at least one processing unit to execute a process including a notification indicating that the inter-vehicle distance changes.
  • one disclosed aspect is a presentation control device that is used in a self-vehicle equipped with an automatic driving function and controls presentation of information to the driver, and includes driving support control that requires the driver to monitor the surroundings, An information acquisition unit that acquires control status information related to switching of the driving control state among a plurality of at least including autonomous driving control without the driver's obligation to monitor the surroundings, and an autonomous driving from driving support control based on the control status information a notification control unit that performs notification indicating that the inter-vehicle distance changes when it is determined that the inter-vehicle distance from the own vehicle to the vehicle to be followed changes due to the transition of the travel control state to control. device.
  • one disclosed aspect is a presentation control program that is used in an own vehicle equipped with an automatic driving function and controls presentation of information directed to the driver, and includes driving support control with an obligation to monitor the surroundings by the driver; Acquire control status information related to switching of the driving control state among a plurality of including at least autonomous driving control without the driver's obligation to monitor the surroundings, and drive from driving support control to autonomous driving control based on the control status information
  • At least one processing unit is provided with a process including, when it is determined that the inter-vehicle distance from the host vehicle to the vehicle to be followed is changed due to the transition of the control state, a notification indicating that the inter-vehicle distance is changed.
  • a presentation control program to be executed.
  • an automatic driving control device capable of executing autonomous driving control without the driver's obligation to monitor the surroundings using information from an autonomous sensor, and based on information detected by the autonomous sensor, autonomous driving
  • the environment recognition unit that recognizes the driving environment around the own vehicle for the execution of control, and the setting of the inter-vehicle distance from the own vehicle traveling by the autonomous driving control to the target vehicle are set as the first setting linked to the autonomous driving control.
  • the automatic driving control device includes a vehicle distance control unit that switches among a plurality of vehicle distances including a vehicle distance and a second vehicle distance that makes it easier for the autonomous sensor to detect the surroundings of the vehicle than the first vehicle distance.
  • one disclosed aspect is an automatic driving control program capable of executing autonomous driving control without the driver's obligation to monitor the surroundings using information from the autonomous sensor, wherein the autonomous driving is performed based on the information detected by the autonomous sensor.
  • the driving environment around the own vehicle is recognized, and the following distance from the own vehicle traveling under autonomous driving control to the vehicle to be followed is set to the first set distance linked to autonomous driving control and the autonomous
  • An automatic driving control program that causes at least one processing unit to perform a process including switching between a plurality of settings including a second set distance between vehicles that makes it easier for the sensor to detect the surroundings of the vehicle than the first set distance. be done.
  • the setting of the inter-vehicle distance is switched from the first set inter-vehicle distance to the second set inter-vehicle distance in the self-vehicle traveling under the autonomous driving control, thereby detecting the surroundings of the self-vehicle by the autonomous sensor, and furthermore, detecting the surroundings of the self-vehicle.
  • Recognition of the driving environment becomes easy. As a result, it becomes easier to continue automatic driving without the obligation to monitor the surroundings, so the convenience of automatic driving can be improved.
  • one of the disclosed aspects is a control switching that switches the driving control state of the own vehicle among a plurality of at least including driving support control in which the driver is obligated to monitor the surroundings and autonomous driving control in which the driver is not obligated to monitor the surroundings. and a vehicle-to-vehicle control unit that changes the setting of the vehicle-to-vehicle distance from the own vehicle to the vehicle to be followed when the driving control state shifts from the autonomous driving control to the driving support control, and the driving support control includes a steering wheel hands-on control in which the driver has the obligation to hold the vehicle, and hands-off control in which the driver does not have the obligation to hold the vehicle.
  • one disclosed aspect switches the driving control state of the own vehicle among a plurality of at least including driving support control in which the driver is obligated to monitor the surroundings and autonomous driving control in which the driver is not obligated to monitor the surroundings.
  • driving control state shifts from driving control to driving support control, when changing the setting of the inter-vehicle distance from the own vehicle to the vehicle to be followed, when shifting from autonomous driving control to hands-on control in which the driver is responsible for holding the steering wheel and when the autonomous driving control shifts from the hands-off control in which the driver has no gripping obligation, and changes the inter-vehicle distance setting after the transition.
  • the inter-vehicle distance setting is changed between hands-on control in which the driver is obliged to hold the steering wheel and hands-off control in which the driver is not obliged to hold the steering wheel.
  • one disclosed aspect is an automatic driving control device capable of performing autonomous driving control without the driver's obligation to monitor the surroundings, and an environment recognition unit that recognizes the driving environment around the own vehicle, and an autonomous driving control. and an inter-vehicle control unit that changes the setting of the inter-vehicle distance from the subject vehicle to the vehicle to be followed when traveling according to the traveling environment recognized by the environment recognition unit.
  • one disclosed aspect is an automatic driving control program capable of executing autonomous driving control without the obligation of monitoring the surroundings by the driver, recognizing the driving environment around the own vehicle and driving by autonomous driving control.
  • the automatic driving control program causes at least one processing unit to execute a process including changing the setting of the inter-vehicle distance from the subject vehicle to the vehicle to be followed according to the recognized driving environment.
  • one disclosed aspect is an automatic driving control device capable of performing autonomous driving control without the driver's obligation to monitor the surroundings, and when the own vehicle travels on a road including multiple lanes, the own vehicle travels.
  • a lane grasping unit that grasps the characteristics of the own vehicle's lane, and the setting of the following distance from the own vehicle to the target vehicle when traveling by autonomous driving control, according to the characteristics of the own vehicle's lane grasped by the lane grasping unit.
  • an inter-vehicle distance control unit that changes the automatic driving control device.
  • one disclosed aspect is an automatic driving control program capable of performing autonomous driving control without the driver's obligation to monitor the surroundings, and when the own vehicle travels on a road including multiple lanes, the own vehicle travels.
  • An automatic operation control program is executed by at least one processing unit.
  • the setting of the inter-vehicle distance from the own vehicle to the vehicle to be followed is changed according to the surrounding conditions of the own vehicle or the characteristics of the own vehicle lane. Therefore, it is possible to suppress other vehicles from cutting in front of the own vehicle or to assist the smooth cutting in of other vehicles. According to the above, a situation in which the autonomous driving control without the obligation to monitor the surroundings is terminated due to an interruption by another vehicle is less likely to occur. As a result, it becomes easier for the vehicle to continue driving without the obligation to monitor the surroundings, so that the convenience of automatic driving can be improved.
  • one disclosed aspect is an automatic driving control device capable of executing autonomous driving control without the driver's obligation to monitor the surroundings, and grasps the following target vehicle that the own vehicle follows during driving under autonomous driving control.
  • the information presentation device that presents information to the driver based on the start of the follow target vehicle is notified of the start timing of the own vehicle.
  • a notification control unit that performs notification regarding the automatic operation control device.
  • one disclosed aspect is an automatic driving control program capable of executing autonomous driving control without the driver's obligation to monitor the surroundings, and grasps the following target vehicle that the own vehicle follows during driving under autonomous driving control.
  • an information presentation device that presents information to the driver based on the start of the vehicle to be followed is made to notify the start timing of the own vehicle.
  • an automatic operation control program that causes at least one processing unit to execute a process including
  • one disclosed aspect is a presentation control device that is used in an own vehicle equipped with an automatic driving function and controls presentation of information to a driver, and an automatic driving function that causes the own vehicle to follow a vehicle to be followed.
  • an information acquisition unit that acquires start control information regarding the start timing of the own vehicle when the vehicle stops running in a traffic jam; and a notification control unit that performs the presentation control device.
  • one disclosed aspect is a presentation control program that is used in an own vehicle equipped with an automatic driving function and controls presentation of information to a driver, and an automatic driving function that causes the own vehicle to follow a vehicle to be tracked. acquires start control information related to the start timing of the own vehicle when the own vehicle is stopped while traveling in a traffic jam, and based on the start control information, notifies the start timing after the target vehicle starts moving.
  • a presentation control program that causes at least one processing unit to execute a process including the above.
  • the start timing of the own vehicle is notified after the target vehicle starts moving. Therefore, even if the inter-vehicle distance to the vehicle to be followed becomes wide before the own vehicle starts, the driver can grasp the departure schedule of the own vehicle, so that the increased inter-vehicle distance is less likely to cause discomfort. . As a result, the convenience of automatic driving can be improved.
  • FIG. 1 is a diagram showing an overview of an in-vehicle network including an automatic driving system and an HMI system according to the first embodiment of the present disclosure
  • FIG. It is a block diagram showing the details of an automatic driving ECU.
  • FIG. 2 is a block diagram showing details of an HCU; It is a figure which shows the detail of follow-up driving
  • 4 is a flowchart showing the details of operation control switching processing performed mainly by a control switching unit; 4 is a flowchart showing details of inter-vehicle distance setting processing mainly performed by a travel setting control unit;
  • 10 is a diagram showing the magnitude relationship of setting of the inter-vehicle distance in control patterns 1 to 4; It is a flowchart which shows the detail of the alerting
  • 4 is a time chart showing details of control in scene 1 in which setting of inter-vehicle distance is changed; 4 is a time chart showing details of control in scene 2; 5 is a time chart showing details of control in scene 3;
  • 4 is a flowchart showing the details of inter-vehicle distance adjustment processing mainly performed by a travel setting control unit; 4 is a flowchart showing the details of a restart control process performed mainly by an action determination unit; 4 is a flowchart showing details of re-start notification processing performed by the HCU;
  • 9 is a flowchart showing details of notification execution processing according to the second embodiment of the present disclosure; 9 is a time chart showing details of control in scene 1 of the second embodiment;
  • FIG. 11 is a flow chart showing details of a distance setting process according to a third embodiment of the present disclosure
  • FIG. 9 is a flowchart showing details of inter-vehicle distance adjustment processing for adjusting the second inter-vehicle distance.
  • 4 is a time chart showing the details of control in a scene in which the inter-vehicle distance setting is changed from the first inter-vehicle distance to the second inter-vehicle distance; It is a flow chart which shows the details of the inter-vehicle distance setting process of the fourth embodiment. It is a flow chart which shows the details of the inter-vehicle distance setting process of the fifth embodiment.
  • the automatic driving ECU 50b shown in FIGS. 1 and 2 realizes the function of the automatic driving control device.
  • the HCU 100 shown in FIGS. 1 and 3 implements the function of a presentation control device.
  • the automatic driving ECU 50b and the HCU 100 are mounted on the vehicle (hereinafter referred to as own vehicle Am, see FIG. 4) together with the driving support ECU 50a.
  • the automatic driving ECU 50b constitutes an automatic driving system 50 of the own vehicle Am together with the driving support ECU 50a and the like.
  • the own vehicle Am becomes an automatic driving vehicle having an automatic driving function.
  • the driving assistance ECU 50a is an in-vehicle ECU that implements a driving assistance function that assists the driving operation of the driver in the automatic driving system 50.
  • the driving assistance ECU 50a enables advanced driving assistance of about level 2 or partial automated driving control in the automatic driving level defined by the Society of Automotive Engineers of America.
  • the automatic driving performed by the driving support ECU 50a is an automatic driving with a perimeter monitoring duty that requires the driver to visually monitor the perimeter of the vehicle.
  • the automatic driving ECU 50b is an in-vehicle ECU that implements an automatic driving function in the automatic driving system 50 that can take over the driving operation of the driver.
  • the automatic driving ECU 50b can implement autonomous driving of level 3 or higher in which the system is the main control. Automatic driving performed by the automatic driving ECU 50b does not require monitoring of the surroundings of the vehicle, that is, eyes-off automatic driving without the obligation to monitor the surroundings.
  • the driving control state of the automatic driving function is switched among a plurality of at least including automatic driving control with the obligation to monitor the surroundings by the driving support ECU 50a and automatic driving control without the obligation to monitor the surroundings by the automatic driving ECU 50b. be done.
  • automatic driving control of level 2 or lower by the driving support ECU 50a may be referred to as “driving support control”
  • automatic driving control of level 3 or higher by the automatic driving ECU 50b may be referred to as "autonomous driving control”.
  • the driver may be permitted to perform specific actions other than predetermined driving (hereinafter referred to as second task).
  • the second task is legally permitted to the driver until a request to perform a driving operation by cooperation between the automatic driving ECU 50b and the HCU 100, that is, a request to change driving occurs. For example, watching entertainment content such as video content, operating a device such as a smartphone, and eating a meal are assumed as second tasks.
  • the driving support ECU 50a, the automatic driving ECU 50b, and the HCU 100 are communicably connected to the communication bus 99 of the in-vehicle network 1 mounted on the own vehicle Am.
  • the communication bus 99 is connected to the driver monitor 29, the surroundings monitoring sensor 30, the locator 35, the vehicle-mounted communication device 39, the travel control ECU 40, and the like. These nodes connected to communication bus 99 can communicate with each other. Specific nodes of these ECUs and the like may be directly electrically connected to each other, and may be able to communicate without the communication bus 99 .
  • the driver monitor 29 includes a near-infrared light source, a near-infrared camera, and a control unit that controls them.
  • the driver monitor 29 is installed, for example, on the upper surface of the steering column or the upper surface of the instrument panel, with the near-infrared camera facing the headrest portion of the driver's seat.
  • the near-infrared camera may be configured integrally with a meter display 21 or a center information display (hereinafter referred to as CID) 22, which will be described later, and may be provided on either screen.
  • the driver monitor 29 uses a near-infrared camera to photograph the driver's head irradiated with near-infrared light from the near-infrared light source. An image captured by the near-infrared camera is image-analyzed by the control unit. The control unit extracts information such as the driver's eye point position and line-of-sight direction from the captured image. The driver monitor 29 provides driver status information extracted by the control unit to the HCU 100, the automatic driving ECU 50b, and the like.
  • the surroundings monitoring sensor 30 is an autonomous sensor that monitors the surroundings of the own vehicle Am.
  • the surroundings monitoring sensor 30 can detect a moving object and a stationary object from the detection range around the own vehicle.
  • the surroundings monitoring sensor 30 can detect at least a forward vehicle, a rearward vehicle, a side vehicle, and the like traveling around the host vehicle Am.
  • the surroundings monitoring sensor 30 provides detection information of objects around the vehicle to the driving support ECU 50a, the automatic driving ECU 50b, and the like.
  • the perimeter monitoring sensor 30 includes one or more of a camera unit 31, a millimeter wave radar 32, a lidar 33 and a sonar 34, for example.
  • the camera unit 31 may be configured to include a monocular camera, or may be configured to include a compound eye camera.
  • the camera unit 31 is mounted on the own vehicle Am so as to be able to photograph a range in front of the own vehicle Am.
  • a camera unit 31 capable of photographing the side range and the rear range of the own vehicle Am may be mounted on the own vehicle Am.
  • the camera unit 31 outputs, as detection information, at least one of imaging data obtained by photographing the surroundings of the vehicle and analysis results of the imaging data.
  • the millimeter wave radar 32 emits millimeter waves or quasi-millimeter waves toward the surroundings of the vehicle.
  • the millimeter wave radar 32 outputs detection information generated by a process of receiving reflected waves reflected by moving and stationary objects.
  • the rider 33 irradiates a laser beam toward the surroundings of the own vehicle.
  • the lidar 33 outputs detection information generated by a process of receiving laser light reflected by a moving object, a stationary object, or the like existing within the irradiation range.
  • the sonar 34 emits ultrasonic waves around the vehicle.
  • the sonar 34 outputs detection information generated by a process of receiving ultrasonic waves reflected by moving and stationary objects existing near the vehicle.
  • the locator 35 is configured to include a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, and the like.
  • the locator 35 combines the positioning signal received by the GNSS receiver, the measurement result of the inertial sensor, the vehicle speed information output to the communication bus 99, etc., and sequentially locates the vehicle position, traveling direction, and the like of the vehicle Am.
  • the locator 35 sequentially outputs the position information and direction information of the own vehicle Am based on the positioning result to the communication bus 99 as locator information.
  • GNSS Global Navigation Satellite System
  • the locator 35 further has a map database (hereinafter referred to as map DB) 36 that stores map data.
  • map DB 36 is mainly composed of a large-capacity storage medium storing a large amount of 3D map data and 2D map data.
  • the three-dimensional map data is a so-called HD (High Definition) map and includes road information necessary for automatic driving control.
  • the 3D map data includes information necessary for advanced driving assistance and automatic driving, such as 3D shape information of roads and detailed information of each lane.
  • the locator 35 reads map data around the current position from the map DB 36, and provides the driving support ECU 50a, the automatic driving ECU 50b, and the like together with the locator information.
  • the in-vehicle communication device 39 is an external communication unit mounted on the own vehicle Am and functions as a V2X (Vehicle to Everything) communication device.
  • the in-vehicle communication device 39 transmits and receives information by wireless communication to and from a roadside device installed on the side of the road.
  • the in-vehicle communication device 39 receives traffic congestion information around the current position of the vehicle Am and in the traveling direction from the roadside device.
  • the congestion information is VICS (registered trademark) information or the like.
  • the in-vehicle communication device 39 provides the received traffic jam information to the automatic driving ECU 50b and the like.
  • the traveling control ECU 40 is an electronic control device that mainly includes a microcontroller.
  • the travel control ECU 40 has at least the functions of a brake control ECU, a drive control ECU, and a steering control ECU.
  • the travel control ECU 40 controls the braking force of each wheel, the output control of the on-vehicle power source, and the steering based on one of the operation command based on the driving operation of the driver, the control command of the driving support ECU 50a, and the control command of the automatic driving ECU 50b.
  • Angle control is continuously implemented.
  • the traveling control ECU 40 generates vehicle speed information indicating the current traveling speed of the own vehicle Am based on detection signals from wheel speed sensors provided at the hub portions of each wheel, and transmits the generated vehicle speed information to the communication bus 99. Output sequentially.
  • the HCU 100 configures an HMI (Human Machine Interface) system 10 together with multiple display devices, an audio device 24, an ambient light 25, an operation device 26, and the like.
  • the HMI system 10 has an input interface function for accepting operations by a passenger such as the driver of the own vehicle Am, and an output interface function for presenting information to the driver.
  • the display device presents information through the driver's vision, such as by displaying images.
  • the display devices include a meter display 21, a CID 22, a head-up display (hereinafter referred to as HUD) 23, and the like.
  • the CID 22 has a touch panel function and detects a touch operation on the display screen by a driver or the like.
  • the audio device 24 has a plurality of speakers installed inside the vehicle so as to surround the driver's seat.
  • the ambient light 25 is provided on an instrument panel, a steering wheel, and the like. The ambient light 25 presents information using the driver's peripheral vision by ambient display that changes the color of emitted light.
  • the operation device 26 is an input unit that receives user operations by a driver or the like.
  • the operation device 26 receives, for example, user operations related to activation and deactivation of the automatic driving function.
  • a driver input is input to the operation device 26 to instruct transition from driving support control to autonomous driving control.
  • the operation device 26 includes a steer switch provided on the spoke portion of the steering wheel, an operation lever provided on the steering column portion, a voice input device for recognizing the utterance content of the driver, and the like.
  • the HCU 100 functions as a presentation control device and comprehensively controls the presentation of information related to automatic driving to the driver.
  • the HCU 100 requests the driver to change driving based on the driving operation execution request from the automatic driving ECU 50b.
  • the HCU 100 cooperates with the automatic driving ECU 50b as described above to allow the driver to perform the second task, and can reproduce video content or the like related to the second task without interfering with the driver change request.
  • the HCU 100 mainly includes a control circuit having a processing unit 11, a RAM 12, a storage unit 13, an input/output interface 14, and a bus connecting them.
  • the processing unit 11 is hardware for arithmetic processing coupled with the RAM 12, and accesses the RAM 12 to execute various processes for implementing the presentation control method of the present disclosure.
  • the processing unit 11 includes at least one arithmetic core such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit).
  • the processing unit 11 may further include an FPGA (Field-Programmable Gate Array), an NPU (Neural network Processing Unit), and an IP core having other dedicated functions.
  • the RAM 12 may be configured to include a video RAM for generating video data.
  • the processing unit 11 accesses the RAM 12 to execute various processes for presentation control processing.
  • the storage unit 13 is configured to include a nonvolatile storage medium.
  • the storage unit 13 stores various programs (presentation control program, etc.) executed by the processing unit 11 .
  • the HCU 100 has a plurality of functional units that integrally control information presentation to the driver by executing the presentation control program stored in the storage unit 13 by the processing unit 11 .
  • the HCU 100 includes functional units such as an information acquisition unit 81 and a presentation control unit 88 .
  • the information acquisition unit 81 acquires vehicle information, operation information, driver status information, and the like.
  • the vehicle information is information indicating the state of the host vehicle Am.
  • the information acquisition unit 81 acquires vehicle information from the communication bus 99 or the like.
  • the vehicle information includes vehicle speed information provided to the communication bus 99 by the travel control ECU 40, for example.
  • the operation information is information indicating the content of the user's operation.
  • the information acquisition unit 81 acquires operation information from the CID 22, the operation device 26, and the like.
  • the driver status information is information provided from the driver monitor 29 to the information acquisition section 81 .
  • the information acquisition unit 81 grasps the state of the driver based on the driver status information. As an example, the information acquisition unit 81 grasps, as the state of the driver, whether the driver is monitoring the surroundings of the vehicle Am, the content of the second task being executed by the driver, the driver's driving posture, and the like.
  • the information acquisition unit 81 cooperates with the information cooperation unit 61 (described later) of the automatic driving ECU 50b, and shares the information acquired by each.
  • the information acquisition unit 81 provides the automatic driving ECU 50b with operation information, information indicating the state of the driver (below, action information), and the like.
  • the information acquisition unit 81 acquires from the information cooperation unit 61 control status information indicating the state of the automatic driving function and a notification implementation request related to the automatic driving function.
  • the presentation control unit 88 integrally controls the provision of information to the driver using each display device and audio device 24 .
  • the presentation control unit 88 provides content and information according to the operation state of automatic driving based on the control status information and the implementation request acquired by the information acquisition unit 81 . Specifically, when the information acquisition unit 81 recognizes that the autonomous driving ECU 50b is performing autonomous driving control, the presentation control unit 88 enables reproduction of video content or the like. Further, the presentation control unit 88 performs driving change request, shift completion notification, inter-vehicle distance change notification, follow-up restart notification, and the like, which will be described later.
  • the driving support ECU 50a and the automatic driving ECU 50b enable in-lane traveling in which the own vehicle Am automatically travels along the own vehicle lane Lns in which the vehicle is running.
  • the driving support ECU 50a and the automatic driving ECU 50b perform follow-up travel control when there is a forward vehicle traveling in the host vehicle lane Lns (see FIG. 4). ).
  • the preceding vehicle is set as the follow target vehicle At (see FIG. 4), and the inter-vehicle distance VD (see FIG. 4) from the own vehicle Am to the follow target vehicle At is controlled.
  • the driving support ECU 50a and the automatic driving ECU 50b set a target inter-vehicle time from the target vehicle At to the host vehicle Am.
  • the target inter-vehicle time is the same, the inter-vehicle distance VD increases as the traveling speed of the own vehicle Am increases, and the inter-vehicle distance VD decreases as the traveling speed of the own vehicle Am decreases.
  • the driving support ECU 50a and the automatic driving ECU 50b manage the traveling speed of the own vehicle Am so that the inter-vehicle distance VD based on the target inter-vehicle time is maintained in the follow-up running control.
  • the driving support ECU 50a is a computer that mainly includes a control circuit having a processing unit, a RAM, a storage unit, an input/output interface, and a bus that connects them.
  • the driving support ECU 50a implements driving support functions such as ACC (Adaptive Cruise Control) and LTC (Lane Trace Control) by executing programs by the processing unit.
  • the driving support ECU 50a performs the above-described in-lane traveling and follow-up traveling control in cooperation with each function of ACC and LTC.
  • the automatic driving ECU 50b has higher computing power than the driving support ECU 50a, and can at least implement driving control equivalent to ACC and LTC.
  • the automatic driving ECU 50b may be capable of implementing driving support control that obligates the driver to monitor the surroundings instead of the driving support ECU 50a in a scene where the autonomous driving control is temporarily interrupted.
  • the automatic driving ECU 50b is a computer that mainly includes a control circuit having a processing unit 51, a RAM 52, a storage unit 53, an input/output interface 54, and a bus connecting them.
  • the processing unit 51 accesses the RAM 52 to perform various processes for realizing the automatic driving control method of the present disclosure.
  • the storage unit 53 stores various programs (automatic driving control program, etc.) executed by the processing unit 51 .
  • the automatic driving ECU 50b includes an information cooperation unit 61, an environment recognition unit 62, an action determination unit 63, a control execution unit 64, and the like as a plurality of functional units for realizing the automatic driving function. be built.
  • the information cooperation unit 61 provides information to the information acquisition unit 81 and acquires information from the information acquisition unit 81 . Through cooperation between the information cooperation unit 61 and the information acquisition unit 81, the automatic driving ECU 50b and the HCU 100 share information acquired by each. As an example, the information linking unit 61 acquires operation information, action information, and the like provided by the information acquiring unit 81 . The information linking unit 61 also generates control status information and provides the generated control status information to the information acquisition unit 81 .
  • the control status information is information indicating the operating state of the automatic driving function by the automatic driving system 50.
  • the control status information includes switching information, inter-vehicle change information, start control information, and the like.
  • the switching information is information indicating switching of the traveling control state in the automatic driving function. Switching information is provided from the information linking unit 61 to the information acquiring unit 81 when the automatic driving function is in the operating state and the traveling control state is switched among a plurality of states.
  • the inter-vehicle distance change information is information indicating a setting change of the inter-vehicle distance VD in the follow-up cruise control.
  • inter-vehicle change information is provided from the information cooperation unit 61 to the information acquisition unit 81 .
  • the start control information is information about the timing of restarting the own vehicle Am in a traffic jam.
  • start control information is provided from the information linking unit 61 to the information acquiring unit 81 .
  • the information cooperation unit 61 has an input comprehension unit 71 and a notification request unit 73 as sub-function units for information cooperation with the information acquisition unit 81 .
  • the input grasping unit 71 grasps user operations input to the CID 22, the operation device 26, and the like.
  • the input grasping unit 71 grasps a driver input (level 3 transition operation, see FIG. 9, etc.) that instructs the shift from the driving support control to the autonomous driving control.
  • the notification requesting unit 73 enables notification by the HCU 100 in synchronization with the operation state of the automatic driving function by outputting a request for performing notification to the information acquisition unit 81 .
  • the implementation request is information that enables provision of information synchronized with the behavior control of the own vehicle Am by the automatic driving function.
  • the process of outputting the notification execution request by the notification requesting unit 73 corresponds to the process of executing the notification.
  • the notification requesting unit 73 requests the above-described driving change request, shift completion notification, inter-vehicle distance change notification, follow-up re-start notification, etc., as requests for notification related to automatic driving. is transmitted toward the information acquisition unit 81 .
  • the control status information may also serve as the function of the execution request.
  • the switching information may also serve as a request to perform the transition completion notification
  • the inter-vehicle distance change information may also serve as a request to perform the inter-vehicle distance change notification
  • the start control information may also serve as a request to perform the follow-up re-start notification.
  • the environment recognition unit 62 combines the locator information and map data acquired from the locator 35 with the detection information acquired from the surroundings monitoring sensor 30, and recognizes the driving environment around the own vehicle Am for implementing autonomous driving control. do.
  • the environment recognition unit 62 has an other vehicle recognition unit 74, a road information recognition unit 75, and a traffic congestion recognition unit 76 as sub-function units for recognizing the driving environment.
  • the other vehicle grasping unit 74 grasps the relative positions and relative speeds of dynamic targets around the own vehicle, such as other vehicles.
  • the other vehicle grasping unit 74 grasps at least a forward vehicle traveling in front of the own vehicle Am in the own vehicle lane Lns and a parallel running vehicle AL (see FIG. 4) traveling in a lane Lna adjacent to the own vehicle lane Lns. .
  • the preceding vehicle grasped by the other vehicle grasping section 74 becomes the follow target vehicle At (see FIG. 4) of the own vehicle Am in the follow-up running control described above.
  • the road information grasping unit 75 grasps information about the road on which the own vehicle Am travels. Specifically, the road information grasping unit 75 determines whether or not the road on which the vehicle Am travels or the road on which it is scheduled to travel is within a preset permission area SeA (see FIG. 9) or a limited permission area SeD (see FIG. 9). figure out what Information indicating whether it is the permitted area SeA or restricted permitted area SeD may be recorded in the map data stored in the map DB 36 or may be included in the received information received by the in-vehicle communication device 39 .
  • the permitted area SeA and restricted permitted area SeD correspond to the Operational Design Domain where automatic driving without the driver's obligation to monitor the surroundings is legally permitted.
  • traffic jam level 3 limited traffic congestion control
  • area level 3 area limited control
  • non-permitted area SeX On roads that are neither permitted area SeA nor restricted permitted area SeD (hereinafter referred to as non-permitted area SeX, see FIG. 9), driving under autonomous driving control without obligation to monitor surroundings is prohibited.
  • congestion time level 3 travel control is performed such that the own vehicle Am follows the preceding vehicle while maintaining a distance to the preceding vehicle.
  • travel control is performed such that the vehicle Am follows the preceding vehicle or cruises at a constant speed along the vehicle lane Lns.
  • the road information grasping unit 75 grasps the number of lanes on the road on which the vehicle is traveling based on map data, etc., and determines whether or not there are multiple lanes with the same traveling direction on the road on which the vehicle is traveling.
  • the road information grasping unit 75 identifies the vehicle lane Lns in which the vehicle Am travels based on the locator information, detection information, etc. among the plurality of lanes. do.
  • the road information grasping unit 75 grasps the characteristics of the host vehicle lane Lns.
  • the road information grasping unit 75 determines whether or not the own vehicle lane Lns is the passing lane Lnp as a characteristic of the own vehicle lane Lns. On a road having two or more lanes per direction, the lane closest to the center of the road (on the median strip MS side, see FIG. 4) corresponds to the passing lane Lnp. In the case of a left-hand traffic road, the rightmost lane is the overtaking lane Lnp, and in the case of the right-hand traffic road, the leftmost lane is the overtaking lane Lnp.
  • the road information grasping unit 75 further determines whether or not the host vehicle lane Lns is a low-speed lane.
  • the low-speed lane is a lane in which the running speed of the side-by-side vehicle AL running in the adjacent lane Lna is lower than the running speed of the host vehicle Am.
  • the driving lane Lnt located on the outermost side of the road corresponds to the low-speed lane.
  • the leftmost lane is the low-speed lane
  • the rightmost lane is the low-speed lane.
  • the low-speed lane is not limited to the normal driving lane Lnt, and may be a climbing lane, a branching lane, a merging lane, or the like.
  • the traffic jam comprehension unit 76 comprehends traffic congestion around the own vehicle Am by combining detection information from the surroundings monitoring sensor 30 and vehicle speed information from the travel control ECU 40 .
  • the traffic congestion grasping unit 76 determines whether or not a traffic jam has occurred, predicts that the traffic congestion will be resolved, and determines whether or not the traffic congestion has been resolved. Note that the traffic jam grasping unit 76 may use the traffic jam information received by the in-vehicle communication device 39 for judgment related to traffic jam.
  • the traffic congestion grasping unit 76 detects that the surrounding area of the own vehicle is in a congested state. determined to be in After determining that the surroundings of the own vehicle are in a congested state, the congestion grasping unit 76 predicts that the congestion around the own vehicle will be resolved when the vehicle speed of the own vehicle Am exceeds the congestion speed. After predicting that the congestion will be resolved, the congestion grasping unit 76 cancels the prediction that the congestion will be resolved when the vehicle speed of the own vehicle Am becomes equal to or lower than the congestion speed again.
  • the congestion speed for example, about 10 km/h
  • the traffic congestion grasping unit 76 determines that the traffic congestion has been resolved if the vehicle speed of the vehicle Am or the vehicle ahead exceeds the congestion resolution speed (for example, about 60 km/h). do.
  • the behavior determination unit 63 cooperates with the HCU 100 and controls the automatic driving system 50 and driving changes between drivers.
  • the action determination unit 63 When the automatic driving system 50 has the right to control the driving operation, the action determination unit 63 generates a scheduled driving line along which the host vehicle Am travels based on the recognition result of the driving environment by the environment recognition unit 62, and determines the generated scheduled driving line. line is output to the control execution unit 64 .
  • the action determination unit 63 When the other vehicle grasping unit 74 recognizes the target vehicle At to be followed, the action determination unit 63 generates a planned travel line for performing target control for the target vehicle At to be followed.
  • the behavior determination unit 63 has a control switching unit 78 and a travel setting control unit 79 as sub-function units for controlling the operating state of the automatic driving function.
  • the control switching unit 78 switches between driving support control in which the driver is obligated to monitor the surroundings and autonomous driving control in which the driver is not obligated to monitor the surroundings.
  • the control switching unit 78 switches the traveling control state among a plurality of levels including area level 3 and traffic jam level 3 when the own vehicle Am is caused to travel by autonomous traveling control.
  • the control switching unit 78 switches the driving control state among a plurality of states in cooperation with the driving support ECU 50a by executing the driving control switching process (see FIG. 5).
  • the control switching unit 78 starts the driving control switching process, for example, based on the start of the driving support control by the driving support ECU 50a.
  • the control switching unit 78 determines whether or not the own vehicle Am is traveling on a road on which autonomous driving control is permitted (S101).
  • the road information grasping unit 75 grasps that the own vehicle Am is traveling in the non-permission area SeX (see FIG. 9) (S101: YES)
  • the control switching unit 78 permits the implementation of the autonomous driving control. Instead, the driving assistance control by the driving assistance ECU 50a is continued (S107).
  • the control switching unit 78 changes the driving control state from the autonomous driving control to the driving support control, the automatic driving ECU 50b may perform the driving support control.
  • the control switching unit 78 determines whether or not the input grasping unit 71 grasps the level 3 shift operation ( S102). When the input grasping unit 71 grasps the operation to shift to level 3 (S102: YES), the control switching unit 78 enables execution of the autonomous driving control.
  • the control switching unit 78 sets the autonomous driving control of congestion time level 3 to the driving control state of the vehicle Am (S105).
  • the control switching unit 78 determines whether the own vehicle Am is traveling in the permitted area SeA (see FIG. 9) (S104). . If the road information grasping unit 75 has grasped that the vehicle is traveling in the restricted permission area SeD (see FIG. 9) (S104: NO), the control switching unit 78 does not permit the transition to the autonomous driving control, and the driving assistance is performed. The driving support control by the ECU 50a is continued (S107). On the other hand, if it is known that the own vehicle Am is traveling in the permitted area SeA (S104: YES), the control switching unit 78 sets the area level 3 autonomous traveling control to the traveling control state of the own vehicle Am (S106). ).
  • the travel setting control unit 79 changes the settings of parameters related to autonomous travel control based on the information grasped by the information cooperation unit 61 and the environment recognition unit 62 .
  • the travel setting control unit 79 sets the inter-vehicle distance VD (see FIG. 4) in the follow-up travel control described above.
  • the travel setting control unit 79 changes the setting of the inter-vehicle distance VD (see FIG. 4) according to the travel control state in cooperation with the driving support ECU 50a by executing the inter-vehicle distance setting process (see FIG. 6).
  • the travel setting control unit 79 starts the inter-vehicle distance setting process, for example, based on the start of driving support control by the driving support ECU 50a.
  • the travel setting control unit 79 determines whether or not there is an obligation to supervise the surroundings in the current travel control state (S111). When it is determined that the vehicle is in a driving control state in which the surroundings must be monitored (S111: YES), the driving setting control unit 79 cooperates with the driving assistance ECU 50a to set the target inter-vehicle time linked to the driving assistance control (S112). On the other hand, when it is determined that the driving control state does not require surroundings monitoring (S111: NO), the driving setting control unit 79 determines whether or not the driving control state is the autonomous driving control of congestion time level 3 (S113). . If the travel control state is area level 3 (S113: NO), the travel setting control unit 79 sets the target inter-vehicle time linked to the autonomous travel control of area level 3 (S114).
  • the travel setting control unit 79 determines whether or not the congestion grasping unit 76 predicts that the congestion will be resolved (S115). If the traffic jam grasping unit 76 predicts that the traffic jam will be resolved (S115: YES), the travel setting control unit 79 sets the target inter-vehicle time associated with the autonomous travel control of area level 3 (S114). On the other hand, if the congestion is not expected to be resolved (S115: NO), the travel setting control unit 79 sets the target headway time associated with the congestion time level 3 autonomous travel control (S116).
  • the driving setting control unit 79 sets the magnitude relationship of each vehicle-to-vehicle distance VD for driving support control (level 2 or lower), congestion time level 3, and area level 3 autonomous driving control to a plurality of (for example, four) control patterns (Fig. 7).
  • control pattern 1 the inter-vehicle distance VD associated with autonomous driving control at level 3 during congestion is the narrowest, and the inter-vehicle distance VD associated with autonomous driving control at area level 3 is the widest.
  • control pattern 1 the inter-vehicle distance VD associated with driving assistance control at level 2 or lower is set wider than level 3 during congestion and narrower than area level 3.
  • control pattern 2 the inter-vehicle distance VD associated with traffic jam level 3 and area level 3 is substantially the same. Then, the inter-vehicle distance VD associated with driving support control of level 2 or lower is made wider than the inter-vehicle distance VD associated with autonomous driving control of level 3 or higher.
  • the inter-vehicle distance VD associated with congestion time level 3 autonomous driving control is narrower than the inter-vehicle distance VD associated with area level 3 autonomous driving control.
  • the inter-vehicle distance VD associated with driving support control at level 2 or lower is substantially the same as the inter-vehicle distance VD associated with autonomous driving control at area level 3.
  • the inter-vehicle distance VD associated with driving support control of level 2 or lower is narrower than the inter-vehicle distance VD associated with autonomous driving control of level 3 or higher.
  • the vehicle-to-vehicle distance VD associated with congestion time level 3 and area level 3 is substantially the same.
  • control execution unit 64 When the automatic driving ECU 50b has the right to control the driving operation, the control execution unit 64 performs acceleration/deceleration control and steering of the own vehicle Am according to the scheduled driving line generated by the action determination unit 63 in cooperation with the driving control ECU 40. Execute control, etc. Specifically, the control execution unit 64 generates control commands based on the planned travel line, and sequentially outputs the generated control commands to the travel control ECU 40 .
  • the HMI system 10 When the switching of the driving control state described so far is performed by the automatic driving system 50, the HMI system 10 performs notification related to the switching of the driving control state. More specifically, the HCU 100 performs transition completion notification, inter-vehicle distance change notification, etc. in synchronization with the transition of the driving control state.
  • the transition completion notification is an information presentation that notifies the driver of the completion of the transition of the driving control state.
  • the transition completion notification is started, for example, based on the start of transition of the driving control state, and continues until the transition of the driving control state is completed.
  • the transition completion notification is performed by combining the reproduction of voice messages for notifying the start of transition and the completion of transition, and the additional display of a mode change of an image indicating the traveling control state and an image indicating the control transition.
  • Notification of completion of transition to autonomous driving control also functions as notification indicating that the second task can be performed. In other words, the notification that the second task can be performed may be performed as notification of completion of transition to autonomous driving control.
  • the inter-vehicle distance change notification is an information presentation that informs the driver of the setting change of the inter-vehicle distance VD related to the transition of the driving control state.
  • the inter-vehicle distance change notification is performed when the setting of the inter-vehicle distance VD changes in a scene in which the driving support control shifts to the autonomous driving control or in a scene in which the autonomous driving control shifts to the driving support control. indicates to the driver that the The inter-vehicle distance change notification may be performed in parallel with the shift completion notification.
  • the inter-vehicle distance change notification is started based on a setting change of the inter-vehicle distance VD by the travel setting control unit 79, for example.
  • the inter-vehicle distance change notification may be terminated when a predetermined period of time elapses, or may be continued until the inter-vehicle distance VD adjustment is completed.
  • the presentation control unit 88 causes at least one of the meter display 21 and the HUD 23 to display the inter-vehicle status image Pds indicating the current setting of the inter-vehicle distance VD.
  • inter-vehicle distance change notification there is In addition to the display of the inter-vehicle status image Pds, by reproducing a voice message or additionally displaying an image, information presentation indicating that the inter-vehicle distance VD is being adjusted or that the inter-vehicle distance VD has been adjusted is It is implemented as inter-vehicle distance change notification.
  • the HCU 100 starts the notification execution process (see FIG. 8) when it recognizes that the automatic driving function in the automatic driving system 50 has started.
  • the HCU 100 repeats the notification execution process until the automatic driving function is stopped.
  • the information acquisition unit 81 waits to receive a request to perform the transition completion notification or inter-vehicle distance change notification (S11).
  • the presentation control unit 88 performs notification associated with the acquired implementation request (S12).
  • the switching information or the inter-vehicle distance change information may be provided to the information acquisition unit 81 as a request for performing each notification.
  • the presentation control unit 88 can start the transition completion notification or the inter-vehicle distance change notification using the switching information or the inter-vehicle distance change information as a trigger.
  • FIG. 11 details of a plurality of scenes 1 to 3 in which the setting of the inter-vehicle distance VD of the follow-up running control is changed by the running setting control unit 79 as the running control state is switched by the control switching unit 78 are shown in FIGS. 11, and with reference to FIGS. 1 to 4 and 7.
  • FIG. 11 details of a plurality of scenes 1 to 3 in which the setting of the inter-vehicle distance VD of the follow-up running control is changed by the running setting control unit 79 as the running control state is switched by the control switching unit 78 are shown in FIGS. 11, and with reference to FIGS. 1 to 4 and 7.
  • FIG. 11 details of a plurality of scenes 1 to 3 in which the setting of the inter-vehicle distance VD of the follow-up running control is changed by the running setting control unit 79 as the running control state is switched by the control switching unit 78 are shown in FIGS. 11, and with reference to FIGS. 1
  • ⁇ Scene 1 Control transition between driving support control and autonomous driving control/control pattern 4>
  • the travel setting control unit 79 sets the vehicle-to-vehicle distance VD wider in autonomous travel control at level 3 or higher than in driving support control at level 2 or lower.
  • the control switching unit 78 permits transition to congestion level 3.
  • the presentation control unit 88 notifies that the vehicle is entering a traffic jam based on the notification request obtained from the notification requesting unit 73 .
  • the traffic jam notification in scene 1 also functions as a notification that level 3 autonomous driving control has become available.
  • the travel setting control unit 79 changes the setting to widen the inter-vehicle distance VD ( time t3). Specifically, the travel setting control unit 79 changes the setting from the target inter-vehicle time associated with driving support control to the target inter-vehicle time associated with autonomous travel control. As a result, vehicle speed control is started to increase the vehicle-to-vehicle distance VD.
  • the presentation control unit 88 performs inter-vehicle distance change notification indicating a change to increase the inter-vehicle distance VD based on the notification request or the inter-vehicle distance change information acquired from the notification request unit 73 .
  • the control switching unit 78 switches the travel control state from the driving support control to the autonomous travel control of congestion level 3 (time t4).
  • the notification requesting unit 73 outputs an implementation request so that the transition completion is notified after the vehicle-to-vehicle distance VD is changed.
  • the presentation control unit 88 performs transition completion notification indicating completion of transition to level 3 autonomous driving control after changing the inter-vehicle distance VD.
  • the control switching unit 78 switches the traveling control state from congestion time level 3 to area level 3 when the traffic congestion around the own vehicle is resolved within the permitted area SeA (time t5).
  • the inter-vehicle distances VD at traffic jam level 3 and area level 3 are set to be the same. Therefore, neither the change in the inter-vehicle distance VD nor the notification related to the control transition associated with the transition from congestion level 3 to area level 3 are performed.
  • the presentation control unit 88 announces the end of the autonomous driving control based on the notification request or the exit schedule information from the notification request unit 73 ( time t6). Further, the presentation control unit 88 gives a notice of a change in the inter-vehicle distance VD following the notice of termination of the autonomous driving control (time t7).
  • the preceding notice of termination of the autonomous driving control and the notice of change of the inter-vehicle distance VD are performed by reproducing a voice message, additionally displaying an image, or the like.
  • the control switching unit 78 switches the driving control state from autonomous driving control at area level 3 to driving support control (time t8) before the own vehicle Am leaves the permitted area SeA (time t9).
  • the travel setting control unit 79 changes the setting of the inter-vehicle distance VD in accordance with the transition of the travel control state by the control switching unit 78, and changes the setting to narrow the inter-vehicle distance VD while traveling in the permission area SeA.
  • the presentation control unit 88 Based on the notification request obtained from the control switching unit 78, the presentation control unit 88 performs notification of the completion of transition to driving support control of level 2 and notification of the inter-vehicle distance change. In this case, the transition completion notification and inter-vehicle distance change notification may be performed concurrently or sequentially.
  • ⁇ Scene 2 Control transition from area level 3 to congestion level 3/control patterns 1 and 3>
  • the inter-vehicle distance setting of control pattern 1 or 3 (see FIG. 7) is adopted.
  • the travel setting control unit 79 sets the inter-vehicle distance VD at traffic jam level 3 to be narrower than at area level 3 .
  • the control switching unit 78 changes the travel control state from area level 3 to traffic jam level 3. migrate.
  • the notification request unit 73 outputs a notification request to the HCU 100 based on the transition of the traveling control state.
  • the presentation control unit 88 notifies that the vehicle is entering a traffic jam based on the notification request obtained from the notification requesting unit 73 .
  • the traffic congestion notification in scene 2 also functions as control transition notification from area level 3 to traffic congestion level 3 .
  • the driving setting control unit 79 changes the setting so that the inter-vehicle distance VD becomes narrower after the transition to the traffic jam level 3 is completed. (time t2).
  • the presentation control unit 88 implements an inter-vehicle distance change notification indicating that the inter-vehicle distance VD will become narrower in accordance with the setting change of the inter-vehicle distance VD by the travel setting control unit 79 based on the notification request acquired from the notification request unit 73. .
  • ⁇ Scene 3 Control transition between driving support control and traffic jam level 3/control patterns 1 to 3>
  • the travel setting control unit 79 sets the vehicle-to-vehicle distance VD at congestion time level 3 to be narrower than the driving support control at level 2 or lower.
  • the control switching unit 78 permits transition to congestion level 3.
  • the presentation control unit 88 notifies that the vehicle is entering a traffic jam based on the notification request obtained from the notification requesting unit 73 .
  • the traffic jam notification in scene 3 also functions as a notification indicating that level 3 autonomous driving control has become available.
  • the control switching unit 78 switches from driving support control to traffic jam level 3 autonomous driving control. (time t3).
  • control patterns 1 to 3 when traffic congestion is detected during driving under driving support control and the driving control state is shifted from driving support control to congestion level 3, the driving setting control unit 79 changes traffic congestion level 3.
  • the setting of the inter-vehicle distance VD is maintained until the transition is completed.
  • the presentation control unit 88 Based on the notification request from the notification requesting unit 73 or the acquisition of the switching information, the presentation control unit 88 performs transition completion notification indicating completion of transition to congestion time level 3 .
  • the travel setting control unit 79 changes the setting to narrow the inter-vehicle distance VD based on the elapse of a predetermined time after the transition from the driving support control to the traffic jam level 3 is completed (time t4). If the setting of the inter-vehicle distance VD is changed after transition to traffic jam level 3, the inter-vehicle distance change notification by the presentation control unit 88 is stopped. However, the set inter-vehicle distance indicated by the inter-vehicle status image Pds (see FIG. 3) may be changed as the inter-vehicle distance VD is changed.
  • the presentation control unit 88 gives an advance notice of the end of congestion level 3 based on the notification request from the notification requesting unit 73 (time t5). ).
  • the travel setting control unit 79 changes the settings so that the inter-vehicle distance VD is widened while the congestion level 3 continues (time t6), based on the predicted congestion relief.
  • the presentation control unit 88 performs inter-vehicle distance change notification indicating that the inter-vehicle distance VD increases based on the notification request or the inter-vehicle change information acquired from the notification request unit 73 .
  • the control switching unit 78 switches the travel control from congestion time level 3 to the driving support control before the congestion grasping unit 76 determines that the congestion is resolved (time t8).
  • the state is switched (time t7).
  • the presentation control unit 88 notifies completion of transition to driving support control in accordance with the switching of the driving control state.
  • the travel setting control unit 79 changes the setting of the inter-vehicle distance VD to the follow target vehicle At according to the travel environment recognized by the environment recognition unit 62 when performing follow-up travel by autonomous travel control of level 3 or higher. .
  • the travel setting control unit 79 increases or decreases the inter-vehicle distance VD to the following target vehicle At with respect to the normal inter-vehicle distance VD associated with the autonomous travel control (area level 3) by performing the inter-vehicle distance adjustment processing (see FIG. 12). Let The inter-vehicle distance adjustment process is started, for example, when the driving control state is switched to area level 3, and is continuously repeated until area level 3 is completed.
  • the environment recognition unit 62 first recognizes the driving environment around the vehicle (S131).
  • the travel setting control unit 79 determines whether or not there is a merging point in the travel direction of the own vehicle Am based on the travel environment recognized by the environment recognition unit 62 (S132).
  • S132 the travel environment recognized by the environment recognition unit 62
  • the travel setting control unit 79 changes the setting to widen the inter-vehicle distance VD (S133).
  • the travel setting control unit 79 further determines whether or not the vehicle At to be followed is a large vehicle based on the travel environment recognized by the environment recognition unit 62. (S134). When the existence of a large vehicle to be the target vehicle At to be followed is recognized (S134: YES), the travel setting control unit 79 changes the setting to narrow the inter-vehicle distance VD (S136).
  • the travel setting control unit 79 acquires the characteristics of the host vehicle lane Lns based on the travel environment recognized by the environment recognition unit 62 (S135). Specifically, the travel setting control unit 79 determines whether or not the vehicle is traveling in the low-speed lane. When the host vehicle Am is traveling in the passing lane Lnp (see FIG. 4) or the like, the travel setting control unit 79 determines that it is not traveling in the low-speed lane (S135: NO), and the inter-vehicle distance VD becomes narrower. Change to setting (S136). On the other hand, when the own vehicle Am is traveling in the normal traveling lane Lnt (see FIG. 4), the climbing lane, or the like, the traveling setting control unit 79 determines that it is traveling in the low-speed lane (S135: YES). , the normal inter-vehicle distance VD associated with area level 3 (S137).
  • the inter-vehicle distance VD is changed to be narrower than when the own vehicle lane Lns is not the overtaking lane Lnp. Further, when the traveling speed of the side-by-side vehicle AL traveling in the adjacent lane Lna is higher than the traveling speed of the host vehicle Am, the inter-vehicle distance The setting is changed to widen the VD.
  • the self-vehicle Am In the follow-up travel control by the automatic driving system 50, for example, when the follow-up target vehicle At temporarily stops in a scene of driving in a traffic jam, etc., the self-vehicle Am also secures the inter-vehicle distance VD with the follow-up target vehicle At. Stop. In such a scene, the action determination unit 63 starts a restart control process (see FIG. 13) for controlling the restart of the host vehicle Am.
  • the action determination unit 63 determines whether or not the follow target vehicle At has started (S151, S152).
  • the action determination unit 63 sets the start timing of the host vehicle Am (S153).
  • the start timing may be set using the elapsed time (inter-vehicle time) after the start of the target vehicle At, or may be set using the inter-vehicle distance VD from the own vehicle Am to the target vehicle At.
  • the action determination unit 63 provides the HCU 100 with the start control information indicating the start timing through the notification request unit 73 (S154).
  • the action determination unit 63 waits for the start timing (S155), and based on the start timing (S155: YES), restarts the host vehicle Am (S156).
  • the HCU 100 performs follow-up restart notification regarding the start timing of the host vehicle Am.
  • the re-start notification is performed sporadically by playing back a voice message or displaying a notification image, for example, at the timing when the distance VD between vehicles becomes several meters (for example, 3 meters) after the target vehicle At to be followed starts to move. be done.
  • the HCU 100 recognizes that the host vehicle Am has stopped while the follow-up running control is in operation, the HCU 100 starts the restart notification process (see FIG. 14). In the restart notification process, acquisition of start control information indicating the start timing is awaited (S51).
  • the presentation control unit 88 sets the start timing of the following re-start notification based on the start timing indicated by the start control information. Then, based on the fact that the notification start timing has come (S52: YES), the presentation control unit 88 performs the follow-up re-launch notification after the follow-up target vehicle At starts (S53).
  • the transition completion notification indicating the completion of the transition to the autonomous driving control is performed after the inter-vehicle distance VD is changed.
  • the vehicle-to-vehicle distance VD is changed while the driver continues monitoring the surroundings.
  • the driver can easily grasp the process of changing the inter-vehicle distance VD, so that the convenience of automatic driving can be improved.
  • the control switching unit 78 switches the travel control state from driving support control to autonomous travel control. According to the above, the change of the inter-vehicle distance VD can be completed under the condition that the driver is obligated to monitor the surroundings. As a result, it is less likely that the driver who does not see the surroundings of the vehicle will feel uneasy about the setting change of the inter-vehicle distance VD.
  • the inter-vehicle distance VD when driving in traffic jams by autonomous driving control is set to be narrower than the inter-vehicle distance VD when driving in traffic jams by driving support control. Therefore, in a traffic jam scene where there is no obligation to monitor the surroundings, it becomes difficult for another vehicle to cut in between the own vehicle Am and the target vehicle At to be followed. According to the above, a situation in which the autonomous driving control is terminated due to interruption by another vehicle is less likely to occur. As a result, the state in which there is no obligation to monitor the surroundings is likely to continue, so the convenience of automatic driving can be improved.
  • the travel setting control unit 79 changes the setting to narrow the inter-vehicle distance VD. Therefore, in a scene where the autonomous driving control at level 3 during congestion is performed, it becomes difficult for other vehicles to cut in front of the host vehicle Am. As a result, the state in which there is no obligation to monitor the surroundings is likely to continue, so the convenience of automatic driving can be improved.
  • the notification requesting unit 73 causes the HMI system 10 to perform inter-vehicle distance change notification. Therefore, the driver can recognize the setting change of the inter-vehicle distance VD through the inter-vehicle distance change notification without looking around the vehicle.
  • the driving setting control unit 79 shifts to congestion level 3.
  • the setting of the vehicle-to-vehicle distance VD is maintained until the transition is completed. According to the above, the sudden change in the inter-vehicle distance VD that accompanies entry into a traffic jam does not occur, so that the driver's anxiety about automatic driving can be reduced.
  • the travel setting control unit 79 changes the setting to narrow the inter-vehicle distance VD based on the elapse of a predetermined time.
  • the adjustment for narrowing the inter-vehicle distance VD is performed in a state where the speed of the own vehicle Am is sufficiently reduced after entering the traffic jam, so that it is difficult for the driver who does not see the surroundings of the own vehicle to recognize it. Become.
  • the driver can comfortably perform the second task without being conscious of the change in the inter-vehicle distance VD.
  • inter-vehicle distance change notification that is performed when shifting from traffic jam level 3 to driving support control is will no longer be implemented. Therefore, the adjustment for narrowing the inter-vehicle distance VD becomes even more difficult for the driver to recognize. As a result, it becomes possible for the driver to comfortably spend the period of automatic driving during which the autonomous driving control is performed.
  • the congestion grasping unit 76 predicts the elimination of congestion occurring around the own vehicle Am. Then, when it is predicted that the congestion will be resolved while the vehicle is traveling at congestion level 3, the travel setting control unit 79 changes the settings so that the inter-vehicle distance VD is increased while the congestion level 3 continues. According to the above, since the adjustment for widening the inter-vehicle distance VD is performed during low-speed running, it becomes difficult for the driver to recognize the change in behavior that accompanies the adjustment of the inter-vehicle distance VD. As a result, the driver's anxiety about automatic driving can be reduced.
  • the change in the vehicle-to-vehicle distance VD is changed.
  • the inter-vehicle distance change notification shown is carried out. Therefore, the driver can easily grasp the changing process of the inter-vehicle distance VD, so that the convenience of automatic driving can be improved.
  • the setting of the inter-vehicle distance VD from the own vehicle Am to the target vehicle At is changed according to the surrounding conditions of the own vehicle Am or the characteristics of the own vehicle lane Lns. Therefore, it is possible to suppress other vehicles from cutting in front of the own vehicle Am, or to support smooth cutting by other vehicles. According to the above, a situation in which the autonomous driving control without the obligation to monitor the surroundings is terminated due to an interruption by another vehicle is less likely to occur. As a result, it becomes easier for the vehicle to continue driving without the obligation to monitor the surroundings, so that the convenience of automatic driving can be improved.
  • the travel setting control unit 79 changes the setting to widen the inter-vehicle distance VD. Therefore, even in a scene where another vehicle cuts in front of the own vehicle Am at the merging point, the autonomous driving ECU 50b can smoothly continue the autonomous driving control. Therefore, the convenience of automatic driving is further improved.
  • the travel setting control unit 79 changes the settings so that the inter-vehicle distance VD becomes narrower. According to the above, since the air resistance of the vehicle Am is reduced by the large vehicle, it is possible to improve the fuel consumption or the electricity consumption of the vehicle Am.
  • the road information grasping unit 75 of the first embodiment grasps whether or not the own vehicle lane Lns is the passing lane Lnp as a characteristic of the own vehicle lane Lns.
  • the inter-vehicle distance VD is set narrower than when the own vehicle lane Lns is not the overtaking lane Lnp.
  • the vehicle-to-vehicle distance VD traveling in the overtaking lane Lnp is narrowed, it becomes difficult for another vehicle to cut in front of the host vehicle Am. As a result, it becomes easier for the autonomous driving control to continue smoothly, so that the convenience of automatic driving can be improved.
  • the road information grasping unit 75 of the first embodiment grasps whether or not the traveling speed of the side-by-side vehicle AL traveling in the adjacent lane Lna is higher than the traveling speed of the own vehicle Am, as a characteristic of the own vehicle lane Lns. do. Then, the traveling setting control unit 79 sets the distance between the vehicles when the traveling speed of the side-by-side vehicle AL is higher than the traveling speed of the own vehicle Am and when the traveling speed of the side-by-side vehicle AL is lower than the traveling speed of the own vehicle Am. Change the setting so that the distance VD becomes wider. In general, when traveling in a low-speed lane where the traveling speed is low, it is difficult for the parallel running vehicle AL to forcibly cut in from the adjacent lane Lna. Therefore, by ensuring a wide inter-vehicle distance VD while traveling in a low-speed lane and controlling the own vehicle Am to gently follow the target vehicle At, it is possible to improve the comfort and convenience of automatic driving. .
  • the follow-up re-start notification regarding the start timing of the target vehicle Am is sent to the target vehicle At. This is done after launch. Therefore, even if the vehicle-to-vehicle distance VD temporarily widens after the vehicle to be followed At starts and before the own vehicle Am starts, the driver can grasp the departure schedule of the own vehicle Am. It becomes difficult for the driver to feel a sense of incongruity with respect to the inter-vehicle distance VD. If such discomfort can be reduced by notification, the convenience of automatic driving can be improved.
  • the inter-vehicle distance VD when the surroundings of the own vehicle Am are congested is set narrower than the inter-vehicle distance VD when the surroundings of the own vehicle Am are not congested (Fig. 7 control pattern 1, 3). Therefore, when the traffic around the own vehicle continues, it becomes difficult for other vehicles to cut in front of the own vehicle Am. As a result, it becomes easier to continue the autonomous driving control without the obligation to monitor the surroundings, so that the convenience of automatic driving can be improved.
  • the parallel running vehicle AL corresponds to the "other vehicle”
  • the permitted area SeA corresponds to the "specific area”
  • the HMI system 10 corresponds to the "information presentation device”
  • the automatic driving ECU 50b corresponds to an “automatic driving control device”.
  • the notification requesting unit 73 and the presentation control unit 88 each correspond to the “notification control unit”
  • the road information grasping unit 75 corresponds to the "lane grasping unit”
  • the travel setting control unit 79 corresponds to the "vehicle distance control unit”.
  • the HCU 100 corresponds to the "presentation control device”.
  • the second embodiment of the present disclosure shown in FIGS. 1-3 and 15 and 16, is a modification of the first embodiment.
  • the manner of notification in scene 1 in which the own vehicle Am rushes into a traffic jam within the restricted permission area SeD is different from that in the first embodiment (see FIG. 9). . Details of control and notification in scene 1 of the second embodiment will be described below.
  • the control switching unit 78 switches from the driving support control to the congestion time level 3 autonomous driving.
  • the travel control state is switched to control (time t3).
  • the travel setting control unit 79 changes the inter-vehicle distance VD after the control switching unit 78 switches the travel control state to level 3 during congestion (time t4).
  • the travel setting control unit 79 changes the inter-vehicle distance VD at the same time as the transition to congestion level 3. do not start.
  • the travel setting control unit 79 gradually widens the inter-vehicle distance VD in accordance with the tracking of the follow-up target vehicle At after shifting to traffic jam level 3 (time t4 to t5).
  • the inter-vehicle distance change notification is performed after the transition to traffic jam level 3 in accordance with the adjustment to widen the inter-vehicle distance VD (time t4).
  • the notification of the completion of transition to traffic jam level 3 is performed after the inter-vehicle distance VD is changed, not when the driving control state is switched.
  • the HCU 100 waits for acquisition of inter-vehicle change information indicating the completion of changing the inter-vehicle distance VD in addition to switching information indicating transition from driving support control to congestion level 3.
  • the presentation control unit 88 indicates the completion of transition to traffic jam level 3 when the vehicle distance change information is further acquired (S212: YES).
  • Transfer completion notification is carried out (S213).
  • the transition completion notification is carried out (time t5).
  • the transition completion notification indicating the completion of the transition of the driving control state is performed.
  • the same effect as in the first embodiment is obtained, and the driver can easily grasp the process of changing the inter-vehicle distance VD, so that the convenience of automatic driving can be improved.
  • the vehicle-to-vehicle distance VD is changed after the driving control state is switched from the driving support control to the congestion time level 3 autonomous driving control.
  • the travel setting control unit 79 slowly changes the inter-vehicle distance VD so that the setting change of the inter-vehicle distance VD is not felt from the behavior of the vehicle. If the vehicle-to-vehicle distance VD suddenly starts to change at the same time as the transition to traffic jam level 3, the driver is likely to feel uneasy.
  • the travel setting control unit 79 gradually increases the inter-vehicle distance VD after transitioning to a travel control state in which there is no obligation to monitor the surroundings. As a result, it becomes difficult for the driver to perceive from the behavior of the vehicle that the setting of the inter-vehicle distance VD has changed. Therefore, the driver's sense of security with respect to the autonomous driving control can be enhanced.
  • inter-vehicle distance change notification indicating a setting change of inter-vehicle distance VD is performed after transition to autonomous driving control (congestion level 3) in accordance with the above-described inter-vehicle distance control of the driving setting control unit 79. be. Therefore, the driver can more reliably grasp the setting change of the inter-vehicle distance VD, so that even if the driver perceives the change of the inter-vehicle distance VD from the behavior of the vehicle, he/she is less likely to feel uneasy.
  • the third embodiment of the present disclosure is another variation of the first embodiment.
  • the driving setting control unit 79 performs a distance setting process (see FIG. 17) for switching the distance setting according to the driving control state, and a distance adjustment process (see FIG. 18) for changing the distance setting in the autonomous driving control. ). Details of the vehicle distance setting process and the vehicle distance adjustment process performed in the third embodiment will be described below with reference to FIGS. 1 to 4.
  • FIG. 17 a distance setting process for switching the distance setting according to the driving control state
  • a distance adjustment process see FIG. 18
  • the travel setting control unit 79 determines whether or not there is an obligation to supervise surroundings in the current travel control state in the inter-vehicle distance setting process shown in FIG. 17 (S311).
  • the driving setting control unit 79 determines that the vehicle is in a driving control state in which the surroundings are obligated to be monitored (S311: YES)
  • the driving setting control unit 79 determines whether or not there is an obligation to hold the steering wheel in the driving support control being performed (S312).
  • Hands-on control When driving support control (hereinafter referred to as "hands-on control") is in progress (S312: YES), the travel setting control unit 79 sets the target inter-vehicle time associated with the hands-on control (S313). Hands-on control is performed, for example, in scenes such as when there is no traffic jam and immediately after the autonomous driving control is released.
  • the travel setting control unit 79 sets the target inter-vehicle time associated with the hands-off control. is set (S314).
  • Hands-off control is performed in a traffic jam scene in the non-permission area SeX (see FIG. 9).
  • the travel setting control unit 79 sets the target inter-vehicle time associated with each control such that the inter-vehicle distance VD in the hands-on control is wider than the inter-vehicle distance VD in the hands-off control. That is, the target inter-vehicle time associated with the hands-on control is set longer than the target inter-vehicle time associated with the hands-off control.
  • the travel setting control unit 79 determines the control mode of the autonomous travel control, and determines whether or not level 3 during congestion is being implemented. (S315). If the autonomous driving control being performed is level 3 during congestion (S315: YES), the driving setting control unit 79 determines whether or not the traffic congestion grasping unit 76 predicts that the congestion will be resolved (S316). If there is no forecast of congestion relief (S316: NO), the travel setting control unit 79 determines whether or not the condition for switching the headway distance control at congestion time level 3 is satisfied (S317).
  • the driving setting control unit 79 sets the switching condition for inter-vehicle distance control at area level 3. is established (S318).
  • the travel setting control unit 79 switches the setting of the inter-vehicle distance VD linked to the autonomous travel control based on the establishment of the switching condition at each of the traffic jam level 3 and the area level 3. Specifically, the travel setting control unit 79 sets the distance between the first set vehicle that serves as a reference and the second set distance that makes it easier for the perimeter monitoring sensor 30 to detect the surroundings of the vehicle than the first set distance. Switch the setting of the distance VD.
  • the first set inter-vehicle distance is a preset fixed value (constant distance or constant inter-vehicle time), which is approximate to the inter-vehicle time used in driving support control, for example.
  • the second set inter-vehicle distance is a variable value that is changed according to the situation of the host vehicle Am based on inter-vehicle distance adjustment processing (see FIG. 18), which will be described later.
  • the switching conditions are set in association with the elapsed time after switching the control state, the vehicle speed change of the own vehicle Am, deterioration of the detection environment of the perimeter monitoring sensor 30, and the like.
  • the environment recognition unit 62 recognizes deterioration of the weather such as rain, snow, and fog, or strong sunlight such as the morning sun and the afternoon sun
  • the travel setting control unit 79 determines that the detection environment is determined to be deteriorating.
  • the travel setting control unit 79 also determines that the detection environment is deteriorating during nighttime travel and tunnel travel.
  • the travel setting control unit 79 determines that the switching condition for congestion level 3 is not satisfied immediately after the congestion level 3 starts or in a situation where the detection environment of the surrounding monitoring sensor 30 is good (S317: NO). In this case, the travel setting control unit 79 controls the inter-vehicle distance VD in the follow-up travel control based on the first set inter-vehicle distance (hereinafter referred to as first inter-vehicle distance for traffic congestion control) associated with level 3 during congestion (S319).
  • first inter-vehicle distance for traffic congestion control first set inter-vehicle distance associated with level 3 during congestion
  • the travel setting control unit 79 determines that the condition for switching to level 3 during congestion is met (S317: YES). In this case, the travel setting control unit 79 controls the inter-vehicle distance VD in the follow-up travel control based on the second set inter-vehicle distance (hereinafter referred to as the second inter-vehicle distance for congestion control) associated with congestion level 3 (S320).
  • the second inter-vehicle distance for congestion control the second set inter-vehicle distance associated with congestion level 3 (S320).
  • the travel setting control unit 79 determines that the switching condition for area level 3 is not satisfied immediately after the start of area level 3 or when the detection environment of the surrounding monitoring sensor 30 is good (S318: NO). In this case, the travel setting control unit 79 controls the inter-vehicle distance VD in follow-up travel control based on the first set inter-vehicle distance linked to area level 3 (hereinafter referred to as the first inter-vehicle distance for area control) (S321).
  • the first set vehicle interval for area control is set so that the vehicle-to-vehicle distance VD is wider than the first set vehicle interval for congestion control.
  • the travel setting control unit 79 when it is determined that a predetermined time (for example, about several tens of seconds) has passed since the start of area level 3 and the detection environment of the surrounding monitoring sensor 30 has deteriorated, the travel setting control unit 79 , area level 3 (S318: YES).
  • the travel setting control unit 79 switches to area level 3 even when a predetermined time has passed since the start of area level 3 and the vehicle speed of the own vehicle Am is less than a predetermined value (for example, 30 km/h). It is determined that the condition is met.
  • the travel setting control unit 79 controls the inter-vehicle distance VD in follow-up travel control based on the second set inter-vehicle distance (area control second inter-vehicle distance) associated with area level 3 (S322). According to the switching of the setting from the first inter-vehicle distance for area control to the second inter-vehicle distance for area control, the host vehicle Am relatively moves in the direction of narrowing the inter-vehicle distance VD to the target vehicle At to be followed.
  • the travel setting control unit 79 determines that the switching condition is satisfied in the inter-vehicle distance setting process (S317 or S318: YES)
  • the inter-vehicle distance adjustment process shown in FIG. 18 is started.
  • the travel setting control unit 79 grasps the recognition status of the travel environment by the environment recognition unit 62 (S331), and particularly gives priority to the camera unit 31 among the peripheral monitoring sensors 30, so that detection by the camera unit 31 can be carried out satisfactorily. Diagnose whether it is in a good state.
  • the travel setting control unit 79 determines whether or not the environment recognition unit 62 has recognized an obstacle such as dirt or a failure that occurred in the camera unit 31 (S332). If the camera unit 31 is found to be dirty (S332: YES), the travel setting control unit 79 performs adjustment to narrow the inter-vehicle distance VD (S334). In this way, the travel setting control unit 79 narrows the second set vehicle interval when the camera unit 31 failure is detected, compared to when the camera unit 31 failure is not detected. When the congestion time level 3 autonomous driving control is being performed, the driving setting control unit 79 sets the following distance VD to the same extent as the first distance setting (see S319 in FIG. 17), or slightly smaller than the first distance setting. The second set inter-vehicle distance is adjusted so as to provide a wide inter-vehicle distance VD.
  • the travel setting control unit 79 refers to the recognition status of the environment recognition unit 62 and determines whether or not there is a shield detected by the camera unit 31. (S333).
  • the environment recognition unit 62 determines whether or not the detection by the camera unit 31 is obstructed by the target vehicle At to be followed. In the front image captured by the camera unit 31, the environment recognition unit 62 detects that the length of the demarcation line that divides the host vehicle lane Lns is equal to or less than a predetermined value, or that the size of the target vehicle At to be followed exceeds a predetermined size. , it is determined that the detection is obstructed.
  • the environment recognition unit 62 recognizes the type of the follow target vehicle At based on the information (front image) detected by the camera unit 31 .
  • the environment recognition unit 62 determines that detection by the camera unit 31 is obstructed when the type of the vehicle At to be tracked is a large vehicle.
  • the travel setting control unit 79 determines that the detection shielding object does not exist (S333: NO). ). In this case, the travel setting control unit 79 performs the normal vehicle distance control based on the second vehicle distance setting (S335).
  • the travel setting control unit 79 determines that there is a detection shield (S333). : YES). In this case, the travel setting control unit 79 performs an adjustment to widen the inter-vehicle distance VD (S336), and makes the second set inter-vehicle distance longer than when it is determined that the detection of the camera unit 31 is not hindered by the target vehicle At to be followed. widen.
  • the driving setting control unit 79 sets, for example, the first distance setting (see FIG.
  • the travel setting control section 79 gives priority to the detection by the camera unit 31, changes the control amount between the second set vehicles according to the type of vehicle At to be followed in front, and the camera unit 31 confirms the forward direction.
  • the own vehicle Am is moved to an easy position.
  • the own vehicle Am is traveling in the restricted permitted area SeD.
  • the control switching unit 78 permits the transition to congestion time level 3 when the congestion grasping unit 76 grasps that the traffic jam has entered within the restricted permission area SeD (time t1).
  • the presentation control unit 88 executes congestion entry notification, and notifies the driver that the autonomous driving control at congestion time level 3 is enabled.
  • the traveling setting control unit 79 changes the setting to widen the inter-vehicle distance VD (time t3).
  • the presentation control unit 88 performs inter-vehicle distance change notification indicating a change to increase the inter-vehicle distance VD based on the notification request or the inter-vehicle distance change information acquired from the notification request unit 73 .
  • the control switching unit 78 switches the travel control state from the driving support control to the autonomous travel control of congestion time level 3 (time t4).
  • the presentation control unit 88 performs transition completion notification indicating the completion of transition to autonomous driving control at congestion level 3 based on acquisition of the notification request output after the inter-vehicle distance VD is changed.
  • the travel setting control unit 79 establishes a switching condition for setting the inter-vehicle distance VD (time t5). .
  • the travel setting control unit 79 switches the control target from the first set inter-vehicle distance to the second set inter-vehicle distance based on the satisfaction of the switching condition, and changes the inter-vehicle distance VD to the follow target vehicle At (time t6).
  • the inter-vehicle distance VD which was about 20 m, is gradually extended to about 30 m by switching the inter-vehicle distance setting.
  • the notification request unit 73 outputs a notification request to the information acquisition unit 81 based on the setting change between the target vehicles by the travel setting control unit 79, and determines the vehicle distance VD associated with the switching between the first set vehicle and the second set vehicle. Have the change announced to the driver.
  • the presentation control unit 88 Based on the acquisition of the notification request by the information acquisition unit 81, the presentation control unit 88 carries out inter-vehicle distance change notification indicating a change to widen the inter-vehicle distance VD.
  • the travel setting control unit 79 changes the setting of the inter-vehicle distance VD from the own vehicle Am to the following target vehicle At (see FIG. 11 See time t6).
  • the target inter-vehicle time associated with hands-on control and the target inter-vehicle time associated with hands-off control are different.
  • the degree of change in the setting of the distance VD changes. That is, the travel setting control unit 79 changes the setting of the inter-vehicle distance VD after the transition, depending on whether the autonomous driving control is shifted to the hands-on control or the autonomous driving control is shifted to the hands-off control.
  • the inter-vehicle distance VD is made wider than when shifting to hands-off control.
  • the inter-vehicle distance VD after shifting to the hands-off control may be approximately the same as the inter-vehicle distance VD in the autonomous driving control.
  • the transition completion notification indicating the completion of the transition of the driving control state is performed.
  • the same effect as in the first embodiment can be obtained, and the driver can easily grasp the process of changing the inter-vehicle distance VD, so that the convenience of automatic driving can be improved.
  • the setting of the inter-vehicle distance VD is switched from the first set inter-vehicle distance to the second set inter-vehicle distance in the self-vehicle Am that travels under the autonomous travel control. Detection, and thus recognition of the driving environment, is facilitated. As a result, it becomes easier to continue automatic driving without the obligation to monitor the surroundings, so the convenience of automatic driving can be improved.
  • the environment recognition unit 62 of the third embodiment grasps obstacles that have occurred in the surroundings monitoring sensor 30, such as dirt adhering to the angle of view of the camera unit 31. Then, when a failure of the surroundings monitoring sensor 30 is detected, the travel setting control unit 79 narrows the second set vehicle interval more than when a failure of the surroundings monitoring sensor 30 is not detected. According to such adjustment of the vehicle-to-vehicle distance VD, the vehicle Am can move to a position where the camera unit 31 can easily detect the front of the vehicle. As a result, automatic driving, which does not have a duty to monitor the surroundings, will be more likely to be continued.
  • the environment recognition unit 62 of the third embodiment determines whether or not the detection of the surroundings monitoring sensor 30 such as the camera unit 31 is obstructed by the vehicle At to be followed. Then, when it is determined that the detection of the surroundings monitoring sensor 30 is blocked by the target vehicle At, the travel setting control unit 79 determines that the detection of the surroundings monitoring sensor 30 is not blocked by the target vehicle At.
  • the second set vehicle interval is made wider than in the case of Such adjustment of the inter-vehicle distance VD also allows the vehicle Am to move to a position where the camera unit 31 can easily detect the front of the vehicle. Therefore, automatic driving, which does not have a duty to monitor the surroundings, is more likely to be continued.
  • the area level 3, which is implemented only when traveling within the permitted area SeA, and the traffic jam level 3, which is implemented only when traveling in a traffic jam are the control modes of autonomous travel control.
  • the travel setting control unit 79 is prepared with the first inter-vehicle distance for area control associated with the area level 3 and the first inter-vehicle distance for congestion control associated with the level 3 at the time of congestion.
  • the area control second vehicle distance setting is narrower than the area control first vehicle distance setting, and the congestion control second vehicle distance setting is wider than the traffic congestion control first vehicle distance setting.
  • the automatic driving ECU 50b By switching the inter-vehicle distance setting in each of these states, the automatic driving ECU 50b continuously positions the own vehicle Am at a position where the detection of the surroundings monitoring sensor 30 is facilitated in relation to targets around the own vehicle. can be done. As a result, automatic driving, which does not have a duty to monitor the surroundings, will be more likely to be continued.
  • the type of the target vehicle At to be followed is grasped based on the information detected by the surroundings monitoring sensor 30, and the second set vehicle distance is changed according to the type of the target vehicle At to be followed.
  • a wide inter-vehicle distance VD can be ensured, for example, when the target vehicle At to be followed is a large vehicle.
  • the field of view of the camera unit 31 is less likely to be blocked by the target vehicle At to be followed, so that automatic driving without the obligation to monitor the surroundings can be continued more easily.
  • the second set vehicle distance is set so that the detection of the camera unit 31 that detects the surroundings of the own vehicle Am is facilitated, that is, the camera unit 31 is prioritized. According to the above, even if follow-up driving control that depends on detection by the camera unit 31 is being performed, interruption of automatic driving due to the presence of a detection shielding object is less likely to occur.
  • the driver is notified of the change in the inter-vehicle distance VD that accompanies the switching between the first set vehicle and the second set vehicle.
  • the driver can recognize that the inter-vehicle distance VD is changing, and can grasp that the change in the inter-vehicle distance VD is not due to an abnormality. Therefore, the situation in which the change in inter-vehicle distance VD for detection by perimeter monitoring sensor 30 makes the driver feel uncomfortable is less likely to occur.
  • the setting of the inter-vehicle distance VD is changed between hands-on control in which the driver is obliged to hold the steering wheel and hands-off control in which the driver is not obliged to hold the steering wheel.
  • the inter-vehicle distance VD suitable for each of the hands-on control and the hands-off control can be secured at the timing when the autonomous driving control is shifted to the driving assistance control, so that the driver does not feel uncomfortable with the inter-vehicle distance VD in the driving assistance control. hard to remember.
  • the convenience of automatic driving can be improved.
  • the inter-vehicle distance VD in hands-on control is set wider than the inter-vehicle distance VD in hands-off control.
  • the speed range in which hands-on control is used is higher than the speed range in which hands-off control is used. Supportive control becomes possible.
  • the periphery monitoring sensor 30 corresponds to the "autonomous sensor”
  • the camera unit 31 corresponds to the "camera”.
  • a fourth embodiment of the present disclosure is a modification of the second embodiment.
  • the inter-vehicle distance VD is adjusted according to the gradient of the road on which the vehicle is traveling.
  • the setting of the inter-vehicle distance VD can be changed based on the driver's input. Details of the setting of the inter-vehicle distance VD in the fourth embodiment will be described below with reference to FIGS. 1 to 4. FIG.
  • the road information grasping unit 75 grasps gradient information of the road on which the vehicle Am travels.
  • the road information grasping unit 75 can estimate the slope of the road on which the vehicle is traveling based on the three-dimensional map data sequentially provided from the locator 35 to the environment recognizing unit 62 .
  • the road information grasping unit 75 may estimate the slope of the road on which the vehicle Am travels, based on the measurement information from the on-vehicle sensors mounted on the vehicle Am, such as an acceleration sensor and a height sensor. .
  • the travel setting control unit 79 changes the setting of the inter-vehicle distance VD in the follow-up travel control according to the slope condition of the road on which the vehicle is traveling.
  • the driving setting control unit 79 may adjust the setting of the inter-vehicle distance VD regardless of whether or not the driver is obligated to monitor the surroundings, or may adjust the setting between the vehicles based on the gradient information only during the driving support period when the driver is obligated to monitor the surroundings. Adjustments may be made.
  • the driving setting control unit 79 sets the inter-vehicle distance VD to be wider when driving on a downhill road than when driving on an uphill road and when driving on a horizontal road (flat ground). do.
  • the travel setting control unit 79 adjusts the set inter-vehicle distance so that the inter-vehicle distance VD increases stepwise or continuously as the downhill slope of the road increases.
  • the travel setting control unit 79 may perform adjustment to widen the setting of the inter-vehicle distance VD by one step when the downward slope of the road exceeds a predetermined threshold value.
  • the driving support ECU 50a and the automatic driving ECU 50b can change the setting of the inter-vehicle distance VD in the follow-up cruise control based on the driver's input.
  • the driving support ECU 50a and the automatic driving ECU 50b select three stages such as "long (distant), intermediate, short (near)" or five stages such as "long, slightly long, intermediate, slightly short, short”. It is possible to switch between set vehicles.
  • the setting of the inter-vehicle distance VD corresponding to each travel control state is associated with such multi-stage set vehicles.
  • the setting change of the inter-vehicle distance VD accompanying the transition of the travel control state corresponds to the process of automatically switching the set inter-vehicle distance among five stages, for example.
  • the driving setting control unit 79 performs driving support even if the driving support control shifts to the autonomous driving control. Priority is given to the setting of the inter-vehicle distance VD linked to the control. Therefore, when the driver performs an operation to widen the set vehicle distance while driving under the driving support control, the setting of the vehicle distance VD is maintained even if the driving control state shifts from the driving support control to the autonomous driving control. In this case, the inter-vehicle distance change notification (see FIGS. 9 and 16) before or after the transition to the autonomous driving control may be omitted.
  • the driving setting control unit 79 performs autonomous driving even if the autonomous driving control shifts to the driving support control. Priority is given to the setting of the inter-vehicle distance VD linked to the control. Therefore, when the driver performs an operation to widen the set vehicle distance while traveling under autonomous driving control, the setting of the vehicle-to-vehicle distance VD is maintained even if the driving control state shifts from autonomous driving control to driving support control. Even in this case, inter-vehicle distance change notification may not be performed.
  • the travel setting control unit 79 performs the inter-vehicle distance setting process (see FIG. 20), and cooperates with the driving support ECU 50a to change the set inter-vehicle distance adjusted to suit the driver's preference in one travel control state to another travel distance. It is also reflected in the set vehicle distance of the control state. As in the first embodiment, the travel setting control unit 79 starts the vehicle distance setting process based on the start of the driving support control by the driving support ECU 50a, and continues the vehicle distance setting process until the driving support control is turned off.
  • the travel setting control unit 79 grasps whether or not the control switching unit 78 will shift (schedule to shift) the state of travel control (S411). If there is a change in the travel control state (S411: YES), the travel setting control unit 79 reads the inter-vehicle distance VD setting associated with the travel control state after the transition (S412). The travel setting control unit 79 determines whether or not the automatic driving level changes due to the transition of the travel control state, in other words, whether or not there is a duty to monitor the surroundings (S413).
  • the travel setting control unit 79 reflects the setting of the inter-vehicle distance VD associated with the post-transition travel control state (S416). For example, when transitioning from one of traffic jam level 3 and area level 3 to the other, or when transitioning from one of hands-on level 2 and hands-off level 2 to the other, the change between set vehicles is performed as usual.
  • the travel setting control unit 79 compares the pre-transition (current) vehicle distance setting with the post-transition vehicle distance setting (S414). If the set inter-vehicle distance before transition is narrower than the set inter-vehicle distance after transition (S414: NO), the travel setting control unit 79 reflects the setting of inter-vehicle distance VD linked to the travel control state after transition (S416).
  • the travel setting control unit 79 maintains the setting of inter-vehicle distance VD linked to the pre-transition travel control state (S415). .
  • the travel setting control unit 79 may update the set vehicle interval information linked to the post-transition travel control state held in the storage unit 53 with the pre-transition set vehicle interval information.
  • the setting of the inter-vehicle distance VD preferred by the driver is shared in a plurality of driving control states.
  • the fourth embodiment described so far also has the same effects as the above embodiments, and can improve the convenience of automatic driving.
  • the slope information of the road on which the vehicle Am travels is grasped, and the setting of the inter-vehicle distance VD changes according to the slope information. Therefore, the running position of the host vehicle Am in the follow-up run control can be adjusted to maintain the inter-vehicle distance VD at which the occupants including the driver are unlikely to feel uneasy about the follow-up target vehicle At. According to the above, it is possible to implement follow-up running control with a sense of security, so that the convenience of automatic driving can be improved.
  • the vehicle-to-vehicle distance VD is set wider when traveling on a downhill road than when traveling on an uphill road and when traveling on a level road. Since the speed of the own vehicle Am tends to increase on a downhill road, the occupants also tend to feel uneasy. Therefore, if control is performed to widen the inter-vehicle distance VD, particularly on a downhill road, it is possible to further enhance the sense of security with respect to the follow-up running control.
  • the driving support Priority is given to the setting of the inter-vehicle distance VD associated with the control. According to the above, even after the transition to the autonomous driving control, the inter-vehicle distance VD that does not make the driver feel uneasy can be secured.
  • the road information grasping section 75 corresponds to the "gradient grasping section".
  • a fifth embodiment of the present disclosure is a modification of the fourth embodiment.
  • the travel setting control unit 79 ascertains whether or not the travel control state is scheduled to shift (S511), as in the fourth embodiment (see FIG. 20). . If there is a plan to shift the control, the travel setting control unit 79 reads the setting of the inter-vehicle distance VD linked to the travel control state after the shift (S512). The traveling setting control unit 79 determines whether or not the grasped transition of the traveling control state is the transition from the level 2 driving support control to the level 3 autonomous driving control (S513).
  • the travel setting control unit 79 grasps the shift from the driving support control to the autonomous travel control (S513: YES), similarly to the fourth embodiment, the setting vehicle distance of level 2 before the shift (current) and after the shift is compared with the set vehicle distance of level 3 (S514).
  • the set vehicle distance of level 2 is wider than the set vehicle distance of level 3 (S514: YES)
  • the driving setting control unit 79 is linked to the driving support control. Priority is given to the setting of the inter-vehicle distance VD (S515).
  • the driving setting control unit 79 does not perform the comparison between the set vehicles, and does not perform the driving support control. (S516).
  • the above fifth embodiment also has the same effects as the fourth embodiment, and realizes highly convenient automated driving.
  • the setting of the inter-vehicle distance VD that the driver prefers can be preferentially applied in a scene in which the control right for driving operation is handed over to the system.
  • the inter-vehicle distance VD that does not make the driver feel uneasy can be secured.
  • the driving setting control unit 79 when shifting from autonomous driving control to driving support control, Switch to setting of inter-vehicle distance VD linked to driving support control. Therefore, the driver can certainly notice that the level of automated driving is changing from how the inter-vehicle distance VD is changed. As described above, it becomes easier for the driver to receive the control authority smoothly, so that the convenience of automatic driving can be further improved.
  • the setting change of the inter-vehicle distance VD accompanying the switching of the driving control state is There may be cases that do not occur.
  • the distance between vehicles set in driving support control is adjusted to be the widest (longest) by the driver, even if the driving control state shifts from driving support control to level 3 during congestion as in scene 1 above, The adjustment to widen the vehicle-to-vehicle distance VD cannot be performed.
  • the setting of the inter-vehicle distance VD may be maintained even if the process of prioritizing the setting of the inter-vehicle distance VD by the driver is not performed.
  • the method of defining the inter-vehicle distance VD linked to each driving control state can be changed as appropriate.
  • the target inter-vehicle distance VD is directly defined.
  • "changing to a setting that widens the inter-vehicle distance VD” means changing to a setting that widens the inter-vehicle distance VD when conditions other than the travel control state are the same.
  • "to change the setting to narrow the inter-vehicle distance VD” means to change the setting to narrow the inter-vehicle distance VD when the conditions other than the travel control state are the same.
  • the inter-vehicle distance VD is controlled so that the detection of the surroundings of the vehicle by the perimeter monitoring sensor 30 becomes easier than in the first set inter-vehicle interval by switching to the second inter-vehicle interval.
  • a second set distance between vehicles is one of a plurality of values preset so as to facilitate detection by the perimeter monitoring sensor 30 (camera unit 31).
  • the travel setting control unit 79 cooperates with the environment recognition unit 62 and adjusts the second set vehicle distance so as to search for a position where detection by the camera unit 31 is good. do. That is, the travel setting control unit 79 of Modification 2 can set a position at which the camera unit 31 can easily detect the surroundings of the own vehicle as the second set inter-vehicle distance in real time.
  • the second set vehicle distance is set so that detection by an autonomous sensor different from the camera unit 31 is prioritized. Furthermore, in Modification 4 of the third embodiment, the autonomous sensor that gives priority to detection is changed according to the running environment of the host vehicle Am. The travel setting control unit 79 of Modification 4 adjusts the second set vehicle distance so that detection by the autonomous sensor selected according to the travel environment is facilitated. Further, in the fifth modification of the third embodiment, the second set vehicle distance is set so that the autonomous sensor that detects the rear or side of the own vehicle can easily detect it.
  • the conditions for switching to the second set inter-vehicle distance are simpler than in the third embodiment.
  • the travel setting control unit 79 of Modified Example 6 establishes the switching condition at the timing when the elapsed time after the start of traffic congestion level 3 or area level 3 exceeds a predetermined time, and the second set vehicle distance is set.
  • the travel setting control unit 79 may establish a switching condition to shift to vehicle distance control using the second set vehicle distance.
  • the magnitude relationships between the first set vehicle distance for traffic congestion control, the second set vehicle distance for traffic congestion control, the first set vehicle distance for area control, and the second set vehicle distance for area control in the third embodiment may be changed as appropriate.
  • the size relationship between the set inter-vehicle time (target inter-vehicle time) associated with hands-on control and hands-off control may be changed as appropriate.
  • each function of the driving support ECU 50a and the automatic driving ECU 50b is provided by one automatic driving ECU. That is, the functions of the driving support ECU 50a are implemented in the automatic driving ECU 50b of the seventh modification.
  • the functions of the driving support ECU 50a, the automatic driving ECU 50b, and the HCU 100 are provided by one integrated ECU.
  • the integrated ECU corresponds to the "automatic driving control device” and the "presentation control device”.
  • the automatic driving ECU 50b and the HCU 100 corresponded to the "automatic driving control device” and the “presentation control device", respectively.
  • the system including the automatic driving ECU 50b and the HCU 100 may have a configuration corresponding to the "automatic driving control device” and the "presentation control device”.
  • the automatic driving ECU 50b can implement automatic driving of level 4 or higher. Furthermore, in the fourth embodiment, a process of reflecting the set vehicle distance of another level between the set vehicles of level 4 automatic driving, or a process of reflecting the set vehicle distance of level 4 automatic driving between the set vehicles of another level is performed. may Specifically, when the set vehicle distance in level 4 automated driving is wider than the set vehicle distance of other levels (Fig. 20 S414: YES), even after the control shifts from level 4 to level 2 or 3, the set vehicle distance of level 4 may be preferentially applied. Furthermore, if the set vehicle distance for another level is wider than the set vehicle distance for level 4 automatic driving, the set vehicle distance before the transition may be preferentially applied even after the control shifts from level 2 or 3 to level 4.
  • the setting of inter-vehicle distance VD is shared only when traveling in a traffic jam. Specifically, in Modification 10, at the time of transition from congestion level 2 to congestion level 3 or from congestion level 3 to congestion level 2, the set vehicle distance before transition is changed to the set vehicle distance after transition. , the setting of the inter-vehicle distance VD before the transition is maintained.
  • Level 2 driving support control may be either hands-on level 2 or hands-off level 2.
  • the vehicle distance VD before the transition is determined. settings will continue to be used. For example, even when transitioning from one of congestion level 3 and area level 3 to the other, or when transitioning from one of hands-on level 2 and hands-off level 2 to the other, control for narrowing the inter-vehicle distance is not performed.
  • the adjustment control of the inter-vehicle distance VD based on the slope information is different from that in the fourth embodiment.
  • the set vehicle interval on a horizontal road with substantially no gradient is wider than the set vehicle interval on an uphill road.
  • the travel setting control unit 79 secures the widest set vehicle interval for the downward slope and the narrowest set vehicle interval for the upward slope.
  • the content of adjustment of the inter-vehicle distance VD according to the gradient condition may be changed as appropriate.
  • Each function provided by the autonomous driving ECU and HCU in the above embodiment can be provided by software and hardware that executes it, software only, hardware only, or a complex combination thereof. Furthermore, if such functions are provided by electronic circuits as hardware, each function can also be provided by digital circuits, including numerous logic circuits, or analog circuits.
  • Each processing unit in the above-described embodiment may be configured to be individually mounted on a printed circuit board, or may be configured to be mounted on an ASIC (Application Specific Integrated Circuit), FPGA, or the like.
  • ASIC Application Specific Integrated Circuit
  • FPGA Field-programmable gate array
  • the form of a storage medium (non-transitory tangible storage medium) storing various programs and the like may be changed as appropriate.
  • the storage medium is not limited to the configuration provided on the circuit board, but is provided in the form of a memory card or the like, is inserted into the slot, and is electrically connected to the control circuit of the automatic operation ECU or HCU. configuration.
  • the storage medium may be an optical disk or a hard disk drive, etc., which serve as a basis for copying the program to the active ECU or HCU.
  • Vehicles equipped with the above-mentioned automatic driving system and HMI system are not limited to general private passenger cars, but can be rental vehicles, manned taxi vehicles, ride-sharing vehicles, freight vehicles, buses, etc. good too.
  • the vehicle equipped with the automatic driving system and the HMI system may be a right-hand drive vehicle or a left-hand drive vehicle.
  • the traffic environment in which the vehicle travels may be a traffic environment assuming left-hand traffic or a traffic environment assuming right-hand traffic.
  • the automatic driving control and information presentation according to the present disclosure may be appropriately optimized according to the road traffic laws of each country and region, as well as the position of the steering wheel of the vehicle, and the like.
  • the controller and techniques described in the present disclosure may be implemented by a dedicated computer comprising a processor programmed to perform one or more functions embodied by a computer program.
  • the apparatus and techniques described in this disclosure may be implemented by dedicated hardware logic circuitry.
  • the apparatus and techniques described in this disclosure may be implemented by one or more special purpose computers configured in combination with a processor executing a computer program and one or more hardware logic circuits.
  • the computer program may also be stored as computer-executable instructions on a computer-readable non-transitional tangible recording medium.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
PCT/JP2022/007563 2021-03-30 2022-02-24 自動運転制御装置、自動運転制御プログラム、提示制御装置及び提示制御プログラム Ceased WO2022209459A1 (ja)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CN202280026478.4A CN117136157A (zh) 2021-03-30 2022-02-24 自动驾驶控制装置、自动驾驶控制程序、提示控制装置以及提示控制程序
DE112022001805.4T DE112022001805T5 (de) 2021-03-30 2022-02-24 Automatisiertes-Fahren-Steuerungsvorrichtung, Automatisiertes-Fahren-Steuerungsprogramm, Präsentationssteuerungsvorrichtung und Präsentationssteuerungsprogramm
US18/476,291 US12539874B2 (en) 2021-03-30 2023-09-27 Automated driving control device, non-transitory computer readable storage medium storing automated driving control program, presentation control device, and non-transitory computer readable storage medium storing presentation control program
US19/428,448 US20260109372A1 (en) 2021-03-30 2025-12-22 Automated driving control device, non-transitory computer readable storage medium storing automated driving control program, presentation control device, and non-transitory computer readable storage medium storing presentation control program

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP2021057769 2021-03-30
JP2021-057769 2021-03-30
JP2021164998 2021-10-06
JP2021-164998 2021-10-06
JP2021189632A JP7567758B2 (ja) 2021-03-30 2021-11-22 自動運転制御装置、及び自動運転制御プログラム
JP2021-189632 2021-11-22

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US18/476,291 Continuation US12539874B2 (en) 2021-03-30 2023-09-27 Automated driving control device, non-transitory computer readable storage medium storing automated driving control program, presentation control device, and non-transitory computer readable storage medium storing presentation control program

Publications (1)

Publication Number Publication Date
WO2022209459A1 true WO2022209459A1 (ja) 2022-10-06

Family

ID=83455926

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2022/007563 Ceased WO2022209459A1 (ja) 2021-03-30 2022-02-24 自動運転制御装置、自動運転制御プログラム、提示制御装置及び提示制御プログラム

Country Status (5)

Country Link
US (2) US12539874B2 (https=)
JP (2) JP7567758B2 (https=)
CN (1) CN117136157A (https=)
DE (1) DE112022001805T5 (https=)
WO (1) WO2022209459A1 (https=)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7601017B2 (ja) * 2022-01-27 2024-12-17 トヨタ自動車株式会社 車両運転支援装置

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007148788A (ja) * 2005-11-28 2007-06-14 Toyota Motor Corp 運転支援装置
JP2016205971A (ja) * 2015-04-21 2016-12-08 クラリオン株式会社 経路探索装置及び経路探索方法
JP2019006275A (ja) * 2017-06-26 2019-01-17 本田技研工業株式会社 車両制御システム、車両制御方法、および車両制御プログラム
JP2020050091A (ja) * 2018-09-26 2020-04-02 株式会社Ｓｕｂａｒｕ 車両制御装置
JP2020075585A (ja) * 2018-11-06 2020-05-21 日産自動車株式会社 自動発進制御方法及び自動発進制御装置
JP2020158021A (ja) * 2019-03-27 2020-10-01 本田技研工業株式会社 車両制御装置及び車両

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6614025B2 (ja) * 2016-05-20 2019-12-04 アイシン・エィ・ダブリュ株式会社 自動運転支援装置及びコンピュータプログラム
JP6976089B2 (ja) * 2017-06-29 2021-12-08 株式会社デンソーテン 運転支援装置および運転支援方法
WO2019043847A1 (ja) 2017-08-30 2019-03-07 本田技研工業株式会社 走行制御装置、車両および走行制御方法
BR112020005793A2 (pt) * 2017-09-26 2020-09-24 Nissan Motor Co., Ltd. método de assistência de condução e dispositivo de assistência de condução
JP6693548B2 (ja) 2018-10-16 2020-05-13 三菱電機株式会社 運転支援装置
KR20200071840A (ko) * 2018-12-03 2020-06-22 현대자동차주식회사 자율주행차량을 지원하는 시스템 및 방법
JP7496677B2 (ja) 2019-09-30 2024-06-07 株式会社ソニー・インタラクティブエンタテインメント 画像データ転送装置、画像表示システム、および画像圧縮方法
JP7414605B2 (ja) * 2020-03-23 2024-01-16 株式会社アイシン 運転支援システム、運転支援プログラム
JP2021164998A (ja) 2020-04-06 2021-10-14 キヤノン株式会社 画像処理装置、画像処理方法、およびプログラム
JP7496242B2 (ja) 2020-05-28 2024-06-06 株式会社竹中工務店 管理システム、及び管理プログラム

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007148788A (ja) * 2005-11-28 2007-06-14 Toyota Motor Corp 運転支援装置
JP2016205971A (ja) * 2015-04-21 2016-12-08 クラリオン株式会社 経路探索装置及び経路探索方法
JP2019006275A (ja) * 2017-06-26 2019-01-17 本田技研工業株式会社 車両制御システム、車両制御方法、および車両制御プログラム
JP2020050091A (ja) * 2018-09-26 2020-04-02 株式会社Ｓｕｂａｒｕ 車両制御装置
JP2020075585A (ja) * 2018-11-06 2020-05-21 日産自動車株式会社 自動発進制御方法及び自動発進制御装置
JP2020158021A (ja) * 2019-03-27 2020-10-01 本田技研工業株式会社 車両制御装置及び車両

Also Published As

Publication number Publication date
JP7567758B2 (ja) 2024-10-16
US20260109372A1 (en) 2026-04-23
CN117136157A (zh) 2023-11-28
US12539874B2 (en) 2026-02-03
JP7831526B2 (ja) 2026-03-17
DE112022001805T5 (de) 2024-02-29
US20240034345A1 (en) 2024-02-01
JP2022155463A (ja) 2022-10-13
JP2024153878A (ja) 2024-10-29

Similar Documents

Publication Publication Date Title
JP7586270B2 (ja) 車両用渋滞判断装置、および車両用表示制御装置
JP7416010B2 (ja) 提示制御装置、提示制御プログラム、自動運転制御装置および自動運転制御プログラム
WO2019008703A1 (ja) 表示システムおよび表示方法
JP7632235B2 (ja) 自動運転制御装置、及び自動運転制御プログラム
WO2021210316A1 (ja) 制御装置及び制御プログラム
JP6856086B2 (ja) 報知管理装置及び報知管理プログラム
WO2022202032A1 (ja) 自動運転制御装置、自動運転制御プログラム、提示制御装置及び提示制御プログラム
WO2022255075A1 (ja) シート制御装置、シート制御プログラム、状態推定装置、及び状態推定プログラム
JP7740161B2 (ja) 車両制御装置
JP2021170318A (ja) 制御装置及び制御プログラム
WO2021200122A1 (ja) 提示制御装置および提示制御プログラム
JP7512998B2 (ja) 自動運転制御装置、自動運転制御プログラム、提示制御装置及び提示制御プログラム
US20260109372A1 (en) Automated driving control device, non-transitory computer readable storage medium storing automated driving control program, presentation control device, and non-transitory computer readable storage medium storing presentation control program
JP7647810B2 (ja) 提示制御装置及び提示制御プログラム
WO2022163227A1 (ja) 自動運転制御装置、自動運転制御プログラム、提示制御装置及び提示制御プログラム
JP7363833B2 (ja) 提示制御装置、提示制御プログラム、自動走行制御システムおよび自動走行制御プログラム
JP7694639B2 (ja) 自動運転制御装置、及び自動運転制御プログラム
JP2021160707A (ja) 提示制御装置および提示制御プログラム
JP7655198B2 (ja) 機能制御装置及び機能制御プログラム
WO2022249837A1 (ja) 機能制御装置、機能制御プログラム、自動運転制御装置、及び自動運転制御プログラム
JP7334768B2 (ja) 提示制御装置及び提示制御プログラム
JP2021163467A (ja) 提示制御装置および提示制御プログラム

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22779684

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 112022001805

Country of ref document: DE

122 Ep: pct application non-entry in european phase

Ref document number: 22779684

Country of ref document: EP

Kind code of ref document: A1